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1930 TRANSACTIONS OF THE National Safety Council NINETEENTH ANNUAL SAFETY CONGRESS VOLUME II Pittsburgh September 29 -- October 3, 1930 William Penn and Fort Pitt Hotels Copyright, J931, National Softly Council PLAINTIFF'S EXHIBIT CONTENTS PAGE Marine Section............................................. -.................... -.................. -.................... 3 Metals Section ............. --............... ........ ,,.......-..... ..............-................. TM................. 73 Mining- Section................. ....................................... ..................-............-.............--137 Packers anti Tamers Section............-.................................. _................ --.......--217 Paper and Palp Section.TM........ ................. ...................... ---............ -.................. 257 Petroleum Section...................... .<........ .................. --.................................................. 321 Power Pres* Section---------- -----------.............. .......................-.................................-397 Public Utilities Section------------------------- -------------....................................... ............ 429 Qaarry Section................................... ...................... ..................................................... 493 Quarry and Cement Sections----Joint Sessions--.......................... ..................... 327 Refrigeration Section ________ __ -......-............................. .--.......................... .........345 Rubber Section...........................................................................-.............--...........--589 Steam Railroad Section --,--.......... -...................-................................ -.................. -45 Textile Section --------------................ ................... --.............-.........................-.......733 Woodworking and Lumber Manufacturing Section......... ................ .................... -759 Tidw .... ___________________ -___ ......................... ...............................................817 NOTE Volume IH of these Transactions, containing the Public Safety ses sions, Street and Highway Traffic Section, Traffic School, Statistics Sec tion, Education Division, and Home Safety session, b being mailed fly to certain inrmtmri of the National Safety Council who are betbwed ts be interested in thase session*. Any other member of the O""! may redve a copy of Volume III without charge by re questing it NINETEENTH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL y Marine Section Officer* 1930-31 General Chairman--John S. Hunteb, The Atlantic Refining Company, Philadelphia, Pa. Vice-Chairman (In CJiorye <?/ Fosters and Slides)--Robert F. Hand, Standard Ship ping Company, New York City. Vice-Chairman (For the Pacific Coast)--ByrQN 0. Pickard, Pacific American Steamship Association, San Francisco, Calif. Vice-Chairman (In Charge of Publicity)--Arthur M. Tope, The Texas Company, New York City. Secretary and News-Letter Editor--Harry W. Tichcnqr, The Prudential Insurance Company, Newark, N. J. Chairman Program Committee--Charles H. Putbeis, Eastern Steamship Lines, Inc., Boston, Mass. Chairman Membership Committee--W. E. Stevyardson, Colombian Steamship Com pany, New York City. Chairman Research and Statistics' Committee--Benjamin H. Self, Travelers In surance Company, New York City. Chairman Stevedoring Committee--Daniel J. Murphy, Murphy, Cook and Company, Philadelphia, Pa. Chairman Engineering Committee--Frank H. Cogan, The Delaware, Lackawanna and Western Railroad Company, Hoboken, N. J. Executive Committee-^Tub Officers amd Cart. G. Bartlett, Cosmopolitan Shipping Company, Hoboken, N. J. Gmct H. Bates, United Dry Docks, Inc., New Vork City. H. Beardsley, Standard Transportation Company, New York City. Wm. L. Bunker, United States Lines Operations, Inc., New York City. Arthur R. Bush, Westfield, N. J. B. C. Edwards* Grace Line, Inc., New York City. F. P. Foisie, Waterfront Employers Association, Beattie, Wash. Frank A. Fritz, T. Hogan 4 Sons, Inc., New York City. James A. Gibson, Luckenbach Steamship Company, New York City. F. C. Gregory, United States Employees' Compensation Commission, Washing ton, D. C. G. W. Jochem. American Fruit and S, S. Corp., New York City. Capt. W. P. Kain, Shipowners' Claims Bureau, New York City. 3 4 Nineteenth Annual Safety Congress W. A. Kigcixs, Jr., A. H. Bull & Co., Inc., New York City. Ellis Knowles, C D. Mallory A Company, Inc.. New York City. Caft. C. A. UcAmira, American Bureau of Shipping, New York City. F. N. Meuus, New York Central Railroad Company, New York City. Lewis L. Sutr, Merritt-Chapman & Scott Corp,, New York City. Kcsketh Stivkns, Douglaston, long Island, N. Y. C Story, Jr., Cities Service Transportation Company, New York City. J. Wrxght, Export Steamship Corporation, New York City. Retiring- Officers General Chairman--Arthu* M. Tow. The Texas Company, New York City. Vice-Chairman (in Charge of Publicity)--fount S. Hunter, The Atlantic Refining Company. Philadelphia. Pa. Vice-Chairman (in Charge of Posters and Slides)__ Robot F. Hand, Standard Shipping Company, New York City. Vice-Chairman-- F. P. FoiRtE. Waterfront Employers Association, Seattle, Wash. Secretary--James A. Kelley, United Dry Docks, Inc, New York City. Chairman Program Commit tee--Charles H. Flatbters, Eastern Steamship Lines, for-, Boston, Mass. Chairmos Membership Committee--W. E. Strwaroson, Colombian Steamship Company, New York Gty. Chairman Research and Statistics Committee--Cart. Irving L. Evans, Munson Steamship Lines, New York Gty. Chairman Stevedoring Committee--Daniel J. Mtnunrr, Morphy, Cook and Company, Philadelphia, Pa. Chairman Engineering Committee--Gaft. G. Bartlett, Cosmopolitan Shipping Co* Hoboken* N. J. News-Latter Editor--Harry W. Txchknob, The Prudential Insurance Com pany, Newark, N. J. Executive Committee--Tbe Omens ami Wr. L Burma, United States Lines Operations, Inc, New York Gty. Arthur R. Bush, The Bar ber Asphalt Company, Maurer. N. J. Frank Cooan. The Delaware, Lackawanna and Western Railroad Company, New York City. Frank A. Fkm, T. Hogan 9c Sons, Inc, New York Gty. Jambs A. Gibson. Lnckenbech Steamship Company, New York Gty. Caft. W. P. Kaxn, Shipowners' CUims Bureau, New York Gty. W. A. Riggins, Jr., A. H. Bull & Co., Inc, New York Gty. Ellis Knowles, G D. Mallory & Gl, Inc, New York Gty. Caft. G A. McAiustex, American Bureau of Shipping, New York Gty* F. N. Melius, New York Central Railroad Company, New York Gty. Edward P. Morse, United Dry Docks, Inc, New York Gty. Caft. G H. Potter, Potter Transportation Company, New York Gty. Lewis L. Smith, Merritt-Chapman & Scott Corporation, New York City. Kenneth Stevens, Marine Office of America, New York Gty. G Story, Jr., Cities Service Trans portation Company, New York Gty. J. Wright, Export Steamship Corporation, New York Gty. Tuesday Afternoon Session September 30, 1930 ARTHUR M. TODE, Chairman The Texas Company, New York City The Marine Section convened at two p. m., Arthur M. Tode, Technical Depart ment, The Texas Co., New York City, presiding. Chairman Tods: I shall first call for the report ai our publicity committee, Mr. John S. Hunter. The Atlantic Refining Co., Philadelphia, chairman. Marine Section 5 Report of the Publicity Committee By JOHN 8. HUNTER The Atlantic Refining Company, New York City; Vice-Chairman (In Charge of Publicity) The work of the Publicity Committee for this year was a difficult task when one considers the amount of work which had been done by its predecessors, however, the committee has endeavored to keep before the public the work and aims of the Marine Section of the National Safety Council. A number of the leading maritime magazines and publications have very graciously exteoded their columns for our use and the Committee has availed itself of them ou numerous occasions. Considerable publicity was given the 19th Annual Safety Congress, the complete program appearing in a number of periodicals. The Publicity Committee has been called upon by the Chicago headquarters staff on many occasions to augment the work of the General Membership Committee. At their request many companies have been written to, drawing attention to the aims and methods of the National Safety Council in the promotion of Safety Work. Many of these companies were being solicited for membership in sections other than the Marine, but it has been the desire of the Publicity Committee to help the activities of the entire Council as well as tiiose of our own section. Chairman Tode: Next the report of the Poster Committee, Mr. H. J. Hcidorn substituting for the chairman, Mr. R. F. Hand. Report of the Poster Committee By ROBERT F. HAND Standard Shipping Company. New York; Vice-Chairman (In Charge of Posters A 8Hdt) During the past year, great progress lias been made in the matter of obtaining new ideas for effective marine safety posters. Splendid cooperation has been secured from numerous members of the Marine Section. Not only have they placed the writer in possession of many worthwhile photographs showing hazardous and un safe practices and conditions but they have also assisted with suggestions as to lettering, wording, etc., all of which cooperation has been very gratifying. Stanley H. Kershaw director of the Poster Division, of the headquarters of the National Safety Council in Chicago, spent a day with the writer during the past year submitting numerous suggestions for poster copy, sketches and photographs, in order to secure the Marine Section's views and approval. This conference re sulted in approximately a dozen good ideas being developed on paper which Mr. Kershaw took away with him and which will appear in final poster form during the next few months. The attention of all members is called to the lact that each month in the Notional Safety News the new posters appear in miniature. The present allot ment of marine posters which the Director of the Poster Division is permitted by Council rules to produce consists of one marine poster per month. Sometimes this is a "vessel operation" poster and sometimes a "stevedoring" poster. By con sulting the National Safety News, therefore each month, each member may tee the new poster which is available and may order it if interested. The director of the Poster Division has assured the writer that at least two posters on sideport loading subjects will be submitted to the Council's Poster Committee for their approval in the immediate future so that they may be put into production without further delay. 6 Nineteenth Annual Safety Congress In May of this year the staff photographer of the National Safety Council spent two days in New York under the writer's jurisdiction and obtained fifteen excellent photographs of various marine and semi-marine subjects. These included sideport loadings and fumigation practices and several other items covered by "vessel operation" and "stevedoring" captions. The writer wishes to take this opportunity of expressing his thank* to the mem bers who so graciously devoted considerable of their time in assisting the staff photographer and the writer's representative to secure these photographs. CnAUMAN Tope: Will Mr. C. H. Flathers, chairman, report for the Program Committee ? Charles H. Flathers (Eastern Steamship Lines, Inc., Boston): I have no de tailed report. The program this year speaks for itself. Chairman Took: We are now ready for the report of the Nominating Committee. Mr. A. R. Bush, chairman. Report of the Nominating Committee Mr. Bush: Your Nominating Committee presents the following list of names which we place in nomination for the various offices in the Section: General Chairman--John S. Hunter, The Atlantic Refining Company, Philadelphia, PaVice-Chairman (in Charge of Posters and Slides)--Robert* F. Hand, Standard Ship ping Company, New York City. Vice-Chairman (for the Pacific Coast)--Byron O. Pickard, Pacific American Steamship Association, San Francisco, Calif. Vice-Chairman (in Charge of Publicity)--Arthur M. Took. The Texas Company, New York City. Secretary and News-Letter Editor--Harry W. Tichenor, The Prudential Insur ance Company, Newark, N. J. Chairman Program Committee--Charles H. Flathers, Eastern Steamship Lines, Inc., Boston, Mass. Chairman Membership Committee--W. E. Stewardson, Colombian Steamship Compauy, New York City. Chairman Research and Statistics Committee--Benjamin H. Self, Travelers In surance Company, New York City. Chairman Stevedoring Committee--Daniel J. Murphy, Murphy, Cook and Com pany, Philadelphia, Pa. Chairman Engineering Committee--Frank H. Cocan, The Delaware, Lackawanna and Western Railroad Company, Hoboken, N. J. Executive Committee--The Officers and Capt. G. Bartlett, Cosmopolitan Shipping Company, Hoboken, N. J, George H. Bates, United Dry Docks, Inc., New York City. H. Beardsley, Standard Transportation Company, New York City. Wm. L, Bunker, United States. Lines Operations, Inc., New York City. Arthur R. Bosh, Westfield, N. J. B. C. Edwards, Grace Line, Inc., New York City. F. P. Foisie, Waterfront Employers Association. Seattle, Wash. Frank A. Fritz, T. Hogan & Sons, Inc.. New York City. James A. Gidson, t.uckenbach Steamship Company, New York City. F. C. Gregory, United States Employee*' Compensation Commission, Washing ton, D. C. G. W. Jochem, American Fruit and S. S. Corp,, New York City. Capt. W. P. Kain, Shipowners' Claims Bureau, New York City. W. A. Kiggins, Jr., A. H. Bull & Co., Inc., New York City. Ellis Knowles, C. D. Mallory & Company, Inc,, New York City. Marine Section 7 Capt. C. A. McAllister, American Bureau of Shipping, New York City. F. N. Melius. New York Central Railroad Company. Nrw York City. Lewis L. Smith, Merritt-Chapman & Scott Corp., New York City. Kjcnnetu Stevens. Douglaston, Long Island, N. Y. C. Story, Jr.. Cities Service Transportation Company. New York City. J. Wright, Export Steamship Corporation, New York City. (Motion was made, seconded, and carried, that the report of the Nominating Com mittee be adopted and the nominees be dectared elected.) Chairman Tode: The first paper of the day is by Mr. P. Nichols, Superintendent of Terminals, Atlantic Coast Line Railroad Co,, Port Tampa, Fla. Inasmuch as Mr. Nichols is unable to be with us, I will ask Mr. Bush to read his paper for him. Safe Operation of Tugs By P. NICHOLS Superintendent of TenzdneU, Atlantic Cout Line Railroad Company, Port Tampa, Fla. There is no doubt of a greater diversity of conditions affecting operation of a tug boat than any other craft. Vessels of the same design differ in their handling; currents and piers in every port are unlike. A tug must work in close places and under various climatic conditions; as its name Implies, it is a vessel especially tiesigned for towing craft long or short distances in inland or outside waters, shift ing vessels from one berth to another, frequently in crowded harbors and narrow channels; it has sometimes been referred to as a 'pinch hitter', a switch engine in port and a freight locomotive at sea; it is, after all, essentially a work boat, en countering many hazards and violent shocks. During the past fifteen years we have witnessed Tapid strides in aids to naviga tion and in the designs of all types of floating craft. It seems to me the first es sential in operating a tugboat safely is that the navigating officer--Master--must know the practical side of the tugboat, and he must know his vessel and his crew, for he is the person from whom constructive criticism is expected. Accidents have been the result of failure to maintain the vessel's boilers, its signal system and steering gear, and frequent inspections of this equipment have been known to rectify defects. We have learned that it* is wise to watch the vessel's bilges in heavy seas, to keep them free of rags and other waste. Floor plates covered with oil or with tools or other obstructions are accident hazards. If the inspection tank of a vessel is not given close attention leakage from the heater coils in the fuel oil tanks will be carried back with condensed steam and allowed^ to come in contact with the boiler feed water, from which serious accidents have resulted. Screw valve bonnets in dark or out of the way places will give trouble if not frequently inspected, and we have found it is a safe practice in opening the screw bonnet valves to see that the bonnet does not move with the valve stem. We have found it pays to have mats in the engine and boiler rooms, on metal floors and gratings, to prevent members of the crew from slipping and falling in heavy seas or at the time of a violent shock. Rubber heeled shoes has been the con tributing cause of many accidents to members of the crew traversing metal decks. Alertness in giving clear signals and prompt acknowledgement has proven of prime importance and never have we known vulgarity or the use of intoxicants to be helpful in this or any other connection. The tug's lines arc subjected to severe strains and are an important factor in safety to the crew and ship, and it pays in life and limb to stand clear of these lines when under stress and keep them properly coiled and In good condition when not n use; a seaman indulges in an unsafe 8 Nineteenth Annual Safety Congress practice when be attempts to catch the* knotted end of a heaving line. Members of the crew are safer in their quarters or at their posts while vessels are being docked or undocked, and none other should be allowed on board during operations. We have found that fire a"d lifeboat drills held frequently and without notice bolster discipline and are important factors in the safe operation of our vessels; good housekeeping and prompt investigation of each accident are important; physical examinations of each member of the crew upon entering the service and at intervals thereafter make for efficiency and safety; first aid kits should be readily accessible and fire extinguishers should be kept in their proper places, while a system of educating the employee is materially enhanced if safety posters are neatly and promptly displayed in conspicuous places and at regular intervals. Frequent con tacts between officials of the company, officers and men on board create enthusiasm and constitute a helpful promoter of safety. la our attempt to permeate safety omoog oar men we must have the whole hearted support of our owners, a vigilant crew led by a master mariner, in sympathy with the common sense principles of safety. An officer's example bears fruit among fhe crew; hence, the wisdom of careful selection. We, of course, know a preventa tive is more to be desired than a cure, and to attain these ends we formed a terminal employees safety committee and cumbered among its makeup are a Master and Chief Engineer from one of our tugs. Meetings are held at regular intervals and at convenient times when members of the crew, longshoremen and other terminal em ploycea can attend. The experiences of other operators are discussed and our own problems are thrashed out; the committee makes recommendations to the Terminal Superintendent who takes appropriate action and informs the committee at its next meeting. From these meetings we have learned that: 1. Information is valuable but does not prevent accidents unless followed out. 2. Safety permeates our organization from the top down and the day of swivel chair supervision has passed. 3. The Master of the tug must study and plan his work with the co-operation of his crew. A divided house is an accident breeder. 4. We have driven home the fact that by eliminating carelessness, assuming the proper attitude toward accident prevention and right thinking we can prevent accidents. This is proven at the terminals I represent by not a single reportable accident in the past two and one-half years, during which period approximately 700,000 man hours have accrued. We have struck the keynote when we get the men to think and it can be done by the use of common sense methods and keeping everlastingly at it Chairman Tode: We will proceed to the next paper, by Mr. Robert F. Hand, vice-president and assistant general manager. Standard Shipping Co., Mew York City. In the absence of Mr. Hand, Mr. Heidom will read the paper. Posters "Sell" Safety By ROBERT F. HAND Vice-President and General Manager, Standard Shipping Company, New York City Webster's definition of the word "sell'1 shows it to have originated from Middle- BngUsh and An^lo-S^xcm derivation* meaning "to *ive" or "to deliver." Hence, although the ordinary sense of the word ``sell'' conveys a meaning of transferring property for a consideration, the last two generations have become accustomed to give the word a broader scope, designed in a colloquial sense to transfer ideas. Marine Section 9 The question then arises "Con safety be sold?'' In other words. Con the idea of saving himself from hurt, injury or loss be planted in a man's mind? And if so. What price safety? An affirmative answer to the first question, I believe, is universally conceded. As to the second, the consideration is a combination of worthwhile rewards represented by health and happiness, freedom from pain, suffering and sorrow, for the workers and their families. These statements bong accepted, the next question to arise is. Con posters "sell** safety? Insofar as the present writer is concerned, there is only on answer: Posi tively yes I How may w.e define a poster? Funk & Wagnalls' authority calls it an advertising sheet of considerable size, usually printed and often illustrated, with fairly large lettering so that when posted on a wall, etc., it uiay be easily read. Most of us have heard of the expression "so that he who runs may read." This is an important function of a poster. It is not expected that this medium of publicity alone can impel employees to perform their duties with the exercise of ut most diligence, but it is most assuredly an aid to that end. It is an important aid, too, and no different, few example, from any one of the individual instruments, singly, which a captain uses in connection with the safe navigation of his ship. He would not rely, for instance, on his sounding machine alone to tell him whether he is on a safe course. The presence of that sounding machine on board, however, assists him to make a more accurate calculation of his position. So it is with posters: they are an assistance. They tend to stimulate interest, and when safety is involved they keep the idea active; but they must be augmented by the enthusiastic cooperation of everyone in the company's management, from the highest official down. The opinion that posters can and do "sell" safety, I feel sure, is entertained by the majority of persons interested and engaged in the work of ridding industry of all dangers and hazards. It is most assuredly entertained by thousands of men and women in business today at the head of enterprises of every description who are expending tremendous sums of money annually to advertise their products and services. Of course, it is also a fact, as John Wanamaker once said, that "advertising dees not jcrlc. it pulls; it begins gently at first but the pull is steady. It increases day by day, year by year witil it exerts an irresistible power/' This includes poster advertis ing. Posters are an accredited medium of advertising. They attract; they impress. They must, however, be essentially correct in their wording and thdr illustrations. A marine safety poster, for example, would be ridiculed and, on this account, in effective, if it were worded in the vernacular of the landsman or if Its pictorial part embraced a subject nautically incorrect. Posters make an appeal to the brain via the eyes; they convey a message which, it is believed by the majority of people, assists materially in giving momentum to the safety campaign. Humaos learn much by rote, by a constant repetition of words, ideas, and pictures. The human instinct is aroused unconsciously by posters. Socrates asserted that all persons prefer the right whenever they see it, and that all evil actions arise from ignorance. Safety posters show the right from the wrong and lead the way in respect of educating humans unconsciously. Every normal individual t& subject to the influence of suggestion. The idea of safety is suggested by the poster and the impulsiveness of human nature enforces the suggestion until the desired result follows. Safety then becomes a habit All minds are constantly subjected to influences of which we have no conscious realization and we are led to form opinions and judgments oftentimes without knowing it. Posters have a connection with this theory. The writer IS of the opinion that most people believe in the recultfutnsss of poster*. This paper, therefore, will interest those people nJy in a passing measure, perhaps, or confirm the convictions which they have already formed in their own minds. Still it may also present to them some new reason for believing in the efficacy of posters; 10 Nineteenth Annual Safety Congress in their value as "sales" agents, or in the diametrically opposite situation in their power as "buying" agents; and in their influence on their readers to take greater heed, to work more safely. There axe still a few people who do not agree that safety posters carry any weight- They consider them a waste of money, simply something' which is - stock tip on the walls with results negligible. If those maintaining these views are right, then the millions who are contrary-minded must be wrong--which reminds me of the song composed during the World War days, "They were all out of step but Jim!" It is up to those of us who believe wholeheartedly in the poster's "pouch", to conyince those who wholly disbelieve, and to enlighten those who now have only a "hike-warm" confidence in the poster medium. Alt of us unquestionably are familiar with such slogans as "It's Toasted", "Keep that Schoolgirl Complexion", and "Time to Re-Tire", and we immediately link them up, respectively, to a well-known brand of dgaret, soap, and automobile tire. Why? Merely because these slogans which have been adopted by the manufacturers of such commodities, have been repeatedly published in various steed posters, car-cards and similar media for disseminating information, thereby becoming impressed on our minds. Is it not self-evident, therefore, that posters had a great deal to do with the memori zation of these slogans? Is it not also true that the remembrance that they advertised these articles may be attributed in a large measure to the poster medium? Posters, then, do help in increasing orders for articles on sale. In other words, they do create a desire to comply with their messages. Why then, it the posters are effective in this respect can it not be assumed that they arc effective in transferring ideas relative to safe practices to the minds of the workmen ? My colleagues and I are convinced that they are I Henry J. Heidorn (Assistant Chief of Personnel, Standard Shipping Co.. Sew York City) ; I believe Mr. Hand chose this subject for his paper because He had received letters during the year from people, in the Marine Section who believe pos ters arc not necessary in cutting down accident frequency. This paper was written to refute that idea. L. J. Lynn (Safety Engineer, Newport News Shipping and Dry Dock Co., Newport News, Va.) : I have some new photographs for posters which I will submit to the poster committee today. Capt. Thor. W. Sheridan (President Alumni Association, New York Nautical School. New York City) : I am very much interested in posters, |nd I am a profound believer in their use, but I wonder if any efforts have been madf Jo prow their value by figures ? Ml Lynn : I don't believe you could get any specific figure* on the amount of good that posters will do. Nevertheless, we know our men read our posters and we know that our accidents have decreased considerably. Dabney L. Smith (Claims and Insurance Director. Export Steamship Corpora tion, New York City) : I can vouch for Mr. Lynn's statements. 1. have been through the shipbuilding yard. With respect to Capt. Sheridan's remark; I don't believe it is possible to get any actual percentages, but I must say we rgfpntly adopted a plan of supplying each vessel as it set out on each particular voyage .^ri^h a definite number of posters, and we are told that the masters and officers and crew all get interested in them. Since we have been doing that there has been a gratifying decrease in the number of accidents on the ships. There is no doubt that posters do have a great effect in cutting down accidents. E. H. Jewett (Manager, Safety Department, United States Protection and In demnity Agency, Inc., New York City) : I think posters are one of the keenest and sharpest tools we have in our accident reduction work. I wonder if anyone knows of an effective safety campaign in which posters were not used at all. Capt. Sheridan ; 1 am profoundly of the opinion that posters are a necessary and valuable aid, and I am satisfied that the answers given this morning prove that point. JMarine Section 11 J. C. Bernd (Sinclair Refining Co., East Chicago, Ind.): We used posters for several years, and then for one year we didn't get the necessary funds to buy posters. The foremen eventually asked for posters. They thought that with new machines, and new ways of doing things, and the health question, they should have the posters, because posters help them to explain things which in ordinary times they didn't have time to do. Our experience has been that posters used throughout the plant, whether old ones or new ones, will give the right thought to the men. We need posters, and I think we get better results by having them than by doing without. Mr. HeidorN: The poster medium is never used alone in cutting down the accident frequency rate. If tt were, you could probably get some very tangible figures and facts, but with the variable conditions surrounding each plant or ship, you can't get definite comparisons. Chairman Tone: Posters are intangible; you can't measure their value in dollars and cents. But we must remember that advertising pays, and with posters we are merely advertising safety. Consciously or unconsciously the people who see the posters, day after day, week after week, will absorb some of that information. The next paper will be delivered by Mr. E* H. Jewett, manager of the Safety De partment of the United States Protection and Indemnity Agency, Inc., New York City. The Man Higher Up--His Attitude By E. H. JEWETT Manager Safety Department, United States Protection and Indemnity Agency, Inc., New York City Who is he? The president, the vice-president in charge of operations, the general manager? Is he three different.men, or three men in one? It matters not. Some where in the upper strata of executives there is some one man who, by the sheer force of ability, title or position, is known and recognised as the one "Big Boss." HU word is law. His orders are obeyed. His decisions are final. How and where do we, safety men, safety engineers, or safety anything else, fit into his orbit? Do -we register well with hun, or are we just some of his many employees ? This is rather a blunt and direct way of bringing this, problem before us, but not when we consider' its* importance to us in our work, and the fact that an honest realization of our exact niche in the scheme of things has a direct bearing on the success or failure of our efforts. The attitude of the Big Boss is a common one with all of us. Is he with os and standing solidly behind us? If so, all is well and our efforts will truthfully reflect our ability and earnestness of purpose. If not, what is our responsibility in the matter? Shall we complacently say "Well, we've done our best", shrug otir shoulders, and let it go at that? Or shall we prepare ourselves with proper'data and helpful information--and so armed, sell our work so effectively that our own Big Boss has no alternative but to get behind us. In the December, 1929, issue1 of the Cotifomio Safely News, there is an article "Placing Accident Responsibility", in which George F. Prussing, safety engineer, Union Oil Company of California, very forcefully presents his views. His pen is so nimble that I am well 'content to quote freely from it "The assignment of responsibility for safety that we find in so many organisations today 'is evidently the result of growth or accident, and not of design. A peculiar condition exists, and I am sure that most safety men are aware of the fact that It is on themselves that nearly the entire burden of responsibility is allowed to rest They are supposed to be, and in fact usually are, the leaven that lightens the lump. On the one hand they must stimulate the owner or his representative to take suf 12 Nineteenth Annual Safety Congress ficient interest to supply funds lor educational safety work and for making working conditions safe; and on the other they must sell safety to every subordinate of the owner or manager, down to the last man on the job. That situation is so common that most safety engineers have got used to it and are not impressed with the fact that it is illogical, inefficient, and contrary to recognized practice in every other part of corporation science. "There are in organized industry three distinct functional groups, and their logical interest in freedom from accidents arises out of different points of view. First there is the owner group, to whom accidents can spell merely waste and reduction in profits. This group docs not have physical accidents, seldom sees accidents, and its interest can and must be stimulated by emphasis on the fact, which few yet realize, that accidents are avoidable and that safety pays them profits in dollars. "The second group is labor, the man at work, who must ever, because of his needs, place his job above all other considerations, even those of personal safety. It is to this group that accidents occur; members of this group feel the pain and stand the privations that come from industrial injuries. Yet their situation is such that they can do little for themselves unaided. They do not regulate their working conditions; they are subject to the direction of others.' "The third group is the management group, the hired men' of industry who direct labor, but who themselves have little or no contingent interest in profits. It is to this group that the safety engineer belongs. And .it is a curious fact that within this group you firfiT today the greatest interest in safety. Whether it was assigned to the members of this group or not, the fact remains that it is the management group, with personally nothing to gain from a reduction or personal injuries in in* dutry, which has assumed leadership in this greatest of humanitarian movements. "Such is my analysis of the situation as we find it today, and I for one would not take from management one bit of the glory that comes from unselfish effort. But having established this point of view I should like to point out that, in their zeal, safety engineers sometimes misdireet-their efforts. They are apt to spend too much time selling safety to the workman or foreman before the owner has been convinced of his opportunity. "The final responsibility for accidents in Industry can logically lie only with the men who hare the power to stop them. This means the owners, boards of directors of corporations, and others in a position to say what working conditions shall be. It is the owner who hires and fires, who holds the purse strings, who says what sltall be done and how. "Because we live in a democracy we must move slowly in legislative matters. Public safety is difficult of accomplishment; but in industry, safety men should see that their efforts must first be directed toward the man at the top, until he is per sonally interested in reducing accidents. Why waste time trying to sell to the workman in an organization what the owner or employer can rightfully demand? If the safety engineer will but convince and interest the man on top, the man. down the line will come to him to heip-himself hold his job. The foreman on the job is used to following instructions, and in turn his attitude is the attitude of the men under him. When safety is made part of the workman's regular responsibility to the man who can hire and fire him, the success of the safety movement will be as sured.* How, fellow safety men, unless my memory serves me falsely, it was just such a frank statement of facts, forcefully presented to a certain Big Boss by an embryonic safety man some forty years ago, that gave birth to an Idea which germinated and grew into the greatest of all humanitarian movements, now known as the National Safety Council. If such strength of character was and is necessary in land industries, where our work has had a chance to demonstrate its effectiveness, how much stouter must be our hearts and our determination to succeed In marine ir Justries, which, by com Marinc Section 13 parison, arc mere infants, to say nothing of the greater multiplicity and magnitude of marine hazards. Many safeguards which a landsman would demand for his protection before ever starting to work would be scorned and deemed unseamanlike if even suggested for adoption aboard ship. Many traditions of the sea are in themselves hazardous--much more so than any land traditions with which I am familiar. Consequently, I trust you will pardon any personal satisfaction I may have had when recently, I reread an article I wrote several years ago for the Marine Review. 1 checked up on the re sults obtained, and can draw many parallels. They exist today just as then, but I am thankful to say they are looked upon in an entirely different light by the "Mart Higher Up.** I wrote under the caption of "Reduce Accidents by Common Sense Methods:** " 'You are bound to have about so many accidents, no matter what you do. Acci dents have to happen every so often*. These words express an attitude toward systematic efforts to reduce accidents, which has been expressed time and time again. There has been a tendency In each basic industry to believe that their industry is 'different*; that safety educational work `may be all right for some industries, but h can't get very far in ours*. This attitude has been particularly persistent in the shipping industry, due, perhaps, to the conditions peculiar to that industry. A ship is delayed and arrives only to have to sail an time. This means that the cargo must be discharged and the new cargo loaded in double time order. The very nature of the work is such that every man must depend upon his own carefulness for the pre vention of accidents. "The workers themselves come and go, drift from one pier or ship to another, and it Is common knowledge that they are floaters. This condition has made organ ized safety work look practically impossible to executives in the shipping industry. "As a matter of fact, there has been a reluctance to engage upon any very com prehensive program of accident reduction, because it was felt that nothing of any importance in the way of results could be accomplished, and that therefore it would be better not to start a project that could not be carried to a successful conclusion. It was felt that any attempt to install an accident reduction program would cut down efficiency and that less tonnage would be handled if the dangers of the job were emphasized in the minds of the men. If a ship had to be discharged under pressure of making ready to sail at a certain time, there was a conviction that it would be inconsistent to ask the men to 'make it snappy* and at the same time caution them to be careful.*' In the face of these apparently insurmountable obstacles, certain executives felt that a start should be made and at the end of that year they found much human suffering had been prevented, one hundred thousand dollars saved, and the ships were being discharged and loaded with a time saving of from one to one and a half hours per ship per voyage. Notwithstanding this change of attitude on the part of many marine executives, there are stall many reactionaries, doubting Thomases, and supposedly big men who either do not know, do not realize, or do not appreciate the tremendous drain upon their company's treasury, needlessly caused by financial redress demanded for per sonal injuries to their employees. An analysis of the financial costs for personal injuries, cargo loss and damage, and miscellaneous costs, covering collisions, ship and pier damages, discloses that the artnal financial wastage or drain for personal injuries is greater than cargo losses and considerably greater than miscellaneous costs. This analysis is made from the figures covering the largest marine activity in our country. With such an outstanding situation confronting us, it is not dear to those of the Marine Section of the National Safety Council, charged specifically with the reduction of personal injuries, that our effectiveness can be increased only by seeking a change in the attitude of our superior operating executives. 14 Nineteenth Annual Safety Congress Robert F. Hand, vice-president of the Standard Shipping Company, very aptly emphasizes this point in a paper which he presented recently in Washington at the 3rd National Conference of the Merchant Marine, entitled "Safety of Marine Workers." In discussing the necessity for educational safety aids, in the form of bulletin boards, potters, safety coaamhtecs, etc., Mr. Hand makes the following significant statement: "Bat all of these wiD bear absolutely no fruit unless the employee him self, and every one m the company's management, realizes that safety is indispen sable. We must not look upon safety as being unnecessary, or, as many probably still think, 4a necessary evil* Gentlemen of the Marine Section, here are some of onr ~roblems. What is our attitude toward them? Whom must we sell first on *9 k before we can make any real headway? Here are some actual happenings, not products of the imagination. 1. Through misinterpretation of signals on docking, a ship went full speed ahead instead of astern. She rammed the dock causing, about $18,000 damage. The vice- president in charge of operations dropped all his other work to investigate the acci dent. It took three days of Ms time and also three days of the officers of the ship's time. The result of the investigation was that four of the officers were discharged. In a similar ship, a fireman stepped under a ventilator In the fireroom. The ven tilator reach rod handle was frozen and sticking out at right angles to the reach rod. Someone on the boat deck turned the cowl .of the ventilator thereby causing the handle of the reach rod to swing around and strike the fireman in the face with the .result that one of his ores was gouged out. The first intimation of this accident was a summons and complaint served by the injured man's attorneys. When a letter was written requesting details, the officials of the company had. no knowledge of the accident A verdict of $20^000 was awarded in this suit. None of the company's officials considered the case serious enough to warrant an investigation such as was made in the case of the $18,000 dock damage, yet the cost was greater. 2. In heaving up anchor, the ship loses it because of the cable breaking. The end of the chain whipped across the forecastle head breaking a seaman's leg. The case was settled for $1,200. The anchor was worth about $600. There was an in vestigation made to ascertain the reason for the loss of the anchor, but no specific investigation to ascertain the cause of the breaking of the man's leg. How much more important is the loss of $600 for an anchor as compared with, the loss of $1200 paid to the man whose leg was broken? 3. Upon the arrival of a vessel in port tHe chief engineer turns in his log abstract showing a saving of 100 barrels of fuel oil over the previous similar voyage. He is very proud of this record and is. complimented by the company officials for saving approximately $100. During the same voyage a floor plate was removed for repairs. No guard of any kind was placed around the hole, nor was any light placed so as to call attention to the removed plate. The donkey nun, In the course of his regular duties, stepped into the opening and fractured his leg. He was awarded $750 for the injury. The accident report read "nobody was careless and nobody to blame. Just an accident". The chief engineer who was so anxious to report the $100 saving in fuel did not recognize his responsibility for the $750 loss on the same voyage because of an. injury to one of his men. Nor was this phase of the situation brought to his attention by the company , officials.. A. Part of a cargo of flour was damaged by taint. The flour was appraised and $300 awarded for the damage. In the same ship, after the cargo had been discharged, a stevedore, going, into the empty hold, falls and breaks his back because of a broken hand grab on the hatch coaming. The injured man received $1800 and it was con sidered a cheap settlement for a serious injury. No time spent on investigation and broken hand grab not even put on ship's repair list. Saving at the spigot and losing at the bonghoJd. AH due to habit, custom and bring in a rut. Marine Section 15 Just as the crew reflect the attitude of the bosun, the bosun the mate, the mate the Master, so in turn does the Master reflect the attitude of his port captain, the port captain the general manager, the general manager the vice-president in charge of operations. I believe this to be a true picture of the situation, and until we safety men secure the cooperation of our general managers and vice-presidents in charge of operations, by having them realize that a thousand dollar check to pay for a human damage Is just as much of a drain on their treasury as a thousand dollar check for cargo or property damage, we cannot feel that we are masters of the situation. We may reach first base with the help of the Goddess of Good Luck, but we will never make a Babe Ruth home run. Chairman Todc: I desire to take this opportunity to introduce Mr. Nichols, and to thank him for his paper, which was read earlier in this session. Ms. Nichols; I am delighted to be here and glad that you have delivered my address. I think, as Mr. Jewett said, wc must investigate every accident promptly, and determine and eliminate its cause. We investigate our accidents and keep records of them. There is no man of the 500 or 600 who have worked for us, of whom we don't know the age, something of his past, and what he has done in our service. I think wc find it very much worth-while. We owe it to our fellowmen to make work ing conditions safe. For ten years we have been trying to teach them to work safely, and I think we are now in a position to demand safe operations. Chairman Tode: The last paper of the day has been prepared by Mr. Wm. 5. Wotlner, General Safety, Fire Prevention and Welfare Agent, Northwestern Pacific Railroad Co., and Southern Pacific Golden Gate Ferries, Ltd!, San Francisco. Mr. Wollner, from the Pacific. Coast, advises us that he is unable to be present, and his paper will be read by Mr. Dabney Smith of the Export Line. Accident Prevention in Operation of Ferry Boats By WILLIAM S. WOLLNER General Safety, Fire Prevention and Welfare Agent, Northwestern Pacific Railroad Company, San Francisco Safety is .not a tradition of the sea t To the contrary, sea tradition deals with the dangers and hazards of navigation. It tells of startling and courageous deeds which had their foundation in anything but safe practices. It was perhaps because of these very hazards, cheerfully invited and bravely faced, that the venturesome, carefree, devil-may-care tailor became typical of those who sailed the seven seat. Those who undertook to place "Safety First" alongside of, or perhaps ahead Of, "women and children first" as the sea tradition, are entitled to the undying grati tude of those who "go down to the sea in ships," either as a profession or on the passenger list. Because it has to do with inland waters, generally speaking always within sight of land, the safety of ferry travel n^ay seem an insignificant part of the general topic of marine safety. But measured by the number of persons exposed to hazard and the number of vessels confined to limited lanes of travel, the safety of this phase of marine endeavor is far from unimportant. Likewise, the almost unbe lievable safety with which such a large number of persons and enormous value of property have been transported In ferry service should be an inspiration to the marine operator in other fields. During a single year, 1929, nearly fifty-eight million passengers were transported across San Francisco Bay. and. in addition to this, five and one-half million auto mobiles were carried across this bay on ferry vessels, while thousands of tons of 16 Nineteenth Annual Safety Congress freight weir moved od car Boats and barges. Add to these figures for a single port similar traffic in other ports and on inland water-ways, and a fair conception will be r*"*1* of the relationship of ferry traffic to the general subject of marine safety. The United States Steamboat Inspection Service has control of ferry traffic simi lar to that exercised over other forms of marine transportation. As a matter of- fact, the United States Steamboat Inspection Service has a closer control of ferry: traffic hcransr it is almost constantly under the eye of the bureau's inspectors. It is needless to how effectively the government steamboat inspectors func tion. While the service may at times seem bureaucratic and even autocratic, it errs always on the side of safety. This is important as, before the modem conception, of safety invaded the marine field, many operators limited their accident prevention activities to the actual requirements and orders of the bureau, and it is possible that even today some operators continue this practice. Because the regulations and procedure of the United States Steamboat Inspection Service are so well under stood by this group, their functions and activities will not be further commented upon in this presentation. An additional reason for this is that a proper conception of accident prevention in the marine field takes the federal regulations as a minimum requirement and starts to build safety from the point where they leave off. Safety Fundamentals Safety in the operation of passenger, vehicle and other ferries depends upon the same fundamental consideration as does safety in any other field. Stated briefly, these fundamentals are: 1-- Correct design and proper construction of units with prime consideration to the avoidance of accidents and the minimizing of results if an accident should occur. 2-- Carefully planned operating practices in which safety must not be sacrificed or even infringed upon for speed, economy or other considerations. 3-- Careful selection of personnel followed by thorough training so as to assure personnel safety as well as the prevention of injuiy to patrons and others. 4-- Frequent and thorough inspection to determine that plant and personnel are in accordance with titc foregoing and that no changes that create hazards have been made. 5-- While stated last, the most important fundamental consideration is that every person who has anything whatsoever to do with ferry operation be thoroughly imbued with the spirit of safety. Design and Construction The inception of design is not too early to build safety into vessels and other plants, and everything that will help to prevent accidents should be included in the construction program. Withoot mature consideration, it might be assumed that this advice is not needed in the present state of the art. But that tins assumption is incorrect is demonstrated by incidents that indicate that even today mistakes in design or judgment sometimes creep into the marine architect's plans. What makes these mistakes even more serious is that frequently their presence is not known until a more or less serious accident occurs. Tripping and falling cause by far the largest number of accidents that occur in ferry operation, and especial attention should be given to the design of passage ways. ramps and stairways so as to make them as nearly accident proof as possible. While some changes might be necessary, the National Safety Council's safe practice pamphlets on stairways should be consulted by the designer, and modem non-slip metals should be freely used instead of wood or metals that arc not inherently slip-proof. Marine Section 17 Wherever layout permits, terminals should be so designed as to give straight away passages for both passengers and vehicles and where turns are necessary they should be built with the longest possible radii. Where loading and unloading of vessels is simultaneous, care should be exercised to see that the exits are as far as possible removed from the entrances to vessels and that there is no need of either on or beyond the terminal for lines of traffic to cross or converge. As terminal facilities are unally built over the water, it is especially important that railings be so designed and constructed as to make it impossible for passengers, especially children, to fall overboard, A survey of your respective properties today would probably reveal many unthought of places where children might fall into the water.' The fact that none have done so is no guarantee that some precocious or adventurous child will not wander from its parents and fall through an unpro tected space. At some such places considerable ingenuity is needed to eliminate the hazard, but it is questionable whether there is any place that cannot be adequately safe guarded. As an instance of what may be done in this direction, it was found that in the type of folding bridges used for upper deck gangways to ferries on San Francisco Bay, when the apron was lowered there was a space between its railing and that of the bridge that a good-sized child might fall through. It was quite a problem to design a guard but one was finally applied that consisted of several one-fourth by one-inch iron bars attached to the railing of the bridge that fitted through slots in the apron when it was folded to the vertical position. This is merely an illustration of how simple it is to guard against most hazards when the right solution has been found. Walkways and ladders for. crew use should be given as much careful thought as stairways and runways for passengers and vehicles. During the early part of 'the century, a class of ferry boat was designed with inclined horizontal engines. The oiler's runway ran around the end of the connecting rod and was protected with a toe board and railing about thirty inches high. This seemed sufficient until an oiler, who for some reason leaned over the railing, was instantly killed when he was struck by the pin in the end of the connecting rod. Recurrence of similar accidents was guarded against by surrounding the connecting rod pit with woven wire mesh, making it impossible for anyone to be struck. In the design and construction of vessel appliances and parts that are difficult to reach for inspection, and the failure of which might be even the remote cause of accident, should be given special attention. The failure of a heater pipe in an oil storage tank illustrates this point. This failure permitted water to accumulate in the tank and it found its way into the feed pipes of the four Diesel engines which were the prime movers of (he vessel's power plant Tlie engines stopped and the ferry drifted perilously close to the jagged face of an island. Fortunately, it was a calm moonlit night and the tug, which responded to the disabled ferry's distress signals, got a lioe aboard before it struck the island. Because it is not the most pleasant job for one unaccustomed to it to climb down engine room and fire room ladders and to poke into crew quarters and other under-deck spaces, these places are frequently neglected by the industrial safety engineer or inspector. But it is in just such places where accident breeders and focii of spontaneous ignition exist. Because they are constantly working with fire, men in the fire pit and engine room frequently fail to recognize ignition hazards and permit them to exist without realizing how a very small fire may Endanger the entire vessel and its occupants. It is not possible in a paper such as this to recite in detail the things that must be guarded against in order to insure the safety of ferry vessels; but, insofar as possible, it should be emphasized that planning for safety should begin with the planning of the vessel and that accident prevention be as important a consider- 18 Nineteenth Annual Safety Congress tion u speed economy of operation, or' the other thing* that the designer and builder always keep before them. Carefully Planned Operating Practices it is hoped that the day of overcrowded excursion vessels is gone. I am cer tain this is so in the part of the country from which 1 come. Unusual speed is not common in ferry operation but there does exist the laudible desire to maintain vessels on published schedules. Thu is especially true where there are competitive lines but it is not necessary to say to this audience that the maintenance of schedules must never be stressed where hazard of accident is thus involved. On San Francisco Bay, we have fog at times, but I am pleased (o be able to state that all of the companies operating ferries have co-operated to the utmost in fog schedules and, as a matter of fact, in everything else having to do with the safety of passengers. There is not much more than can be said under this heading. Careful Selection and Training of Personnel Too much stress cannot be placed on the careful selection and training of per sonnel, and personnel as used here include* everyone connected with ferry operation from the president or managing director to and Including the most humbte worker. The supervising force must be composed of men of a type who along with other desirables truly realize thot safety is first, last and all the time of fundamental importance. Requirements for crew officers positions, and in fact all crew jobs, should be carefully'considered and standard job specifications prepared. The necessity for this is shown* in the matter of masters or captains. Without due consideration it might be thought that the "old salt" who had been master of tea going or coast wise vessels would be the ideal selection for the captaincy of a ferry boat; but this is not always true. Men who have worked their way up on bay ferries from deckhand to captain seem to acquire a specialized knowledge that Is far more valuable than that acquired at sea. Men with long experience in a particular lo cality can in foggy weather identify vessels by the tone of their whistles; know the eccentricities of masters and pilots of other vessels, and have a better all-around knowledge of ferry service. Deckhands on ferry boats have a multitude of duties to perform and these have a wide range of service. However, they have no more important duty than that immediately connected with the vessel's navigation and this should be borne in mind when vacancies are being filled. The fact that deckhands and deck officers may, without a moment's notice, be called upon in emergencies must not be lost sight of. It has been the experience in some places that a particular type of man giving consideration to age, family status, nativity, etc.,, is especially fitted to ferry deck service. If you have not done so, it will be well worth while to study your deck crew* and, as already suggested, create a job specification to be used when employing men. Similarly, a survey wifi indicate that men with certain types of experiences can be most successfully used in the engine room and fire pit. Even greater care in the selection of engine forces Is now made necessary through the use of Diesel engines, steam turbines and electric drives in ferry service. While men who have had experience only on walking-beam engines can, if they are suf ficiently versatile and ambitious, prepare themselves to qualify on Diesel and tur bines, a far more active individual and one with a far wider scope of knowledge is needed in the engine room of modern vessels. Thorough training is as important as careful selection of personnel. This refers not oaiy to life boat drills and what might be considered the crew's maritime duties but also to the direction of the movements and conduct of passengers and vehicles. Marine Section 19 The mass transportation of motor vehicles has brought an entirely new transporta tion problem to ferries. The ones we first think of are: The prevention of smoldng; the prompt stopping of engines as soon as vehicles are in place and not starting them again until conditions are right for them to leave vessel, etc. But actual experience has shown that tliere are some things of apparently minor importance which cause most of the property damage and injury. One of these is the opening of vehicle doors while other machines are moving on and off - boats. Members of crews should be trained to politely but emphatically insist upon the observance of no smoldng regulations, the unnecessary running of engines, the keeping of vehicle doors dosed while other vehicles are moving, etc. Realizing that when all is said and done deck forces are employed primarily for other purposes and that tliey may not have the ability to call attention to common infractions of the safety rules such as smoking, running of vehicle engines, etc, without giving offense to patrons, it has been found an excellent practice to have cards, on which Is printed the reason for asking compliance with safety regulations, that deckhands can hand to violators. A matter of extreme importance is the training of deck crews In clearly indicating when machines are to stop and move and where they are to go. The motorist is easily confused and this is aggravated if more persons than one are giving signals. On the San Dicgo-Coronado ferry, the man directing the placing of machines holds red signal dags in his hands so as to emphasize his directions. On Southern Pacific Golden Gate Perries we have discovered that persons driving from the bright light do not easily distinguish signals given by men on the boats and we are going to equip them with white arm lets which will accentuate their motions. There are many other reasons why personnel should be selected with the greatest ol care and wby it should be thoroughly trained lor efficient service after its en gagement; but there is no better reason than the fact that while equipment, ma terial, etc-, are extremely important features of marine safety, there is no more important factor than the men who man the ships and work on the terminals. Frequent and Thorough Inspection Familiarity breeds contempt As this is true of other things so it is with the breeder of accident and fire. A hazardous condition is created as a matter of expediency and it is planned to correct it when practicable. The longer the hazard exists, provided it does not cause an accident, the less its potentialities are realized. The man who is in constant contact with the hazard soon forgets its presence. While frequent and regular inspection should be demanded of those m charge of vessels of other property units, there should be superimposed inspections under the direction of higher authorities or by ao engineer trained in accident and fire pre vention. Because of bis lack of daily contact with it, he will discover the hazard that the local inspector overlooks. Incidentally, as one who devotes his entire, or greater part of, time to inspection work, be has developed a sixth sense In dis covering the weak links in the safety chain. Unincumbered by the responsibility for the obtaining of economic results and clothed with an authority which permits him to be super-critical; with a knowledge of what is being done elsewhere to eliminate hazards, the safety inspector brings to the job -an attitude of mind that not only leads to the discovery and correction of accident and fire breeders but also tends to imbue the officers and employes with whom he comes in contact with the safety idea. For this reason, frequent, thorough inspection by trained men is imperative. But this should in no way weaken the responsibility for the man immediately in charge being constantly on the lookout for the discovery of hazard*. The prevention of accidents on land or at sea, on the great trans-Atlantic liner, or on the small craft plying land-locked waters, depends upon one thing more than all others combined; that is, the sincere wholehearted desire to avoid accidental 20 Nineteenth Annual Safety Congress injury. If in any organization every man willed the prevention of accidents only the absolutely non-preventable ones would occur. This may seem a radical declara tion but if you will visualize such an organization you will realize that it might easily be fact- if the executive officer said that accidents must not occur, that money, trouble and brains must not be spared in the discovery of hazards and their oblitera tion ; if the technical staff built safety into every job and was constantly alert for the discovery of $afer equipment and appliances; if those responsible for operation placed accident prevention ahead of all other things and insisted that their subordi nates be made to account for any infraction of the safety code in the same mam-r that they must account for the infraction of any other rule; if the theory ami the belief that most accidents are preventable and that to be hurt as the result of ooe*s carelessness or neglect is a disgrace, would be made the constant thought of every worker--there would be but few, if any, avoidable accidents. In case someone might remark that industry is conducted for profit, let me repeat what has so often been said and so frequently proved: with increased safety, operat ing costs are lessened. This paper opened with the statement that safety is not a tradition of the sea. Let us establish safety a$ the principal item in the sea-faring man's code of ethics and whether it is on the broad Pacific or on the waters of an inland harbor; let us convince the old salt, the. master of a vessel and his officers, and the company's executives that safety is worth while for its own sake and that it adds to the prestige as well as the operating efficiency of a vessel and its owners; teach every man from the chairman of the board to the deckhand and fireman that safety is something to brag about and it will not be long before accidents are reduced to a minimum. ADJOURNMENT Marine Section 21 > Wednesday Afternoon Session October 1, 1030 ARTHUR M. TODE, Chairman The Texas Company, New York City The second session of the Marine Section convened at two o'clock. Chairman Tode presiding. Chairman Tobe: Before proceeding with our program I will read a communica tion which I received today from Mr. D. J. Murphy of Murphy, Cook & Co., Stevedores, Philadelphia: My dear Arthur: I regret my inability to attend the National Safety Council Convention to be held in Pittsburgh. , It is regrettable from different angles, bfecaujc I would have enjoyed being with you, and secondly I had some important things to take Up before the Convention. At a Meeting held this morning, between the Stevedoring and Steamship interest* of the Port of Philadelphia, and the Representatives of the I.L.A., it was my privilege to frankly state, without mixing words,- that if some action was not taken by the I.L.A., to eliminate from their Membership, men having infectious and contagious diseases, I would be forced to take the matter up with the State' and the National Health Bureaus, to force some action, We are of the opinion -for humanity's sake, and for the sake of all, concerned, working in the Stevedoring interests, that some action should be taken by the Na tional Safety Council, to force all Unions to have their men, before being admitted to Membership, pass a Physical examination,^ conclusively prove that such Mem berships arc comprised of men. who are physically fit to perform their duties. We have had accidents during this last year, and paid compensation to our men for quite a period, and upon a thorough investigation from Hospitals and X-rays, we have learned to our sorrow that many of these men have infectious diseases ; this we can substantiate by the Medical statements from Hospitals, etc., where the men were treated for such diseases, prior to having been injured with us. As this is a serious matter, and one which commands immediate attention for the safety of the co-employees of such men, we commend, and commend strongly, to the National Safety Council this problem for some action. Yours very truly, (Signed) D. J. MURPHY. Capt. W. P. Kai.nt (Shipowners Claims Bureau, New York City) : I move thi be referred to incoming official* for action. (The motion was seconded and carried.) Chairman Tode: The first paper of the day will be delivered by Mr. R- E. Hall, Director of the Hall Laboratories, Inc., Pittsburgh. Safe Operation of High Pressure Water Boilers at Sea By R. E. HALL Director, Hall Laboratories, Inc., Pittabnrgb, Pa. The many factors that must obtain simultaneously to insure safe operation of a boiler, whether in marine or In a land steam generating plant, may be divided into two classes; namely, those external, and those internal to the boiler proper and its accessories. If there is to be safety, certainty and continuity of operation, no factor of the latter class requires more careful and diligent attention than maintenance 22 Nineteenth Annual Safety Congress between (he conUininr metal and the water or steam of hose contacting relations that will assure no deterioration of the metal itself or its rate of heat transfer. To this factor, namely, water conditioning, the present discussion is directed. The General Problem of Water Conditioning. The general problem of water conditioning; namely, maintenance in the water contactii^ the metal of those conditions that will insure prevention of scale formation, corrosion, unsatisfactory boiling conditions, and metal cracking, is identical for land or sea-going boilers. ^ OO k "*1 'w Marine Section 23 Thus boiler-water conditioning becomes an exact art, as definite and certain as the art of navigating the ship. Because it i6 exact,' boiler-water conditioning is marked by simplicity. Two chemicals suffice, namely, one of the sodium phosphates, to prevent formation of scale; and caustic soda, or less preferably, soda 'ash, to obtain proper adjustment of the boiler-water alkalinity, and thus protect against corrosion, 'foaming and boiler-metal cracking. These conditioning chemicals are standard heavy chemicals; they are purchased in pure form on the open market at the market price. One Invariable rule suffices in their use, namely: maintain in the boiler-water the minimum of both phosphate, and alkalinity, that will suffice for their respective purposes. This is no rule of mere economy; it is vital to safety of the boiler plant and of those associated therewith or neighboring thereto. More than the minimum of either the phosphate or alkalinity, and especially the Utter, is helpiul in inaugurating or accelerating foaming or wet steam conditions. Figure 1 The keynote in boiler-water conditioning is to establish and maintain in the boiler water a desirable concentration of conditioning chemicals. Routine tests at satis* factory intervals serve notice as to amount of chemicals to use to maintain the desired condition. The chemicals maintained in the boiler water are the actively engaged line of front defense against scale, corrosion, foaming and metal cracking; the routine tests on the boiler water are the roll call to determine the number of casualties since the preceding test; and any change in rate of addition of chemicals is merely the pro-rating of rccnforcements to maintain the front line at full fighting strength. Thus any chAnge in make-up water or in rate of condenser leakage becomes apparent at once because when (he test is made it indicates change in amount of conditioning chemicals required; but since, by change in amount of chemicals, the strength of the front line defense is maintained unimpaired, cleanliness of evaporative surfaces and protection thereof from corrosion or cracking are attained continuously and indefinitely, and turbining becomes a relic of past experience. Figure 2 However, from the standpoint of safety of all concerned, limitation of the boilerwater alkalinity to its minimum is of even greater significance. Alkalinity is the Dr. JckyH and Mr. Hyde of bailer-water conditioning. In extremely low concentra tion, It is protective to the boiler metal; but used under uncontrolled conditions, it becomes the most insidious of enemies to the integrity of the boiler metal. In conjunction with the heavy varying stresses inlterent in the boiler and with carelessly controlled usage, it may develop especially in the seams weakness of metal that caught in time, cast replacement of equipment only; but that, if unchecked, may end in the disaster of explosion with' attendant property damage and irremediable 1ms of life. Thus success and safety in water conditioning demand use of only .pure chemicals of known composition, and result primarily from continuous maintenance of essential concentrations thereof in the boiler-water. Investigational work, carried on by the author and bis usofiutes for almost nine years now, has defined the requisite con centrations of (he aottve specified chemicals to maintain in the boiler-water, and has developed simple routine tests whereby the boiler operator can assure himself of such maintenance at all times. Responsibility for clean surfaces and safe boilers finally rests wjth the operator, because it is his duty to compass the maintenance at all times of the requisite conditions. However, he is a master of his own destiny 24 Nineteenth Annual Safety Congress because whether he takes on water in New York or San Francisco, or whether he has a tenth per cent or ten-fold that amount of condenser leakage, he has a definite condition to maintain in the boiler-water, and definite chemicals with which to produce the condition. Amount of chemicals that tic must use will my largely, according to conditions, but his tests signify the amount to use and are as certain guides in charting his course through various changes as his compass in charting the course of his ship. Control of the Boiler-Water We have emphasized the necessity for exactness in controlling the boiler-water conditions. We will now outline briefly the methods that make this exactness a simple matter for the operators of the boilers. A sample of boiler-water is drawn from blowdown line, water column blowdown, or other point that assures a sample which is representative of the circulating boilerwater. The higher the operating pressure, tlie more essential it is that the sample under pressure pass through a cooling coil, to avoid change because of flashing of steam. A part of the sample, cooled to room temperature, is titrated with standard acid to determine its alkalinity. The burette and the standard acid for titrating constitute merely a yardstick for measuring alkalinity, and the measurement is as simply made as a measurement of length with an actual yardstick. To another portion of die sample from which any sludge has been removed by filtering, appropriate ingredients are added, and if phosphate is present the water turns blue. The amount of phosphate is determined by matching this blue color with the appropriate member of a scries of standard blue - shades, whereupon the concen tration oi phosphate in the boiler-water is known. To a tlurd portion of the boiler-water sample with sludge removed, ingredients are added which render it milky in, character if snlphaXt is present. The amount of snlpatc is found by determining the degree of miOdoess and this is simply done by finding how much the solution must be diluted to allow light to pass through it Figure 1 illustrates the necessary equipment for determining alkalinity and phos phate ; Figure 2 that for determining sulphate. The readings as taken are set down cm record sliects for the purpose These sheets should be retained as a permanent record, that will serve as a history of boiler-water conditions maintained in case any development in the boiler should require reference thereto. If the operator is one of our clients, he has before him a curve showing what plwsphate and alkalinity ought to be present in the boiler-water for the concentration of sulphate he has found. The curve 6f Figure 3 is typical. If the phospate is low, l>e increases, and if high, he decreases, die amount he is feeding to the boiler water. Likewise, if the -alkalinity is low or high, he varies the amount of caustic soda appropriately. In this simple manner, the operator has complete control over maintenance of desirable conditions of phosphate and alkalinity in the boiler-water. We emphasize again that the boiler-water alkalinity be maintained at the lowest value compatible with protection from corrosion. With deaeration of feed water as complete as possible, and under the very best conditions of boiler-water, our recom mendations would be to maintain from 2 to $ grains per gallon of caustic alkalinity in the boikr-water; under ordinary conditions, from 4 to 8 grains; but if chloride concentration is relatively high, then the concoitration of caustic alkalinity must be higher somewhat in proportion. At the higher operating pressures which are char acteristic of the newer boats, the essential concentration of caustic, alkalinity for high chloride concentration would be greater still; but the better answer in this Marine Section 25 case--in all cases, in fact--is to decrease condenser leakage, thus reducing the chloride concentration in preference to increasing that of caustic alkalinity. Statements are made at times, that the presence of organic matter in the boilerwater offsets the effect of caustic alkalinity In promoting boiler-metal cracking or embrittlement. As a matter of fact, organic matter, colloidal or otherwise, has no recognized standing as a preventive of this type of boiler-metal deterioration. Further more, it should have no recognition, for degredation of organic bodies into divers substances is accelerated by increase of operating pressure (i. e., temperature) and niacins dependence thereon for safety is equivalent to building foundations on shifting On the other hand, certain ratios of sodium sulphate to total alkalinity in the boiler-water are recommended by the A. S. M. E. Boiler Code for protection from the caustic type of boiler-metal cracking. These range from one for operating pressures of 150 lbs. or under, to three or over for pressures above 2S0 lbs. Key to simplicity iu maintenance of these ratios as low, carefully controlled alka linity an the boiler-water. In the raio-- sodium sulphate boiler-water alkalinity we may obtain desired quotient either by making the numerator (sodium sulphate) large, or by making the denominator (boiler-water alkalinity) small. In our own work, we choose the latter alternative as inestimably the better practice since it represents greater safety to the boiler, better quality of steam, and greater economy of operation. It is uneconomical to be careless in control of boiler-water alkalmities, and then attempt to overcome the ills thereof by adding excessive amounts of sodium sulphate to the boiler-water. Expense of the sodium sulphate may be negligible; but outages of boiler due to superheater failure or turbine trouble caused by carry-over " ----- ------#> s.iArato If avoidable. 26 Nineteenth Annual Safety Congress Examples of Application of -Boiler*Water Conditioning We will illustrate the foregoing general statements by their application to specs6c conditions under which success has been obtained, and is being obtained air the present moment. We may take as example, for instance, the largest boiler in the world, which has already delivered 1,650,000 pounds of steam per hour at 400*lb. pressure. Make-up water, about 3 per cent in quantity, is New York City water. Cooling water for condensers is the salt water from the East River, so that conditions are ap* proximately the same as those pertaining to ocean-going ships. The city water make up is a good quality for boiler-feed purposes, but any condenser leakage is high in scale-forming bodies, and a trouble-maker unless properly cared for. The chemical used for conditioning the water to prevent scale fonmtson is phosphate- The chemical for adjusting properly the alkalinity in the boOer-waicr. and thus protect against corrosion, is caustic soda. These two chemicals are purchased in pure form on die open market as the market prices. In order that they may be added to the feed water most trnp'.y. and whfcm reasonable limits, in proportion to the feed water, they are dissolved as a tadk of water (both in the same tank) and allowed to flow by gravity Into die Seed wjte through an orifice of appropriate size. The "Phosphate Conditioning Curve" which has been supplied in connection with our work, specifies the requisite phosphate- and alkalinity-concentration for the boiler-water. Let u consider just what this maintenance of phosphate means. Phosphate com bines with calcium to form calcium phosphate, which is iasoldlc, and an cxntiady finely-divided substance, so that as it forms it remains in circulation in the boilerwater, and is removed when the boiler is blown down. We know, of course, that some calcium is present in ihe make-up water, and as this arrive* in the boiler each atom of calcium becomes joined to phosphate, whereby its possibility of forming scale b immediately removed. Some calcium comes also from condenser leakage, but as it arrives at the boiler, its fate b similar to that of the calcium from the make-up water, it is joined to phosphate, and therefore cannot form scale. So long, therefore, as the phosphate maintained m the solution in the boiler-water, serves as a reception committee to meet each incoming calcium atom, and combines with it, scale in theory cannot, and in practice, does not form. When he starts use of this system the boiler operator does not know how much phosphate to dissolve in his tanks. But he dissolves a few pounds and starts it flowing into the feed water. At the end nf several hours, or a day. perhaps, he draws a sample of boiler-water, and tests it as described above, to find if-he has any phosphate therein to serve as his reception committee for calcium atoms. Let us suppose that he finds none. He therefore increases the charge to his tank a few pounds, and again tests after a few hours. He may or `may not find phosphate in the boiler water. If he does not, he increase': his charge again, and keeps up this procedure until the phosphate is present in desired amount in the boiler water,, and he knows that every entering calcium atom is met y^ phosphate as it enters the holler and ts disposed of. 'Consider the case in which with phosphate being maintained in the boiler-water and everything going smoothly, suddenly the test on the boiler-water shows no phosphate present. That can mean only one thing; namely, that some condenser tube has started leaking, and a new and greater supply of calcium is getting to the boiler. Is it necessary that the operator let scale form? Not at all. He immediately increases the rate of Dow of phosphate chemical, tests again in an hour or so, and keeps on increasing the chemical until it is aqain present in the boiler water. Thus, whether the leak is mended quickly or not, the boiler surfaces do not suffer, being Marine Section 27 just as thoroughly protected by use of more chemical, as they were before the leak developed, when less chemical was used. Or consider the case of a vessel going from New York to San Francisco by way of the Canal, and having to take on water for boiler feed at the Canal and at San Francisco. The change from New York water to the water taken at the Canal or San Francisco occasions no trouble, for the operator guided by his tests on the boiler-water changes the amount of chemical he feeds to the boiler sufficiently to maintain the phosphate reception committee for calcium atoms, whatever the feed water he is using. Hence no calcium atom can penetrate tus defenses to deposit scale. If these simple methods of preventing scale formation are correct, why should any scale formation be permitted to occur in a boiler? The answer is perfectly definite: there is no need whatever for scale formation, and that holds true whether the operating pressure is 200 or 2,000 pounds. In fact, cleanliness is apt to be -- readily attained in high-pressure than in low-pressure boilers, because with the greater responsibility of high-pressure operation, the operator is more careful to mteam the essential conditions in the boiler-water. A boiler of one of our clients, mg phosphate conditioning, and operating at high rating at 400-pound pressure, wish close to 100 per cent make-up of untreated water, was inspected recently after evaporating one billion, five hundred million pounds of water with no turbining, aad without turbining at this inspection, was declared in perfect condition. While dw applifatfofi of these simple methods to marine boilers is in its infancy, uniformly results have been obtained at pressures from 100 to 300 pounds, operating ^ll'b'ihc author's good fortune to cooperate m the water conditioning of boilers nagbg from 90 to 1,450 pounds, operating pressure, and operating at ratings of 75 So 700 or 800 per cent There is no doubt that many of the operators as they start ag these simple methods, requiring only simple, pure chemicals, are incredulous cf their success. For generations, they have pinned their faith in boiler compounds, and have become bitter skeptics because the florid pictures painted m none too tpipilnm sales propaganda .of the compound peddler have failed to materialize for than ia the cold reality of their own particular conditions. Honest in their efforts, they have not known how to better conditions. It is natural that they should be "doubting Thomases," and adopt the "show me" attitude of Missouri. But let three months drift by, during which the operator--a conscientious fellow in practically all cases---has learned to call the roll of the boiler-water phosphate molecules every day, and to adjust his use of chemical to the varying amounts required to maintain his defenses intact. During this time he has come gradually to know exactly what Is going on in the boiler-water, exactly what he must do if his boiler, when opened, is to be found clean. He has learned the great lesson that nrm! in preventing scale, comes not from miraculous properties of a chemical, but from his own conscientious, well-directed efforts. He has learned that change of make-up water from that of New York to that of San Pedro presents no difficulties to him, because his check-up each day on his boiler water tells him exactly what to do to prevent trouble, whatever the source of the feed water. He has confidence in himself, and he gets results. Some of the happiest experiences I have are in my cooperation with men who are most skeptical in the beginning; for they are justly enthusiastic when they find that certainty of cleanliness of their evaporative surfaces resides in their own well-directed efforts, and not in any fabulous concoctions they might introduce into the boiler-water. High-Pressure Marine Boilers Many marine boilers have been operated in the years heretofore with little more than exposure to some sort of water treatment. Some have carried on with soda 28 Nineteenth Annual Safety Congress ash as treatment. The Navy Compound, resulting from the able work of Commander Lyon, has been widely used. Compounds of vile smell and evil appearance have held sway to some extent. In later years, a prevalent mode has been colloidal treatments. But mark you, the din of the scale-removing turbine or hammer has resounded t'cum the boiler rooms of the vessels lying in port; condemned tubes and cracked seams and plates have given employment to the repair forces. Some years ago in the land plants, similar chaotic conditions existed quite generally. The old low-pressure boiler ptant could run along with its many small boilers with indifferent attention. What did it' matter if one or two boilers were off the line with blown tubes or for turfaining or other repair? Why spend money on careful water conditioning when it was possible to avoid it? The urge for greater efficiency in the boiler plant 1ms revolutionize.! the situation. Economy lies in fewer but larger units--higher and still higher operating pressures-- higher and still higher ratings. Realization of the possible economic! in these modern installations demands minimum of boiler outage. Hence, it has happened that their sponsors have given careful heed to exactitude in water conditioning, and have thereby obtained results to the limit of their desires. The careful testing of the boiler-water*, and the maintenance therein of satisfactory conditions by the use of simple, pure substances are as much a part in the routine of operating these plants as is the control of fuel and air entering the combustion chamber. The economies inherent in higher pressures and ratings are obtainable In the marine as in the land steam generating station, and the marked movement thereto characteristic of the land plants during the past decade is rapidly developing likewise, in the marine Add. For instance, the Shipping Board has announced fifty-two new ships authorized under the Jones-White legislation, all to be equipped with highpressure. water-tubular boiler*. The higher pressures spell the doom of returntubular boilers. In the first three mouths of 1910, tales of marine boilers by 81 manufacturers were as follows: Scotch type. HM57J square feet Water-tubular, 197,922 square feet B. & W. boilers alone m merchant ships now exceed ten million square feet. The Dixie, operating at 350-pound pressure, as generally considered the pioneer high-pressure installation m that country, bat will soon be considered of moderate operating pressure in view of the 400-pound, 500-pound or even higher operating pressures in the offing. From the economic standpoint, there is every reason that the new boikr* should be ol high operating pressure. Fear of the problems engendered should be dissipated by accumulating uniformly favorable experience therewith^ As an example, the accomplishment of one of the large engineering organizations of this coiastry may be noted: a year and a month ago, ground had not been broken for construction of the plant in which today large sinuous-header type, cross-drum boiler* are operating at 670-pound pressure and high rating, using as food water, softened Mississippi River water undiluted by condensate, and protecting the evaporative surfaces' from deteri oration by careful maintenance of requisite phosphate and minimum aikalcmty con centrations in the boiler water. ' For the higher operating pressures in the marine field, it is german? to t'ri* <liv cussion to answer the question whether evaporation is an absolute essential for the small per cent of make-up water, in view of the accomplishments of exact neater conditioning. The example .just cited illustrates that careful conditioning of the boiler-water removes any cause for worry regarding deposition of scale on the boiler surfaces. We have already referred to a boiler--with practically 100 per cent make-up. 400 pounds operating pressure, and solely dependent for its water condi tioning on the maintenance of proper phosphate-alkalinity concentrations in the boiler-water--which after evaporating a billion and a half pounds of water is declared in perfect condition. At the Kip'* Bay Station the huge boilers each evaporating well-nigh half a million pounds of New York City water per hour maintaio ckanli- Mannc Section 29 ness of surfaces in similar manner. In view of these precedents, and the small per cent of raw water make-up characteristic of marine boilers, we may conclude as follows: wherever the heat-balance is such that installation of evaporators is economic, they should be installed. Also, the advantage of as high per cent of con densate return as possible is apparent. "Bn* .on the other hand, these are not indispensable adjuncts to that cleanliness of surfaces essential for uninterrupted continuity of operation, and the engineer designing a plant need not necessarily sacrifice other desirable features or go to uneconomic costs, in order to include them, but may exercise his best judgement for greatest utility and economy. Evaporation of make-up water is an aid to water conditioning, but cannot supplant it At higher pressures especially, exact maintenance and limitation of boiler-water alkalinity is essential. Also, condenser leakage, and carry-over of evaporator are sources of calcium that, disregarded, readily bring unhappy consequences to evapora tive surfaces. Safely of a)) boilers, regardless of pre-boiler arrangements and operating pressure, demand the careful maintenance in the boiler-water of those conditions known to render it innocuous to the metal surfaces. Other Features of Exact Water Conditioning One of the differences .in boiler water conditioning Qn sea and land consists in the greater difficulty that the marine operator may experience in making the necessary tests on the boiler-water. On land there is little difference whether a blizzard or the calm of a summer's day prevails. It has been necessary, for marine work, to so devise testing apparatus that it wiff 6c easily usable whatever divergence of angle from its normal position the ship may assume. In Figure 1 you will note all solutions and equipment have been clamped in place, and will remain so, no matter how rough a sea is running. Another difference is found in character of condenser leakage. Again the marine plant gets the worst of it. For instance, on the basis of calcium, a 1 per cent leakage of sea water (East River Water} is equivalent to 38 per cent of Detroit City Water; on the basis of chloride, to 2,071 per cent of Detroit Water. These large difference* serve to emphasize the care that the marine operator must exercise at all times to maintain satisfactory conditions in the boiler-water. In. specifying for-water conditioning simple pure chemicals that are purchased on the open market, we hurdle-another difficulty. Sometimes, we are told, the quality of results reported from- use of a compound is more in proportion to the personal predilections or gain of the operator,. than to the actual .condition of the evaporative surfaces. Such practice cannot be tolerated, if the boilers-are to be maintained safe from deterioration by scale, corrosion, or metal cracking. We have shown how ever, that successful exact water conditioning at all operating pressures, and under the most diverse conditions, is attained by the use of standard heavy chemicals, and by the careful attention of the operator to the maintenance of requisite con ditions in the boiler-water. With the element of empiricism thus removed, the chief engineer need accept do alibis for poor-.condition of boilers. He sees to it that the conditioning chemicals -are supplied to the operator. If the latter maintains Conditions properly, the boilers remain clean; if he is at fault in maintenance, his records, as well as the boilers, will show it If; perchance, his records should took good, but the boilers look bad, the chief engineer is justified in crediting the operator with carelessness or worse, and m taking appropriate measures to eliminate any such anomalous conditions. We have discussed briefly some of the major factors that comprise Boiler-Water Conditioning. Success lies in right choice ol simple chemicals, and careful applica tion thereof to the boiler-water in accordance with tests made thereon. Under t*-e*e con liriom. Boiler-water conditioning becomes an exact art. and does not recc^nuze any difficulties in increased operating pressure, or in varying types of 30 Nineteenth Annual Safety Congress make-up water, whether these be from New York or Hoof Kong. The boiler operator, guided with certainty by his test on the boiler water for phosphate and alkalinity, U master at all times of the condition of his boilers; reference to the record of conditions maintained in the boiler water, will notify him at once of their coodhioa, without their being opened for inspection. In fine, the reward for carefully and continuously maintaining properly chosen conditions in the boiler-water is relegation to the scrap heap of guesswork, un certainty. and worry over the condition of the boiler surfaces, and the assurance of safety and certainty of operation. Himv S- Guns (Engineer, Mass. Bonding and Ins. Co., Boston) : Did you ever consider the Edgcroore boiler that the Boston Edison Company operates at 1.200 pounds pressure at Waymouth ? Mi Hsu: Yes. They had trouble at the start, but two years ago they switched over and I think that now they can open that boiler up and find the surfaces dean. Yesterday I was in a boiler operated at 600 pounds pressure at Tyrone; the West Virginia Pulp & Paper Co. That is a Springfield boiler operating with a 60% mixture of alkalinity control on the water and phosphate to prevent formation of scale. ChaUSAN Tope: We will proceed with the reading of the next paper. It is by Mr. W. L. Bull. Aas*t. to Vice President, Eastern Steamship Lines, bn. New York City. In Ur. Buffs absence, Mr. Charles H. leathers will read the paper. Safe Handling of Cargo Through Side Porta By W. U BULL Assistant to Vice-President, Eastern Steamship tines, Tnc., New York City The subject assigned to this paper is likely to prove misleading in the light of what is to follow. It is the writer** tmderstandmg that we are to desk not with the sale handling of cargo, but with safety measures to be observed for the prevention of acci dents to worker* onployed in the handling of cargo through side ports* The hazards of accidents resulting In personal injury are ungiwrionably much greater in the handling of general cargo to and from side-port vessels than in a straight overall operation. It it not difficult to understand this when k is realised that side-port work necessitates the rigging of a more extensive variety of gear and the use of a wider assortment of terminal equipment than does the overall operation. In addition to this. In the overall operation, aside from the fixed number of men as signed to work in each hatch for the stowing or breaking out of cargo, and who are usually selected because of their ability and familiarity with the requirements of the job. none of the other laborers'have occasion to enter cargo compartments, but perform their work on dock levels or on lighter decks, whereas in side port work, where a more nondescript variety of uulojlod labor is employed, increasing the risk of accidents, all of the laborers, with the exception of the comparatively few men loading or tiering cargo on docks or lighters, are obliged to enter the steamer and perform their duties, ofttimes, in confined and congested spaces, while the surfaces over which the truckers haul their loads are rarely level except on docks. The manner of rigging a side-port vessel for work depends to a large degree upon tidal conditions. At those port* where there is any considerable rise and fall of tide, docks are usually equipped with adjustable bridges or ramp* which are lowered or raised by chain gears and counterweights and ordinarily the vessel is breasted off the dock from fifteen to twenty feet by means of a pontoon. When preparing for the rigging of the skid or. trucking plank between the dock and ship's port, care should be taken to adjust the bridge or ramp at such level as will result in a miniratxn incline and as tidal conditions change, further adjustments should be made to meet die demands of safety for a trucking surface as level as possible. Marine Section 31 While various methods are employed for the placing of trucking planks or skids into position, we have -found that because of their size and weight the least hazardous method is to swing them into position by means of a block secured to a ringbolt or pad eye on ship's side, in some instances the hoisting being performed by man power, but usually by leading the fall to winch located either on the dock or on the vessel. As in the ease of all gear used in stevedoring operations, careful examination should be made to make certain equipment is in safe working condition; that snatch blocks, where used, are properly secured and that where the fall is led any considerable dis tance from the skid ail persons not directly employed in die operation arc warned to stand dear. To shorten the drop from the ship end of the trucking plank to the deck and to lessen the likelihood of tripping, it is desirable that the surface of the plank come Hush with the port sill, which ordinarily is some ten or twelve inches in height. Broad fiat books about eight Inches in depth and countersunk in the surface of the phnV lor a distance of about thirty inches from the end, serve this purpose ad mirably. The securing of the plank at both the ship and shore ends must have care ful ancatkn. Rope lashing* led front ringbolts on the outside of the sides of the plank at both ends are carried on the ship end to cleats located at either side of the port inside the deck and on the dock end to cleats placed on each side of the bridge, so located as to prevent men tripping over the lashings as they approach or leave the plank. With the trucking plank in position, the brows are now placed at either end. In numerable accident* have been caused and much damage to cargo hat resulted through cairlmnrn in the placing of brows and through failure to keep them in proper position as the surging of the ptank causes them to shift. Where space in the 'tween deck permits, the brow leading from tiic port sill to the deck should extend fairly well in to avoid too sharp a drop as a sudden jar might cause a trucker hauling a heavy load to suddenly release his hold on the truck handles, probably resulting in an accident to fellow workmen. It is necessary, too, that this brow be secured hard against the sill, so that between the end of the plank and the brow there will be no wide gap in which truck wheels might be caught as they pass over. The best arrangement for the shore end i a brow hinged to the trucking plank so that it can be thrown over onto the plank when not in use. At certain stage* of the tide it may be necessary to lead up to this brow with iron plates and when these are used, they should be watched as they are easily jarred out of place by tracks passing over them. It U a mistake to attempt to keep these plates in position by nails or spikes, as too often they cause men to stumble and painful injuries are apt to result. The sides of planks should be approximately ten inches high and above these should be rigged either wooden or rope net saveaits, at least four feet high, extending from the shipside to the dock shed to protect workmen who stumble or are accidentally shoved, a* well a* to prevent the loss overboard of package* which might fall or be knocked off trucks. Rope net savealls are preferable because their flexibility permits of their quick adjustment a* they become displaced. Where ramps or bridges are equipped with escalators to assist the movement of trucks on steep skids, or where portable escalators are to be used, this machinery should be tried out and found to be in proper working order before the commence ment of the operation. At low tide, when the plank is on a downward grade from the dock to tlie ship, and particularly where the incline is such as to require truckers to duck their beads at they enter tlw port, a bumper should be hung across the top of die port so that if a head should strike, the blow will be softened. A simple hut satisfactory bumper may be fashioned from a piece of scantling slightly longer than the width of the port, serving as a stiffener and packed well around with excelsior and covered with canvas or burlap. Lanyards arc fastened on the protruding ends to hang the bumper from the deck abovt. In stormy weather, when the trucking plank is wet, it should be thoroughly sanded 32 Nineteenth Annual Safety Congress prior to the commencement of the operation and kept sanded during the operation to prevent slipping, and a canopy should be rigged between shipside and pier shed for the protection of workers and cargo. Having rigged the trucking plank, we now enter the steamer to prepare for the operation. The majority of steamers operated today in the larger coastwise lines are combination freight and passenger vessels with but one overall hatch located forward and serving the No. 1 Hold, the remaining holds being served by so-called "Blind Hatches": that is, hatches which open on the Main or Upper 'Tween Deck and are not earned to topside. Ordinarily, these vessels have, in addition to the lower hold, an upper and lower 'tween deck, while some have an additional 'tween deck forward usually referred to as the Main Deck. The largest proportion of cargo is handled through the ports serving the Upper 'Tween Deck and from that deck cargo is struck below to the Lower 'Tween Deck end Lower Hold. Whether the "Blind Hatches" referred to are served by elevators or by cranes is dependent largely on the requirements of the trade in which the vessel is operating. Where large lots of lum ber and other rough bulk commodities are carried, cranes are employed, but for straight general cargo work elevators operated either by steam or electricity arc be coming more generally used. One of the principal requisites for safe work and the prt- .entioo of accidents is adequate lighting. Since the hatches are not carried to topside and the only natural light is limited to that which comes through the port openings, artificial lighting must be depended upon and because of tlie number ol obstructions and openings in a steamer's deck, such as stanchions, manhole covers, hatches (and in coal-burners, bunker hold covers) the lighting system should be designed to clearly reveal these hazards. Where cluster lights are used they should be so placed that they will not throw a glare into tlie eyes of truckers as they enter the compartment and possibly blind them to some obstruction which may be located between them and the light In preparing hatches for the operation covers should be removed only from those hatches which will be worked and the covers, which are made in sections, should be stacked neatly in the wings and well out of the path of truckers. All elevators should be brought to the deck level and those not to be used should be kept there. At hatches served by cranes it is advisable to hang rope hand-holds from the beam directly over or near the coaming for the hatch tender to hang on to when he leans over the hatch to catch the signals from below and lifelines should be rigged across the openings through which cargo will not be handled. Where a hatch Is located directly opposite, or in very close proximity, to the port through which the opera tion will be carried on, and especially if there is a steep, down-grade skid entering that port, the side of the hatch nearest the port should be roped off and cargo should be handled from the opposite side. Steel decks do not afford the best trucking surface under the most favorable con ditions and when wet the trucker's hardship is increased. The -judicious use of sand will greatly assist in the prevention of accidents. After a careful inspection of all winches, falls, blocks, slings, etc., everything is in readiness for the operation, and while time will not permit of the following out of the complete operations of both discharging and loading, certain suggestions are made in the interest of safety and accident prevention. Trucking on cargo planks deserves careful supervision. It is advisable to require all truckers to pull and not push hand trucks. When trucking down an incline with a load, a pushing trucker is likely to lose control of his truck and crash into the man ahead who, if he also be pushing, will undoubtedly be injured by tlie blade of the runaway truck or possibly by the freight on the truck. Where escalators are not employed on skids to ease trucks down or assist them up, a sufficient number of men should be assigned for this purpose and truckers should be taught when going downgrade with a load to swing the truck partially sidewise to engage the right wheel on the side of the trucking plank to serve as Marine Section 33 a brake. On exceptionally steep grades the trucker should swing his truck as he approaches the plank, allowing one of the skid men to insert a wooden lever under the truck axle and ease the load down in this manner. Under these conditions not more than one truck should be allowed on the skid at one time. If escalators are in use, operators should be cautioned to regulate speed to keep it within reasonable limits. This warning is timely when the downgrade leads to the ship so that the trucker with a heavy load will not leave the escalator with a loo great momentum as he enters the port and strikes the steel deck. When trucking heavy packages from a hatch, trucker should swing the truck parallel with the hatch coaming for loading so that when "breaking" the truck over there wilt be no danger of the truck slipping from under and falling down the hatch with its load. When trucking cargo to a hatch the truck should be swung parallel with the hatch coaming before dumping up to avoid the possibility of dumping package down the open hatch. As the discharging of cargo progresses, dunnage should be picked up and racked in the battens as soon as it is cleared and not be scattered around the deck where it obstructs truckers and is apt to cause accidents. Men trucking to and on elevators to go below sliould not attempt to get on or off elevators while in motion or after signal to start has been given by hatch tender. Longshoremen breaking out cargo stowed in 'tween decks adjacent to open hatches, should be careful to work away from the hatch and never with their backs to the hatch when breaking down heavy cases from upper tiers. Fatal accidents have re sulted from carelessness in this regard. Although nothing up to now has been said of offshore work, it is a fact that a large proportion ol cargo handled on side-port vessels is worked to and from lighters and obviously such work should be surrounded with equally as effective safety measures as apply to the balance of the operation, the same general principles being followed as are observed in the handling of cargo to and from piers. It will probably have been remarked that this paper has so far dealt with an almost entirely marunl operation.. This has been intentional, to enable us the better to Study the problem with a maximum of the human element iovotved. Although it is true that by far the greatest proportion of alt general cargoes is as yet handled on ttdeport vessels by means of the lowly hand truck, more and more companies are year by year turning to mechanical methods and great strides are being made in the use of tractor-trailer equipment, lift trucks, conveyors and other Uborssving devices. Where this class of equipment is employed, careful examination and inspection for the determination of its proper working condition before the commencement of an operation is. of course, essential and a few of the precautions to be observed io the course of the wdrk will be set forth. Although expediency may at times demand it, the working of tractor-trailer equip ment through the same port in which a hand trucking operation Is being conducted u inadvisable. Such a combination, aside from increasing the risk of accidents to truckers, will usually be found to impair the actual efficiency of the one method of operation or the other. If the cargo compartment is sufficiently large and other conditions permit, the conduct of a handtmek operation from offshore and the work ing of tractors and trailers from inshore can usually be carried on without much coe&t Where reasonably steep inclines are to be traversed by tractors with trailers in tow, care should be taken to sec that the coupling of trailers is properly performed and tractor drivers warned to proceed at reduced speed over brows and port sills to avoid the dislodging of coupling hooks causing trailers to run amuck and probably resulting in injuries to workmen or in damage to cargo. The use of automatic couplings, designed to prevent just such contingencies, is recommended. At the time of placing trailers in position for loading or unloading in the cargo 34 Nineteenth Annual Safety Congress compartment, the front or swivel wheels should be securely chocked. The use of old rope has been found best suited to accomplish this. Where automatic lift trucks are employed, the skids they carry should not be loaded in such manner as to obstruct the view of the operator, particularly when he is to negotiate a fairly steep plank to enter the steamer. In the use of mechanical conveyors for the carrying of cargo between pier and steamer, operators should be cautioned to regulate speed to a degree which will enable the removal of packages by workmen without risk or accident. Rules providing for the safe operation of tractors and trailers, escalators, con veyors and other mechanical equipment and against "horseplay* should be rigidly enforced. Jn stevedoring work, as in all other branches of industry, the degree of success attained in the prevention of accidents is largely dependent upon careful forethought in the planning of an operation and upon intelligent supervision and direction while the work is in progress. Chairman Tode: The next paper was prepared hy Mr. Byron O. Pickard, Safety Engineer in Charge. Accident Prevention Department of the Pacific American Steam ship Association, San Francisco. He regrets exceedingly that he is unable to be present today to deliver his paper personally, but his pinch hitter is Mr. Frank C. Gregory, Safety Engineer, United States Employees Compensation Commission, Washington, D. C. Marine Accident Causations By BYRON O, PICKARD Safety Engineer in Charge, Accident Prevention Department, Pacific Coast Shipowner*' and Waterfront Employers' Association, San Francisco This paper will bring before you a discussion of the analytical studies made in my Department of 7,754 lost-time injuries to longshoremen on docks and ships employed in the Pacific Coast ports of San Francisco, Los Angeles, and Portland, and 1,899 lost-time injuries to seamen employed by the Pacific American merchant marine. This is the first time that this statistical information has been released and it is done now in the hope that it will be of service to the Marine Section members in their efforts to prevent accidents, and also, that 1 may be favored with suggestions and criticisms which will enable the department to better serve the marine industry. In February, 1927, the Accident Prevention Department of the San Francisco shipowners' and waterfront employers' association began assembling and analyzing personal injury reports; a year later the waterfront employers in Los Angeles and San Diego harbors began to favor us with their experience; and in 1929 the waterfront employers ia Portland and other Colombia River porta sent their reports to the Department's headquarters in'San Francisco; and now in 1930, we are being favored with the experience of Seattle and other Washington ports. However, the 1930 experience will not be included in any details furnished here. The program for prevention of accidents adopted by the Department is based on the assumption that there are only two reasons for accidents, viz., uncontrolled hazards and exposure to hazards. Theoretically, then, the elimination of one or the other will prevent all accidents; and reasonably controlling both, will eliminate such accidents as are not directly attributable to Acts of God and to that variable and uncontrollable trait of human beings known as "behavior." Given the power to absolutely control, or if you will, to mechanize human behavior, or even to be able to surround it with positive guards, the safety engineer would soon work himself Marine Section 35 out of a job. But, while human behavior can be influenced to a large extent, it will never be entirely controlled, and consequently, industrial accidents will always be with us and safety engineers will have jobs in such industries as use manual labor. Included in the uncontrolled "hazards" of our industry are mechanical defects; condition of materials; working conditions, practices or methods; habit* indulged in and tolerated; attitude, aptitude, and physical condition of workmen; and what is most important, lack of preparation and organization for a job. "Exposure" may be considered as the length of time that a workman Is exposed to the hazards and the length of time it takes for the law of averages (which is the gauge of the severity of a hazard) to catch up. One might speculate that "exposure" may also include the length of time it takes an industrial concern to organize for and to put into effect an intelligent safety program, which when done undoubtedly reduces the degree of any formerly serious hazard. It should be made clear that I am not using the words "injury" and "accident" synonymously for I consider that an Occident was the reason for the injury; that all injuries are the result of accidents and that many accidents do not result in injuries. I also consider that less than 2 per cent of all accidents are excusable by being Acts of God; that 98 per cent of all accidents resulting in injuries arc predictable and the causes are SO common that the word "accident" should be changed to "common mistakes" because accidents, as such, are no longer unforeseen or unexpected occurrences except probably to the particular employee involved. Not having data to the contrary, 1 frequently use the Travelers Insurance Company's factor "ten accidents to one injury", but as the number of injuries received in the hand-handling of materials (stevedoring is practically entirely hand-handling ma terials) is impressively large, the factor "ten" is really not needed to convince stevedoring employers and employees that injuries alone represent a sufficient measurable wastage of material, equipment, and human bodies to necessitate drastic preventive methods. I persistently oideavor to force acceptance of the thought that every "man-nude" accident (98 per cent of the total) is the result of a mistake made by a human being, and that the controlling of the mistake is entirely a problem of management. No one will deny that the person who actually prevents an Injury is the one who is liable to injury, that is, the worker who is exposed to the hazards; but, he being under die influence and control of his employer is subjected to the hazards tolerated by his employer and to the rules imposed; consequently, he should not be held solely responsible for the non-prevention of any injury except the one he deliberately and intentionally inflicts on himself. It may be roughly assumed that approximately 75 per cent of all industrial injuries could have been prevented by those injured if they had been properly trained, properly disciplined, physically fit and properly selected for the job--in other words, properly supervised; but physical conditions, such as lade of guards, defective equipment, poor lights, poor ventilation; poor sanitation, congestion, etc., account for a sufficient number of industrial injuries and accidents, and when corrected, so definitely create a state of safety-mindedness in the worker that, even though rela tively unimportant as a basic cause of accidents, it behooves an employer to have all working places 100 per cent safe. If It is agreed that accidents are common mistakes resulting from controllable tolerated hazards and exposures, then an accident prevention program definitely provides opportunities for and places responsibility upon the employer to intelligently organize, prepare, and do safely, every job, and above all, to provide a safe place of employment. It provides opportunities for and places responsibility upon the em ployee to work and to think in a safe manner, When so taught, and to comply with all the rules for safety laid down by his employer. There are two reasons for making studies of accident causations; the first is to determine the faults or errors due to tolerated controllable hazards, the second, 36 Nineteenth Annual Safety Congress to prove that the so-called "accidents'' are so common and predictable that they can definitely be assigned as tolerated mistakes. Accordingly. I determined in 1927, when I was placed.in charge of the marine accident prevention work on the Pacific Coast, to pay little attention to the causes and costs o( injuries, but to endeavor to determine within the limits of the informa tion furnished on a report of injury, the primary cause of the accident which resulted in the personal injury, it being evident, as previously pointed out, that costly accidents do not always result in personal injuries and that major injuries, and frequently fatalities, result from accidents that were theretofore considered inconsequential, and that in order to prevent all. personal injuries we must prevent accidents. It is known that there may be more than one cause of an accident. Accordingly, 1 use two separate classifications, via., one called "primary" the other "contributory" causes and the statistician- so analyzes each accident. To illustrate what is meant by the foregoing; "a man is .struck by a falling boom which dropped through the failure of a topping lift." The primary general cause of the accident according to the Department's classification is "falling object"; whereas, the principal contributory cause is "gear failure"; tlte failure may have been due to a poor or unsafe practice, to over-loading, to lack of inspection, etc. To further illustrate; "a workman slips on the deck, and falls and has his fingers amputated in the gears of a winch." The injury cause would be "unguarded machinery", but according to the Department's policy, the Primary cause of the accident or that which if prevented in the first instance would not have resulted in axv injury was really slipping and falling. Also if "a man is struck by a sling load and knocked into an open hatch", the accident would be charged as "moving object" The Department has adopted for its primary general causes of accidents thirteen general causations, they are namely:-- 1. Falls of persons. 2. Falling objects. 3. Moving objects not falling objects. 4. Flying objects. 5- Hand-handling' objects. 6. Striking against objects not being handled. 7. Stepping on objects. 8. Hand tools. 9. Haulage. 10. Commercial traffic on docks. 11. Machinery. 12. Fire. hot. poisonous and cotrossrvc substances. 13. Physical violence, illness, and occupational diseases. Inconsistency m the foregoing classification may be discovered tinder "Haulage", but haulage accidents are segregated on account of the hazards peculiar to baalift Only eueh accidents as are due to operating, adjusting, cleaning, oiling, repairing, etc. of machines. are charged to "Machinery " l'<kr each of the thirteen general causations are from five to fifteen detail causations so annugivt as to provide detailed information oo such places or opera* tsons. or eonfitina, or i nuijnant, or gear, as may be common to the industry. Accordingly, data reianvc to such gear as slings, strongbacks, hatch covers, booms, hatches, chutes, conveyors, jitneys and trucks, winches, etc., or to haulage, or stow* age, or repairing or handling gear. ctt. can be quickly assembled. Tbe classification for the nccoodary or contributory causes of the accident ts baaed oo what was actually responsible for the non-prevention of the accident--that is. the contributory cause is the principal reason for not preventing the occurrence. For example: "a workman stumbled over dunnage on the deck and fell into the gears of an unguarded winch": the contributory cause in this instance was entirely supervisory, in that the foreman charged with supervision tolerated unsafe working Marine Section 37 TABLE NO. I General Causes of Accidents Resulting in Lost-Time Injuries to Pacific Coast Longshoremen GENERAL CAUSES NO. OF ACCIDENTS REPORTED S. F. Bay L. A. Harbor Col. River 1927-1929, Inc. 1928-1929, Inc. 1929 Hand-handling Objects Falling Objects Moving Objects Falls of Persons Haulage Equipment 1,061 1,048 538 530 476 641 171 549 176 293 118 229 120 337 61 Striking against Objects not Handled 322 171 69 Hand Tools 170 85 25 Flying Objects 117 8S 8 Stepping on Objects 89 52 15 Fire, Hot, Poisonous or Corrosive Substances Machinery Commercial Traffic on Docks 46 18 17 47 12 62 13 Physical Violence, Illness or Occup. Diseases Not Apparent from Report 7 26 2 11 0 0 TOTALS Per No. of Cent Accidents 24 1,873 23 1,773 12 949 11 879 U 874 8 562 4 280 3 210 2 156 1 105 0.5 26 0.5 21 _9 -- 37 Totals ........................... 4,465 2.509 780 100% *7,754 conditions and unsafe practices; if we consider the failure of a topping lift permitting the boom to fall, it is unquestionably a gear failure accident. The contributory causes are divided into three major headings, weather, gear (or mechanical) and supervisory. Under gear, there is listed sene failures and unguarded machinery. Under supervisory, there is listed (1) correctable working conditions, such as light, poor house-keeping, and congestion; (2) lack of organisation; (3) tolerated unsafe practices* such as poor or over-loads, stowage, improper or poor tools or gear; (4) the violation of safety rules; (5) physical mfium. etc.: and (6) the tolerated unsafe habits of workmen. Weather includes the so-called "Acts of God" It was noticed that even the Department's gaiudeua. in spite of instructions to base hts opinion as to the contributory cause of the accident oo "why was the accident not prevented", charged the major portioct of the accidents under "tolerated unsafe fcabtU of workman." This was quite natural in that practically all the reports renrrved by tbe Department were the foremans "alibi" as to the cause of the injury. It near has been thoroughly drilled into the office staff that to attribute the carelessness or drunkenness of a workman as the mam contributory cause of an accident is to confess lack of capable supervision and that certainly such an abstract came as carelessness suggests oo concrete means of prevention. Back of tolerated carelessness, drunkenness and other unsafe habits, there usually lie signs of inefficiency wfthm the company itself which commonly are the result of poor or tadc of organization, unfit foremen, poor selection of ptnomrl. poor housekeeping, lade of discipline and hap-hazard practices. It b wcA-knowu that less than 1 per cent of oar workers intentionally get hart aud certainly only a few workers would willingly harm a fellow-man. *S"t; SS^t of the acetdenU otoirrn! to (DnrbvmKA working shooed chip. 4S% occurred ig longshoremen working on cbe dock*. It U with no thought of comp*ring the frequency rl( in the three kirtnn that the table hqs been furni*bed, but rather with the Idea of portraying a gronp picture of the Pacific Coast artd proving that wherever stevedoring is done certain cauaca arc entst*ending in frequency. 38 Congress The rewfek vl d at quarterly ipdirvt to the Diawtime *i year are fftyifd *t fafaHfaiafa to company studies are released managements coutrSrating W assemblies for the entire It was riBfoaii in the kfa--rag faa* wt rrm--rairii company and port pur pose* it wofad ht wanfy t faM *a*fabfa m aoch accidents as resulted in the duaUemm* of far mjt--4 ett far sew fay ar more following the date of the injury, as there aver pnmm a unmOSny as (he reporting of injuries which did not result in dmaMesmmc. h,m> esafasm 4a wet pee the necessity of making reports for injuries where attar the ifaamd worker went to the doctor or hospital for treatment, be rmnwdhrtrly rfimfa fa tktfy. Others report every injury regard less of severity. Tlte accompanying Table 1 is an auonU; showing the results of a study of the Primary general esosef oI accident* resulting In lost-time injuries to longshoremen in the three principal harbors for the yean 1927 to 1929. inclusive, it being remembered that San Francisco reported for the three years, Los Angeles reported for the years 1928 nod 1929, and Colombia River only for the year 1929. Referring to Table I: two principal causes account for nearly half (47 per cent to be exact) of the total number of accidents. They are "hand-handling" and "falling objects**, with only I per cent difference between them. "Moving objects" is third and adds another 12 per cent; "falls of persons" is fourth, and "haulage" fifth, each slightly over 11 per cent of the total. Five principal causes, therefore, over a three year period, account for four out of . every five accidents resulting in lost-time injuries to longshoremen on the Pacific CoasL This is tnore or less consistently true in each of the three major ports and is so generally true, month after month, that accidents must be common-place and due to controllable conditions. Some of the most frequent detail causes under each of the fire most important principal causes are: For Hand-Handling one-third of the injuries were due to improper lifting; another third from getting caught between an object being bandied and some fixed object; for Falling Objects, one-fourth were due to cargo falling out of the pile; one-eighth to cargo falling out of a sling load and one-half to miscellaneous falling objects; for Moving Objects, the greatest hazard (two-thirds of the total) is being struck by sling load or cargo hook. The exposure to this hazard is so greet that the law of averages is continually exacting its toll. For Falls of Persons, three-fourths were due to the slipping, tripping and stumbling hazard--that is, to poor housekeeping, endeavoring to overcome Newton's "law of gravity** and to gradually improve upon the four-footed habits established by our monkey ancestors. For haulage,' practically two-thirds of the injuries were due to getting struck by or caught between shifting loads or trailers or trucks, another third were due to being struck by or run over by jitneys, trucks or trailers. Do not these causes indicate definite recognizable hazards and docs not exposure to these hazards account for each of the injuries? The twelve most important detail causations, the total of which caused more than three-fourths of all the reported lost-time injuries to Pacific Coast longshoremen, are: Struck by falling objects, not otherwise classified, 11 per cent of the total; Struck by moving hook or sling load 9 per cent; Slipping, felling and stumbling 8 per cent; Improper or verliftiog 7 per cent; Striking or bumping against inanimate and stationary objects 7 per cent; Getting caught between objects being handled and a fixed object 7 per cent; Struck by shifting, moving, and falling loads on trucks, jitneys, etc. 7 per cent; Striking against sharp or rough objects while handling 5 per cent; Struck by cargo falling from piles 5 per cent; Struck by or run over by jitneys, trucks or trailers 4 per cent; Mermt Section 39 Struck by care turtmg hvw Scrack by m--wwJi dr Each ni the abnm fattrt total of ofa a* fas 7JH bmm* Other* of m the thru* Ffat*. arw inJU 3 per est of the total, far from 2S0 to 8*0 injuries with a causing over 100 lost-time injuries , from piles; falling strongbacks and hatch nirmllanrotii rolling objects; caught in loop The t929 fa dbr three ports seriously injured three executives, ID general foremen. U gang fenders, 12 hatch tenders, 13 winch drivers, and Zi jitney drivers, the TTmiirlrr being the rank and file longshoremen. The parts of body affected arc hands and feet, each about 25 per cent, tegs 16 per cent. h--anus and heads, each about 10 per cent, chest and trunk, together about 5 per cent, the hips and entire body received the remaining injuries. One- third of the longshoremen injured were between the ages of thirty and thirty-nine; 25 per cent were from forty to forty-nine years of age; men over fifty years of age received less than 10 per cent of the total number of injuries reported. The Contributory causes' study revealed the interesting detail that less than one and one-third per cent of all the longshoremen accidents were due to actual failure of gear; leas than 1 per cent were due to unguarded machinery; 4 per cent were directly attributed to working conditions not under the control of the immediate gang boss; 60 per cent wore due to tolerated unsafe habits and 25 per cent to tolerated unsafe practices. I am asked frequently why I have not considered the comparative costs of the several causes of injuries--my answer is that my Department is primarily interested in prevention of accidents and, as pointed out previously, each accident is a potential fatality or permanent disability. The total cost over a given period is used as a measurement of progress; however, it has been found that as a prevention campaign progresses and workmen become compensation-minded, and operators become medical and hospital-minded, the average cost per injury increases until intelligent personnel programs with physical examinations, pensions, and rehabilitation plans become a part of the company or group organization. To such members of the Marine Section of the National Safety Council as may be interested primarily in accidents to seamen, permit me to say before discussing injuries to seamen, that as each ship must pay its proportionate share of alt the Mils contracted at the marine industry, and as longshore accidents comprise no small portion of the totat bill, it behooves shipowners to provide safe working places, safe gear, and safe cargo stowage for longshoremen. As for the sailors, it has been found that, for every Pacific American freighter going to sea with a crew of less than 50 men and where the said crew is not required to handle cargo, there is an average of six incapacitating injuries per year or one injury for every eight men which fact does not seem to interest many masters! However, if this rate was compared to other industries, it would be found high and would be almost prohibitive in plants where injured men go to compensation and additional men must be employed as substitute workmen. The study for Pacific American tankers operating on the Pacific Coast developed that there are two incapacitating crew injuries per year per tanker. The injury rate difference between the general cargo and tank ships is due to the extreme necessity for caution on account of the explosive nature of the tanker cargoes. The average 50 man crew of a freighter, with six injuries per year, will experi ence one injury for every seven in the deck department; one for every ten in the engine room and one for every ten in the steward and miscellaneous departments Combined. 40 Nineteenth Annual Safety Congress TABLE NO. II Central Causes of Accidents Causing Disabling Injuries to Seamen on Pacific American Ship*--1928 to 1929, Inc. GENERAL CAUSES ACCIDENTS REPORTED ' Tankers *Gen. Cargo Per No. Per No. Falls of Persons Cent 30 of 125 Cent 32 475 Hand-handling Objects 17 70 11 162 Striking against Objects Not Handled Moving Objects Machinery 12 48 6 25 5 21 8 120 7 111 8 114 Falling Objects 7 28 Fire, Hot Poisonous 7 104 Substanoes Hand Tools 5 20 5 22 7 99 6 91 Flying Objects 7 28 4 68 Physical violence, illness or Occup. Diseases 2 8 5 76 Stepping on Objects 2 6 3 38 Haulage Commercial Traffic __-- . _1 4 2 Not Apparent from Report -- 12 -- 21 TOTALS Per No. of Cent Accidents 31 600 12 232 9 168 7 136 7 135 7 132 6 119 6 113 5 96 4 84 __2 44 5 2 -- 33 Totals ................... 100% 414** 100% 1.48S*-- 100% 1,899 The general causes of the accidents causing sufficient disablement to seamen to incapacitate them for duty, arc shown in Table II. Falls of persons, as might be expected, cause 31 per cent of the incapacitating injuries to seamen or two and one-half times as many injuries as any other primary cause. The next highest is Hard-Handling Objects, with only 12 per cent of the total. It is rather interesting to note that Machinery occupies fifth place, with 7 per cent of the total There are variables between tankers and general cargo ships which are readily noticeable in the table. The comparison of the number of accidents at sea and in port between tankers and general cargo is surprising at first glance but the difference between the port practices is undoubtedly the explanation. In studying detail causations for "Falls of Persons", it is noticed that about 25 per cent of the falls of seamen at sea are from ladders and stairs; in port about 20 per cent. (Fall at sea due to bad weather are 10 per cent of the total.) The largest number of falls of persons for both "at sea" am! "in port" are mis cellaneous falls on decks from causes other than weather, amounting to nearly 50 per cent at sea and over 50 per cent in port. Most of the "Striking Against Objects not Handled" occur while ships are in port and are undergoing repair. Contrary to expectations, disabling strains or sprains are about the same at sea and in port and account for less than 4 per cent of the total incapacitating injuries to seamen. Some of the more Important detail causes of injuries to seamen, each accounting for more than 5 per cent of the accidents resulting in .disabling injuries, arc:-- slipping, tripping and stumbling; striking or bumping against miscellaneous objects * Also includes Mrcfil large puicfiftr carrying vessels. Marine Section 41 not being handled, such as nails, splinters, railings, machinery, etc.; falling from ladders; bums in the engine room and galley; struck by own hand-tool; struck by miscellaneous falling objects; sprains and strains; struck by flying object, by ship machinery (shops only), by ship machinery, other than shop and deck machinery; physical violence. Of the foregoing detail causes "slipping, tripping and stumbling" is three times as great as any other. The study of contributory causes developed that physical conditions, such as gear and mechanical failures, accounted for only 4 per cent of the serious injuries to seamen. Working conditions not under the control of the immediate licensed officer 7 per cent. The remainder come under the classification described for longshoremen as "supervisory" and include tolerated unsafe working conditions and tolerated careless habits. The small number due to weather is negligible. Thus it is proved that there are uncontrolled hazards common to ships at sea and in port that are not necessarily associated with the handling of cargo and that with the comparatively untrained personnel (so far as safety is concerned), being exposed to the hazards, seamen, as well as longshoremen, are injured. It is the law that seamen are not specially compenmted for their injuries unless it is proved that the ship is negligent. This might be considered as tending to place as much responsibility on the seamen for prevention of accidents as it docs on the ship. But still the injury frequency is unreasonably high and should be controlled in the interest of required efficiency and to overcome the wastage due to the destruction of material, equipment, and property, due to accidents. The un solved ships* personnel problems, resulting in high turn-over, however, are at present the greatest retardent of successful accident prevention; but the tankers have shown the way through training and selection of licensed personnel, and requiring strict enforcement of minimum standard* for safety. Ja it not within the province of all operating managers in the American merchant marine to imitate the tanker in this respect? In concluding, I should like to repeat for emphasis, that accidents resulting in injuries either to longshoremen or seamen have common causes that are predictable. A large percentage are avoidable through reasonable control of the hazards and limiting the exposure to Uie hazard. It is agreed that .stevedoring presents what is called the "casual" labor problem, which coupled with the hourly pay basis docs not make for loyalty but this problem can be and is solved through thoughtful preparations for a job, "close" organization, intelligent selection, and training of foremen and gang bosses, and enforcing strict discipline for safety infractions. The huge turn-over of seamen is the most serious problem confronting accident prevention to sailors, but it can be and will be controlled through active personnel work in the operating departments. It is a matter of public record that the Pullman shops at Richmond, California, employing 700 men in occupations that were considered hazardous, working two and one-half million man-hours last year, had no compensable accidents and did not pay out one cent in compensation. It is within the realm of possibility and certainly it is the sincere expectation of the Safety Engineer that some fleet in the Pacific merchant marine will eventually equal and better this record for its seamen and longshoremen by solving the causes of accidents and applying remedies. Mr. Glenn : Do the figures presented include only lost-time accidents or do they also include non lost-time accidents? Ma. Gregory: This compilation covers only those which involve the loss of one or more day's time. Ma. Glenn: Are the different concerns required to report all accidents? 42 Nineteenth Annual Safety Congress Mu. Gregorv: The same forms are used in oil but two ol our seaboard states. Companies are required to report all accidents whether causing lost time or not. Chairman Tode; The next paper is by Capl. W. N. Davis, Vice President, Merritt-Chapcnan Scott Corp., New York City. Safety In Salvage Operations By CAPTAIN W. N. DAVIS Merritt-Chapraan Scott Corporation, New York City In the salvage of distressed vessels there are, of course, many hazards to be encountered, and if some salvage cases are to be brought to a successful conclusion, the personnel must accept considerable risks. As in all other hazardous occupations, however, a knowledge ol the dangers to be met is one of the most effective safe guards against them. One of the most obvious dangers is that of capsizing or pitchpoling the small boats which in many cases must carry men and gear through the breakers to a stranded ship. In some locations the sea will go down after waiting only a few hours; in others, it may rage for many days; its behavior varies widely. In the trade wind regions, for example, or where land and sea breezes blow, there is usually some period in the twenty-four hours when boating conditions are better than at any other time. In any place where there is considerable rise and fall of tide, boating conditions are apt to be better near high water than at low water, as the swell then will have to be heavier before it breaks; but this by no means may be taken as a certainty, as there are places where a heavier swell comes in with the tide. These are all factors which test the mettle and judgment of the salvage officer. He must consider them all in deciding whether he will send a boat at once or await better conditions. It must be recognized, however, that there are many locations where, for weeks at a time, more or less danger is involved in every trip to or from a stranded vessel. The proper kind of boats and, above all, experience and care, can lessen the danger; nothing can do away with it entirely. In the old days of wooden ships terrible risks often were necessary to take the crew off a stranded vessel, or for the salvage crew to get away, with bad weather coming on and the ship in imminent danger of breaking up. But today, with strong steel ships of large size, the ship is very often safer than the best of lifeboats and one is wiser to remain aboard than to risk life in getting off in a small boat I recall many instances where lives were lost in the attempt to get off a stranded vessel, when later events proved that the vessel itself would have been an entirety safe refuge. One case of this kind comes distinctly to my mind. It was about thirty years ago when the British steamer "Ariosto" stranded on the coast of North Carolina, near Hatteras Inlet. There was a heavy swell prevailing at the time and the ship was swung broadside on the outer bar that parallels the beach at a distance of several hundred feet. The steamer was loaded with a full cargo of wheat and cotton and, as she rolled and pounded,- beating up on the bar, site commenced to leak badly and soon the water m the engine room was rising fast. It was decided to leave her. Rockets were sent up for assistance. The night was so dark and cloudy that the beach could not be seen. The captain thought they were on the dreaded Hatteras Shoals and the order was given to launch the lifeboats on the lee side. The two boats were lowered and the entire crew, with the exception of the captain, the chief engineer and the third officer, got into them. Just then a Coast Guard patrol discovered the ship and. standing on the beach abreast of her, burned his red flare to show the ship that he had seen her. Marine Section 43 The captain, realizing that help was near, advised die men to come back on board and a few of them did so from the second mates* boat, which was leaking badly. But the sight of that red Hare burning on the beach was too much for the others, and, with a cheer, the boats started for the beach. No sooner were the boats away from the shelter of the ship than they both capsized ind not a man reached the beach alive. Thirty-one lives were lost. This happened on Christmas Eva and. from the following day until the end of March, a salvage crew lived on the ship, m safety tf not to comfort The cargo of cotton wts saved, the wheat thrown overboard, the ship was pumped and patched, and, had it not been for bad tuck with the weather, the ship herself would have been saved. There is still another instance: In 1917. a Coast Guard Cutter lowered a lifeboat to endeavor to take the crew off the stranded tanker "Louisiana", ashore near Ocean City. Maryland. The hrsi boat capsized, and a second boas sent to the resuce shared the same /ate. with the loss of both boats* crews. The shipwrecked crew of the "Louisiana'* remained on board until the weather unproved and a few days later the ship was Boated by the salvage forces. On the other hand, when a ship is ou one of the outlying shoals, has water in her, and the weather threatens, it is good practice to go while the going is good. There have been numerous instances where nothaag but the waiu of targe steamers have been left showing above water after a heavy seen*. To sum up. when a breeches buoy can be reiwl to the shore, it is good practice to rig it; but when ooe cannot have dm "line d retreat** to fall back on, experience and judgment most decide the best course. The hazard of fire on shipboard is one that is most uamulljr feared and when a ship strands or partially sinks, with the consequent relaxing of discipline, this dan ger becomes even more seriocu; especially is the hazard multiplied many fold should the vessel happens to be an oal burner, and maybe, has leaky tanktops or margin plates which permit the fire room bilges to fid with oiL When a stoke hold fills with water under these conditions and later is pumped out, a heavy coating of oil covers everything so that, when fires are started in the fur naces and things get warmed up. a Bareback apt to start a blaze. This, however, appears to be rather an unavoidable risk as, in many eases, it u absolutely necessary to have fire on a wrecked ship's boilers if she is to be saved; about the only thing that can be done, therefore, is to keep fire extinguishers handy. Before the day of the oxpsoetytene torch, it was a mighty tough job to cut through bulkheads or decks to install pumps; today, this work is done in a mere fraction of the time formerly required though a prudent salvage officer will have hose rigged and chemical fire extinguishers ready if there is anything near that can take fire. It is often necessary or desirable to cut holes for drainage from one compartment to another, particularly when holds are blocked by cargo that will take a long time to handle. For example, one sometimes can remove cargo down to the top of the shaft tunnel, cut through the tunnel top. enter the tunnel and cut drain holes through its side into each hold through which the tunnel passes. By using this method and putting suctions into the tunnel, the whole after end of the ship can be pumped ; this, of course, refers to vessels having the engines amidships. But it is obviously impracticable to use an oxy-acetylene torch where everything is covered with fuel oil, so we have worked out a method of our own for doing such work safely: we make such drainage openings while the place to be cut is under water, using a diver and the Underwater Cutting Torch. It is a wise precau tion, of course, when cutting a hole down through the top of a tunnel, where explo sive gases might possibly be trapped, to drill a small vent hole before attempting use of the Underwater Cutting Torch, using for that purpose a ratchet or air drill. And sometimes, before pumping, it is necessary, for stability's sake, to cut hole* through between-decks to allow water to drain to lower holds and thus prevent 44 Nineteenth Annual Safety Congress listing or capsizing when the ship is being pumped. In such cases, where there U danger of the burned gases from the torch being trapped, the oxy-electric Under water Cutting Torch, rather than oxy-acetylene, must be used if we are to avoid the danger of an explosion which probably would kill the diver using the torch, if it did no other damage. Perhaps the greatest danger to the ship salver, and certainly the most insidious one, is that created by gases generated by petroleum or by decaying vegetable matter. There is an acute hazard of this kind in vessels where holds are supplied with fresh air by wind sails, as gas may accumulate very Quickly should the wind die out; . this danger is present also if only the ship's vcntiUtorM are being depended upon for the fresh air supply. There was an instance of the kind some years ago when the S/S "Boston City" was raised, after lying on the bottom of New York Bay .for several months. The holds were being cleaned out, preparing the ship for drydock, and rotten grain was being discharged into scows. The wind died out during the noon hour, and when the men returned to the hold, tliey were immediately overcome. Captain Sharp, the salvage officer, and his son gave their lives in a brave but ill-considered attempt to rescue the men who already were down. In a few minutes, a man protected by a diver's helmet went down and sent up the bodies. Captain Sharp, who was a very powerful man, with tremendous chest development, still breathed; in spite of the best medical assistance, however, he died of pneumonia within a few days. This accident might have been avoided by keeping lighted lanterns in the bottom of the hold, where the men were working; this, m fact had been done at the start of the job but nothing had happened and everyone had become careless. Today, when we discharge wet grain, we often take St out with a suction, using a second pump to carry the necessary water into the hold. The work below is done by divers or by men in wading dress, who wear hose masks. So many vessels nowadays are oil burners that we are ccmstaotly on the alert for explosive gases, also. There naturally will be a lot of fuel oil floating around when tanks are leaky, and m hot weather, petroleum gas sometimes is generated in such quantities that ordinary lanterns cannot be used for detection purposes, because of the explosive risk. Our salvage vessels, therefore, are now all equipped with miner's safety lamps to avoid this hazard. The manner in which the safety lamp bums will show the presence of explosive gases and, if there is not enough oxygen present to support human life, the lamp will go out. The gas from grains or coffee is very irritating to the mucous membranes. The first symptom is a feeling as of a bit of sand in die eye; this it followed by conjunc tivitis and, in a few hours, by photophobia and the men are incapacitated for several days. The best preventive, and also the best cure that I know, is a ten percent solution of argyrol dropped in the eye morning and night. I have used gallons of boracic acid solution on such cases but, while it helps, it is not nearly so effective as the argyrol. Of course, one will be on the lookout for gas when there is decaying grain in a ship's hold but it is sometimes -very difficult to detect and manifests itself in strange ways. I was present on a ship some years ago when a man was gassed while lowering a suction into a hold filled with partly melted sugar and water. He fell into the hold as if something had struck him and floated there on his back. He was dead when taken from the water a few minutes afterward, though no water was found to hare entered his lungs. The weather at the time was extremely hot and dead calm. The occurrence which 1 am about to relate will illustrate how insidious is this danger. The S/S "Steel Inventor" was ashore in the Caribbean; dry cargo had been discharged from one of her holds and it was empty. The adjoining hold, loaded with steel and cotton, was flooded to sealevel and the ship's pumps could not pump it. To free the flooded hold of water, salvage pumps were installed in the empty one Marine .Section 45 and rivets were cut out of the bulkhead, near the bottom, so that water would flow from the flooded hold to the empty one. Three men did this preliminary work. The rivets were burned by aa oxy-acetylene torch, then punched out, wooden plugs were inserted until a sufficient number of rivets had been removed. The salvage officer visited the hold and found that the men had completed the rivet removal and were beginning to pull out the plugs. An inspection an hour later showed several feet of water in the hold, but the men were nowhere to be seen. After a fruitless search for them all over the ship the pumps were started, the wattf- was pumped out and there on the bottom were the three bodies where they Had fallen, quickly overcome, it appeared, by gas. Thorough investigation of the case and consultation with the United States Bureau of Mines established die fact that the water in the flooded hold had been charged with gas by decomposition of the cotton. The water rushing through th rivet holes released this gas which quickly took the place of the air in the lower part of the empty hold. Contrary to usual belief, the gas generated by grain and other decaying vegetable matter is aa Irritant gas, not a deadly poison. It is deadly, however, in the sense that it is an inert gas which displaces the air. One full breath of this gas, without any oxygen, will cause a man to lose consciousness, and unless be be- moved to a place where be can get oxygen death will ensue is a little while. This danger can be guarded against by carefully watching safety lamps, which should be kept constantly burning in the bottom of the hold, and getting the men out immediately if the lamps should cease to bum. It should perhaps be unnecessary to point out that, as most of the machinery used in nndern salvage work is gasolene-driven, steps must be taken to prevent the accumulation of carbon monoxide gas below decks by carrying the motor exhaust welt up into die air. Gasolene' vapor*, also, must of course be guarded against. There was a case about fifteen years ago where amateur salvors had been carrying on pro-tracted operations on a steel sailing ship; their pumps, driven by old automobile engines, had been running intermittently for some weeks in the between-decks of the ship. After salvage operations had been completed and repairs were being made, a man was sent into the fresh water tank to clean it out. He carried a -candle and an explosion followed which ripped the tank to shreds and caused considerable other damage and, of course, the man was killed. These is another instance of gas hazard which comes to mind. The S/S "Columbia" standed on Gaho Island, Paspi side, while laden with general cargo, a consider able portion of it stowed in Nos. 2, 2 and 3 holds. At the time of pumping ship there was a great deal of trouble with gas, particularly in discharging and cleaning No. 3 hold. This hold had a trunk hatch in the forward end; its ventilation was so extremely poor that it was necessary to blow air down from one of the salvage portable electric Mowers as well as through lines of 2Vi Inch corporation hose, connected up to one of the large air compressors, the hose discharging into the after end of the hold. Conditions were such that it was only possible to work the men in (me hour shifts; that ta, one hour m the hold and one hour on deck. There was, of course, a good deal of suffering caused by eye irritations and the ship's doctor was kept busy. Now, during the salvage operations it had been necessary to put air-tight hatches on Nos. 1 and 2 holds and on the main deck. At the time of delivering the ship to drydock, the shipyard men were observed slacking up the air-tight hatches and dropping them down into the Isold so that workmen might eater and wash down fuel oil. This, of course, should not have been permitted without first blowing out the holds with air; that precaution was not taken, Iwwever, and as a result five negro laborers were killed as soon as they arrived in the bottom of the hold. But we must not dwelt so long on gas that it will appear to be the only hazard: there are many others. There is your old enemy the "falling object" hazard, and 46 Nineteenth Annual Safety Congress many more that are peculiar to this business. It was the custom m the old days, when salvage operations were started on sailing ships, to send down topgallant and royal yards and topgallant masts and, sometimes, topsail yards and topmasts as well. The object of this was twofold: to give the ship greater stability and so that the yards and mast could not come down on the heads of the salvage crew when the ship pounded on the bottom. Now there are no sailing shine hut the danger from fatting gear still exists, though to a very modified degre necessary to watch funnel guys and the stays and shrouds of the masts and slack them up, if necessary, toTphreevheanzt athrdemencfrooumntepreadrtibnyg.men working around cables and holding turns perhaps should not require mention, as It is so universally recognized, but proper pree&utkxu are often neglected and, sometimes, with very serious results. Men so engaged should never be permitted to stand where they will be injured by the carrying away of a rope or block. And they should never be permitted to stand in the bight of a rope. The momentum acquired by a hundred pound snatch block in flight is little short of devastating and the blow from such an object literally crushes a human body when it strikes. Despite the great experience and extreme care instinctively exercised by our men, we ourselves have not wholly avoided such accidents; one man lost his leg at the hip from the blow of a snatch block: another lost an arm when a cable parted. Thb parting-rope hazard has to be watched with extra care under certain conditions. For example, when a stranded ship is being hove off by cables, extremely heavy purchases are used and breaking strains may easily result when a ship is swung around by the surge of the sea or by heavy tides. These salvage cables are IS inches in circumference so that, should they let go, the men must be out of the way. To revert to some of the other hazards peculiar to tins business: when a ship is straining heavily and the bottom is being pushed up under the boilers, there is danger from bursting steam pipes. When steam must be kept on the boilers to save the ship, this danger has to be faced. When portable boilers are placed on a wreck by salvage men, no precaution is too great to make them secure as there is nothing more disconcerting than a boiler with a foil head of steam and a heavy Are when it-breaks its connections and starts sliding around the deck of a poemding ship. No discussion of marine salvage hazards would be complete, of course, without considering the dangers encountered by the divers in carrying on salvage work. They are the first on the ground, the "eyes of the salvage officer" and must face conditions " the row." Among the many risks the diver runs, perhaps the one he dreads most is that of "getting foul." This can occur in innumerable ways but it happens much more easily when diving on a wreck than when on construction work. Sometimes the current or the undertow will carry a diver into a position from which he finds it extremely difficult to extricate himself. I have in mind cases where divers have crawled through openings barely large enough to squeeze through and where it took skill and determination to get out again; and other cases where, in order to get dear, a diver has had to cut his air hose, or his lifeline, or even both. There used to be a saying: '`There is a sweet little Cherub that sits up aloft and takes of the life of poor Jack", but 1 think that the divers also must have their "Sweet Little Cherub" when recalling how many have been the narrow escapes and ltoPwerfheawpsthoenefatoaflittiehse. most dangerous of the diver's jobs is that of breaking out cargo on a completely sunken ship. In such a ship, sometimes, when breaking out such cargo as cotton bates, the whole cargo floats as soon as a tier is broken, thus jamming the diver up against the deck or fouling his hose and lifeline. There is a like danger, too, when breaking out cargo in the far corner of a hold for the cargo whip may cut off the diver's hose. Some divers, when doing this work, make it a rule to work the whip on the same side of the stanchions or pillars as the hose and life line so that, in case these are fouled by the whip, the diver will be dragged-out of the hold instead of having his hose and lifeline parted. Marine Section 47 It most be remembered that submarine lights are useless in the murky waters of most of our harbors or even in the holds of ships when a diver stirs up the water; he must work entirely by feeling his way around- The high degree to which the best divers have developed these senses of feeling and of direction is marvelous as is their skill in taking measurements. But the diver cannot see some piece of wreckage or cargo which may be poised above his head, ready to fall on him and foul or crush him. Divers are hardy men and usually in good physical condition but, occasionally, temporary illnesses lead them into trouble. A diver never should go down when feeling nauseated as, should he become violently ill, there is danger of choking to death. A fine young man, who was a skillful diver, lost his life in this way not so long ago, and I am convinced that other unexplained deaths of divers have had a similar cause. And now we come to the dreaded "Bends", or compressed air sickness, of which we have all heard and read so much. This disease has been the subject of exhaustive investigation by the United States Navy and the Uoited States Bureau of Mines, and we are indebted to them for much of our organized knowledge of the subject It is an ever-present danger when men are diving in water more than SO feet deep. Some men are more susceptible to it than are others and these men should not attempt to dive in deep water. Even those who seem to be almost immune to the bends should decompress In accordance with the official scientific "Tables" or, soon or late, they surely will suffer for it A recompression chamber should invariably be used on jobs where there is much diving to be done in depths exceeding (30 feet Mb. SMITH: What is the depth that a diver can go down with an ordinary diving suit ? Capt. Davis : The United States Navy divers went down 312 feet a good many years ago,--I think perhaps 24 or 25 years ago when a submarine sunk at Honolulu. They have done useful work in 180 feet We have had four divers down to 200 for special work, making examinations, but they have to take SO long to decompress. The subject is fully covered by publications of the United States Bureau of Mines. They are putting men down artificially in a tank, with air connections -that have 190 pounds pressure to the square inch. Mb. Smith: Can they work at that pressure? Capt, Davis: No, they can't do real work: they can only observe. They are carrying on those experiments in connection with the artificial lung. When a diver goes down, the pressure increases roughly a half pound per square inch for each foot that he descends into the water. To be more exact, it is 45 pounds to the hundred feet of depth. Air must be pumped into his diving outfit to onset this outside pressure. This pressure must be increased as be descends, and decreased as he comes up. When a diver is down, nitrogen is absorbed into the blood stream. To tet him get rid of the nitrogen, we use what they call stage decompression. We pull the man up a certain distance and let him stay there a certain time. Then we bring him up Higher, and so on. There are regular decompression tables published by the United States Navy; they have conducted regular experiments. But in a tideway or heavy sea, it is impossible to work the stage decompression in this way, so it is the practice to bring the diver right up. take the helmet and boots off. and rush him into a decompression tank. The pressure is lowered in the tank then as the tables direct They are making experiments on a mixture of helium gas and oxygen. The helium gas takes the place of nitrogen. It is not absorbed into the blood the same as nitrogen. Chairman Tode: There are numerous steamship companies today who have bonus systems for various services, and there arc a few companies who are now giving to their crews some compensation for safe operations. Among those companies, the Export Steamship Corporation was probably one of the earliest to 48 Nineteenth Annual Safely Congress install a bonus system. The title of the last paper of the afternoon is by Mr. John Wright of the Export Steamship Corp,, New York City. la his absence, his paper. will be read by Ur. Dabney L. Smith, Assistant to Ur. Wright. The Advantages of Bonuses in Safety Work By JOHN WEIGHT Tha bfoit Stcamddp Corporation, Now York City The question of the advantages or disadvantages of a case bonus system inconnec-' tioo with the advancement of safety work in an organisation, is one which furnishes a wide field for discussion. Many logical arguments are advanced by its opponents, but the weak spot in these arguments appears to be tint they axe usually advanced by those who have had no practical experience in the workings of such a system; The objections advanced are largely theoretical and arc not bused on actual experi ence. For the past four years the Export Steamship Corporation has had in operation a safety bonus system, and it is from a careful study of die remits attained by its nse that we assert that the advantages greatly ootnmbcr the disadvantages, and that a safety boons system is of definite value and plays an important part aa a weU organized safety nuupayn. To those concerned m the operation of the Export Stmnihip Cor poration the importance of safety work is top vdl wmswiwrf So he lightly regarded, and every means that will advance the cause as gma cartful onuskVration. The adoption of any new procedure in our safety work is not die remit of any hasty impulse or idea, is not simply a gesture in the general direction of safety. It k pot into opera tion and then carefully watched for revolts. It most prove its worth or be discarded. The fact that the boots plan has stood the test d foor years of service shows that it must have a very important place in our safety program. In every phase of life man srfil put forth greater effort if there as held before him the definite prospect of a rewaid for work well done. H you ore to carry the analogy so far, you ought recall that little WaQie shop eats bk spinach much more willingly if he knows fat wiU get k cream dtarwd. Safely campaigns may be carried out to the highest degree of efficiency, they any be so stacaske that they will impress on every individual member of an ovgamtatma the importance and the necessity of being safety minded, they may even uaUik a HD per cent record for safety, but unless there is some definite reward faeM oat for those whose care and watchfulness have established this record, the hueruas after a taoc wiO lag. Without this reward the vital spark k mksmg. A safety pennant foes from the mast head may cause a brief thrill of pride to those TTiprrukV for placing h there, but only a brief one. The constant stuffing about among the am of wds particularly among the unlicensed personnel, mrans a nmutaurljf changing uvgaanatioa and a consequent need for unrenritting effort oo the part o4 the employees whose terms at service are longer, to keep alive the spirit ncirri vary to attain the wanted results in safety matters. Here then is where the bonus system becomes an Buportam factor in the work. When the men on a vessel know tfak their efforts to prevent accidents will, if suc cessful, bring them a definite *ai ftward, they hire the incentive to spar them on to greater effort To the new employees it brings the rcaTifstion that the safety posters, the instructions, discussions. etc_ mean icanrthiaf. They know that when you back up your talk with money, you mean To the old employees it brings the realization of their responsibility to watch the new men, to caution them, and to work with them to keep up the record of the dap for safety. It k the opinion of the writer, based on actual observation, that oo part of the safety program of the Marine Section 49 Export Steamship Corporation k of greater value in building up the spirit of co operation in safety matters than is the safety bonus. All hands come to realize that safety for all is the winning factor. Winning the bonus k not simply a matter of looking out for number one--they have to look out for the other fellow, also. His hard.tuck is their hard luck, insofar as the bonus is concerned. The men become imbued with the spirit of watchfulness, of carefulness, of safety mindednesa. Actual experience shows that this spirit does exist on tk vessels of the Corpora tion. As a part of the regular safety program, every vessel is boarded, immediately upon arrival in port, by a representative of the Corporation's Safety Committee who checks tip on all accidents which may have occurred on the voyage, inspects the vessel to see if there are any matters which require the attention of the Committee, etc Invariably he is approached by various member* of the crew, the Master, the boatswain, a steward, pertiaps, all with the same question--"How do we stand on the bonus?" or "Well, we ought to stand a pretty good chance this year. No accidents last voyage, and only one slight one last trip". Then there is always the question of how the other ships are faring. The spirit of rivalry between the crews of the various vessels is keen. Masters call at the office and ask to be shown the records for comparison. Ex-members of crews write in asking how their old ship fared during the year, and in many other ways the interest in the bonus is shown. A few days since the shore representative of the Safety Committee boarded one of the steamers oo her return from a foreign voyage, and was engaged in conversa tion with one of the officers. A passenger standing near evidently overheard the conversation, which was naturally on safety matters, approached, and, introducing himself. said in substance "On this entire trip I have been struck with the constant attention given to the subject of safety, i have noticed the officers cautioning the men to be careful, have heard the men telling each other -to watch out for this, that and the other thing. The attention paid to the matter of safety on this ship has opened my eyes. It has put the matter before me in a new light and I have -learned some things which I shall put into practice in my own business." Comments of this nature from a disinterested outsider certainly show that the matter of safety is something to which the men give more than a passing thought. Incidentally it was this vessel which won the last safety bonus. It is a strong contender in the present bonus period and you may draw your own conclusions as to just what part the hope of winning another bonus plays in building up the spirit which inspired the comment of the passenger. A word descriptive of the bonus system in operation might not be amiss at this point In the operation of our vessels, four complete voyages constitute approximately one year of operation. A careful record of all injuries, etc* for four voyages is made, and after allowing due time for all accounts to be rendered and the books closed, the vessel showing the lowest expenditure for tlk period, is declared the winner. Two weeks salary is then paid to every member of the crew who hai com pleted the four voyages taken into account. Naturally there are many changes in personnel during a year, particularly among the unlicensed personnel, therefore this two weeks salary is pro rated according to the number of voyages made by the men. One voyage, ooe-half of one week; two voyages, one week; three voyages, one and one-half week; four voyages, two weeks. In this way every man who has had a part in the operation of the winning vessel receives a fair share, of the reward. One of the principal arguments advanced by the opponents of the bonus system is that there is a tendency on the part of the officers of the vessel to minimize the in juries received by members of the crew, to cover up accidents, to ignore reports of injuries made to them and to fail to report accidents occurring on their vessels, on the theory that this mode of procedure will advance their prospects of winning. This results, say the opponents, in many claims being presented about which'no informa tion has been received. The vessel has ended her voyage, has. perchance, sailed on another one. The witnesses are scattered or unavailable and the actual facts are 50 Nineteenth Annual Safety Congress unobtainable, and the shipowner finds himself confronted with claims' which he must cither settle on a nuisance basis or take the chance of facing long and expensive litigation, with the possibility of losing in the end, whereas, had the matter been properly reported at the time of occurrence, all this trouble might have been avoided. To a very small extent this condition did obtain on some few of our vessels at the inception of the bonus plan, but the officers in charge were soon shown that such a procedure was a hindrance rather than a help in their efforts to win a bonus, and the condition no longer exists. An unreported accident is a very rare occurrence and the officers of the vessels are trained to make out their reports with every detail complete. Even accidents oi a minor character are fully reported and thus we are enabled to dispose of claims arising from injuries to better advantage. This is re flected in the lowering of costs on the vessel in respect to injuries, and thus the men learn the importance of reporting all accidents. Another argument favored by the opponents is that only the officers benefit by a bonus system. That due to the constant changes in the unlicensed personnel of the ships, the men do not keep in touch with the vessels, do not claim their money, and so take little interest in the operation of the bonus. An examination of the lists of crews on the winning ships during the past three bonus periods disproves this. A surprisingly small number failed to appear and collect their share. In this connection we might note that the bonus system itai some effect in keeping men in our employ for longer periods. Sailors are by nature, wanderers. Signed on, as they are, from voyage to voyage, there are numbers of them, good men, too, who will not stick in one place for long. They grow tired of seeing the same ports, they form dislikes for certain officers, for certain ships, and when they have tonsbed the voyage they go on looking for another berth. We find frequently that men will remain with a certain ship for the sole purpose of "being in the money**. They know their chances are good and they want to remain on the ship for the entire period of the bonus in order to increase their share of the winnings. The advantage to the shipowner of having men used to their particular system of operation remain in their employ is so obvious that we do not need to call it to your attention. After all, the proof of the pudding is in tlie eating. The fourth bonus period of the Export Lines is nearing its end. In another three' months the winner will be an nounced. As these lines are written, seven out of our twenty four vessels are running neck and neck m the race Actual figures have shown a decrease in our costs for injuries and illnesses year by year. In the past year there has been a decrease over the year preceding, of over 50 per cent The success of our safety work can be ascribed to no one particular cause, but if you ask the man on the deck the chances are that he will give due credit to the Safety Bonus Plan. Ma. Hunt**: What.do you do when you shift officers? Suppose a man had put in about three-quarters of the year on a ship that earned the bonus, and then for your own convenience you transferred him to another ship. Ma. Smith : He gets his three-quarters. We try to operate so every man will hare an equal chance, and we treat officers and men alike. We find the bonus sys tem does work. It also helps m keeping men on the job; if you want to get in the money you must stay on the job. Ma. Lynn: Do you know of any other companies that have this bonus system? Mr. Smith : No, 1 do not. They give medals, but you can't eat medals. Mr. Glenn: I know one stevedoring company that does general freight han dling. They told me that most of their accidents are on handling steel and lumber, anr! by the simple expedient of telling the foreman, "Here Bill, if you handle this ship without accident it is a ten dollar bill in addition to your wages'*, they cut down their accidents 75 per cent. ADJOURNMENT Marine Section 5t Thursday Afternoon Session October 2, 1930 ARTHUR M. TODE, Chairman The Texas Company, New York City The third session of the Marine Section convened at two o'clock, Chairman Tode presiding. Chairman Toot: The first paper of the day has been prepared and will be delivered by Mr. F. H. Cogan, Chief Tug Dispatcher, The Delaware, Lackawanna and Western Railroad Co., New York City. Safety in Railroad Lighterage Operations By F. H. COQAN Chief Tug Dispatcher, Delaware, Lackawanna A Western Railroad Co., Hoboken, N. J. In common with alt other railroads which serve the port of New York, the Lackawanna owns and operates a vast amouot of floating equipment which is used to transport freight to and from tlie rail terminal. . Ferryboats arc operated as well as lighterage equipment, but this paper will deal entirely with the lighterage operations, and all data submitted will apply to that di vision only. Exclusive of ferryboats, the fleet is composed of the following unit*: (a) 20 tug boats--(b) 5 steam lighters--(c) 34 car floats--(d) 105 covered barges--(e) 59 hoisting lighters--(f) 34 grain boats. A total of 525 men are required to man these vessels. During year 1929, the total number of man-hours worked was 1,599,390. Except during stadc periods, additional equipment must be chartered in order to in sure prompt movement of freight In addition to the men employed on the boats, a shore force consisting of supervisors, clerks, etc, is maintained. These men are a part of the lighterage division organiza tion, and any injuries Incurred by them are charged against that division. A 24-hour tug service is maintained every day in the year, each tug carrying the following crew for an 8-hour tour of duty--I licensed master who also acts in the capacity of pilot--1 licensed engineer--1 oiler--1 fireman--either 2 or 3 deckhands. These craft range m size from 150 I. H. P. to 1,000 I. H. P. and are employed in the towing of the non-self-propelled units of the fleet to various points in the port of New York. They arc capable of handling large flotilla tows, but due to the traffic congestion in the harbor, we feel that it is in the interest of safety to limit the size of the tows; therefore we make it a practice not to give a tug more than 12 boats in tow and then only under, favorable conditions. For the same reason not more than two carfloats are given to a tug to tow at one time when bound to any point in the East River. The crews of these tugs are subject to many of the hazards found on a larger steamer and some that are not found on a ship. A highly trained personnel is required for satisfactory results; teamwork and the ability to work together without friction is essential. While manoeuvering to pick up and land a tow, signals are sent from pilot house to engine room almost continuously; failure to have these signals answered correctly and promptly is sure to result in an accident to either personnel or property. Firemen must watch water in boiler to see 52 Nineteenth Annual Safety Congress that it is neither too high nor too loWid the glass, as this is very important on a tug. He must also watch the steam pressure to prevent boiler blowing off as this is most annoying and interferes with operations. The deck crew must familiarize themselves with methods used by captain handling tows, so that they will know when and where to place lines without toeing told each time. Under working conditions such as these, it can readily be understood that it is to the advantage of all concerned to practice safety at all times. If one of the regular crew has to lay off due to an injury, a substitute must be placed on the boat, and even though he may be experienced and competent, it takes time for him to become ac quainted with the methods used on that particular boat. Tugboats arc apt to list very suddenly and sharply, especially when snubbed with a line. This is a hazard for the engine room force as they are not likely to get any warning before it occurs. Sufficient water mutt be kept in boiler to allow for this, in order that fusible plug-may not be burned out Tugs are fitted with a steam ash ejector and have forced draft blowers so that the smaller sizes of anthracite coal may be burned. The deck crew, are juibject to all the risks found in handling lines on a moving vessel and also to the danger of falling or being knccked overboard. The mate is required to act as lookout on the tow and this means that be must climb over boats that may be rolling and tossing in swells. He must at times walk along the out side of barge, where the only protection he has* to prevent going overboard, is a wire life line fastened to freight house on barge, but across the hatch and doors a rope line must be stretched. These life lines are of such importance that failure of any captain to keep them in perfect condition would result in his being immedi ately disciplined. During freezing or even wet weather, practically every move that is made on the deck of tug or tow Is fraught with danger to life or limb, but as this is realized by all hands they work slowly and use more caution than under normal conditions which of course to a certain extent slows up the operations; and we expect it to. Steam lighters carry a crew. Of 8 men each, and as the name signifies they are self propelled freight carrying steamers capable of carrying approximately 250 tons of cargo. We have one steam lighter, that can lift 40 tons, and. this vessel is also used in wrecking and salvage operations. The crews of these vessels are subject to the risks usually found in stevedoring, operations, as freight must be either trucked or hoisted in slings to. and from boat. In addition the deck crew must handle lines, but not to the same extent as is the. ^ase on tugs. Carfloats are craft fitted with rails, so that! freight cars may be placed on them and carried to various points in harbor. When ready to load or unload cars, floats are placed in bridges, fitted; with rails, in order that cars can be handled by loco motive. . One man, known as float captain, is'assigned to each float while under load; his tour of duty is 8 hours, and it float has not returned to terminal when his rime is up, he Is relieved by another man. These' men rpuit handle lines oo the float, and as at times there is but little 'room in 'which to do so, the hazard is greater than ori any other type of craft operated by us. (|FIotmen must examine seals on car doors, and if proper care is not taken while' doing so, a badly cut hand Will result. They must,handle the chocks which are used to prevent cars from rolling over the ends of float Into river. These' ate .heavy and cumbersome and handling them tirelessly usually results in a personal injury report. Covered barges, are used in handling freight which must be protected from the weather.' These boats will carry from 2W to 500 tons of freight. There is a cap tain assigned to each one, and he rqay live on board witb'his family,'if he so desires. -The loading and discharging Of these boats is done by a stevedoring contractor. ' *i Marine Section 53 When barge is bring towed, captain must handle his lines. He also has the risk of having to get across other boats to get ashore and then walk along string piece on dock; often he has to climb over the side of a steamer to reach the dock. Derrick lighten are fitted to handle heavy and bulky commodities and hence they are fitted with a mast and boom. The various types are capable of lifting from 3 to 40 tons. A captain is assigned to each one. On the gasoline and oil bolsters, he also acts in capacity of engineer. On those boats having a steam boiler, a licensed engineer is carried as well as a captain. These men have the same risks as barge captains and in addition must sling and hoist heavy packages. Grain boats are deep hold boats fitted with wooden hatch covers over nearly the entire length of boat. Handling these hatch covers constitutes the greatest hazard on this type of craft, although .captain must handle lines when under tow. During the year 1929, there were 30 "lost time" personal injury cases in the entire lighterage division, 16 of which resulted in a loss of less than four days each. The 1928 record was approximately the same. In 1930 there were 10 during the first four months, so that the average is holding about the same. In spite of all our efforts, we have not yet succeeded in bettering our 192S record. But at least we are holdup our own. One very encouraging feature is the fact that there have been no fatalities or cases of permanent disability in several years. A careful analysis of the 1929 records showed not a single case of injury was due to any act of a fellow employee, neither were any caused by defective or in sufficient equipment, nor lack of any safety device. On the contrary, each injury was the result of the man's own action. AH injuries* no matter how slight, occurring to any person white on board any boat of ours, must be immediately reported and it is a serious matter to any em ployee who (alls to obey this rule. There is no question but that we could reduce the total number of cases that we have recorded as "lost time" ones, if we were to disregard the doctor's advice to the injured man, as many organizations interested in a good safety score are inclined to do. For example, a man falls and cuts his head slightly, then goes to the doctor to have it dressed and wants to return to work, but the doctor tells him to stay home a couple of days, as he might get a dizzy spell and fall over board. A man goes to the doctor to have a cut attended to, with the intention of returning immediately. The doctor dresses it and advises man to go home and stay there for a couple of days to prevent risk of infection. Man falls and hurts ankle or limb and docs not think much of it, but doctor tells him to keep off it, to prevent swelling or inflammation. In any case where the doctor advises man to take time off, we make absolutely no effort to induce the man to disregard tle doctor's orders. We maintain a first aid station at the Hoboken Terminal, with a nurse in at tendance. Medical service is furnished injured employees, at the company's ex pense. First aid kits are furnished each tug, and are also placed in the various supervisors* offices around the terminal. When use is made of these kits, a report must be forwarded to the manager's office for record. The accompanying table shows the causes of all "lost tune1* injuries that oc curred to employees during entire year of 1929, together with percentage of fre quency and seriousness. It will be noted that 77.5 per cent of time lost was due to two causes:--(a) Slipping or falling; (b) Having.foot squeezed between boats or dock. Following are extracts taken from the Personal Injury reports, showing the man ner in which they occurred:-- Floatman dragging line along deck of float to stow it away, stepped an a banana, fell ?y* bruised knee cap. Lost one day's time. Float had brought in cars of tanawu, so man knew they were lying on. deck. These bananas are cleaned from Apat as soon as possible after unloading. 54 Nineteenth Annual Safety Congress Percentage of Percentage of Cause of Injury-- Total Number Injured Total Days Disability Slipping or Falling-- Ftoatmen ................................................. Tug*--Deck Crew........ ................................. 13-3% 133% 17.9% 3.4% Tugs--Engine Crew .................................. 3.4% 14% Barge Captains ............................................................ 3.4% 0.9% Shore Forces ................................................................ 3.4% 4.1% Handling Lines-- Tugs--Deck Crew....................................................... 10.0% 1.8% Handling Float Chocks-- Floatmen ..................................................... Handling Toggle Pin-- 10.0% 3.6% Floatmen ................................................... Handling Hatches-- 34% 0.5% Grain Boat Captains .............................................. 6.7% 9.1% Horf(i*0 Freight--. Steam Lighters--Deck Crew ................................. 33% U%` Handling Barrel of Oil-- Tugs--Engine Crew ................................................... 33% 1.3% Ceiling Pool Sgueeeed-- Floatmen .........................,.................. ....................... 3.3% 42.9% Steam Lighters--Deck Crew ........ ...................... 34% 5.4% Shore Forces ...........................*................................. 34% 1.6% Bums and Scatds-- Tugs--Engine Crew .............. Hand Caught in Engine-- 6.7% 24% Lighter Captain* ........................................................ 3.4% 06% Foreign Substance in Eye-- Tugs--Engine Crew ................................................... 34% 06% Stepped on Nail--on Dock-- Floatmen ...................................................................... 3.3% 09% Total ......................................................................... 100.0% 1000% Tug picking up car float, deckhand out on float handling lines, fell over one of the bitts on float Slight spram right ankle. Lost five days. Tug picking up tow of five barges, deckhand out on tow supervising piKing of lines, stepping from tug to barge, slipped and foot was caught between boats. Lost three days. Tug deckhand went aboard lighter to let go lines from dock, slipped on the deck of lighter. Man said he was not hurt, but stayed off taro days. Barge captain returning to boat, but not on duty, lost his footing walking down dock, fell and injured knee. Felt sick next morning and remained in bed. Lost two days. Floatman passing between cars on bridge, stood too close to cars, when engine pulled them ahead, lost balance and fell. Captain coming aboard tug to go to work, stepped on line, which could not be seen in dark. Wrenched ankle which swelled next day and he lost two days1 time. Tug picking up two-car floats. Floatman handling line, lost balance and fell overboard, rescued by deckhand of tug. Man left service after injury occurred. Estimated he would have lost 30 days. Watchman going aboard tug, which was laid up, slipped on ladder going down to flreroom. Lost 14 days. Cot gash In head. Marine Section 55 Oiler standing on rail around engine to oil engine, jumped down from. rail, a couple of hours afterwards, felt pain in knee. Estimated lost 15 days* time. Floatman walking along dock, but not on Lackawanna property, ground caved in, causing man to fall through pier, injuring hand, leg and stomach. Lost 30 clays' time. Out of the 11 mishaps listed, eight happened in the dark, one in the engine room and two in the daylight. Floatman handling lines from float to dock, while tug was shifting float, stepped on line to breast float in close to dock, had foot squeezed between side of float and pier. No permanent injury but man did not return to work for five months. This was the most serious mishap of year. Deckhand on steam lighter, passing lines across two barges to tic them up, put his foot outside of guards and had it squeezed. Lost six days. Checker hauling barge belonging to another company, put foot over side of boat and when barge came alongside pier, his foot was squeezed. Time lost, 18 days. All three of above injuries occurred in daylight. The balance of the injuries, due to various causes, were all of the same general character, that is due to no negligence on part of any one else. The first Marine Safety Committee was organized on the Lackawanna over 20 years ago, and once the safety advocates were able to convince all the doubters that safety methods would not slow up the operations, if common sense were used, so as not to go to extremes; safety work has received the approval and support of everyone in the organization. One of the first duties of the original committee was to prepare and distribute a book of Safety Rules. These rules have been revised twice since issued; but many of the 6rst rules remain unchanged, following are a few of them:-- Employees are forbidden to;-- (a) Stand on rail or guard to throw or receive line. (b) Jump from boat while it is moving. (c) Stand close to a line with strain on It. (d) Stand under boom of derrick or under a load which is being lifted. (e) Stand or walk on rail of floats when approaching dock or bridge. (f) Attempt to replace hatches while men are working in hold of boat, as the hatch is liable to drop on someone below. (g) Smoke on boats loaded with oil or other flammable material. (h) Go ahead of a hand track down a steep grade. Dcdchands must be careful when walking the guards of covered barges, and al ways use hand rails. Any defects in hand rails noticed on any boat must be reported in writing to the assistant manager. Decks must be kept clear of lines and anything else likely to cause one to trip or fall. Chains used for lifting must not be patched with bolts or patent links, but sent to shop to have new links put in. When putting ladder down in hold of light boat, captain must see that it is made fast from the top rung with a line to rail on deck to prevent ladder from slipping. Captain must keep a deckhand on lookout mi any boat or float whenever cap tain's view is in any way obstructed. Each employee must sign a receipt for his book of safety rule* 'reading as fol lows :-- "The undersigned having read and famiharued himself with the rules contained in the Book of Safety Rules, revised August, 1926, agrees to comply therewith and to return the book at the termination of his employment," This receipt must be returned within 10 days to the issuing officer. We believe in the value of posters and other safety literature and use same when 56 Nineteenth Annual Safety Congress obtainable, Wc do, however, find it difficult to find any posters to illustrate the specific hazards that we are interested in. We are continually on the lookout to learn about the troubles that other people have, to that we can take precautions to prevent the sane thing happening to our men. We do not assume the attitude that because a certain type of accident has never occurred with us, that it never will. We do not hesitate to use other people's ideas when we believe them to be of value. On January 1st, 1929, the Lackawanna inaugurated a safety contest to take in the entire system, it being the belief of the officials that by encouraging a spirit of competition between the employees of the various departments, the number of per sonal injuries could be very materially reduced. At the end of this year trophies will be awarded to the department and division showing the greatest improvement over 1929. In the interest of safety, our tugs are not navigated during a fog. During a gale of wind we do not tow boats to exposed parts of the harbor. If there are any boats lying in a dangerous position, we shift them immediately. We employ a rigger who spends his time going on each boat periodically to Inspect the gear and rigging and renewing any worn parts. Not a great deal has been mentioned about the preventive measures that were -being taken to reduce the number of iniuries. However, we have spent a great deal of time to devise methods that would be successful in combating the type of injury that we have to contend with. Practically all of them being caused by overconfidence, thoughtlessness, absentmindedness and occasionally through being in too much of a hurry. Another year, we may be able to report oo the efficiency of some of the plans which we now have under consideration, and also on some of those which have already been adopted. Discussion Joh.v S. Hunter (Atlantic Refining Co., Philadelphia, Pa.); On our ships last year, slipping and falling accounted fix' 33 per cent of our accidents. F. C. Gascoav (U. S. Employees Compensation Commission, Washington, D. C.) : The Lackawanna has a remarkable record in comparison to the industry as a whole. If the marine industry as a whole would recognize lliat when there is a definite increase of hazard that you have to sacrifice speed proportionately, the industry would have a much better record ttan at present. C. F- Fi-athriis (Eastern S. S- Lines, Boston, Mass); What measures do you take, if any, to reprimand those who do not report accidents? Mr. Cooan : We have them so well trained now that very rarely do we have a case they don't report. We have taken disciplinary action In the past and they now report the most trivial sort of an accident. A. R. Bush (The Barber Asphah Co., Maurer, N. J.): What disciplinary measures did you resort to? Ma. Cocan: The manager qf the Marine Department has reprimanded various individuals. Sometimes he has discharged them. Cart. T. H. Sheridan (President, Alumni Association, New York Nautical School): The captain of a vessel once told me of an instance he had in very bad weather; fog, hail and snow. He kept going full speed. When asked why he didn't slow down, he said, "Why you got to be in on time; you know it is always dear weather in the manager's office." Chairman Took: The next paper is entitled "Prevention of Accidents and Explosions on Tank Steamers." There is probably no better authority On this subject than Mr. G. Guy Via, Certified Chemist, Newport News Shipbuilding and Dry Dock Co., Newport News, Va. Unfortunately, Mr. Via is not able to be with us. but the paper will be presented by Mr. Edward J. Robeson. Jr., Personnel Superintendent of the Newport News Shipbuilding and Dry Dock Company. Marine Section 57 Prevention of Accidents and Explosions in Repairing Tank Steamers By C. GUY VIA Newport News Shipbuilding and Dry Dock Company, Newport News, Va- Many fine papers have been read before this Congress on the subject of marine hazards, the prevention of accidents and explosions on tank steamers. Infor mation and suggestions have been presented, which, if understood and put into practice by all persons working in, on or around tank steamers, would farther mmiraUe the posstbiKcics of disaster from this omct and usher in the long-hoped-for era of safety always m this class of work. It is doubtful if the writer can contribute any thing we to t*** subject, and lie must therefore rely on the hope of being able to present an old story u> a new light, believing that the clearer our understanding of the risks j--. the greater will be our determination to enlighten our less-informed brother--the --on the job--whose ignorance has so often in the past brought about explosion with its attending horrors. Dangerous Cargoes Listed in the order of their potential danger, the cargoes carried in tank steamers are: (J) (2) (3) Highly flammable (naphtha, benzine, gasoline, etc.). Flammable (crude oils). flammable (engine oil, fuel oil, lubricating oils, etc.). (4) Coal (5) Miscellaneous (Creosote, molasses, cocoanut oil, etc.). Jo point of danger, the distillates (naptha, benzine, gasoline, etc.) bead the list. These are extremely volatile at ordinary temperatures, and a comparatively small quantity of the liquid will render a large space explosive. For illustration, one quart of gasoline emptetety evaporated will render explosive a space of 525 cubic feet. The vapor of gaoHm is very heavy--so heavy. In fact, that in behavior it may be looked vpoQ as an mvisible liquid. Three negroes were cleaning the pump room of a tanker which was undergoing repairs in a dry dock. In the absence of the boss, one of decided to smoke a cigaret, which he proceeded to light. Nothing txtt&l he threw his cigaret down and stepped on it, when the tanker exploded with a violent Mast killing and injuring several workmen. The explosive vapor. my heavy, lay close to the bottom and was ignited only when the cigaret was thrown into iL On amh^w occasion a tanker at our own plant was, through a misunderstanding, allowed to dhcharge ballast out of a tank which had been' previously filled with fp-rOii- into the dock which had just been pumped dry. Workmen burning rivets out ol the rudder ignited the vapor from this small amount of gasoline, and a series of minor oqpkiti^ tore the floor boards of the dry dock loose, and set fire to the grating. Fortunately no one was injured, and little damage was done. Subsequent gas tests revealed die presence of more vapor in the. dock which it was imperative to remove before work could proceed, and as the bottom of the dock is twenty-four feet below sea level, a real problem presented itself. It was finally solved by reflooding the dock, and hosing off the surface of the water in the presence of a strong following wind, to carry the vapors out into the river. Undoubtedly many tankers have been blown up by these vapors of gasoline flowing along the deck into the aft passageway and thus into the galley, fire rooms or crews quarters, where In one manner or another they were touched off. In this connection it is interesting to note that we have on one occasion recorded the presence of an 58 Nineteenth Annual Safety Congress explosive mixture at a distance oi sixty feet from a trough into which gasoline was being poured, and this, tod, in the open. Crude oil is, of course, petroleum just as It comes from Mother Earth, full of various gases, gasoline, kerosene, lubricating oil, wax, asplialt or what not which must be separated by the process of distillation at the refinery for the uses of man. Some crudes are particularly troublesome because of suspended gases which are con tinuously released at ordinary temperatures, and great care must be exercised at all times to prevent trouble. T'?e lest flammable oils, such as lubricating engine or fuel oil are in general the residue of crude oil after the more volatile products (gasoline,' etc.) have been re moved. Under ordinary conditions these cause little worry except when confined in a closed space over a fairly long period. Many doubtless wonder wH&t explosive risk there may be in a cargo or bunker of coal. Let it not be forgotten that many kinds of dust, notably coal or grain dust, are highly explosive; in addition some coals, long after being mined, continue to give off an explosive gas. Some time ago we made minor repairs on an Italian vessel which anchored in Hampton Roads after leaving our plant. A fireman entered tlie coal bunker on this vessel with an open light and the resulting explosion badly damaged the vessel and severely injured the nan, who lay for weeks in a Norfolk hospital at the point of death. Not long ago I crawled into the coal bunker of a vessel for inspection purposes, and discovered a negro shovelling coal amid a tremendous cloud of coat dust BY LIGHT OF A C/NNDLE1 A perfect setting for'a disastrous explosion! Needless to say, I had a personal interest in applying immediate corrective measures. The miscellaneous cargoes of creosote, cocoanut oil, etc., offer little trouble other than the obnoxiousness uf their odors and the ease with whkh most of them take fire. Of course all such tanks should be tested for gas as a matter of Safety routine. Evaporation Most oils, crude or refined, will evaporate readily at ordinary temperatures. The process of evaporation consists of the molecules of gas breaking through the surface tension of the liquid, and entering the surrounding atmosphere. Temperature and pressure both regulate the speed at which this process is carried on. Tbe application of beat causes the molecules of gas to fly off faster, as will a decrease in pressure. The transfer slows up as the temperature falls or pressure increases. What happens to the molecule after it has been released from the liquid depends upon the kind of gas it is. If it is by nature lighter than air, it will float on upward like a balloon. If heavier than air the molecules collect in dense masses along the surface of Uie liquid, diffusing themselves slowly into the upper atmosphere until the tank or container eventually becomes saturated with them if there is no means of ready exit. This release of volatile constituents from oils was strikingly illustrated some months ago in a steamer which was tied .up with the idle fleet-in the James River, for several yoin, nod finally brought to our plant to be reconditioned and rtcowuniniowed. The fuel oil which haul been left in tier settling tanks when she was sent up the river had lost practically all of its volatile content during her idleness, and had taken on the consistency of jelly. It was necessary to dig it out with spades before work could proceed. Fire and Explosion Burning is the chemical union of molecules of combustible gas with oxygen or air, and the amount of air present, determines the rate at which this burning shall proceed. A very rapid burning is, of course, an explosion and is most violent when there is present exactly enough oxygen to combine with every molecule of gas is the mixture. Marine Section 59 There is then a possible range of explosive mixtures of gas and air beginning with a light increasing in violence to a maximum, and decreasing again to a steady burning, all dependent upon the percentage of gas present m the mixture. The empty tank which has contained oil then offers the greatest explosion risk in repairing vessels because of the presence of the gas and air mixture, while the tank lull of oil calls for the exercise of extreme caution around all openings such as vents, hatches, etc Dangerous Oaaea The gases which are encountered in this work arc many and varied bloat of the explosive gases are hydro-carbons, so called because they are composed of two common elements. Hydrogen and Carbon, in various combinations. The variety of these combinations is extremely astonishing and interesting. Most of them are heavier than air, and settle in the lowest part of the tank. One of tbe most interesting of these is known as methane (CH). It is a close relative of wood alcohol, which may be prepared from it. It is odorless, colorless and tasteless, intoxicating when inhaled, and explosive in comparatively small concentra tions. It exudes through the seams of coal in most mines and is responsible for thousands of horrible mine explosions. It is also a product of decomposing vegetable matter, and Has often been found in tanks of fresh water from the Tropics where vegetable matter decays rapidly. It is present in large proportions in sewer gas. Two young men m a neighboring city, slightly inebriated, were Severely injured a few weeks ago when they ignited this gas over a manhole in the street "to see if it would burn". It did f Another gas often occurring with methane is called ethane (C*H) and partakes of tbe same general qualities. An even smaller percentage of this gas will render an atmosphere explosive, thus reducing the already narrow margin of safety. Whenever a group of men are working in a small unventilated compartment with open fires of any kind, there are produced two other gases which, while not explosive, are asphyxiating or poisonous. The first of these, carbon dioxide (CO*), bubbles merrily oat of your glass of Coca Cola or soda water. It is also the end product of the natural process of breathing. Man breathes oxygen and returns to the air carbon dioxide. Plants absorb the carbon dioxide and return to the air life-supporting oxy gen, thus preserving a sort of natural balance. It is a colorless, odorless and tasteless gas, noo-poisonous, but when inhaled in sufficient quantities "water logs'* the human longs, and the victim keels over. A good dose of fresh air is the cure, and there are no particularly harmful after effects. The other gas, carbon monoxide (CO), is also colorless, odorless and tasteless, but is deadly poisonous. It is produced wherever fires are maintained without sufficient air or oxygen for complete combustion. It will burn, changing into carbon dioxide. It is this pas which so often asphyxiates those who operate their automobile engines in closed garages. The poisooous effects are permanent because it changes the composi tion of human blood. In fact, this is one of the tests for its presence. Worse yet, the evil effects arc cumulative--a little today unnoticed; a little tomorrow and so on until finally collapse or death. Another deadly poisonous gas is called hydrogen sulphide (H#S) and is found in many crude mis from Mexican or South American fields as welt as in some of our own western areas. Its toxic qualities are so very pronounced that oil men refer to it as the "rattle snake". Unlike the other gases discussed, it possesses a most offensive odor (chat of rotten egg*) and is dangerous in concentrations as low as .01 per cent. It is also highly explosive, and is perhaps one of the deadliest gases encountered in this work. 60 Nineteenth Annual Safety Congress Apparatus (or Tatting The quick turn around of (anker* at a ship yard renders the use of the ordinary laboratory methods of gas analysis out of the question. It is often necessary to meet the vessel in the harbor in order to have the gas testing well under way by the time the vessel reaches the repair plant, and this necessitates quick and accurate determina tions. Speed is impossible with a complete analysis apparatus. There arc many satisfactory rapid determination outfits ou the market. In every case, the combustible gas is burned out of the sample, the difference between outfits resting in the manner in which the percentages are measured. One type absorbs the combustion products in water, and measures the contraction which the measured sample of atmosphere undergoes as a result of removing the combustible portion. Used with care, this instrument is fairly accurate and thoroughly dependable. Another and later type depends for its operation on the principle that the heat of burning is directly proportional to the percentage of gas present io the sample. A continuous stream of the atmosphere is drawn through a combustion chamber where the gases are burned by means of an electrically heated platinum coil. The heat pro duced by this burning activates a thermo-couple, the meter of which is calibrated in percentages of gas present. These instruments are very sensitive and have the added advantage of permitting continuous readings in alt parts of the tank under inspection. Of course, none of the instruments discussed determines the exact nature of gaa present, which information is not at all necessary. It Is sufficient to know that there is present an explosive or flammable gas. Clearing for Tank If gas is present in a tank, there are three handy means by which it may be evacuated: Steam, compressed air or water, used according to the dictates of judg ment. Of these steam is most often used and very effective when properly handled. Compressed air may often be of service, particularly if time is pressing. Water is limited in its application to this work. There seems to be a strong impression prevalent among the officers and crews of tankers (and indeed among many of our own ship yard people) that the injection of steam into a gaseous tank neutralizes or "kills" the gas. This impression is, of course, entirely erroneous; there is no chemical reaction at all. That is just what we wish to prevent. We explain the process to them thus: As the steam heats up the tank, most of the residue oil adhering to the bulk heads, beams, girders, etc., softens and flows or drops to the bottom of the tank, and considerable gas is drivoi out of it by the heat that would not be released at ordinary temperatures. The molecules of gas present affix themselves to the molecules of steam--"grad hold" as it were--and when the hatch lid is opened, the steam and gas both rush out into the air. That explains to them in a satisfactory manner why the last fourth of the steaming is done with the hatches open; otherwise when the steam condenses, it would simply "turn loose" the gas, and we are back where we were when steaming began. As before stated, oxygen is necessary for an explosion. No air, no burning. Displace the air in a tank with steam, and the gas present has nothing to combine with (ex plode). A gassy tank full of steam is practically "fool proof' and steam should be kept in all gaseous tanks as a matter of precaution even when no work is contem plated in or around the tanks themselves. In safety work, tanker repairs may be classified thus: (l) explosion risk; (2) fire risk; (3) asphyxiation risk, listed in the order of their seriousness. An ample supply of fresh air usually takes care of the last of these; fire extinguishers and fire hose handily located minimize the fire hazard, but CAUTION first, last and always is necessary to avoid explosion. It comes without warning and is all over instantly with its consequent horrors. Marine Section 61 Causes of Explosions The seriousness of the explosion risk brings iorcibiy to our attention the passible causes which should always be eliminated as far as possible before repairs are started. These causes may be roughly classified under three main headings, the first of which is electricity, cither natural or generated. Under natural electricity we may subdivide into (1) lightning, and (2) static. Lightning is mavoidable, and is to be considered as an act of God. Many tankers struck at sea have gone to the "Port of Missing Ships" without leaving a trace. Some years ago we practically rebuilt the tanker, "Swiftstar." After leaving our plant she sailed to New York, thence to South America where a cargo destined for Europe was loaded. She put to sea and was never heard from again. Months later her refrigerator washed ashore in the West Indies, bearing unmistakable evidence of explosion. Probably struck by lightning. Static plays queer pranks. The flow of liquid along a rubber hose generates static. That little chain that dangles from the rear of an oil truck wasn't put there for an ornament, but to ground the static charge when delivering gasoline. The wise filling station attendant presses the metal delivery nozzle of his hose hard against the side of the automobile tank when filling. Soane months ago, two seamen were washing down a gaseous tank by hosing with salt water. The nozzle of the hose made contact with Wight metal on the hatch coaming and the tank exploded from the re sulting spark of static, lolling three men. Under generated electricity we classify (1) short circuits; (2) faulty contacts with sidisequent arcing; (3) lamps accidentally broken; and (4) ground currents or strays. Insistence upon the use of good materials, well insulated and properly in stalled will eliminate most of these hazards if reasonable care is used in handling portables, lamps, etc. A portable left dangling carelessly in a tank or lying under foot on the ship's bottom is an extremely poor advertisement of "Safety First." Sparks as a possible cause of explosions may be roughly classed (1) steel against steel and (2) sparks from burning materials. A few years ago two tankers collided just at the mouth of the Mississippi. Sparks resulting from the impact ignited the vapors, set one vessel on fire and exploded the other which drifted helplessly out into the Golf, a floating, blazing pyre for the crew. Fifty-one persons have just lost their lives as a result of the collision between the "Fairfax" and the Tanker "Pinthis." The horror of this regrettable disaster was greatly increased by the bunting oil which eveloped both vessels immediately after the impact, undoubtedly ignited by sparks from the ripping, grinding and tearing of steel plates. The skipper of an oil barge Imd his shoe basis pegged on with nails. As he wallcaJ along the deck of his vessel, he struck a spark with bis shoes which exploded hk barge with serious damage. Tools of Sted carelessly used have ignited many a tank. In this connection it is very enlightening to stand in a tank and watch rivets being removed with a backing out tool. The shower of sparks which follows each rivet is alarming--to the ob server at least--and causes one to reflect seriously on the dangers attending the promiscuous use of hammers, wrenches, drift pins, etc. Under the headmg "sparks from burning materials" we may note coals from rivet forges and sparks from ships fires or perhaps a nearby crane. Big the most infamous villain of all is the tube of paper filled with tobacco--the cigarct. Restric tions regarding smoking around these vessels can never be too rigidly enforced, but something more is needed. All workers must be educated to the dangers involved in "stealing a smoke" away from the supervisor's line of vision. The natural tendency would be to crawl into some out-of-the-way compartment, probably con taining some gas, and light up--a practice against which all workers must be ad monished--and immediate and permanent discharge should be the punishment meted out to any wilful offender. 62 Nineteenth Annual Safety Congress The third and last group of explosion causes arise through carelessness with fires or open flames. The use of burning or heating torches must be carefully and rigidly restricted; no torch should be lighted except with the permission of the certified chemist. Even in open air great care must be exercised because of nnt pipes, etn, leading from the tanks. Perhaps a cargo line needs watchii^. Always should know what conditions obtain oo the side of the bulkhead or plate opposite the point where heat is to be applied. This is especially true in welding where good judg ment most be exercised as to the depth of oil sufficient to dissipate the heat generated in the welding process. Hot rivets are suggested as another possible scarce of trouble, especially in dirty tanks subject to gas regeneration. Exhaust gases from gasoline or Diesel motors may also be included. Not long ago a young man to our own dty was driving an oil truck down the street which exploded from these gases, causing injuries which necessitated the amputation of both legs. Just one week previous a naval tender down South blew up from the same cause, lolling two sailors and injuring several others. Procedure in Cass of Accident Finally, let us consider for a moment the correct procedure to follow in case of an explosion. The most important thing to remember is that following the blast, the tank or tanks will probably be filled with .the deadly and poisonous carbon monoxide, and to undertake rescue of the victims without gas masks will be a needless sacrifice of more lives--yours if you try it. Under no circumstances should you enter such a tank without a proper mask unless you wish to attempt suidde. Courage and discretion can go hand in hand. There are on the market satisfactory canister masks which afford ample protection in such an emergency. Rip the off the bottom of the canister, slip on the face piece, and hop to your errand of mercy! Another equally important thing to remember is that these canisters require enough air (oxygen) to support life, converting the poisooous and asphyxiating vapors to a harmless gas before they reach the lungs of the wearer. There will be a deficiency of Oxygen In the tank after the explosion and this should be immediately supplied by promptly dropping an air hose or two into the tank. This may save the lives of the injured even before the masked rescuers enter. It is absolutely necessary if die rescue squad is to render effective service or, perhaps, even survive. Let us all tbea engrave on the tablets of our memories these three things: (1) Get air in tbe tank; (2) Get masked ; (3) Get the doctor. Mx Gregory: I am very much impressed with Mr. Via's paper. I think that we in the Marine industry must put that kind of information over to the foreman on Ute job and to the men who are doing tbe work. I know a number of Jersey ship building companies who are doing it and doing it well but the igrorance of the men on the job is lamentable and is responsible for a great many of bur accidents. Along m January of this year 1 happened to be' in a port where two men had suffocated in a tank through lack of oxygen. 1 made some inquiries and was interested enough to attend the coroner's inquest. Two superintendents of ship yards, men past fifty, were there. Both- said they had learned nothing through experience or in reading that would warn them against this danger. A chemical analysis of the air of that tank taken two hours after the bodies of those two men who were kiUcd were taken up, showed the oxygen down to five per cent. Still we had outstanding men in that port who had spent their lives in marine work who didn't know there was any danger of such an accident; none of their foremen hail been instructed; they had no safety rules. I think we need to get this specialized knowledge over to the men who need that knowledge. Marine Section 63 John S. Huxte* (Atlantic Refining Co, Philadelphia, Pa.): Without exception, that paper is the most interesting I have heard at the Congress. I think if a set of safety rules along this line could be posted on tankers it would certainly be an asset Cbathmax Tot*: The next paper of the day was prepared by Mr. Robert F. Hand. Vice-President and Assistant General Manager of the Standard Shipping Company, New York City. The paper will be presented by Mr. Henry J. Heidorn, of the Standard Shipping Company. Tank Cleaning Made Safe By ROBERT V. HAND Vico-Prcsklent ft Assistant General Manager, Standard Shipping C<^ New York City Since the advent of petroleum tankers a form of industrial hazard has arisen which has resulted in numerous personal injury accidents. 1 refer to the system of tank cleaning by manual tabor, the hazards of which are quite apparent. This method requires steaming for long periods of time, then washing down with a hose, the water from which in many cases is cold. This washing operation is be gun from the top of the tank, the workmen handling the hose descending stick ladders as the temperature and gas condition of the tanks will permit. After the washing operation is completed it is then necessary for the men to climb around in the darkened, greasy space to clean up the rust aud sediment from the bottom. This operation is particularly dangerous, not only from tbe risk of injury from falling, but because there is always the possibility of men being overcome by gases generating in this scale and sediment. When the cleaning operation is carried on in port it is usually done by large numbers of unskilled, foreign laborers, who are very difficult to supervise and to ^-tTM. understand the great dangers that exist. Much lost time and many accidents are inevitable under this system. In tanker operation, due to the necessity of changing cargo from time to time, that is, carrying different kinds and grades of oil, as well as the necessity of gasfreeing the compartments for minor or shipyard repairs, frequent and thorough cleaning of tanks becomes necessary. As a general rule, tankers are gas-freed be fore they are sent to a shipyard, the only exception to this rule being when the tanker is In a sinking condition, or so badly damaged it cannot be cleaned or gas- freed without drydocking. It is also permitted to send a ship to a yard for repairs to the rudder, propelter blades and/ or machinery without being gas-freed, in which case the tanks are soled and special precautions taken to prevent unauthorized persons on board. On the east coast, some of the shipyards have their own gasfreeing establishment and therefore permit tbe vessel to enter the yard for the purpose of being cleaned and gas-freed prior to commencing work involving a risk which should be eliminated if a practical means of doing so is developed. It is believed that if it could be accomplished without great expense or delay to the vessels that all tanker operators would prefer to gas-free a vessel entirely be fore allowing it to go to a shipyard for any repairs. From the viewpoint of safety it is obvious that in order to minimize the possi bility of accidents in tank cleaning operations we should avoid as far as possible using any other than the ship's own experienced personnel and avoid sending any men mio the until the latter are thoroughly and entirety gas-freed to the extent that they will remain so. , For the past several years the Standard Shipping Company has tried out and ex- 64 Nineteenth Annual Safety Congress perimcated with ill types and methods suggested lor tank cleaning that appeared to have any considerable merit. The only method triea out which eliminated the danger element at a cost not prohibitive, has been given thorough tests by our com" pany and installations have been made on various types of ships and under all con ditions. It is a method which does not require the steaming operation or the neces sity of men entering the tanks. The whole operation is performed from the deck by two or three men who may be from the ship's own crew. The method accepted after much experimentation is one whereby the tanks are washed by heated water directed against the sides of the tanks in a solid stream at high pressure from revolving nozzles, these nozzles turning slowly in a horizontal and perpendicular plane so that their positions change continually with each revolu tion, earning the stream to be eventually directed against all surfaces of the tank. The nozzles are part of the machine that is lowered down through an opening in the top of the tank, reaching down to* about one-half the depth of the tank. The ma chine is made entirely of bronze, thereby eliminating any danger of accident due to projecting the machines into the steel tanks. The power to rerolve the nozzles is supplied by a small air motor located on the upper end of the unit, which remains above deck. Water for this operation is supplied through high pressure hose con nected to the deck fire-tine. For most efficient cleaning operations the water should be heated to a temperature of approximately 160 F, and supplied by fire or gen eral service pump at a pressure of 175 to 200 pounds. The most efficient and prac ticable method of heating the water appears to be to take the pump suction from the overboard discharge of the main or auxiliary condenser and through the evapora tors. II additional heat is required a steam augmenter may be introduced into the fire-line. Another important feature of the system is that it not ocly cleans the ship's sides, bulkheads and over head, but effectively cleans the floor of the tank as well, because of the continuous working of the cargo pump which strips the tank of the hot water used in the cleaning process, thus realising the full force of the solid stream on the tank floor. It is obvious that by the old method tank cleaners would be unable to retain their hold on the hose if the water pressure were as great as that obtained in this new system. The great pressure exerted when the water, which is emitted from tle nozzles in the new system strikes the tank sur face, immediately pulverizes the rust scale and this falls to the. tank bottom. The breaking away of this scale naturally eliminates the gas deposits which are always found in and behind the rust. When the tank is stripped of the hot water and residue, the cleaning and gas-freeing has been entirely completed and it is unneces sary even to send men down to swab up any debris. This excess of water and slop oil in the tank bottom when stripped off is dis charged through the cargo lines overboard if vessel is at sea, unless the ship's position is such as to conflict with the present regulations covering pollution of inland and coastal waters. In the event that this residue from each tank gas-freed and cleaned cannot be pumped overboard, it is then pumped into one special com partment known as a slop tank, and after the vessel has been moored to the dock the contents of this slop tank are either pumped into a slop barge or disposed of through scene other channel where there is no chance of their contaminating the harbor waters. The time required for gas-freemg a tank is usually from one to one and a half hours, depending on the nature of the cargo which had been carried. In a tank which carried gasoline the cleaning operation consumes about ode hour's time, but for the heavier grades of oil, such as Panuco Crude and cylinder stocks, approximately iy4 hoars are consumed. This new method of tank cleaning is known as the Butterwortfa System and has been adopted by the Standard Shipping Company. The use of the system will, we feel, tend to reduce the number of lost-time personal injury accidents which * in Marine Section 65 turn eventually may have a salutary effect upon the P. & I. insurance rates. Aside from the increased safety features, the new system will, according to expert opinion, be a factor in prolonging the life of the vessel through elimination of the steaming operation which is required in the processes generally used heretofore. CHAiiMAjr Tooc: The next paper of the day is entitled "How and Why Marine Accidents Happen", and the speaker is Mr. F. C. Gregory, Safety Engineer of the United States Employees' Compensation Commission, Washington, D. C. How and Why Stevedoring Accidents Happen By FRANK C. GREGORY Safety Engineer, U, S. Employees' Compensation Commission, Washington, D. C. A discussion of the causes of the accidents which result 'in the injury or death of workmen will be pertinent as long as such accidents remain uncontrolled. There are several ways of approaching the problem. The reason for the particular approach used here is the opinion commonly expressed by marine men that "the men hurt themselves through their own carelessness"; and- having thus determined upon the cause, they argue that accident prevention, except by the men themselves, is futile. It is evident that no real progress can be made if we are to grant the correctness of these premises, and it is hoped here to discard "carelessness" as a vague and unsatisfactory goeraMiatiop and to show the relation of accidents to more tangible cauItsegs.enerally is not difficult to learn in a, general way "how" an injury was in curred by a longshoreman. Even the briefest reports usually connect it up with some definite thing. He fell; he was struck by a moving load; something fell upon him; he caught his hand on a projecting nail; and so on through the hundreds of details which go to make up our list of how men can get hurt while handling cargo. For three years the U. S. Employees' Compensation Commission, through its statistican, has been classifying the injuries reported to it, (shipboard injuries only, as dock injuries do not come under its jurisdiction) in an attempt to show the industry "how" its injuries are caused. This information is of great value to those who are actively working to prevent a recurrence of the things- responsible for the injuries. It shows at a glance the major sources of injuries and the seriousness, ia time lost, of the different types of accidents. This may be* illustrated by the result of one year's tabulation of 15,000 injuries to longshoremen while working on board our ships. In giving the time lost, approximately 1,000,000 days, the customary figure of 6,000 days Is used for the 83 fatal accidents included. Cause of injury Percentage of total accidents Percentage of total days lost Struck by falling object Handling objects by hand Struck by moving object Falls of persons 28 26 18 12 28 12 19 32 84% 91% II is not necessary to go into further detail in this type kof classification to see its value in pointing to the operations which need to be studied and corrected if the accidents which are injuring our longshoremen are to be controlled. . Detailed classi fications of this type are published in the annual report of the Commission. Turning from "how" the injuries occurred to a consideration of "why" the accidents which caused them were allowed to happen or were not prevented, we have a more 66 Nineteenth Annuel Safety Congress difficult situation. This is true, mainly, because no one wishes to take upon himself the blame of having been, in any way, the cause of an injury. The result is an evasion of the real questions and an attempt to shirk natural responsibilities. It is ultra-conservative to state that more than 90 per cent of our accidents are man-caused and hence should be capable of control by nun. (A generally accepted figure of 90 per cent was the result of a comprehensive study of many industries by the Travelers Insurance Company.) If we are to discard "carelessness*' as a cause, and substitute for it more tangible sources of the accidents, we must accept tl>e statement "accidents do not happen, they- are caused." There are a few other facts which have been accepted as axioms by Utose engaged in accident prevention work. An employee is entitled to a safe place to work. Responsibility for results should be no greater than the authority to control the conditions which produce those re sults. Conversely, those who have the power to control results cannot escape the responsibility for them through neglecting or refusing to exercise it. If we accept these as truisms, we may begin to search for the source at which the accidents can be prevented and try to find out why they are happening. The control of management over the physical condition of the working place, gear and machinery can hardly be questioned. Even with the contracting stevedore who must work the ships that come to him, the safe condition of those things which affect his men is subject to control through his contract with the owner. That this is not always done is merely an indication of the attitude of the industry. The prevention of accidents due to working place and gear is through proper inspection of working place, machinery and gear, followed by any necessary repairs and the selection of proper gear before the job is started. A common provision of laws designed to protect workmen from the physical hazards of a working place which has become dangerous is that wno one shall be allowed to work therein except such men as are employed to make it safe." The effect of a working place properly maintained, lighted and ventilated in promoting safe and efficient work is of much value in creating proper morale. Examples of a few sources of this type of accidents are, improperly made or maintained Udders and gangways, worn out falls and topping lifts, hatch covers, worn out (but not discarded) gratings over sbeampipes rusted untit dangerously thin, unguarded gears, unprotected steampipes and electrical conductors, poorly maintained winches, improper lighting, and wroug type of gear for the job. More serious, both as possible sources of accidents and in their Influence upon the morale of toe workmen, are the working policy and operating methods of toe em ployer. Here again there can be no question of the employer's control. His is the decision as to toe place accident prevention is to have in his general plan of opera tions. He decides whether he js going to subject his men to unnecessary hazards or give them reasonable protection. He may never consider these things, but he still retains the authority to make the decision. His operating methods will indicate his attitude whether he has a definitely formulated policy or not. First he selects his chief stevedore and foreman; who are to carry his policies to the men and the job. When looking for the most available man, docs he search for one with a thorough knowledge of the work, who can plan a job and see it through .in an orderly, efficient manner, and who has sufficient control over himself so that he can be safely given control over others? Or does he select a "driver" whose voice and temper are used to cover up his shortcomings as a stevedore? The character of these foremen will have much to do with the safety record of the organization. Under this heading also come the selection of working methods, where a choice is possible, and the choosing of the types of machinery, trucks, slings and other gear. Much knowledge and good judgment is required in choosing these to properly bal ance safety and efficiency against first cost. Congestion of traffic, attempting to speed the work to a pace beyond the capacity of the machinery or the men, lack of attention to "good housekeeping" all contribute Marine Section 67 to the number of accidents which arc chargeable to operating policy and supervision. Examples of such accidents are failure of .gear through overloading, cargo tolling from improper type sling or sling load, traffic accidents, those arising from working too many gangs in a hatch,, from failing to remove or bolt strongbacks, not taking time to correct dangerous hatch, covers, the various slips,, falls and punctures from untidy working places and the tendency to declare an emergency which justifies the disregarding of usual precautions. The adoption of the proper working policy is entirely its the hands of the manage ment. In the carrying out of the details, working rules and standards arc of the greatest assistance. The work which has been done by the various port and regional safety committees of the United States in the past three years in putting into print their best experience in various kinds of work is a big step toward controlling acci dents, which arise in faulty judgment or methods. These rules need to be considered more seriously. So far the management and supervision only has been considered. But the men are the ones who get hurt. Lost-time accidents reported to the Commission for one year showed 15,194 longshoremen and only 174 foremen and superintendents were injured. To what extent can wc justly hold them responsible for their injuries? If we go back to our original proposition of responsibility following authority, we find the men are chosen by their employer and directed by him, through his fore men, to do work in the place, manner and under the conditions which he prescribes. So far, alt the employee has done is to offer himself for employment. The employer would be the last person to say that each man should decide for himself what he would do and how he would work few his own protection. Nor can the men be blamed for their physical or mental imperfections. They must work to live, and seek employment where they can find it. The less fit they are, the greater the necessity for taking any job and working under any conditions that may be required. So the employer takes the responsibility for those whom he employs. If it is necessary to employ men who have no knowledge of the work, it is also necessary to give them some instructions and this should include how to protect themselves and their fellows, as well as efficient handling of cargo. But the men have a very great part to play in avoiding injury. If we consider a company which is doing its part, then the men have the actual prevention in their own tunds. Ignorance of the details of their work is one of the great sources of injuries, and this may happen to an old longshoreman who finds himself handling a new kind of cargo. The eagerness of certain types to curry favor with the boss often gets them into trouble. Others are thrown out of their mental balance through resentment. . Mental and physical unfitness for toe job undoubtedly are responsible for some of our injuries. Horse-play occasionally results disastrously. But the average man, working under favorable conditions, wishes to do a day's work in a workmanlike way and to avoid injuring himself or his partners. He is usually willing to submit to discipline and -work according to the rules laid down for him. If left to his own devices, however, he should not be expected to exercise the same judgment as a foreman. If he had it he probably wouldn't be down in the hold. He should strictly obey toe safety rules of the company, and he should be allowed to do so on all ordinary occasions, so that they become fixed habits. He should know how to do his various jobs, especially how to lift without injuring himself. There must be some source from which he can gain this knowledge, and the wise foreman wilt provide a source. He should stay sober on toe job, and his foreman should see to it that he does! And he should keep his mind on his work and protect himself, and everyone on the job from injury. Even here his foreman and bis fellow workers can help him immensely if the job is organized for safety and efficiency. The men who are injured from falling or by moving objects, while doing their regular work, can hardly be held responsible for being in the particular place, unless 68 Nineteenth Annual Safety Congress they are disobeying orders.. These two classes furnish about half oi our accidents. A great part of the falls are due to ,slippery deck or cargo, or to stumbling over dunnage, gear, and litter. While it is true that many of these could.be avoided by a little more care, it is better to remove the cause than to blame the man after he is injured. The injuries where the man plays the leading part are those which come from handling objects by hand- Here he seems at first glance to have control over the situation. There are, however, contributory causes here over which he has no control. Going from a brightly lighted hatch into dimly lighted wings, the change is too rapid for his eyes to accommodate themselves and he fails to see, or, more often, misjudges the distance to a stanchion or a pile of cargo, and strikes against it. He picks up a box or crate which has a nail or splinter on the opposite side. He is compelled to stand in an unscientific position to stow a piece of cargo. Or he it given a job of which he knows nothing, and does it the wrong way. In all of these he undoubtedly has a large pert to play, but he should not be merely called "careless" and given the entire blame for his injury. The responsibility of the men for their own safety increases, then, as their employer furnishes safe working place and gear, competent supervision, instruction in the proper working methods and definite safe working rules to follow. The skeptical employer will be agreeably surprised by the interest which his men will take in accident prevention U given a chance to work under these conditions. So far we have considered only the stevedore and the longshoreman. The steam' ship operator also has an important role in the accident prevention program. He controls the working place and its maintenance. He also books the cargo and decides, in a general way, upon its storage, and, probably the most important of all, be chooses his stevedore. Recently there has been an improvement in the main tenance of American registry vessels and this is reflected in a decrease in the accidents due to gear failures. In some of our trade routes stowage methods are planned without consideration of the safety of longshoremen. But the greatest control which the steamship operator can exert over the causes of accidents Is to let his stevedore know that they will not be tolerated. If, in conclusion, we consider all of the reasons "why** accidents are not prevented, we will find that each one indicates a failure on the part of some one to properly carry ou( some duty. In other words, there is a lack of efficiency, due to lack of knowledge, poor judgment, physical or mental ineptitude for the job. and, to a great extent, to working under traditions which have been outgrown by other industries. Conditions and methods which make for efficiency also prevent accidents. A high compensation insurance rate accompanies high cargo damage and unnecessary break age of gear and machinery. Efficient work does not mean slowing up operations, but planning them so that they run more smoothly and quickly. If you doubt this, ask the manager of a steamship fine or a stevedoring company which has its house in order, and you will find that reduced tots! costs, reduced cargo damage and low accident frequency go together. John S. Hunter (Atlantic Refining-Co., Philadelphia, Pa.): In line with Mr. Gregory's address, I have here a few copies of the safety rules for the prevention of accidents to longshoremen which wcr adopted by the committee in Philadelphia In May of this year. I f you are interested m haring a copy I shall be glad to give you one. Chairman Took: From the Atlantic to the Pacific Coast, gentlemen, there is a rapidly growing tendency to adopt some type of rules for the workmen. This booklet Is in line with one recently adopted by the American Shipowners Association in New York and also similar to the one adopted oo the Pacific Coast through the agency of Mr. B. L. Pickard. The final paper of the day has been prepared by Mr. A. J. Smith, Engineer of the Marine Office of America, New York City. In bis absence I will ask Past- Chairman Bush to read Mr. Smith's paper. Marine Section 69 Motorboat Hazards By A. J. SMITH Engineer and Surveyor, Marine Office of America, New York City The motorboat referred to here is particularly the pleasure yacht and small com* merciaJ craft plying our ininA and nearby coastal waters in distinction from the sea going or off-shore coastal motorship, even though the line of demarcation between the types is not very sharp and the application of this text straddles such line in varying degrees. It is by oo means our iatentioQ ia reciting these hazards to throw cold water on a useful trade or a very enjoyable pastime; but this business or sport is no different from any other in that it can be improved from a sane safety viewpoint without los ing any of its "kkk" u a competition beater or promoter of thrills. It is the intention, however, to note for each hazard recited or Implied some preven tion or remedy and the first point, as always in safety campaigns, is the personnel. You have the exterior hazards of stranding, collision, heavy weather and fog, and the interior exposure of fire and explosion. The attitude of the navigator and engineer, professional or amateur, toward these ever present hazards is of paramount importance. To the underwriter who signs his company to cover these risks, this matter of per sonal ability and mental attitude toward "perils of the sea" is very vital. Too often, however, he can only guess at this factor and many a time pays the price of error in record or judgment. A boat, up to the mark in every particular physically, cannot be a good risk improperly maimed, either to the underwriter from the pecuniary standpoint or to the owner from that of life and limb of alt cm board. Of "ability and attitude" referred to above, the former is a matter of education, the best of which is experience, first under capable seamen, then on one's own; the latter is another story. The most dangerous menace to sane navigation is the type of marine "know-it-all" who delights (himself and his land only) in posing as a swagger sailorman. His slogan is "If it didn't happen. It won't"; yet his course is punctuated by wrecks and injuries. This attitude of bravado is almost always in inverse ratio to experience end ability. The real seaman is the one ready for any happening but determined to furnish none of his own making. The Government requires a motorboat operator's license, obtainable for little more than the trouble of application, on boats carrying passengers or freight for hire; but there arc no requirements governing personnel on thousands of boats operating in often congested waters or lanes of large as well as small boat traffic. While true that all are subject to navigation and equipment rules, the lack of the personal check on the operator still remains. Our contention is that all power boat operators, professional or amateur, should be licensed just as much as motor car operators, and that such license should entail an examination establishing the ability and knowledge of the operator at least equal to if not higher in standard than required of the road driver. There would then be an effective check on the "Captains" whose actions, either through ignorance or bravado, are a constant insult to the rules and traditions of the seas. The remedy lies in such requirements; and in lieu of these at present, in every "man-jack" making a real "tar" of himself for his own and his brother's welfare. The next step is to "go well found." The Government lays down very good and definite rules for light*, sound signals, life preservers and fire extinguishers on motor boats not over 65 feet in length, and provides for regular inspection and documenting for those over 65 feet or of 15 gross tons and upward if engaged in carrying trade; but there are several other points in a boat's findings worthy of note, specifically: Ground tackle or anchor gear. There are cases without number where boats 70 Nineteenth Annual Safety Congress insufficiently or improperly moored have drifted into trouble if not disaster; but the greater danger is that one such in a crowded anchorage may foul and free ooc or two and progressively start half of the fleet toward a dangerous Ice; witness the Manhasset Bay disaster of 1924. Only two or three started to drag, but in a few hours over thirty were pounding on the beach. In crowded harbors, proper scope is not always obtainable and "hull weight" is the alternative recourse. An empirical rule which gives a generous weight of anchors for ordinary conditions and also takes account of possible snubbed require ments is:--One pound of anchor iron for each ten cubic feet of molded displacement; or for ordinary molded or "V" bottom hulls, length by beam by draft to top of keel divided by ten. This weight should be carried in two fairly equal units as a matter of practical handling, so that one may be kedged out ahead of the bower, or if the bower start*, the boat may be dropped back and a second bower laid, all depending on circumstances wherein our personnel again looms high. Cable for each anchor l>ould be carried, never less than enough to give five depths of scope in any anchorage. The following table of manila and equivalent BB chain suitable for various anchor weights is at least a useful check though not an ironbound rule. BB CHAIN Dio. Mo" Vk" o" H" A" X' 3 STR. MANILA Cir. - Du. W- )4" 2" - X" 2)4* - H* 3~ - 1" 3)4" - IX' 4 * - 1*' AW - W 5 " - IX" Breakage Strain 2300 Tb 4000 6100 8700 11600 15200 18600 22900 Anchor Wt. 35 lb 60 90 125 175 225 280 340 Another point worthy of note before leaving the subject of ground tackle. \Vatch your leads against chafe. As many boats have "sawed" themselves free as have dragged. Pumps:--A little water in the bilges, like a few fleas on a dog, does no harm; but the boatman at all possible times should have that level under control. Nearly every boat is equipped with either a direct connected or independent bilge, pump which has ample capacity to take care of the normal accumulation of water and often much more. Such pumps are not to be discredited; but while their capacity is usually ample, the connection sixes are small on account of the speed at which th<ty normally run, and consequently the liability to foul at the suction is increased and in case of accident either engine or electrical source of power may be deranged or not immediately available. A second pump ol the simplest construction is a. valuable reserve and just often enough to make it an impressive and invaluable one. Carry a fisherman's pump or a tin portable as an emergency auxiliary. The follow ing minimum discharge sizes for hand pumps of plunger or lift type are recommended where bilges are not cross bulkheaded. L x B (Sq. Ft.) Under -- 250 250 -- 450 450 -- 750 750 -- 1300 J300 -- 1800 I. P. S. W 1" 1w IW AREA JOS .533 .86 1.50 Z04 Where water-tight cross bulkheads are installed, the suctions should be lwgnifoMfd conveniently near the pump and tbe pipes led independently to each compartment. A bulkhead sluice is too often left open and noo-workable. Marin* Section 71 From these items, it is but a step to a few notes on construction. One of the best protections against tlte hazards of stranding and collision, or. in fact, leaks from any came, b proper buikhcading. It is seldom possible to obtain a two-compartment division in motorboats, i. e. one by which the boat will float with any two compartmrms flooded; but a one-compartment division is usually quite feasible. That is a matter of simple calculation for the designer. Even a small boat should have a W. T. tore'd and after collision bulkhead. A water-tight steel bulkhead is simple, particularly with the use of welding, but the wooden one is more difficult of con struction. The beat so far b double or treble diagonal planked with painted canvas between layers and neat fitting margin frames set up on stop-waters. It is good practice to make even partition bulkheads water-tight up to the level of the accom modation floors, both from tbe leakage and fire protection standpoint. And now to a point of rigging or rather jury rigging. An amateur yachtsman, owner-skipper of a 36 foot motorboat, recently was caught off Sands Point with a nasty little blow and an engine breakdown on his hands by way of an afternoon's sport; but he was set for just such an emergency. With a pair of jury shrouds, a bead stgy and a canvas cover rigged on his signal mast and two oars and a piece of flooring for a leaboard, he jailed his near derelict around Oak Neck and into the shelter of Manhasset Bay with no personal injury and only a few replacements of broken clutch parts chalked up against the incident. A stranding in that gale would certainly have spelled trouble If not injury or loss of life. Every motorboat owner should size up his particular craft and plan and try a jury rig. Being ready is the difference between a sailor and a lubber. There are two other admonitions against hazards which exist only if created by the boatman himself. Do not ask an engine designed for an intermittent load, such as automotive, to carry a sea load and then if failure results, charge it up to an unkind Providence- Stay on the seas for which your boat is designed. Do not take a runabout or a power houseboat with a light high superstructure offshore, where if a sea does make up, its power is so vastly greater than in sheltered waters. Neither such boat has a fair chance. To the last of the exterior hazards, fog. there is as yet no answer in dose inland waters, though the submarine belt, radio beacon and synchronous signal are of as sistance off shore. The best remedy is prevention. DoQ't go if you don't have to and remember that "reduced speed" is not IS miles per boor jut became yoor boat can make 20 or 25. Steerage way is the ooly legitimate "reduced speed." The most dangerous of motorboating hazards it the interior one of fire or explo sion; and yet it is the one of them all that has proven moat difficult to impress upon builder and operating personnel,--excepting possibly those who have been *Tmrnt." ' Tbe "undesirables'* mentioned earlier are particularly rank offenders against the natural laws of fire hazard. To begin, let us cite a few established facts. Gasoline and fuel gases in liquid form will not explode. They will bum violently. These liquids will vaporize with varying degrees of rapidity under atmospheric conditions; but no matter how rapidly they vaporize, such vapors are all heavier than air and will not rise and float away unassisted. The vapor density of the lightest is about 1.18, of the heaviest about 3.5. These vapors are always at least as flammable as the liquids from which they eman ate and within certain ranges of atmospheric concentration, much more so, i. , explosive. This range of concentration for both gasoline vapor and fuel gases is approximately from 1)4 per cent to 5)4 per cent by volume, or in other words, one cubic inch of gasoline, vaporized, will make seven cubic feet of air as explosive as dynamite,--and that's no td/e simile. The diesel oils contain only a small percentage of the high volatiles and for that reason a dangerous concentration of vapor there from Is less likely to occur than from exposed gasoline, but it is quite possible; and even diesel oil should be treated with respect. The best protection, and so far as explosion is concerned, the only protection, is 72; Nineteenth Annual Safety Congress prevention; aod the best prevention is wittingly to permit no gasoline or fuel gas vapor to escape below deck, and to so ventilate the lower portion of spaces where vapor may accumulate in case of leakage,' that a dangerous concentration will not be reached. And let it be remembered that these precautions apply as much to gaso line auxiliaries of diesel plants as to main gasoline installations. Detailing of preventive measures against fire and explosion would carry this paper to an impermissible length; but even that might be risked if such specifica tions did not exist in the National Fire Protection Association Marine Rules. The section of these rules pertaining to Internal Combustion Engines and Boat Equip ment has been carefully revised and brought up to data this year by representative* of the' National Assn, of Engine & Boat Mfgrs. and Underwriters acting as a special committee for that purpose. These are being reprinted in leaflet form independent of the complete rules which treat of fire hazards on all classes of ships and are or will be available for the asking from N. F. P. A.. 60 Batterymarch St, Boston; or Marine Office of America, 53 Beaver St, New York City. In conclusion, it can be said that the common sense precautions in handling oneself ashore apply doubly to the moving foothold and dose clearances found on board a small boat, and if the notations on the physical hazards, each in some degree affecting the personnel, have added anything to the safety afloat idea, our end has been accom plished. ADJOURNMENT NINETEENTH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Metals Section Officers 1930-31 .Central Chairtnan--H. G. Hbnsel, The Youngstown Sheet aod Tube Co., Chicago, 111 Yice-Chairman--F. A. Lauerman, Republic Steel Corp., South Chicago, 111. Secretary and Nnvs-Letter Editor--Robert L. Schmitt, Louisville Car Wheel and Railway Supply Co., Louisville, Ky. Chairman Poster Committee--J. K. Stapford, Mississippi Valley Structural Steel Co., Decatur, 111. Chairman Program Committee--P. J. Brand, Pullman Car and Manufacturing Cor poration, Pullman, Chicago, 111. Chairman idembersltip Committee--S. W. Doran, Pratt and Lctchworth Co., Buffalo, N. Y. Chairman Publicity Committee--Beniamin C. Hanson, John A. Roebling's Sons Co., Trenton, N. J. Chairman Statistics Committee--D. S. Wechsle*, Weirton Steel Co. Weirton, W. Va. Chairman Engineering Committee--J. E. Culliney, Bethlehem Steel Corporation, Bethlehem, Pa. Chairman Committee on Slides and Safety Kinks--J. A. Oartel, Carnegie Steel Company, Pittsburgh, Pa. Chairman Health Committee--Da. R. C. Engel., The Corrigan, McKinney Steel Co., Cleveland, Ohio. Chairman Foundry Research Committee--S* G. Bennett, The Buckeye Steel Cast ings Co., Columbus, Ohio. Executive Committee--The Officers and John P. Era, Illinois Steel Co.. Joliet, 11L E. G. Qussnel, Genera! Steel Castings Corp, Granite City, HI. W. E. Watters, National Malleable and Steel Castings Co., Melrose Park, III. T. H. McKenney, Illinois Steel Company, South Chicago, I1L J. A- Voss, Republic Steel Corporation, Youngstown, Ohio. G. A. Davis, Illinois Steel Co., Chicago, Illinois. J. M. Woctz, The Youngstown Sheet and Tube Company, Youngstown, Ohio. D. C. Thomas, The Lorain Steel Co., Johnstown, Pa. A. E. Berqi/ist, Youngstown Sheet and Tube Co., East Chicago, Ind. E. F. Blank, Jones and Laughlin Steel Corporation, Pittsburgh, Pa. F. A. Nichoi.s, .Granite City Steel Co., Granite City, III. Retiring Officers General Chairman--John P. Eib, Illinois Steel Co., Joliet, III. Vlcr-Chairman-- Earl F. Blank, Jones and Laughlin Steel Corp., Pittsburgh, Pa. Secretary and 73 74 Nineteenth Annual Safety Congress News-Letter Editor--H. G. Hewsel, The Youngstown Sheet ft Tube Co, Chicago, IU. Chairman Poster Committee--P. J. Brand, Pullman Car ft Manufacturing Corp., Pullman, Chicago, 111. Chairman Membership Committee--Feanx A. Laubkax, Interstate Iron and Sled Co., South Chicago, 111. Chairman Publicity Comtnittee--Robert L. Schmitt, Louisville Car Wheel and Railway Supply Co., Lotusville, Ky. Chairman Statistics Committee--E. R. Rose, Republic Iron & Steel Co., Youngstown, Ohio. Chairman Engineering Committee--J. E. Cullinxy, Bethlehem Steel Corp, Bethlehem, Pa. Chairman Committee on Slides and Safety Kinks-- John A. Oabtbjl, Carnegie Steel Co, Pittsburgh, Pa. Chairman Health Committee Ox. R. C Enocl, The Corrigan, McKinney Steel Co, Cleveland, Ohio. Chairman Foundry Research Committee--F. G. Bennett, The Buckeye Steel Castings Co, Columbus, Ohio. Chairman Coder and Safe Practices Committee--J. M. Woltz, The Youngstown Sheet and Tube Co, Youngstown, Ohio. Executive Committee-- The Omens and E. J. Qubsitex,, Commonwealth Division, General Steel Castings Corp, Granite City, 111. Irvin J. Ott, Worden Allen Co, Milwaukee, Wis. Ben jamin C Hanson, John A. Roeblmg's Sons Co, Trenton, N. J. W. E. Watters, National Malleable and Steel Castings Co, Melrose Park, 111. T. H. McKxnney, .Illinois Steel Co, South Chicago, 111 J. A. Noktbwoop, Bethlehem Sted Co., Sparrows Point, Md. Phuxit J. Strevmel, Granite City Steel Co., Granite City, III. Tuesday Morning Session September 30, 1930 JOHN P. EIB. Chairman Illinois Steel Company, Joliet, 111 The first session of the Metals Section at the Nioeteentb Annual Safety Congress convened with John P. Eib, Supervisor of Safety and Labor, Illinois Steel Co, Joliet, lllioois, presiding. Opening Remarks by the General Chairman By JOHN B. EIB Illinois Steel Company, Joliet, IU On behalf of your Executive Committee, I bid you welcome to the 1930 Congress and particularly to the Metals Section. Your committee has worked diligently to prepare a program which we trust will prove of interest and iospfratidh. Whether or not our efforts have been worth while depends entirely on how much the members want to get out of the meetings. The work of the National Safety Council is entirely cooperative. If we fail to get enough out of these meetings it is often became we fail to put enough into them, so in bidding you welcome 1 also want to urge you to participate. These meetings are yours and your officers are merely endeavoring to follow your wishes. At this point in the program it has been the custom to present a review of the activities of your Executive Committee since the last Congress. The first conference of your committee was held in Chicago immediately follow* ing the Congress with the thought in mind of obtaining reactions from the program just concluded. This was followed by a meeting of the Executive Committee at Council head* quarters on December 10, 1929. This being the first get-together after the Congress, Mitels Ssction 75 ot the new officers, the details of the duties of the various chairmen and their com mittees were outlined. Another of the important hems decided was that of the amended rules for the Iron and Sleel Safety Contest. A program committee was appointed and topics for presentation at tbs next Congress discussed. Another item discussed was that of a Foundry Research Committee. The next meeting of the committee was bdd at Council headquarters on March 17, 1930, where reports from all of the committee chairmen were presented and a tentative Congress program outlined. For a number of years past your committee has realized that a large percentage of our members are interested in the. Foundry business, either wholly or in part, and has been gradually working out a plan for complete recognition of this division of our Section, and I am happy to report that very marked progress has been made during the last year by the committee under the leadership of Mr. Fred Bennett. The outcome has been that they have prepared an entire session which will be presented on Wednesday afternoon. This is a definite step and it Is one that every member of the Section should aid in every way possible as well as attending the session. The Poster Committee has had a very good year wider the guidance of Paul J.. Brand. The Publicity Committee has had a most outstanding year and we are Indebted to the excellent service of Mr. Robert L. Schmitt for the splendid way in which he has handled the work of this committee. The Engineering and Safe Practices Committees are continuing their work for another year and plans are being made for increased activities. Dr. R. C. Engel has also contributed some mighty fine articles as chairman of the Health Committee. The monthly News-Letter is one of the definite and outstanding services of our Section and you all know what an excellent piece of work Harvey Henscl has accomplished in this position. In view of the fact that I have had such an interesting year and have had such splendid cooperation, it is difficult and impossible to signal out one person over others but I do want to mention particularly the fine cooperation manifested by Frank A. Lauerman, who very kindly consented to do two jobs during the year in spite of the fact that he was not well. Frank was originally selected as chairman of the Mem bership Committee and proceeded to do a fine piece of work. Later on we were compelled to accept the resignation of W. E Megraw as chairman of the Program Committee due to a change in his position. Frank Lauerman very, kindly consented to take over this work in addition to the chairmanship of the Membership Committee. This is most outstanding cooperation and I commend him. In addition to all of the regular meetings mentioned above, there have been nu merous meetings of' sub-committees and other members of the committee at Council headquarters. A number of the members were also present at Atlantic City in July. During a large part of this year, your committee was confronted with the problem of continuing its activities and service in spite of the recession in general business conditions. It proved considerably slower to function by the medium of cor respondence but very effective results were obtained. Another problem which had to be met was that of maintaining nwrScrslii-'f even though business conditions were tw>t maintained and I am especially proud to present an outline of the work of our membership section. The companies affiliated with the Metals Section have probably felt the recession of business as much, if not more, than any other section of the Council and we laid our plans with the cooperation of the Council headquarters' staff for a very ex tensive campaign and excellent results have been obtained. A complete report of all of oar methods of approach would take too much time but an outline will appear in the minutes. Briefly, I want to toy that this campaign resulted in main taining practically all of our old members and in addition obtaining seventy-seven 76 Nineteenth Annual Safety Congress new industrial memberships so that while the membership shows a slight decrease, we only lost nine members during a year of depressed and uncertain buinest, and I dunk this speaks exceptionally well for the membership activities. The presentation of the slides which will be made later in our program by Vlr. Oartel, bids fair to be larger than previously presented. In conclusion I want to express again that I feel that it has been an honor to serve as your chairman and a privilege to be with the other members of the Enostive Committee. Again I want to thank all of these members for their splendid help and also to show our appreciation of the fine work and assistance rendered by the members of the staff of the National Safety Council. Chaibman Ebb: That, gentlemen, is a brief outline of the reports. We are indeed fortunate, and are honored by again being permitted to Estes to Mr. Arthur T. Morey, formerly of the Commonwealth Steel Company. Gtanht City. III. This part of our program has always been set aside for an inspirational talk by an executive. I don't know of anybody who can talk, both from the standpoint of experience and from the heart, bettor than Mr. Morey. Address By ARTHUR T. MOREY (Retired), Past President of the National Safety Council, St. Louis, Mo. I was saying the other evening to a group of friends that I thought the saiety movement one of the greatest and most important that had ever come among men in the history of the world. They said: That is a big statement I wonder if the participant in a movement is unprejudiced and unbiased enough to give an im partial conclusion Eke that?" 1 replied: "Well, do you know of any other movement among men upon which we all are agreed?" Men don't agree about democracy or government in any form. They surety don't agree in religious matters, as hundreds and hundreds of sects and denominations signify. They don't agree on political matters; not even oo Bey Scouts, the Y.M.C.A., etc. But on safety everybody seems to be agreed. I can imagine that if Gandhi of Mii were here this morning, and Mussolini of Italy, and even our Bolshevik friends from Russia, they could sit in, in agreement with us on the safety movement. I don't know of any other movement in the history of mankind like this safety movement; and there comes with that a dignity that we can feel, and an encourage ment in our purpose. And I wish our movement could grow more and more to become an international movement because of that very fact, to get men to agree on one thing, and then it would be passible to get thedi to agree on other things. So our safety movement may have a greater work to do than even we have realized. And in our own cotsatry, while we consider the Red Cross--die Red Cross of Mercy--as something we must all help and respect oh account of the wonderful work it has dooe, and the wonderful work It always stands ready to do, yet isn't the White Cross of Safety a more important thing? We are never away from the need of safety. Right here in this building, now, there are boilers, electric conditions, and structural conditions which need safety to protect us. We are always under the protection of safety--right thinking, right doing, right construction, etc Safety, the White Cross of Safety, is responsible for that protection, whereas the Red Cross of Mercy is but for emergencies. Pre vention is better than the need of cure, and. I hope yet to see the White Cross of Prevention a greater movement among us than even the Red Cross of Mercy. Metals Section 77 Our President should be the Honorary President of the White Cross even as he is of the Red Cross. Let's have a big sense of our movement; let's be proud to be member* of it; and by our fruitage let us attain to that place that is ours. And we are succeeding. Just think of the marvelous report vrt had-yesterday from the Cement Section, from the Portland Cement Association--years in important plants without a single lost-time accident. Many of onr industries report 80 to 90 per rent reduction in accidents. We want to be with a successful movement Our Public Safety work, while it seems discouraging at times, is doing wonderfolly well. It is very interesting and encouraging when you get to work in a community with school children, to see the accidents go right down because of in telligent, organized effort*. So we can feel the inspiration that comes with success. We are in a successful and a big movement Let us get a proper perspective of it In order to continue and expand our efforts along these Hues. Now with regard to this Congress and the value we are going to get out of it. With what receptivity did we come to this Congress? Motoring out along one of the country roads near St Louis, I recall there is a little spring with a little stream coming down a pipe from it, the stream being no bigger than your little finger. There is a barrel beneath It, and it filled that barrel. Now you can take a tin cup down to the Atlantic Ocean, and get only a tin cup full It isn't a matter of how much water is there; It's a matter of how receptive we are and, how ready and desirous we are of receiving a message. Have we come here to this Congress with that spirit of service, that earnestness of seeking, that love of our fellow mao, that prepares us with receptivity to get all there is out of this Congress ? Or have we come to serve some other motive, to get a trip, or to do this or do that? But if we keep with the singleness of purpose to put over this idea that has a principle behind it, we can get a tremendous message out of this Congress. Why, the place Is rich with value--with the Exhibit downstairs, and with all these different sessions. So in entering into our discussions, let's have a barrel. Let's be equipped with a barrel to receive* Instead of just a tittle tin cup, and we will get in proportion as we are prepared to receive. To be in a receptive attitude we have got to get our convictions right. Yon know, there is something about this safety movement, something to it, a sort of spiritual appeal, almost, that grips you and makes you want more and more of that enrich ment of character and relationship among men. Now what is this safety movement ? It doesn't concern * the safety of animals. That is for the Humane Society. It doesn't concern the matter of material*. That is for the research and the manufacturing operations. Our safety movement deals with men. And what is man? He is a mental being. How grateful we can be that we are past the time when we hired men's bodies, and so many 'hands'* working for us, as the phrase used to go. When we hire a4nan now, we hire his mind. We want his loyalty. We hire his spirit, his enthusiasm, his interest. Then we have a real man working for us. It seems to me that our safety problem is a mental problem, to understand men, and how to put the right Ideas into their minds that actuate them, cause men to be moved mentally, because men do as they think, as they know, as they understand. You have simply got to have the men with you in the safety movement. It isn't a matter of orders and fear. That is the lowest motive with which to govern men. You have got to hare the men with you, and it seems to me the safety man stands in the finest position of any one in the works to develop that side of things. Well, we say, treat men as men. But how will he know how to treat them? Each of us is a laboratory of all of us. Those things that mean the most to you also ' mean the most to other men. We are all fundamentally alike. We each need shelter 78 Nineteenth Annual Safety Congress amt clothes and food. We have the same ideas end ideals about our family and the children, and to get them educated and to give them a decent home. We have our own self-respect, we want to do the things we ought to do as mem-, ben of the community, and when we get right down to fa; can't we see that all men want those things as much as we do ? That is why the Golden Rule is so significant. That is all the Golden Rule it I suppose you have all read that wonderful thing by Drummond. He says: 'The greatest thing in the world is love/* It seems to me that this safety movement is e matto' of loving interest and service m our fdtowmen. Our contact with the men can't be a mercenary contact, something just-to have a job. It seems to me we have got to get right next to the individual and be his friend, have an interest in him, increase his self-respect, increase our own self-respect, build op his morale and interest in his work. There is one point there I would just like to speak of in passing. I think we have got to be very careful of our safety statistics. If we take a man who isn't properly able to go back to work, who shouldn't go back to work, but yet to save our records we put him in some job, perhaps almost prop hhn up in the watchman's shanty to say he is back on the job, that is not a wise thing to do; we are dealing with a thing that can have success with it, and we want the best success; and if we take some sort of a substitute, or we are not clear and fine about our safety records, we will hurt the attitude of the men. These must be a fine, inspiring,1 uplooking morale in the men about safety, and no substitute is necessary. Otherwise, we foot ourselves, and the worst fooled man is the fellow who fools himself. If we make a good record when wc are not absolutely entitled to ft, we cease to make tbe effort to actually cam a record. And the men know those things immediately. Sincerity is absolutely essential for the safety man and to the morale of the work. - I have spoken before of this, I think, at some of our meetings at another Congress. It has meant so much to me that I mm going to speak about it again. I think the way to deal with men is to see die real man in the other fefiow. I don't think there is any other practical way. We arc all alike in the fundamentals. We have got to sincerely fed that. And I believe that there is a real feflew m every one of us. Now. we will say you have a little statue here, maybe a beautiful and exquisite thing. If it is all covered with mud, somebody comes is and says: "Isn't that an ugly thing 1" And you say: "Why, no. Let me show yon." And you take that mud off and expose the statue itself, and the person says; "Why, that it beautiful 1" Now there is that real fellow in every ooe of us, but we have covered hhn up. with the mod of ignorance and prejudice and selfishnesses and misunderstandings and mistakes and what not Sometimes we ourselves took pretty ugly. And the real friend Is the fellow who can see that real being in us. You know from your own experience that the ooes wbo have helped you most in life are the ones who have be lieved in you. And the art of friendship, the most exquisite art there Is, is that art and ability to see the real man in the other fellow, and help him see It in himself. 1 don't think we know the effect and meaning of a kind word d^a show of Interest. ' Why, I have felt it myself so many times. I remember very well ooe morning when I thought that the whole plant was oo toy shoulders, and that this and that wasn't going right. 1 had the wrong slant an everything that particular morning. Going beck and forth to the plant I often used to overtake the men and give them a lift. This particular morning there was aa old darky walkmg along* and I stopped and picked turn up. He was one of the boys In the shop a fine fellow- and I have gotten over judging men by the color of their skin. I want to know the color of their heart--and I know some, mighty white black men. Well, that old darky said something nice to me that morning that just made the sun shine, and I felt different the whole day through. WcQ, we are all that way, and when some one in authority takes an interest in some fellow down the line, ft means more than we sometimes have any conception of. Metals Section * 79 Now this thing must be a sincere thing. It can't be a gesture: It can't be some thing with a mercenary motive, the desire just to get something, or get around a fellow, or influence him, or be politic There has got to be a sincere love and ap preciation for the man. seeing through his mud, helping'him, coaching him, helping him to be successful. I think that the biggest job of a foreman is helping his men to be successful, not just sitting up there and saying, *T want this", and if he doesn't get it, being dissatisfied, and perhaps discharging the man. The successful foreman is the foreman who can help his men be successful. To see the right idea, and to- help them achieve ffte result by doing a thing the right way is the function of a foreman. That protect* their job. It helps than up the ladder. It helps them be successful. And I think in those lines the safety men can be wonderful helps to their plants, .even leaving out that delightful experience of being surrounded by a lot of sincere friends In the work. And the right has always principle behind it. The right idea has omnipotence behind it That is why our safety movement is so wonderful in growing and doing. It Is right. And nothing can stop a right idea, if we dog't quit So I would just like to leave that thought with you this morning, if nothing else. Io your relationship, with your man, see the real fellow there, and address your self to the real fellow, and help him see it himself. Help him get over his limitations and mistakes, and encourage him, and help him, and coach him, and he will make you know hit loyalty as a safety man, and he will make you a far better worker. I think in this question of safety we must all the time work with the right idea of discipline. Now there are ail kind# of discipline. There is that perfectly asinine. discipline that bawls out somebody before somebody else. There is that kind of discipline that is critical in judging. But If we are going to attain, we must have standards; we must have ideals and ideas; we must know where we are going. We have got to have an objective. We have got to hold the men to it. I can perhaps illustrate what I mean more easily by taking a case that happened in ooe of our shops. We were having a lot of trouble trying to get the men to wear goggles. They weren't , very pleasant to wear, because when the men would get sweaty the perspiration would roll down and steam up their goggles obstructing their vision. We provided sweat bands to help that, cleaning cloths, and everything we could think of. But, uncomfortable or not, goggles must be worn. Now we have.got to have a reason for things. When we started safety work we found nine one-eyed men In our plant The accidents hadn't alt happened in our plant, but some of them had. And. by the way, it was Walter King who helped us in those early days to try and devise a goggle. At first I guess we had only win dow glass in them, but as time went oo they were developed more and more. Any way, the idea was to protect that marvelous organ of sight, the eye. It is terrible to have blindness, never to see the sun shirting any more, to see friends no more, to see die beauty of Nature no more. Blindness is terrible. So the Idea is to protect the eye, regardless of the inconvenience. So goggles must be worn. I came through the shop one day and saw a man at work not wearing goggles. I drew tils attention to his goggles and he immediately polled them down from up on his cap. Well, as I dropped by there a little while later, I could see from a dis tance that he had them up on hi# cap again. I sent for his foreman. I said to tbe foreman; "Why isn't that man wearing goggles?" The foreman replied:- "I have told hhn and told him and told him to wear his goggles!** I asked him, "How many times have you told him that?" The foreman answered: "Oh, I have told him a dozen times." "That is entirely too many times/' I said. "That belittles your foremanship. We don't hire you to tel! men things. We hire you to lead men to do things. Any old 80 Nineteenth Annual Safety Congress fool can tell things. The man worth while it the fellow who can lead men to do things/' So I said to hint, "Call that man out here.1* The man came out. He was a man who had been with us for some years. I said: "Why don't you wear your goggles?" He replied: "Well, I don't like them." Now our work isn't very fine. I mean, chipping castings isn't like making a watch. And while there is some inconvenience in wearing the goggles, it doesn't interfere seriously with the work. So I said to ban: "Well, you ought to realize the value of your eyes. Now you take good care of your tools at night. You put them away carefully. You want them all in good repair. You want your air hammer working perfectly. And here are your precious eyes that you are leaving' exposed." Then I said: "Now, I tell you what you do. .Your foreman tells me you have been told many times to wear those goggles. Now you just take your tools and go home. (I think this was a Wednesday.) Now you go home and think it over. "And if you don't want to be a real Commonwealther, if you don't want to be one of us and help in this safety idea that is for your boefit and the benefit of everybody else, if you don't want to be a sport and have a part in this great company and its great work, and this beautiful idea of safety, don't come back. You are not happy here in doing the things that are necessary to be done. Now go and find some place where you will be happy. This isn't the place for you if you feel that way. ."But if you think it over and think this is a pretty good place to work, and that the safety idea is the right idea, and yoa want to have a part in this company's achievement and enjoy safe results, why. you come in and tell your foreman here Monday morning that you have thought it over, and want to be a good safety man, and you want to go bade to work." Well, believe me. Monday morning he was on the job. Now that didn't lose the man's job. He had some children. He had a home and was paying on it. It would have been a terrible thing for him to lose his job, but it would also have been a terrible thing to lose an eye. He respected the safety idea more. He became a better safety man, and so far as I know, he wore his goggles after that all the time. I checked up mi it. His job was protected. And it was a friendly thing to da Now who lost by that ? Every body gained, it seemed to me, and yet we maintained the discipline. 1 think we must be strict in our discipline. If a thing is right, ft must be main tained. If it is wrong, change it And another thing along that line is that I think our safety roles, gentlemen, must be practical, absolutely practical. We go over our safety rules every so often and we cut out anything that is not expected to be done. If it n expected m be done, ft must be done. We have our safety rules practical commonseme, and up-to-date. It is not such a good plan to print up about a million copies and have them stacked up in the closet, and then when you want to revise them, why, you have got so many unused ones left over. Get- only as many printed so that you have to revise them and get out a new copy at least once a year. And then when they ere alt gone, or diminishing so that you only have so many left, then we used to talk to the superintendents and foremen and workmen and our safety committees, and we would get a revision that was really up-to-date, some thing that everybody expected to comply with. We have been most interested to have a safety committee for all the different departments, a chairman and several members in each division. And once a month we have had those chairmen come Into our noonday luncheons with the officials and superintendent*, and each month we ask the chairmen to bring a different committee man. And we sat down In the officers' dining room and had a nice dinner, and <hyn after dinner we stayed and talked things over, and we had such a kindly feeling and Metals Section HI such confidence, that those fellows would just tell us everything on their minds. And the suggestions that have been made have been great. I will leave it to Mr. Quesnel, our' efficient safety engineer, if the results of that committee have not been wonderful. The poor suggestions are so few I don't remember them. But having made a sug gestion, and having discussed it and investigated it, if necessary, act upon it at once. Look it over thoroughly, and be perfectly frank. If it shouldn't be done, or if it can't be done, tell them why and satisfy the men. If it ought to be dona do it gladly and at once. If a fellow makes a suggestion that he thinks is a good ode, and a week, or two weeks, or three weeks, or a month go by without any action being taken on it, be just gets disgusted. But let a man make a suggestion, or tet a workman send in a note to the committee, or let a committeeman himself bring in a suggestion, and then in twenty-four hours, or forty eight hours the men see that thing done, why, it just electrifies the whole safety effort. It encourages the men. Now, I think my time is up. 1 would like to say this, though: I hope we will all earnestly support our local safety councils. Let's make more of those safety coun cils. Make them sort of a pooling place for our ideas and our troubles and I think we can build up our local councils in our various communities to do a more effective and larger work, and spread their influence. It is much like the palm of the hand. The national organization is the palm, and the locals are the fingers, all cooperating and working together and need each other. So let's build up the locals and strengthen our movement And in closing, if I may just add a word of counsel, let's keep our beads during this time of business recession. The idea we are serving is too big, the country is too wonderful, there is too big a future to let fear get in and rule us instead of the common sense that should rule us. Just let's keep.our heads and do our best and be optimistic, and this whole business situation is gong to straighten itself, out fine. And our safety work will not be hampered m any way, I am sure. Csaumax Era: Mr. Morey, on behalf of the Metals Section of the National Safety Council I sincerely want to thank you for your fine address. Words from you are to me always wise and of Idndly service, and are a real inspiration. Our next item on the program covers the accident statistics for the year 1929. There is a real message in the report that has been prepared for 1929. This time are aril! call on Mr. E. R. Rose of the Republic Iron and Steel Company. Accident Experience of Members in the Metals Section During 1929 Br B. R BOSS 8afety Director, Republic Iron and Steel Company, Youngstown, Ohjo The excellent spirit of oo-operation which exists in the Metals Section was proven by the response of our members to requests from seetlonat 'officers for their accident records during 1929. Reports increased from 448 in 1928 to 561, or about 2$ per cent. The 1929 accident experience in the different industries in 'our section is the most representative we have ever obtained, as shown by the increase th hourt of exposure from about 900,000,000 for 1928 to over 1,250,000,000 for 1929.' Approxi mately 25 per cent of the man-hours reported by over 3,600 establishments to the National Safety Council were worked in plants of members of the Metals Section. Your sectional officers appreciate the co-operation you are giving In developing acci dent statistics for our section. Among our various groups we had a gain of over 50 " per cent in'reporting steel plants, with an increase in hours of exposure .of 7$ per cent. Last year, for foe' ^xst 82 Nineteenth Annual Safety Congress time, we requested each steel plant member to submit his accident record by depart ments, with very gratifying the results--over 95 per cent of the members in that industry submitted detailed records, demonstrating excellent accident recording. Re ports from our foundry members rose from 159 in 1928 to 229 for 1929--a gain of 44 per cent. Employees in that group worked a total of over 409,000.000 man-hours in comparison with 339,000,000 in 1928. Large gains were also reported by our heavy machinery manufacturing divisions and members engaged in the manufactory of railroad cars and other railroad equipment In describing to you the growth our section has made in reporting accident records* I wish to point out that reports to the Council represented the largest cross-section of accident experience in American industry ever obtained. Reports were received from over 3,600 establishments in comparison with 2.550 for 1928, and hours of exposure rose from 4,200,000,000 to over 5,000,000,000. The Petroleum Section, with an increase of 100 per cent in both reporting companies and hours of exposure, has almost equalled the growth of our steel industry. The Public Utilities. Paper and Pulp, Power Press, Packers and Tanners, and other sections likewise had more members report than ever before. The accident experience in American industry, as represented by records of about 1,100 plants that have reported In each year since 1927, shows that lost-time accidents per million hours worked have steadily decreased--the total reduction being 11 per cent--bat that the severity of accidental injuries has increased 5 per cent during the period. The steady increase in the annual severity rates was due to a sharp rise in the fatality during 1928, and a sharp rise in the rate for permanent partial disability accidents during 1929. The arejde"t experience erf the various groups of die Metals Section has. for the most past, followed the tendency for industry as a whole. The steel industry* repre sented by 51 plants with an exposure of 200.000.000 man-hours reporting m each of the last three years, has shown a steady decrease in the frequency of lost-time accidents, but rising severity rates. The 1929 frequency rate was 19 per cent less than in 1927; a reduction almost four times that of industry as a whole. The 1929 severity rate for steel plants, however, was 32 per cent above 1927, wfudi U over six times the rise for all industries. This increase is due to a steady vise in the fatality rate during these years. These plants reported 25 killed and totally disabled in 1927, 43 in 1928, and 56 m 1929. The 1928 frequency and severity rates for per manent partial disability accidents rose over 1927; but for 1929, though the frequency rate remained constant, the severity rate for permanent partial disability rases declined. For all three years, however, the frequency and severity rates for temporary disa bility accidents have steadily dropped. The 1929 accident experience in the foundry industry was the worst m three years. The experience of 111 identical foundries working about 280.000,000 man-hours an nually indicates that the industry had its most favorable accident experience of the period daring 1928. for both, rates-were lower that year than in either 1927 or. 1929. The sharp rise in the 1929. frequency rate included increases in fatSities and perma nent partial disability accidents. The 1929 severity rates of plants engaged in the manufacture of railway cars and other railway equipment and those manufacturing machinery were also higher than for either of the previous two years. Their 1929 frequency rates were, however; lower than for 1927, but higher than for 1928., The fatality rates of these industries showed no increase over the previous years: but, in Common with other industries, the rate for permanent partial disability accidents, was higher. There is considerable evidence that accidents are more numerous and serious during prosperous years, such as 1929 As I have shown, we have been able to control and even reduce our temporary disabilities, but not our serious accidents. Are we: focusing too much attention on minor hazards and not enough on major ones ? More literal allowances by state, compensation boards have* undoubtedly been, a factor* Metals Section 83 higher severity. Then, too, many plants are keeping better accident records and are more willing to report serious cases. Some personnel men claim that their adverse experience was due to inability to hire first-class men during busy periods. A study in a large plant showed that 65 per cent of new employee* had an accident during the first three months of their employment. High production must be met with more exact training and supervision of new men and no let-down by old employees. Individually, numerous plants in all branches of the section showed improvement during 1929 in comparison with 1928. Of lhe 76 plants in the steel industry that reported for both year*, 51 had lower frequency rates in 1929 in comparison with only 25 with higher ooes. Improvement in severity, however, was not so general, for only 35 plants reported lower rates against 41 with higher ones. Individual experience m the foundry industry in 1929 was not quite so favorable, for more plants reported increases than decrease*. Less favorable experience was likewise reported by plants manufacturing machinery; but railway car and equip ment manufacturers were able to report more reductions than increases in both accident rates. The Metals Section compares favorably with 23 other industrial groups listed in the Council's publication. ''Industrial Accident Statistic*," 1930 edition. The average frequency rate for atl industries last year was 25.S3 and the severity 2.23. The average rates for the Metals Section were slightly lower; we had 25.26 lost-time accidents per million hours worked, and 2.17 days of lost time per 1,000 hours. The steel industry, with an average frequency rate of 18.13, ranked seventh in this list of 27 industrial groups; our foundry group in twenty-first place; railway car and equipment companies ranked eleventh, and our machinery manufacturers, Included with a group of companies manufacturing light machinery, ranked eighth. The Metals Section, as a whole, liad a lower frequency rate than the Paper and Pulp, Petroleum, and Rubber, but higher than the Chemical, Textile and Cement Sections. Individual records in each branch of our section vary widely. In the foundry industry, for example, the frequency rates for grey iron foundries ranged from 0 to over 150; the average rate was 52.37. The fact that more than half of the group had rates leas than die average shows very good work on the part of medium abed and smaller foundries, and off-setting adverse experience- by some large plants. Grey iron foundries ranging in size from 58 to over 600 employees established some ex* cellent records; 2 had no-accident records for the year, and 8 others reported fre quency rates leas than 1631. Though rates among steel foundries ranged from 0 to over 100.0, an excellent record of 3.95 lost-time accidents per million boors worked was established by a large foundry employing over 2,000 men. Further illustrations of effective safety work io this group were demonstrated by six other foundries with rates from 15.0 to 30JX in comparison with an average of 51.14 for the entire group. A comparison of the experience of foundries, as a whole, shows that accident prevention work In die large foundries is somewhat superior to that in the smaller ones. Though frequency rates for plants in the steel industry ranged from 0 to over 150 lost-time accidents per million hours worked, many excellent records were re ported. A plant engaged in a specialized field, employing almost 400 men, did not have a lost-tune accident throughout the entire year. Only seven temporary dis ability cases occurred in another plant employing over 2,000 men, which gave it a frequency rate of 1.19 in comparison with 3.85 for 1928. Frequency rates less than 10JO were very common; these low rates were established by 30 per cent of all reporting mills. This is likewise true of severity experience, for 36 per cent had severity rates less than 1.0; the average rate was 2.75. Accident experience in the large mills during 1929 was, on the whole, more favorable than in the smaller organizations. A compilation of the experience of our steel members in tbeir various departments shows that accidents were most frequent iri ikelp and strip mills and least frequent 84 Nineteenth Annual Safety Congress in roll turning departments. Open hearth operations lead in the severity of injuries with roll turning again having the most favorable record. Regardless of the varia tions in the hazards of different departments, no-accident records were frequently made by small organizations, and numerous large departments had frequency rates less than 5.0. A blast furnace department, with an exposure of over 1,000.000 man hours, reported only two lost-time accidents for the year; eight others had rates less than 9.0, though the average rate was 17.01. The average frequency rate for our open hearth departments was higher than for blast furnaces, 22.1, but 25 per cent of the reports covering this department showed rates less than 10.2. One open hearth department, in which the employees worked over 500,000 man-hours, established a no-accident record for the entire year. Though accidents were more frequent in sheet and tin plate mills, skelp and strip mills, seamless tube mills, and construction departments than in any others, many records compared favorably with those in less hazardous departments. We find, for example, that nine out of 43 sheet and'tin plate mills had frequency rates less than 10.0; the average rate was 27.90. The average frequency rate for skelp and strip mills was 33.82, the highest for any department, but nine out of 16 organizations, working from 194,000 to 900,000 man-hours, had rates less than 16.0. The best frequency rate reported for seamless tube mills was 8.73, and the best severity rate .05, made by a plant that worked 572,000 man-hours. The average frequency rate was 32.20 and tlc average severity rate 2.06 for seamless tube mills. A much larger plant, working over 2.500,000 man-hours, had a frequency rate of 10-49 and a severity rate of .49. The good records that have been achieved in the various departments of the steel industry are goals for all of us. I have shown you by the number that have made these low records that they are not uncommon even in some of our most hazardous departments, and. in many instances, equal the best that have been made in industries with fewer hazards. Lost-time accidents among our members manufacturing railway cars and other railway equipment averaged 21.68 per million hours worked and there were 22 days lost-time per 1,000 hours worked. Favorable experience predominated in the small shops, most of whom are engaged in repair work; their rates averaging about 10.0 for frequency and under 1.0 for severity. The large shops, building cars, had fre quency rates higher than 21.0 ou the whole. The manufacturers of signal devices, track specialties, and parts fpr locomotives and cars, had similar experience. Nu merous low rates by members in this branch of the section show that they are keeping pace with other indust; ies. I have emphasized the good records which were made by many companies in the section during the last year because, ia many instances, they reflect continuous atten tion to safety work over many years. To those who had higher than average rates, the experience of these plants serves to indicate what can he achieved in reducing accidents. There is still plenty of room for improvement in many of our plants, Imt that we are advancing cannot be doubted. We expect to do better during 1930. Let every member, then, send his.1930 record to the Council early next year. CnAiaMAN Era: That`is a very splendidly prepared report. -T. H. McKcskey (Illinois Steel Co., So. Chicago, III.): Mr. Rose; in his statistics on the Metals Section (if-I remember correctly) stated that over the last three years there had been a decrease in the frequency of lost-time accidents.-but an increase in the severity. I think he quoted figures something like 19 per cent reduc tion in frequency, but 32 per cent increase in the severity. Then, a little later, he brought up the question'of whether or not we had been paying too much attention to our minor accidents and not enough to the severity. I want to ask. how arc we going to tackle that question ? T have always thought that* we should go-after the little ones, and that would keep down the big ones. F. G. Bennett (Buckeye Steel Castings Co., Columbus, Ohio) : It is rather Metals Section 85 difficult to answer Mr. McKenney*s inquiry. I think that several years ago Dr. Chaney answered that to a-certain extent in one of his reports on structural changes in the steel industry as having to do with the severity. Ou your severity problem, I think the Lord has a lot to do with that. You drop a weight from an overhead crane and it can cause simply an abrasion on the shoulder, or it can cause a fractured skull, possibly a fatal accident You don't know how it is going to turn out. It is rather a difficult question to answer, but not a thing to pass up. It is a thing to be studied and followed up. And the medical men have something to do with it allot on the extent of disability. E. G. Quesnel (General Steel Castings Co., Granite City. III.) : I think the reason for some of the increase in severity is due to the improvement of our medical departments. We are finding more things now the matter with the men than we used to do. We are more careful in the examination when a man is injured. I am sure that we are finding more fractures oo account of the X-ray being used more frequently. And naturally if a man has a fracture, lie wilt probably lose time, while if it wasn't thoroughly established that he had a fractured bone, he might have been allowed to go bade to work. I think our severity rate has been a reflection of a more efficient medical organization. A definite line has been drawn by that de partment in the disability of an accident Chairman Era: Yes, I think that is very true, gentlemen. Dr. Chaney, of the U. S. Department of Labor, is in the room. We all have a very kindly feeling and reverence for Dr. Chaney, and I am going to ask him if he won't come forward and say a few words. Di. L. W. Chanty (U. S. Dept of Labor, Washington, D. C.) : The general figures on the iron and steel business agree precisely with those that Mr. Rose has given. That is, they indicate recently a general tendency upward. You take three years and mass them, and it is an upward trend, unfortunately. The question of why this has occurred, why severity is increasing while frequency is going down, can't be answered yet It isn't behaving according to theory. The idea has been entertained--I have entertained it myself--that with the effort which is being put upon the matter of accidents, they ought to show a continuous decline. Now they do so far as the frequency of accidents is concerned, but not so far as severity is concerned. Now some of you will know that for a number of years I have been stressing at one time or another just this idea, that too much attention was being given to the minor accidents, because it gives figures which are satisfactory, and the other doesn't. I believe the stress of attention has got to be still more diverted to the severe accidents. We are not dealing with them adequately. They don't happen so often. Any- day we can pick up accidents of a degree of frequency, but the severe acci dents don't happen only once a week, or once a month, or even less frequently; and so these cases which are really very Important don't get the attention which they ought to have. The question of how we can safeguard against them -has not had the attention which it ought to have. Ms. Rose: I wouldn't like the thought to go out that the severity rate in the Metals Section is increasing in comparison with the early history of our safety work. This increase is only over the last three-year period. There has been a wonderful- reduction made between the present severity rate, that is, the experience of the present, and that of some ten or fifteen years ago. Wc are going in the right direction, but are just failing to put our fingers on those conditions which make for high severity rates. Take your classification In the National Safety Council's Accident Report, 1930 edition, and see where you stand in comparison with the others,. Maybe your fatal accident rating is high, and maybe tbe fellow next oo the list is low. How does he get away with it? There are some peaks and there are some valleys. If each 86 Nineteenth Annual Safety Congress one oi us will take our individual accident experience, compare it with those io the same group having the best accident rate, go tc the trouble to break that severity rate down on every fatality, permanent and minor or temporary, set your own up along side it, you may see why you are not in line. That is the best suggestion I can offer. Those above the average in the metal section group are the foundries and the structural steel fabricators. They are all hazardous occupations. Chairman Eu : Mr. Rose, does 1929 show a marked increase in that record as compared to 1927 and 1928? Mb. Rose : The average for 1928 was 1.69. That is for the section as a whole. In 1929 it was 2.15. The structural steel fabricating was 151 for 1928, and 3.89 for 1929. The ratio is just the same. And that holds true in those groups 1 have just read. For instance, steel plants, in 1928, was 2.07; and in 1929, 275. And that same relationship seems to hold throughout the whole classification. That is in groups. But again 1 say, the individual organisation can find something interesting in then) if they will study them. B.C. Hanson (John A. Rochlings Sons Co., Trenton, N. J.) : Some companies have found it better to keep a man on compensation than to bring him back to work and perhaps have him sit around. Now'you can laugh at that if you want to; but that has gone on in practically every plant in this country at some time or another, where we have taken a man back and given him a light job. But today when you take a man to a department, that superintendent wants to know (and you can't blame him) whether that man can do a real day's work. If he can't he isn't going to work. The superintendent isn't going to run up his costs and get called by the powers that be. So 1 think, especially due to the fact that your rate has gone up h) 1929, that it was due to your bad period there. That is where your depression started, and 1 feel that .a lot of your increase in severity rate has come from that fact--a lot of it. Mr. Hanko (Pittsburgh Steel Co., Pittsburgh, Pa.): I wonder if after this discussion, there would be any way of breaking down the actual experience in the first eight months of 1929, the boom months, and the last four months, or the de pression months? Is there any way, Mr. Rose, of breaking down your accident experience like that? Mr. Rose: No, there is no such breakdown possible. These are simply the total figures that the individual members turn in. Each individual might break it down for his own satisfaction, but all these figures are made up from 'the reports for the entire 1929 experience that is turned in to the National Council. Mil Hanko: Welt, I find that the first eight months of 1929 were the bad months, and the last four months of 1929 were very good months. And I thought possibly if the accident experience of the entire country could be broken down, that it might show something. . Mu. Hanson: A lot of our men, especially among the foreign class, belong to three or four different organisations. You will find that pretty generally true. They all belong to ai least two. The man, according to our laws in Pennsylvania, gets $15 a week compensation. He is also getting at least $5 a week from each one of those organizations, making a total of $25 a week, and God knows that the laborer has quite a hard time making that even in periods where there is a lot of business. So he is getting $25 a week for being off, not doing anything, where if he goes back to work, working four or three or possibly two days a week, be is possibly getting $12 or $16 a week, or something in that neighborhood, so you can't blame the man. naturally. But I think there is a lot to think about in that situation. Chairman Eta: The next item on the program is an address by Mr. W. Graham Cole, of the Metropolitan Life Insurance Co., New York City. Metals Section 87 Analysis of Accident Causes in the Metal Industry By W. GRAHAM COBB Director, Safety Service; Policjrbalden Service Burcan, Metropolitan Life Insurance Company, Hew York City 1 presume it would be quite in order to start by describing, or at least by listing, the numerous things which liappen to employees of the metal industry and result in their personal injury. To a group of representatives of the industry engaged per sonally, as. you are, in the prevention of accidents, this would be a repetition oi an old story which can far better be told by anyone in the audience, as you are in close daily contact with the situation on the actual firing line. A comparison of the fre quency and severity of various types of accidents of the industry as a whole with the records of your individual property would perhaps serve as an aid in measuring the results you arc obtaining, or would serve to indicate the types of accidents which you might expect in the future. Would such information, however, be of any direct aid to you in the prevention of accidents among employees of your organization? Unless it would, the mere presentation of this information, although perhaps inter esting, would be valueless. Before attempting, therefore, to present an analysis of accident causes in the metal industry, it would perhaps be advisable to discuss three particular phases of this subject as follows: First, what is the value of an accident analysis? Second, what is an accident? Third, what do we mean by the cause of an accident ? An actual knowledge of facts is efficient to the effective conduct of any business. This is as true with respect to the safety engineer as it is to the production manager, the works accountant or any other executive engaged in industry. Too frequently, however, in the past those engaged in accident prevention work have failed to obtain the factual information necessary for the proper execution of their work: in other words, they have failed to approach their problem from die pure engineering view point. To be sure, a great deaf of engineering has been utilized In safety work, in the design of guards and the revision of plant processes. On the other hand, the cases have been rare when a safety ogineer has given die same amount of engi neering study to the survey of conditions and to technical research which an individual of other fields of work would give to the problems confronting him. The engineer called upon to design a railroad bridge over a river makes certain tests and studies of the soil both on the banks and m the river bed upon which the bridge foundations are to be constructed. He ascertains the velocity of the river current and the high and low elevation of the stream. He usually finds it necessary to learn something of the maximum wind pressure which will be encountered and the usual s v **s which may be expected. He also wishes to determine the maximum wc^ht of locomotives and trains which utilize the bridge and the speed at which this equipment w3J be operated. With these farts before him, the bridge engineer can proceed to design die bridge, basing the design largely upon formulae and known strength of material determined by those who have had experience in designing similar construction work. The safety engineer, in approaching die problem of reducing accidents in a given industry, proceeds without this analytical study- He safeguards any apparent unsafe condition in sight and undertakes a brand educational campaign. Although such measures are essential and Have produced excellent results, undoubtedly better results would be obtained if the safety ** knew in advance just what types of accident* were being firwunol what particular machines were m reality accident producers, and then took stops to remedy and overcome conditions and hazards which this study indicated achaOy existed. Furthermore, if the safety engineer made a 88 Nineteenth Annual Safety Congress careful study of the employees engaged in the work under consideration* he would undoubtedly find that a small percentage of these workers are responsible for a large percentage of the accidents; that this accident proneness was not spasmodic but continued year in and year out with the same employees, unless steps were taken to correct it. He would also find that the employees involved in persona) injuries were involved in many more accidents affecting the efficient operation of the property. With knowledge of this sort the safety engineer would be in a position to develop intensive efforts among the high accident employees in place of wasting efforts upon those employees who can work year in and year out without injury. By studying the characteristics of the high accident employees he would be able to determine very definite measures for aiding these employees to overcome their accident prone habits and characteristics, and he would also be in a position to recognize the signs of such habits developing in other employees. In making an analysis or study of accident conditions, it as essentia) that those facts be determined that can be utilized in the further prevention of accidents. A few years ago I visited a larger manufacturer in Pittsburgh. He proudly showed me an analysis which he had had made of accidents on bis* property. Tbe analysis, as I remember, consisted of a number of typewritten sheets pasted together, forming a plaque as large as his office desk. From it, it was possible to determine just what portions of the body had received the most serious injuries. It was possible, for instance, to ascertain just how many employees in a period of a year had received a scratch on the first joint of their little finger or a bruise on their toe. There was nothing in this elaborate record to permit the preventiomst to take proper steps to prevent reoccurrence. Contrast with this the work undertaken recently by a large steamship company with piers on the water front of New-York. This company had experienced an exceedingly high accident record among their 600 longshoremen. An initial study of the problem indicated that very little could be accomplished purely by proper safeguarding. As the longshoremen were engaged in squads of 50 cadi morning and dismissed in equal squads each evening, an effort to conduct educational work among these worker* would, over a period of a year. Have necessitated the training of practically all the longshoremen on the entire New York City water front. The problem was approached from an engineering viewpoint and an analytical study of the accident record started. It was found that more than &S per cent of the acci-. dents resulted from handling material. An analysis was then made indicating the severity resulting from each general classification of freight. With this information available, the supervisory force was taught how to study proper methods of handling various types of freight, one month being given to each commodity- in the order of its severity as.an accident producer. The result was an awakening of interest in their work among the supervisory force, a decrease of acci dents in each type of freight as it was studied, and a reduction of a few cents at least in the cost per ton of handling the freight was noted. During the period of the first year a 54 per cent decrease of the severity rate was also noted. A study made of the accident experience of the motormen of one operating division of a large mid-western railr&ad company offers another example of aa analytical ap proach to the safety problem, tn this study property damage as well as persona] injury accidents were included and the severity of each- was discounted -in an effort to determine the underlying reasons. It was found that one-third of the motormen had two-thirds of the accidents and that this one-third, over a period of a year, averaged more than one accident per thousand car miles. The best man on the di vision could drive his car five thousand miles per accident, the poorest man could only go five hundred miles. All of these operators were driving the same type of car, over the same streets, under the same changing weather conditions, in the same traffic congestion and under the same crew of supervisors. The only apparent dif ference, which made the best man's record ten times as good as the worst man's record, 'was in the individuals themselves. With this information on hand it was Metals Section K9 possible to analyze the personal habits, characteristics, and physical conditions of the individuals and to take definite steps to apply direct remedies. In six months 47 of the 50 men improved their record, 30 of them showing an average of less than one accident per thousand car miles, with a resulting reduction in the group as a whole of 43 per cent. Sometimes a failure to analyze the problem correctly causes the accident preven tions! to waste considerable effort which could be avoided or placed to useful purposes if a true knowledge of conditions were obtained. A subway contractor in New York City, who had experienced a high accident record, stated that he was interested in safety and he was sure his foremen were, as they attended a weekly safety meeting. An analysis of accidents by occupations de veloped the fact that an unusually high percentage of personal injuries occurred in the foremen group and that only a small percentage of all the foremen were involved. A further analysis showed that the employees who were involved in the greater number of accidents were working for the few foremen who themselves sustained the largest portion of accidents in the foremen group. It furthermore developed that these particular foremen were usually absent from safety committee meetings. In other words, the educational work conducted by this contractor had. because of lack of careful analysis, been aimed at the larger portion of this force which needed it least and had entirely failed to reach the smaller portion which needed it most. The next important phase of the subject concerned is a question, of "What is an accident ?M The Travelers Insurance Company, after an intensive study of thousands of acci dent records, estimated that for one major injury occurring in industry. 29 minor injuries and 300 accidents occurred which do not in anyway involve personal injury. In industrial safety work we usually confine our efforts to tbe prevention of per sonal injuries and frequently only to the prevention of serious personal injuries and fatalities. It has been estimated that the cost of personal injuries to industry are five times the expense incident to carrying compensation insurance or to paying claims and medical expenses. Such an estimate, however, is confined entirely to the inci dental cost of personal injuries, but does not include the enormous cost of innumer able accidents which fortunately result in no injury to the human being. A pair of engine frames weighing seven tons were delivered into a division machine shop of a large western railroad to receive some additional machine work before being sent to the erecting shop. The foreman responsible for the unloading of ma terial instructed two men to unload the frames from a fiat car. It happened that these employees had no previous experience in handling material larger than small motors. Their foreman failed either to instruct or supervise their work. A ten ton crane was available for removing the frames and the cables which were used for swings had recently been tested. Not being acquainted with this type of work the workmen placed the rigging on the engine frame in an improper manner, causing an unusual strain on the sling just as the load had reached its destination. The sharp edge of tlie engine frame cut through the cable at the point of extreme strain, dropping one end of the frame to the floor, causing additional tension- which resulted in the entire cable snapping, uncoiling and falling in a heap on top of the broken frames. Six hundred men were engaged at work in the shop at the time the incident oc curred. Quite naturally all stopped work to see what had happened. Perhaps it is a conservative estimate to say that each mao returned to his work in ten minutes. This delay, brief as it was. caused a loss of 100 non-productive working hours, for which, of course, the company had to pay. Two hundred and fifty men were working on the aisle which was fed by the in capacitated crane. These men were required to remove by hand or hand-truck all the material on which they were working for the balance of the day. This condition seriously decreased the efficiency of the group and delayed production. A foreman 90 Nineteenth Annual Safety Congress and crew <j( men spent an entire day repairing the crane, wljich also required Tcpair parts and a new cable. The engine frames were shipped back tp.the division shop lor recasting. Considerable time was spent, by the chief engineer, division superintendent, lorcman and others investigating the cause of the incident. The total cost to the railroad company, due to the Improper supervision of this particular job, was, as the abort figures indicate, enormous. Surprising as it may seem, however, the incident was not an accident, according to the usual interpretation, and in accordance with the reporting requirements of the Interstate Commerce Commission, because, quite surprisingly, no one was injured. This story describes a rather extreme but true experience. It is presented, how* ever, because it presents in a forceful manner the fact that all accidents in industry are not accompanied by persona! injury. Although only a few non-persona) injury accidents may entail the cost of the one described above, nevertheless the total of the expenses involved in such accidents during the course of a year seriously affect the cost of production. To obtain a true picture of the accidents in the metal industry, therefore, would it not be advisable to define accidents in a much broader manner than is customary and to state perhaps that an accident is an incident .which cause* damage to ma chinery. spoilage of raw or finished products, injury to tools and equipment, decrease in operating efficiency and/or personal injury to employees. If industry generally would accept such a definition of accidents greater attention would undoubtedly be given to accident prevention not alone as a means of preventing human suffering and decreasing insurance cost, but as an outstanding method of improving the efficiency of the entire organization. What is meant by "Cause of an accident"? During the study of thic street rail road company mentioned before, an accident report which was reviewed gave the cause of the accident as "a street car struck an automobile". This was tn reality the result of the accident rather than its cause, but it is typical of the information which is usually encountered on reports whether it be In transportation or industry. Chi further investigation it was found that the street car struck the automobile because the motorman was not paying attention to what he was doing. It was also found that the motorman had had many other accidents during the year, all of which were traceable to the fact that he was inattentive. To state that inattention, or, as it is too frcquenly called, carelessness, was the cause of the accidents of this particular motorman would not furnish any definite information for the use of the accident preventioniat, as the mere criticism of a man for carelessness frequently fails to pro duce results. Still further study indicated that the motorman was inattentive because he had something else on his mind. In this particular case under consideration, this something else was mental worry due to a physical ailment which while in itself it did not interfere with the man's operating ability from a physical standpoint did interfere materially from a mental standpoint To analyze accidents thoroughly, therefore, it requires a careful study, not alone of the apparent cause or what is usually the apparent result of an accident, but also all the underlying facts and'trends of circumstances which actually make the accident po*ible. Mr. G. A. Kuechenmcister, of the Dominion Forge Stamping Company. Ontario, speaking before the Mid West Safety Conference last March, gave the following interesting summary of accident causes: Disorderly Condition ........................................................ .56% Improper Equipment ...................................... . ................... 21% Improper Materials ........................................................... 9% Improper Construction .................................. 15% Lack of Supervision..................................................................... 5% . , " Metals Section 91 There is no question but that all of these contributing facts mentioned by Mr. Kuechenmeister have an important influence on accident causation. In some accidents they may be the basic causes. In many more incidents, however, they art in reality the result of conditions which could well be prevented if other facts were taken into consideration. Such thorough analysis of basic onset which I have indicated are impossible at the present time for the metal industry, or in fact for any industry, and will never be possible until sufficient industrial safety engineers realize the importance of analyzing their own compilations and of comparing remits with others. At present from the standpoint of the industry as a whole, we have to be satisfied with such information as is available. Referring to the latest report entitled "Statistics of Industrial Acci dents in the United States.'* prepared by the Department of Labor, we And a table showing the accident frequency rates of a selected group of iron and steel plants for a fifteen year period given by year and cause. A number of accident causes are listed which although not basic causes present some idea of the typical types of accidents encountered in the metal industry. It is most gratifying to note from this table that In the fifteen years covered the accident frequency rate has reduced 91.2 per cent. The reductions jn the various types of accidents were as follows: Working Machinery ...................................................................... 86.8% Operating Cranes ......................................................................... 77.3% Vehicles .............. 87.1% Hot Substitutes ....................................................................... 92.8% Falls of Persons ........................................................................... 84.6% Falling Material ........................................................................... 99.9% Handling Material ........................................... 92.4% Miscellaneous ................................................................................. 95.4% Such reductions certainly indicate that intensive and aggressive work has been conducted by the' industry, but the very sice of this percentage of reductions sHowa that even more intensive and aggressive work is essential If further reductions are to he expected. It is reasonable to predict that this further intensive work will of necessity be developed only if undertaken as a result of an actual knowledge of basic causes of the few remaining personal injuries and of those accidents which have been recorded because no injury resulted. In such Intensive study it will undoubtedly be found that improved equipment, more effective safeguards, better operating processes and housekeeping methods still demand consideration. It will also be found that improved supervision will be re quired: In addition, however, the need of studying the individual employee and his physical condition, his instruction and framing, his mental habits and characteristics, his atttude and environment will be contratlmg factors in the developing of an operat ing force which is not only free from practically every personal injury but is also capable of reducing to a minimum that large percentage of mum permwal injury acci dents which.arc one of the greatest sources of keffrimey in epevutsou and increase in the cost of production. Cbaismax Em: Fran the remarks this louruiwg. coumedec vkh our splendid address by Mr. Morey, followed by the rwharinu of dbg smristnj by Mr. Rose, and now tint valuable talk by Mr. Cole, to my maud It seams flat uARr tie Metals Section has accompljjbtd much, individually sad erfhdhdp we SiQ tin a lot of things to auuiiqiliih. job of 92 Nineteenth Annual Safety Congress vidcd. 1 would like to ask it anybody- has any suggestions or opinions as to a means of aiding in the gathering and dissemination of such information. J. M. Woltz (Youngstown Sheet & Tube Co., Youngstown, Ohio): This matter is one that has been given considerable thought by the various Executive Com mittees for many years. There have been one or two attempts to provide something such as Mr. Eib has mentioned. If we are to continue the essential work that we ' are here to do, it seems to me we should have some source that can act as an agency to gather and correlate the various activities we are engaged in. It is utterly Impossible to expect volunteers to do all of the work and do it as well as it could be done by a paid secretary. How that is the idea I have in mind. I believe this section can never be the success that it should unless we hare a paid Field Secretary who will be able to gatlrer the material and put it out in the form that it should be put out. I believe that these various studies, investigations, and what not that come up for discussion from time to time, and that we all think are fine things, will never be accomplished unless we have some one to see that the work is done. The work here is very much like that in any other organization, any corporation. There must be some person to head up the various departments, the various sources from which inspiration issues. Now it seems to me that something of that fort should be started in this group. I think it is high time that we start it. This may not be an opportune time, perhaps, to broach such a subject, but nevertheless we ought to get the thing started; and even if we don't get the thing successfully going this year, at least we are on the way to accomplish what to my mind is one of the most essential things (hat we lave before us. Much Research Work la to be Done F. G. Bun .nett (Buckeye Steel Castings Co., Columbus, Ohio) : In connection with the foundry research work we have been trying to carry on, there is a lot of work to be done, and I could endorse, a paid secretary just for that one branch of the Metal Sections work alone. 'there is no doubt that otlier branches, like the steel fabricators, which was men tioned, should be studied, ami maybe some of the good records should be carefully examined. From what Mr. Cole brought out it seems that a more careful analytical study should be made and a person of this type could do that. I certainly endorse the idea. Ms. Mouv: 1 have listened to Mr. Cole's paper and to the remark* by Mr. Wolt*, and I don't sec how you are going to keep this alive unless you do some thing like that; and this analysis study. I don't see How you can do it without such an agency and a paid secretary to give all his time to it. Isn't this the largest section in the Council ? I think it is. I surely think we ought to have something oi that sort in this section. Of course, t am not in touch with the financial sitiation, but the need for such an agency is certainly there.' Chairman Eib: Has any one else any suggestions to offer along that line or any thoughts to put forward? Mr. McKinney : Most of you know that I have been working in this section for a good many years, just as many others have. Voluntary work is all right. We alt do the best wc can with the time we have to devote to it. You know that there arc about 1000 voluntary workers in the Natioml Safety Council. The Metals Section is the largest in the Council. Therefore It is right to pre sume that wc have had a lot of voluntary workers in the Metals Section. Mr. Wolt* Has been at the head of a committee on safe practice methods for a long Metals Section 93 time. Now, be has to work for a living. He has to serve his company, but he dues the best he can to gatlier this information for the benefit of the rest of us. Fred Bennett over here, with the foundry research, has devoted a great deal of time to this work, and it has involved a great deal of travel and expense. Now our companies, of course, are willing to have the men do that (some of them) but they don't have the time. And I have felt for a good many years that we should have a man in our section who would devote all of his time to this kind of work. I don't know just how that thing cotakl be financed; bat surely, if we start some thing. we will get somewhere. Mr. Chairman, 1 would like to make a motion that it be the sense of this meeting that we go on record as favoring a paid secretary for the section, and that the matter be referred to the Executive Committee of the section to proceed in some manner in which they see fit; perhaps to put it up to the Executive Committee of the National Safety Council and see if some way can't be worked out so we can have a man who will devote all of his time to go out and do this work. C. E- SaNKEy : Second the motion. Chairman Eh: Gentlemen, you. Have heard the motion, and it has been duly seconded. Are there any questions? (Chairman Eib then put to vote the above motion, which was unanimously passed.) - Chairman Eib: I thank you very much, gentlemen. It certainly is a needed consideration. Report oi the Committee on Membership By F. A. LAUERMAN Interstate Iron and Steel Company, So. Chicago, I1L The membership records of our Metals Section since the 1929 Congress show a decrease. At that time we had .an enrollment of 809 members. In the period between October 1, 1929, and September 1, 1930, we enrolled 77 new industrial members and lost 84 through cancelations. New members were obtained by direct solicimtion on the part of our members and by mail approach. Our selected list of 2.130 Metals Section prospective members received the following solicitation during the.year: <1) Letter to special list of metalworking companies enclosing special Safe Prac tices Pamphlet, "Safety hi Structural and Sheet Meta] Fabrication", mailed in October. (2) General letter enclosing special folder large Plants arc the Safest", mailed in October, also. (3) Comal taro on Council's Industrial Health Service enclosing health folder mailed in November. (4) General letter on alcty with descriptive folder outlining service, mailed in December. (5) Letter to canceled members of past five years enclosing service folder, also mailed in December. (6) General letter eadoring booklet "Protecting Life", describing service, nailed in Jamary. (7) Series of letters to metalworking companies offering specific Safe Practices Pamphlet. (8) General letter following up January letter, mailed in February. (9) Letter to members by President Pettibone, announcing Spring Membership Campaign, seat in March, followed by letter from Mr. John P. Eib, General Chairman, cwclnsmg several prospective members' names on cards and urging their solicitation by members. 94 Nineteenth Annual Safety Congress (10) General Utter enclosing testimonial folder muled in April. (11) Specific letter by Mr. Eib on sectional stationery enclosing poster, mailed in May. (12) Testimonial letter (general) by Mr. Temple Williams, secretary of the Dodge Manufacturing Corporation, also mailed in May. (13) Letter by Mr. Lauerman on sectional stationery enclosing new "Gazing into the Future" booklet describing the specific metals service, mailed in June. A summary shows that each prospect received eight general appeals to affiliate and four specific metals appeals during the year.1 This mail campaign brought us in a total of 19 new industrial members with aggregate docs of $601.50. Many of our members have helped by writing to prospects, usually at the sug gestion of Headquarters, and their endorsements were of vita] assistance fit the obtaining of 10 industrial memberships with dues of $537.50, and in the total of 77 new industrial memberships with dues aggregating $3,826^0. In conclusion, I believe that our cause, its aims and purposes, and our Council service have been presented to the industry. Future solicitation at our present rate of growth will become more and more specialized and result in individual approaches to companies rather than general mail appeals. We will advance, fax* proportionate to the help given by members of our Section in soliciting those companies in our industry not yet members of our National Safety Council. Report of Committee on Publicity By HOBT. U SCHMITT Louievd Cur Whuul and KaOmy Supply Co., LauilvQlc, Ky. Last February I submitted a detailed report giving the results of the Committee's work up to that time. This report was published by our News Letter editor, Mr. H. G. Hensel, and so reached the entire membership. For toe last half of the year, I am able to report the results we were able to secure after our preliminary work was completed. Your chairman's first effort was to secure articles from toe members of the Executive Committee. This committee totals nineteen men and from the nineteen letters, we received nine replies, and from the nine replies, we secured four articles for publication. We had hoped that the Executive Committee membership would make a better showing, but can excuse many of these men on the grounds that they were very busy in their own particular committee work, although this does not fully explain the failure of some of them to answer the letter sent them. Through the co-operation of our office personnel, we wrote a letter to every member of the Metals Section as shown on the membership list supplied by the National Council offices. We sent out eight hundred and seven of these letters, from which we received one hundred and thirteen replies; From these one hundred and thirteen replies, we furnished Mr. C. T. Fish, editor .of toe Notional Saftty New, thirteen articles, eight of which have been published in toe New. We know of several other articles published in the Notional Safety New* last year which were furnished by members of toe Metals Section, but have not attempted to enumerate these since they were not the actual result of the work of the Publicity Committee. We were able to furnish twenty-six, articles to Mr. H. G. Hensel, these particular items being too short for magazine material, but very acceptable for news letter items. Of toe total replies received, four came from Canada, two from Australia, and one each from Belgium. Holland, and Germany. These items showed that accident prevention work was very well established in Canada, Australia and Germany. The letter from Belgium stated that safety work there was considered a fad and that they were being hard put to overcome toe ridicule they had to face in attempt Metals Section 95 ing to do their work. We sent this letter to twenty-three concerns in eight foreign countries, and had nine replies iron) five of these nations. Your chairman wishes to thank the members of the Section for their very splendid help and to offer to the new Publicity Chairman any possible assistance. Report of Committee on Posters By PAUL J. BRAND PuUmaa Car ft Manufacturing Corporation, Chicago, Ilk As the retiring of the Section's Poster Committee 1 wish to make special mention <4 the splendid condition in which I found the files of materia! for Metals Section posters as turned over to me by Mr. Hensel, chairman of last year's com* mjttcc. Mr. Hensel and his associates did a splendid piece of work in assembling photographs from many different sources and many of these have been used for the preparation of posters produced this year. During the year, three posters per month have been produced for the members and these have covered as wide a variety of subject* as the available iJliotratioitj would permit. At the March netting of the sectional executive committee it was agreed that the following procedure should be followed in producing future posters for the section. Procedure is Systematized I. To set up a list of subjects based upon the actual needs of the members of the section by reviewing the principal causes of accidents in the industries i eprrtented n the membership. In doing this, preference will, of course, be given to subjects of greatest importance. 2- To cross off this list all of the subjects for which posters are now available. 3. To review the files of {Jlmtrations now available and to select for use those which tiO fit in with the new schedule of subjects. 4, To make plans for the obtaining of suitable photographs for those subjects for which illustrations are not now available. This to be done by asking the members to contribute photographs and by arranging for the Council's Staff Photographer to take some of them. Since that meeting the chairman of your poster committee has conferred with Mr. Hensel his predecessor and Mr. S. H. Kershaw. Director of toe Council's Poster Division and steps have been taken to pot the plan into effect. As an outcome of this conference a letter was written to 36 members of the Section requesting their cooperation in supplying suitable photographs for posters. This letter was mailed August 7th but op to the present time but one reply has bees received. A follow-up letter has since been written and it is earnestly hoped that the members to whom those letters have been addressed vriQ respond generously, in keeping with the co operative spirit of toe section. It as toe firm belief that they 31 Tn addition to toe posters Vready produced for toe section during the year, enough illustrations bare termtonf ferns various sources, other than those to whom letters of request have been minus as pea risesly stated, with which to* produce IB new posters. However, some of these are only mutinm and it is highly important that additional ones of higher ^aKey from a poster standpoint, be assembled in order to at least maintain toe stoato*d drtsb utaMitad. There appears to be an used for ftspnnguucwt am the outlook for the future production of materia) for Mtnh Section posters. The negative results so far met with in the letter appeal far pcieus is mslonbtedly largely due to the fact that the letters were mailed m toe autos of toe vacation season and that it usually takes some 96 Nineteenth Annual Safety Congress little time in which to locate suitable photographs or to stage and take new ones. Furthermore, the entire membership has by no means been canvassed and there can be little question about the existence of much suitable material in the tiles of the members which they would undoubtedly be willing to contribute. adjournment Metals Section 97 Wedntsday Morning Session October 1, 1930 JOHN P. BIB, Chairman Illinois Steel Company, Joliet, I1L The second session of the Metals Section convened with Chairman Eib presiding. Chaiuian Eib: The first item on our program is the report of the Nominating Committee and the Election of Officers. Mr. Ed QuesneJ is the chairman of that committee. Report of the Nominating Committee E. G. QuisxtL (General Steel Castings Corp., Granite City, III.): Your Nom inating Committee desires to submit the names of the following gentlemen as your officers for the coming year. These recommendations carry with them the approval of your Executive Committee, and also of the National Safety Council. We were very careful to see that the men who were selected would work in the interests of the section, and I hope that you will feel that we have obtained the gentlemen who will best serve its dtn'ing the coming year. General Chajxuak: H. G. Hensel, The Youngstown Sheet & Tube Co., Chicago, 111. Vice-Chaiaman; F. A. Lauertnan, Republic Steel Corp., So. Chicago, 111. Secretaby an News Larm Epitor: Robert L. Schmitt, Louisville Car Wheel & Railway Supply Co, Louisville, Ky. Chairman Pbogxam Committee: Paul J. Brand, Pullman Car & Manufacturing Corp., Pullman, Chicago, W. Chairman Puruoty Cotoomx: Benjamin C. Hanson, John A. Roebling1* Sons Co., Trenton, N. }. Chauuas Membership Committee: S. W. Doran, Pratt & Letchworth Co., Buf falo, N. Y. CffAluiAir Poster Committee: J. K. Stafford, Mississippi Valley Structural Steel Co., Decatur, 111. Chairman Statistics Committer: D. S. WechsJer, Weirtoo Steel Co., Weirtoo, W. Va. Chairman Engineering Committee: J. E. Culliney, Bethlehem Steel Corp., Beth lehem, Pa. Chairman Committee on Slides and Safety Kjnks: John A- Oartcl, Carnegie Steel Co., Pittsburgh, Pa. Chairman Hrajlth Committee: Dr. R. C. Engel, The Corrigan, McKinney Steel Co., Cleveland. Ohio. Chairman Foundry Research Committee: F. G. Bennett, The Buckeye Steel Castings Co., Coturobos, Ohio. Now the Officers at Large, the men whom we seek counsel from, as follows: Retiring Chairman. John P. Eib, Illinois Steel Co., Joilet, 111. E G. Quesne], St. Louis, Mo. W. E. Watters, National Malleable and Steel Castings Co., Melrose Park; III. T. H. McKenney, Illinois Steel Co., South Chicago, 111. Earl F. Blank, Jones & Laughlin Steel Corp., Pittsburgh, Pa. J. A. Voss, Republic Steel Co., Youngstown, Ohio. G. A. Davis, Illinois Steel Co, Chicago,'111. J. M. Woltz, The Youngstowo Sheet St Tube Co., Youngtown, Ohio. David C. Thomas, Lorain Steel Co., Johnstown, Pa. 98 Nineteenth Annual Safely Congress A. Bcrgquist, The Youngstown Sheet & Tube Cov East Chicago. Ind Fred A. Nichols, Granite City Steel Co., Granite City, III. That, gentlemen, comprises the Executive Committee, together with the officers. Submitted by the Nominating Committee of the Metals Section of the National Saftcy Council. E. G. Quesnd, chairman; Robert L. Schmitt, J. E. Culliney, J, M. Woltz, B. C. Hanson, T. H. McKenney, committee. Chairman Ed : Gentlemen, you have heard the report. These are the recommenda tions of your Nominating Committee for next year. What is your pleasure? (After a motion made and seconded It was unanimously voted that the secretary cast one ballot for the list of names submitted by the Nominating Committee, and that these men be declared elected.) Chairman Eta: The next item on our program is an address entitled "The Fore man as a Safety Factor in Production**, by Mr. F. J. O'Connor, Welfare Supt., E. I. Du Pont de Nemours and Co., Pennsgrove, N. J., and I am very happy to' introduce him. The Foreman as a Safety Factor in Production By F. J. O'CONNOR Welfare Superintendent, E. I. dtt Pont d Nemours And. Company, Dye Works, Pennagirove, N. J. In attempting to visualize the position of tfje foreman to myself in a satisfactory manner, I found it necessary to go bade and review the story of American industry, and in that review I found exactly what many others had already discovered; namely, that prior to 1898 there had been little or no change in die method of con ducting general business in our country. Under the older scheme, when a large.part of American industry was in the hands of partnerships or of individual owners, the dominant figure about the factory was the owner himself. He did alt of the buying, most of the pluming, much of the layout work, concerned himself with the hiring aftd discharging, wrote hii own advertisements, was his own paymaster and did not hesitate at any time to give orders direct to his employees. During this time organised employees were con sidered a menace; welfare was plain charity; safety a new-born baby; and the foreman an undeveloped buffer bcivoen the meet and the boss. But as American business grew and expanded through consolidations and com binations and became "Big Business," this great individual personality of the older day was graduated into corporate management, or easily faded from the picture In so far as actual participation in the work was concerned. Clearly defined organization took his place, in which responsibility was unmistakably established, and authority commensurate with that responsibility was given. In this new scheme of organization there had to be a position, a job, an individual somewhere to wliom the plant manager could toss off his orders and'know that these orders would be carried out, and also to whom the men could look with some con fidence. He could not be af the management. He must be, or at least have been, of the men. Hence the foreman. ' This job or (his man has continued to grow steadDy in importance. He is no longer that man handling a few laborers or mechanics in a yard or shop, lending a hand here or there, sometimes running the time book, sometimes doing part of the routine work, sometimes repairing broken down machinery--continually dwarfed by die driving personality of the Big Boss, and in many instances fearful of bint. But be is today that man selected from among his fellows for his knowledge of the jofe for his qualities of leadership, for his executive ability, and for possessing those attributes that go to make his selection as foreman easily foreseen. Metals Section 99 During the war period when raoocy was plentiful and factories were running day and night, the activities of the foreman were confined almost exclusively to getting out the work. There were on the plants in this time fire chiefs, safety engineers, efficiency experts, employment agents, welfare superintendents, sanitation engineers, and a host erf others to look after the service phases of the work. But when business adjusted itself to peace time conditions, retrenchments were necessary and many of these luxurious appendages were swept away. Right here the foreman came into his own. Right here, the foreman became the key man of industry. Formerly he was responsible for production alone; today he is responsible for every single relationship that exists between employer and employee. He is that point erf direct contact between ownership, or plant management, on the one band, and the operating forces on the other. He is that lever on which the management leans in times of intensive competition for increased production to the end that larger contracts may be secured or new business be gotten from the field. "To absorb the human shocks attendant upon modem management, to interpret intelligently its purposes, to clarify and enlarge upon its methods to the men working under him, to sense and translate accurately the attitudes of his men and present them faithfully to the management--these are the new responsibilities that have made of foronanship a new and important function of management. Only by the development and constant exercise of this function cm the part of the foreman can the objective of complete and continuous co-operation in industry be reached.** However, business corporations are organized, factories are built, men are employed for the distinct purpose of creating greater industrial wealth and of making reasonable financial returns to the persons, who have invested their money in the enterprise. Therefore, production is the primary essential of both management and forexnatuhtp. And what is production? Quality and quantity workmanship accurate layout work with the minimum of wastage of raw material, low costs, merchandise manu factured and finished at .a profit, delivery within the promised dates, a common sense regard for the physical upkeep of the plant and its equipment, and the safety and health of all the employees. Today this safety and health of all the employees Is woven into production just as much as low costs, reduction of overhead, accurate timekeeping, layout work, or the .estimation of jobs. One of the vice-presidents, in charge of production, of the du Pont Company has stated that the most forward step taken in the safety movement of our company was when safety was incorporated as a part of managerial responsibility. The foreman is not alone responsible for getting out the required tonnage, but he is responsible for getting if out safely. Here is the crux of our problem--responsible for getting it out, and responsible for getting it out safely. The foreman himself has been trained in the dangers of his electrical equipment, in state regulations for elevator operation, in plant transportation for getting Us raw materials to his buildings and his finished products taken away, k cost analysis, in reading blue prints and malting sketches, in establishing contacts with the em ployment office, so that he may get the best men for his particular work, in making out reports, in the care and operation of sprinkler systems and fire apparatus. He has learned the value of housekeeping. If he has stored up this reservoir of knowledge of all these phases of his job, so too can he and must he acquire the same knowledge about safety. . He has received this education from contact with chemists, engineers, and other technical men, and from the accumulated experience m the years of his working life. Because his superintendent leans on him for results, so too must he la turn lean upon his men, and the standard of his success will be measured by the amount of training and education that he has transmitted to his men. I can imagine, for instance, on a plant where there is no police department, a sudden springing up of an epidemic of thievery, where men's lunches were being 100 Nineteenth Annual Safety Congress stolen, where electric lights were being removed, where finished articles attract!re in their nature, like flashlights or toilet artidcs, were bring surreptitiously removed from the plant, that the foreman in whose department these larcenies were occurring would have to convert himself into a detective overnight m order to stop then, because the loss of them eventually finds its way into cost. Again, supposing a company that had no welfare program whatever, decided to install the group insurance plan, to start a relief association, or a contributing ticbess benefit plan. The foreman would, in that instance, immediately hare to become an insurance agent He would have to sell to the men the plan that embodies the con tributing phase. He would have to know its various clauses so that he could keep the men informed on how and when to get their doctor's certificates in, so that they would not add to the waiting period. Just alto- die A-B-C session the other day some one asked me bow far this foremanship would extend in industry. Atl work is industry, and foremanship extends to any part of it where there are sufficient employees to demand intelligent leadership. Foremamhip might easily extend to: the cashier of a bank; the sergeant of a police station; the principal of a school; the lieutenant of a fire company; the bead nurse of a hospital; the buyer of a department store; the manager of & baseball team, and to dozens of other men and women engaged in work of handling employees in fields that we do not ordinarily associate with industry. Yea the foreman is that small neck of the bottle through which all policies and programs of the plant manager, whether of production itself, or of any of the phases collateral of it, must pass, and where in this narrow passage their full meaning is carefully studied and digested, and then broadly disseminated through the gang. And as he works among his men be is in a position to more easily detect the unsafe practices of : Men lacing or putting on belts while the machinery is in motion; not wearing goggles on jobs dangerous to the eyes; climbing between freight cars; using mush room tools; not flagging crossings; crawling through fences for short cuts; inordinate speed m transportation; using fine appliances lor purposes foreign to their intended use; or wearing flowing neckties or ragged clothing. And he can also observe the unsafe condition of; slippery floors, protruding set screws on revolving shafting, blocked fire escapes, dilapidated ladders, filthy wash rooms, defective railings, inoperative elevator gates, missing toe boards, upturned nails, and so on and on, ad infinitum. 1 would go still one step further and say that should any new situation arise in industry in the near or distant future, a situation unfamiliar to os now, the foreman will have to meet that situation and make himself a part of it. Perhaps I have not made myself entirely clear, but I will give you a concrete example of just what t have "been attempting to say. Last week it was necessary for me to go to the home office of my company in Wilmington, Delaware. I don't know whether any of you men have ever seen that building, but it is a massive structure. And today they are rounding it out to completion by putting a still larger addition to it. When it is finished there will be nine stories and a bank in it, it wilt have a theater with 1235 capacity, a hotel of 264 rooms, and 1450 offices, besides huge ball rooms and convention halls. And on the addition to that building there are today 27 different contracting firms doing the work, They come from various states and widely scattered cities, and they have 395 men, mechanics or laborers doing that construction work. Among this force of men there Is not a single architect, nor a single engineer, nor a single scientifically educated man. Each one of these contracting firms is represented on the job by a foreman. Id other words, twenty-seven foremen are building that big building. And when these foremen left their respective cities they assembled at the railroad stations the nucleus Metals Section 101 of their present working gangs. They bought their transportation to Wilmington. On their arrival in that city, they saw that these men were properly housed. They have provided proper hospitalization in case of sickness. They liave seen to it that the men were insured, if advisable; that the men are working in conformity vith tie building ordinances of that city; and they in all probability have gone bail fur the gang if they got arrested. And they are responsible, of course, for getting eight hours' work out of all of those men. Now. If these foremen are responsible to their employers for the productivity of the men. for their welfare, for their transportation, they most certainly are respon sible for the safety and the health of those men, Chaoxak Eib: Mr. O'Connor, on behalf of the Metals Section 1 certainly want to thank you for your inspiring paper. J. M, Woltz (Youngstown Sheet St Tube Co., Youngstown. O.) : Do you have a foremen's training course or school, or anything like that in connection with your organizatiou ? Ml O'CoMHoa: When 1 talk about the foreman in this paper, I visualize only the salaried foreman, or the general foreman, not the gang pusher or the little straw boss. In our particular plant, which represents only one plant of the company, we started last year a University Extension Course in foreman training, with 52 men, aad 52 men finished the course. This year they are taking second year work, on leadership, which is a course of eight sessions of two hoars atek Neat year they will complete the course by eight sessions in psychology. Ml Woltz : 1 would like to find out whether there are other companies here that are haring courses in foreman training of any description. Mb. O'Cow.voe: In the particular plant that I come from, and one other plant that I know of in New York, the course is conducted by Rutgers University, the Exten sion Division, with the professor from the college doing the work. He is a very cap able man in Foreman training. A Moran: (American Cast Iron Pipe Co., Birmingham, Ala.) : We have a Tegular leadership teacher from the University of Alabama. He is a very good man, too. Ml McKix.xiy : Did you say you were devoting two hours a day in your course, or two boors a week? Mb. 0*Conicor : Two liours a session, every other week. Mg. McKjcxamr: Is that on the company's time, or on the men's time? Ml O'Consoe; It is at night, at 6:3Q, on the men's time. They prefer it that way. Fbaxkux ZsLLHoensB (Koehring Co., Milwaukee, Wis.) : We have had a training class for foremen for almost a year. It Is conducted on the conference plan. The Milwaukee Branch of the National Metals Trades Association conducted a course over a period of a year, prior to our starting a course, in which they trained leaders. We sent a number of our men to get that training,'-and they have come back to our group, and in turn have trained other leaders, and so our foremen's group is sort of running itseif. The men who got the instructions, of course, are guiding U, but each two or three months we try a new leader, so it is being run by the group itself. I want to say further that we have just started a class in psychology for these same foremen, which is under the leadership of the instructor from our local vocational school. Mb. Worn: Jones & I.aughlin Co. in Pittsburgh has such a school, and so has the American Rolling Mills Co. at Middletown. And there are other plants. Surely there must be more than just those who have spoken here. It seems to me that this is a very important thing, and I know that when the boys get back home they would like to get in touch with these mills and find out how they are doing this thing, and what were the results. A. C. GmsoK (Spang Chalfant St Co., Inc., Pittsburgh, Pa.) : The Ambridge Plant has had two years of this training course under the Penn State College course. F. M. Ensign (Grand Rapids Malleable Iron Co., Grand Rapids, Mich.) : We started a little better than a year ago. We have an instructor from the Davis Voca- 102 Nineteenth Annual Safety Congress tlooaJ School, a local concern, and be comes once every three month*. In between time* otir superintendent, every two weeks, every second Saturday, gives us our instructions. We have our little pamphlets that we can read up cm for those two weeks. Then we discuss the different problems. R. G. Forms (National Tube Co.. Ellwood City, Pa.): Our course in foreman training: is m the process of formation at the present McKinney : In the Illinois Steel Company in South Chicago we have a training course in connection with the Y. M. C. A. Various industries in that district are joining hands in conducting the course. It Is done under the leadership of ---- who are brought in there; and this will be our second year. This is the leadership. Our company has 75 to 100 men who attend that course. The y pays half, and the man pays the other half. We feel that where a cnutnbutw a little bit, he might be a little more interested, and that has worked out wry fine with us. D. V. Med ales (Interlake Iron' CdnL, Chicago, 111.): I have only to add to what Tom has said that Harry Clark cooducts the course--perhaps some of you t^wrrr Inl and this n the third year of the course. We started some of our ~n out the first year, and then other foremen, seeing and hearing what they were doing, *pr*H the second year. The second year we sent another group out, and the third year *sn another group. We found it very beneficial. The Wisconsin Steel Company, and in fact about fifteen companies are taking that course at the present J. R. Braun (American Rolling Mills Co.,' Middletown, Ohio): The American Rolling Mills Company is conducting its foremanship instructions along the line of regarding the foreman as a manager. In other words, we boost him up just a bit We give him the responsibility of the operation of the plant how he would handle the plant if he owned it Now we are going to discuss prime production. That will be our oitire program. The first meeting is held with all the superintendents in the plant with the plant manager. At that meeting all the information that the superintendents have b discussed, and from that meeting they go and hold their foremen's meetings in their various departments. Tliey discuss all the problems of our particular industry per taining to our plant. Last year we conducted the same sort of a dajs, and we have noticed wonderful results in reduction of costs. We are looking for a much better result from the plans we are now adopting of placing the foreman in the position of a manager. Ma. Woctz: Do you include everybody in that course, or just your salaried men? Do you get the straw bosses, too? Do you include all who seem ambitious to get to the point of being foreman, or do you draw the line somewhere ? , Mr. Byrum : At present we are prepared to take any man who has a responsibility in directing any part of the Operations. We have a step up to that place in our job training. We do very intensive job training work at Middletown. We take the foreman of any division and the men who are just gang leaders in conference, and head tliat up with the superintendent of that division, and we discuss very thoroughly that particular job; and out of that we graduate right up the line. Robert L. Schmitt (Louisville Car Wheel and Railway Supply Co., Louisville, Ky.); I believe it would be interesting if we could get something into the minutes of this meeting about the cost of these courses. We are talking about wtiverrity extension courses, Y. M. C. A. courses, and I think some of the companies have organized the thing themselves. I think the fellows who haven't tried it would probably'be interested in the costs of the various courses. Chairman Eta: That is a very good point. Would you express an opinion on that, Mr. O'Connor? Ml O'Conkob : Many things are to be taken into consideration in starting a foreman training course. There is the question of whether you want to do it yottrselve*, or whether you want to hare an outside Influence come to the mao. Theta, Metals Section 103 the company can pay the whole of it; the men can pay the whole of it; or it can be divided. It is universally believed that having the company pay it all is the worst thing you can do to the foremen. That is, you tell the foremen, "Here, we are going to give you a course in foreman training; you go to the meetings and we are going to pay the Mils"; and they will go because they have been told to go. The policy most frequently followed out is to have the man pay $15 to the University or the Y. M. C A., or whatever organization is doing the work--if that is the charge. The man pays It all, and if he attends all the lectures,-or rather, if he passes the examinations at the end of the season, he gets a refund of half of it 1 ' ...... , The man has got to show sufficient interest in it to hand in all the written work, do all the outside work, pass the examinations, and be regular in his attendance. One-concern in New Jersey has established a three-year course, and at the end of the third year, where the men have gone through the three years' work, and passed all the examinations, the firm refunded, at the end of the third year, the three halves that the men had already paid, so it cost the men nothing. That is, if they did three years of conscientious,"successful'work. Chairman Eib; How does the American Rolling Mills Company conduct its classes? . Mr. Bybum: Our classes are conducted partly on company time, and in many instances on.the men's own time. AH our job training work is done on the men's time. If the men were coming in to work at 4 o'clock, we would draw them in about 2 o'clock or 1:30, and give them about an hour or an hour and a half of intensive job training before they go to work. But where the men are so situated that we can't get the entire organization together in the day time, they come back on their own lime at night. A number of our superintendents hold their foremen's meetings on the company's time on what we call our foreman-manager's time. And as I say, others are held of an evening. Chairman Eib : Who conducts your classes, an outside organization, or some one within your own organization? Mr. Byrum : The work Is done by our own men. Chairman Eib : Tom, would you tell the audience whether or not there is any charge to the men on the courses in the Calumet district ? Mr. McKenney: Why, yes. The companies pay half, and the men pay half. And on the matter of the foremen attending, this course is entirely voluntary. We do not compel any foreman to go or insist upon any foreman taking the course. It Is up to tliem to take It if they wish. A certain number take it each year. It is atl done on their own time hi the evening. However, we have gone a step further. This course is now being taken up with the subforemen, gang leaders in the plant, at a morning safety meeting, made part of the safety program. The lessons that these men have had a year before are now being given to the men lower down the line without any cost to them or to the company, and on the company's time. William R. Young (Perm State College, State College, Pa.) : We have been doing this same type of foreman training since 1921. I think during that period we have tried every possible method. The choice of. time, we have found, should depend largely on the type of course that the foremen are going to -take. If the course is going to put them through a very high degree of mental gymnastics, then the course should not be given after work. Take it at a time when men's minds are fertile, like early in the morning or probably two hours after lunch. Now if the course should involve a certain amount of outside study, and in the meetings listening to lectures, then it can well be given during the evening, or at the close of the working hour before the men return to their homes. I found it less successful where we started the program about 4 o'clock, or 4 ;30 and quit somewhere around 5:30 to 6. 104 Nauteanth Annual Safety Congrats At h shoe the chief interest is in setting to their home, getting away from their work, and they pay very little attention. As to the cost, in the Perm State Extension Service, each job that is done is done at a cost figure. The Perm State Extension Service is subsidized 20 per cent by the state legislature. The balance of the cost is paid by the companies or by the men. Now if the foremen are compelled to attend the course, then certainly the company ought to stand the cost at the beginning. If the foreman's attendance is voluntary, then he should have a financial obligation. I believe that it is a good practice to refund a part or all of money which is paid by the foremen, but certainly if attendance Is voluntary on Ms part, then the man should have some financial obligation. We pedagogues find that we always have to have a club. In college it is a degree that we hold over the men to make them study. In extension work to a large extent it is financial, and the dub is just as necessary in extention work as it is in the regu lar college work. Mr. ScHMTrT: How much do these courses cost? Is it $15, or more or less than that? Mr. Young : The usual cost for a home study course is about $15 In Pennsylvania. If that is supplemented by lecture service, we use lecturers coming from the State College, and those lectures run anywhere from $35 to $50 apiece, depending on the distance from the college and the amount of money that has to be paid to the particular lecturer. In our conference method, where we send a very highly trained conference leader out to industry, we have found that for a group of around twelve to sixteen, the cost is about $25 per man. Now if that conference leader can go to one industry and meet a number of groups in the same day, the cost will come down quite a little bit We have had it to run as low as $12 per man on that basis. CnxnucAK Em: We will proceed to the next item on our program. The Program Committee and the Executive Committee, in trying to arrive at suitable topics to present to you at this Congress, endeavored to diversify the program as much aa possible. We are to have the privilege of listening to Mr. W. A. Hazard, superin tendent of erection, Bethlehem Steel Co* Bethlehem, Pa. Safety in die Erection of Steel By W. A. HAZARD Superintendent of Erection, Bethlehem Steel Company, Bethlehem, Pa. In considering the problems of safety in the methods applied to the erection of structural steelwork, and with the equipment used, 1 dunk we should give a little preliminary thought to the conditions governing such operations. I believe that with most of us. our thought and study has largely liad to do with promoting of safe conditions and safe appliances for the worker in the manufacturing industries, and it is necessary' to make a radical change in our viewpoint, to understand the conditions as applied to the steel erector. Safety, or safe working conditions, are relative terms, and must be interpreted to fit each condition of employment, rather than to try to fit every line of manufactur ing or industry with the same definition. For instance, what would be accepted as safe working conditions in a wood working shop, would not apply in a metal working shop; m other words, the viewpoint must be changed to the extent that the problem can be considered in the light of the experience gained in a particular operation, and the studies made with regard to its relation to associated operation*. Some considerable study has been made, and is consistently being fostered by the Building Trades, to promote safety methods and appliances in construction opera tions. but the problems confronting the steel erector are quite different from most of those connected with the other trades in the industry. Metals Section 105 Safety m ter erection of steel structures is very largely a matter of judgment cm :hr part ef tee superintendent or foreman in charge uf the operation. Many, or I .'-gate ray. ate. of the companies engaged in this line of work have formulated sets i rtei and juftrurtimii for handling their work, with the primary idea of safety to their employees and to the employees of others engaged on the same operation. It has been my experience, however, that such rules are mainly useful in that they vt ter mean* of keeping the superintendent's mind tuned up to the necessity of itching hie operation constantly, to see that everything is being done to prevent tee pomabSty of Occident. This means that the human element is depended upon m rads iafirikal operation, with the inevitable result that possibly some very serious and costly accident might not have occurred on certain work had some other man been in charge. Each job has its particular problems to meet, and while some of them may be very similar to those encountered in connection with previous opera tic**, for the most part there are just enough differences to make it impossible for any set of nries'fto be established which would fit them all. .Vest to the responsibility of the foreman in the matter of accident prevention, we most place the responsibility of the individual employee, and 1 believe there is no line of industry where the individual is depended upon to maintain safe working con ditions, more so than he is in steel erection work. A careless dropping of bolts, or tools, leaving tools or equipment where they can be knocked off, or someone fall over them these are, perhaps, tee most common faults among steel workers, and are probably the cause of more accidents on erection work than any one other means. From these rather general observations, let us turn to Uie consideration of certain conditions, which, if they could be controlled, I believe some, at least, of tee menace to the sted erector voted be removed. . The matter of physical fatigue is one which has received marked attention by all of os who arc autorated in this problem of accident prevention. No one denies teat when the body is turd, the mind is correspondingly less active, and a worker Is con sequently more liable to injury through his own carelessness. There arc few lines of industry which call for the expenditure of physical energy to the same extent aa that of the steel worker. The equipment he uses, the-tools he handles, even the clothes he wears, all are heavier than are employed in almost any other trade, and therefore, aa iron worker kmist, of necessity, be hardened to the tremendous physical strain which ouch conditions demand. This Immediately brings into the discussion the questions haring to do with proper precautions for preserving the health of the worker, bat this is somethin which ordinarily is left to the individual's own judg ment, for it Is a very difficult matter to be controlled by the employer. Where the worker is employed in a plant provided with medical supervision, as most of them are today, it is a comparatively easy matter to require a physical examination of the employee when reporting for work, or'even at stated intervals during his employment. This is also true of major erection operations, where a large number of men ore employed, bat when we have one such operation, we have a great many on which the gang numbers only a few men, and consequently such regulations would be practically impossible. The average worker in the erection gang is apt to be care less as regard* bis own health, for as he works hard during working hours, he also plays hard when he is off duty,* with the consequent result teat he often reports for work in the morning in no fit condition for the day's labor. It Is not always possible to discover such a condition, except perhaps by very careful observation, and even then only by one trained to such work. A striking example of this fact was presented in the case of one of our workmen, not many months since. _ He was a man who had followed steel erection work for years, and was conriderqd to be wdl acquainted with all the "kinks'* of the trade. He had worked for us Kxne years, and was well thought of by his associates. On this particular occasion, he had returned to work after having laid off for a few days on account 106 Nineteenth Annual Safety Congress of sickness. The gang of which be was a member was engaged in removing, a derrick, located on a tower about 100 feet in height. He joined his gang and, with them, climbed up the ladder leading from the ground to the working platform. As he reached the platform, he straightened up to go about his work, then suddenly toppled over backward, falling to the ground. No one know* what caused the col lapse, though undoubtedly it was a case of physical fatigue superimposed byhis few days of illness. That this question is serious, and that it has been recognized as presenting an element of danger, is proven by the fact that a regulation has lately been put into effect to alleviate this condition in the case of the erection of New* York sky scrapers.** The rule is that the iron worker will not be required to climb more than 15 stories to reach his work, but that an elevator will be provided to carry him. ff he is obliged to climb more than IS stories, he shall be allowed ooe-ha)f hour for rest before starting his work. This is a direct recognition of the fact that not only the safety of the individual is involved, but that his economic value to his employer de pends upon having his physical condition in prime order before he undertakes the tasks involved in his day's work. There is a field in this problem of accident prevention which is strictly .within the province of the employer to function, and in which he can be held responsible. This is in the matter of equipment Both the character of the appliances sent to the job, and the .condition of these appliances, are responsibilities which canpot be shifted to the shoulders of the foremen or the men. I am of the opinion, also, that valuable results are often obtained by taking time to instruct the employee* with regard to the use of certain equipment, with a particular view of emphasizing the idea of .safety in the operation. As has been the case in most other lines of industry, the work of erection of structural steel for -bridges and buildings has undergone certain improvements in the type of equipment used during the past years. This has been due largely to the fact that buildings are built higher and, consequently, heavier members are required, and bridges are of longer spans and support heavier loads, all of which has conspired to develop more mechanical equipment of greater handling capacity and, therefore, re quiring more careful attention. For building work, the type of hoisting equipment has not changed materially hi a decade, except that' derricks have greater load capacity and are equipped with wire lines instead of Manila rope. The hoisting power is only' a stronger unit. For bridge work, the wooden-traveler has largely been sup planted by the locomotive crane and die derrick car, and where capacities are not sufficient to this equipment some form of steel traveler is used. In the design and application of such equipment, I hold that the employer Is entirely responsible to see that the equipment is safe first, and, finally, to know that the foreman who is to handle it understands all the possibilities of the installation. It has been our prac tice, before starting any operation, to bring the foreman into the office and discuss with him die methods to* be used, the equipment assigned for the work, and the routine to be followed in carrying it forward. The idea is to acquaint the foreman with the major problems he will face before he meets them, and to give him an opportunity to study and think about the steps to be pursued. I am convinced that this practice results in more careful preparation for his work, and a much safer operation after-the work is under way. The overhauling, repairing and inspection of equipment is probably the most important function to be performed in the organizing of a job. While the foreman must necessarily be held responsible for handling his work in a safe manner, the responsibility, for providing safe equipment and appliances rests entirely with die employer. Too modi care cannot be given to the hems of repairs and inspection, for carelessness in these matters has been too often the cause of serious accident in the field. Metals Section 107 Perhaps no appliances used in this line of work is subject to more severe stress and abase than the hoisting cables. Practically the safety of the whole operation depends on having safe and dependable lines with which to handle the loads. Our practice has been, so far as possible, to have the cables returned to the main tool house for thorough inspection after every job, and before being sent to another. On arrival at the tool house, the cable is run off the reel and stretched out on the ground. Every foot of it is then gone over by a man who is experienced in this work, and it is examined for broken strands, or wires, or to sec If damage has occurred from bending or kinking, or if there has been excessive wear in spots. If the qdde passes this inspection, it is then run through an oil batli to clean out the dirt and grit, and given a coat of preservative before being re-wound on the reel. Record is made of this inspection and attached to the reel. Should a damaged section be discovered, it would be cut out and the cable then becomes two cables of shorter length. We never splice a first grade cable, and when a cable is spliced it becomes a second grade cable. We hare adopted an arbitrary rating for wire cables, which is intended to prevent the possibility of accidents on die work. There are three grades. No. 1 cable covers new cable which has never Keen used, and used cable which shows no signs of having been subjected to severe stress, such as would be indicated by distortion or ruptured wires, excessive wear, or indication of kinking. No. 2 cable may have all of the above faults to a slight degree, but this quality is not again used where heavy loads are to be handled, or where a stress would be developed in the cable which would anywhere near approach the breaking point of the cable. No. 3 cable is never used for hoisting purposes, but has its uses as lashing, guys and similar functions. Manila rope is graded in a like manner, except that only new rope is graded as No. 1. The use of chains in connection with the hoisting and handling of structural steel work in the erection operation has largely been discontinued in favor of the cable sling. One of the most difficult jobs that a tool house foreman has to perform, and one that calls for the utmost care, is the examination of his chain equipment. If a cltain has been subjected to excessive strain, so that the links are distorted, or so that the links show appreciable wear, the evidence is visible, and there is no question in the inspector's mind. The trouble arises from the fact that there are often hidden defects in the chain which cannot be discovered except through use, or by testing the chain. The latter method, however, is not easily available to* the tool house inspector. It has been my experience that the danger in the use of chains in the hoisting of steel work does not come from the breaking of the chain so much as from the slipping of the load in the chain. If the man in charge of the operation would always be careful to see that a block of wood was placed between die chain and the steel, so that the (inks of the chain would not bear directly against the steel, much of this danger could be eliminated, but there again the human dement enters into the problem, and the only answer, to my mind, is to find some safer appliance. The cable sling seems to be the solution. It is easier to handle, for ton for ton In capacity the cable is lighter than the chain; it grips the steel more tightly, and its condition is always possible to determine by visual inspection. In this connection. I .am strongly of the opinion that the engineering office has a function to perform which i fre quently neglected. When the operation calls for the handling of pieces of unusual size, or excessive weight. I believe the problem should not be delegated to the man In the field alone. The operation should be carefully studied from the engineering angle, and a line of procedure ^ mapped out, the equipment selected, lifting devices designed, and the whole operation diagramed, so that nothing is left to be guessed at in the field. Such a procedure not only will go a long way to make the operation safe, hut I 106 Nineteenth ^Annual Safety Congress believe it tends to speed it up, to the extent that the foreman is not obliged to spend atty time in thinking out a schedule of procedure, and. he knows that the equipment provided has been considered both with a view to safety and the adaptability to the particular work involved. There is another function in which the engineering office can assist the field, and that is to advise the stop with regard to loading the material, especially when heavy pieces an mvolvcd. If a study is made to determine how the piece is to be handled from the delivery point to the site; as well as to determine how it shall be finally placed in position, much of the delay in securing prompt delivery, as welt as the consequent danger incurred by having to turn, or even re-handle it, will be elim inated. Numerous accidents are on record caused by derrick failures on large building operations. These are mostly of two general characters--either through breaking of the lines, or thrash the kirfring out of the foot block of the derrick. I have also noticed many such accidents occur on work on which electric hoisting equip ment is used. It Ins king been the practice of the manufacturers of such equipment to provide a solenoid brake as a necessary hem. To my mind, any appliance such as this, which acta instantly to stop the machine, is a dangerous one. I do maintain that some form of mechanical brake, which w91 act automatically to prevent the hoist from dropping its load, is necessary, boe such a brake should not act to stop the load instantly; on the contrary, it should work just as the ordinary foot brake operates, and bring the machine to a stop by gradually decreasing acceleration. The sudden stress put into the lines and the derrick structure, especially the "kick" produced at the foot of the boom, due to instantly stopping the hoist when operating with a heavy load, is something which it is almost impossible to provide for in ad vance. and it is ray opinion that we should give these possibilities severe considera tion before applying such equipment to our operations. Personally, I would rather depend oo the good judgment of the hoist operatcr. rather than on any mechanical appliance which carried with it the element of danger, such as does the solenoid brake. It has its uses, bat they are not on the hoisting equipment, where derrick operation is involved. There are two sources of accident which I believe give most of us more cause for anxiety than anything else connected with our operations. This has to do with proper planking for the working floors hi building erection, and with hanging scaf folds for riveting, both in buflding and bridge work. For the riveting operation, especially on bridge work, I am strongly in favor of what is commonly called the stop scaffold. This consists of a platform about four or five feet wide and six or eight feet tong, suspended at the four corners by Manila line. On this the riveter works, and it has the advantage of bung easily adjusted and moved from point to point, and at the same time is not too heavy that two men cannot handle it easily. This type of scaffold is'much preferred to the common type, where needle beams, usually pieces of old pipe or timber,, are suspended from the structure, and a few planks laid loosely thereon. Besides the time required to rig up this type of scaffold, it often built, using old plank, with long span between supports, too long to be entirely safe for supporting the weight of one or more men. and is altogether an unwieldly and careless appliance on a job. The matter of planking the working floors has received the attention of public officials to the extent that in many of toe cities, and some states, laws have been en acted to regulate and control the practice. I refer to the regulation requiring the planking over the entire working floor, and of retaining this planking until the riveting is completed. It is true that these regulations differ with the locality, and regretably true, often times they are allowed to be ignored. Here again b one of the points involving the human element--the judgement as to the quality of the lumber used, the length of span over which the {dank is laid, and finally, the amount of load it will sustain with safety. All of these conditions are' usually left to the judgment of Metals Section 109 the man directly in charge of the operation, but I am inclined to the belief that a iqr better practice would be to have our engineers give the subject some study, to. be; able to advise the foreman how best to lay his planking, how to distribute his loadst so that the possibility of accident may be avoided entirely, or at least reduced to a minimum. , . > There is one obligation which we, as employers, owe to. our men. and that is,,to see that they receive the very best attention possible when they are hurt. Accidents will happen, and sometimes cannot be avoided, but be the injury small or great,'the workman b entitled to the best medical attention it is possible to obtain. Here again is a matter that is too frequently left to the man in the field to take care of, with the result that nothing is done until an injury occurs, and then the patient is rushed to the nearest doctor, regardless of the nature of the Injury or the fitness of the doctor to care for it. Many times this procedure produces fatal results, and ofton serious consequences follow such carelessness. I believe that where an operation is large, and is to. extend over a long period, an emergency room should be included with the temporary buildings, this to be in charge of someone who has received training ip the handling of emergency accident cases. The least that ge can do b to see that the foreman, or some other person on the job, receives some sort of instructions as to what to do in case of injury. It is always possible, before an operation b started, in fact it should be one of the items to be considered when plan ning the job, to investigate the hospital accommodations in the locality, and to arrange for suitable medical services. Then, when the foreman arrives on the ground, he has hb instructions all prepared for him, and need have no anxiety as to whom to call upon or what to do when injury occurs. In closing, I want to make one observation, which I feel confident we can use ,to good advantage in connection with our studies for the promotion of safe methods in this line of work. Indeed, I am not sure but that the same thing will apply equally well in every line of industry. The human mind is quick to ack on suggestion, and to imitate what appeals to it as good. Written rules, pictures, lectures, conferences, even individual instruction and training along the lines of accident prevention, are admirable, and not by any means to be overlooked, but 1 am convinced, from my own experience, that the workman who finds the tools and equipment which he uses in perfect condition, who sees that those in charge of an operation are constantly alert to prevent carelessness cm his part, or on the part of his fellows, who knows that careful planning and study has been given to the job in advance, and that the pro cedure has been all mapped out beforehand, cannot help but be impressed, so that almost instinctively he uses the suggestion to the end that be is more careful of him self, and more thoughtful of how he goes about his tasks, as they affect the safety of himself and his fellow workers. Chairman Ed: Thank you very much, Mr, Hazard, for your splendid paper. I would like to ask you what b the method of inspection of that Manila rope that you have used for riveting scaffold? What do you do with that after you get it down? Ml Hazard: I should have amplified that, perhaps. We never use second-hand rope on the riveting scaffold. These are always new ropes at the start of a job. Now they may last through the job if it isn't too long. When they are taken off the scaffold, they are never used again ' after the completion of the job. That is, they are not supposed to be used again. We can't always control those things. But they are short pieces, only about twenty-five feet in length. J- A. Norrnwooo (Bethlehem Steel Co., Sparrows Point, Md.) : I would like to ask why you use that Manila rope for a scaffolding of that kind? Ml Hazard: You can't use wire rope very well. You have got to have something that is pliable and that is easily attached to your iron frame work. Ms. Northwood: There is the question of the rope burning from hot rivets, and becoming weakened. Mr. Hazard: That is true. There are dangers in connection with that, but all 110 Nineteenth Annual Safety Congress riveting scaffolding as must or lea temporary, and I consider that the type I bare mentioned there' is probably the safer. Mr Nmnivwa: What I had in mind was the question of whether the cable wasn't practical to use on that type of, work. If*. Haxau; Nog I don't coushfar it'so. J. W. Boms (Carnegie Sted Co, Homestead, Pa.): Ait joat erector* subject an any age limit ? Mr. Hazard: That is a delicate question. If .you refer to 40 years old, or anything of that land. I would say "No" right away, because "some of the best erectors in the game today are men who sure from forty to sixty yean did. It Is a strange thing about the steel erector. He is a pretty hard proposition physically, and the rule is that he lasts a long time. Most of our men are from thirty to forty, as a rale, and I don't ihmk_of a single exception in our particular instance, where the foreman Is not dyer forty"years of age. We have one foreman on the pay roll now who is nearly sixty. G. H. Johnson (Minnesota Steel Ol, Duluth, Minn.) : Mr. Hazard brought vp the matter that where a man has to climb up a certain distance, there is danger of collapse. I was woodering whether, in the case of a men elbwbfrig up about 100 fact from the ground' to tend a blast furnace, you would regard it' as a sufficient distance to warrant the installation of an elevator? Mr. Hazard: I am strongly of the belief that any man's job which requires an * excess of expenditure of physical energy--end a blast, furnace mad would be included io that category--ought to be taken care of to some" extent. Your individual operations have got to determine that. If a man climbs fifteen stories, you know you are not ready to go to work right away. I should imagine the same thing would be true in ' a blast furnace; if a man climbs 100 feet, he isn't ready to go to work. He ought to have a chance to get hts breath. We, in the steel erection game, are probably less thoughtful of our employees in that respect than most of the other industries. If a man has to go op to the top of a tower to do a job, we send him up to do it and come down, again. But it is a mistake. Chas. W. Haxko (Pittsburgh Steel Co., Moneasen, Pa.): I would like to ask if the Steel Workers* Urnuu does any- safety educational work, or co-operates with the contractors ? Mi. Hazard: Well, we are open shop people, you know. The Steel Workers' Union has made some attempts along the lines of safety education, but it hasn't gone very far. AU the work that has beai done, so far as the steel erection game is con cerned. has largely been by the individual companies. . Now I have been very-much interested to sec that the American Iron ft Steel Institute has appointed a committee, of which the Chief Engineer of the Hamilton Bridge Company is the chairman, to try to develop specifications, if. you want to call diem that, or rules, governing our line of work. J don't know bow far they are going to get, but at least die movement is started to get us all together. But so far die work has been largely handled by individual companies by some one in the particular organization, who follows along the lines that be has developed himself. William J. Dskniston (Hyatt Division, General Motors Corp, Newark, N. J.): Have you had any experience with safety belts with regard to riveters? Mr. Hazard *. Personally I am not in favor of the safety belts as now used. A who has to move around at. ell, and most of them do, even m riveting, with a line attached to him, is not a safe proposition, in my opinion. I have in mind a very large piece of work that was under way several years ago in which there was a father aboorma! loss of life, and safety'belts were provided by the company, and every man was required to wear that safety belL The belt consisted of a heavy leather belt, about four or five inches wide, with twenty-five feet of tine fastened to the man. No could go on the job without one. But I was on the job several times, and I never saw a ft"* uncoiled. Metals Section . . . Ill My own observation, giving a personal opinion again, is that a man--end^this is a sort of psychological conclusion--when he feels that he is tied up to something, loses bis nerve. Mr. Hafjkd : Didn't you find among your men a sort of feeling that they felt bUni fied, and felt that -all the other fellows were laughing at them? Ml Hazard: I never put the safety belts on our men, so I can't quite answer that question. J. E. Busko (Jones ft Langhlln, Allqulppa, Pa): I would like to ask the speaker what his ideas are on die ship scaffold. Ml Hazard; The ship scaffold is built about six feet long and four feet wide. We try to use chestnut as the lumber for die Boor. It is just a square platform suspended from the four corners with Manila Una. That Is hung down below the point where the riveter is working. J. A. Roblfluvg (Eleoa Ore Co., E. St Louis, 111.) : Do you have any railing around that? Mr. Hazard: No, nothing. Ml Busko: Do you ever have your men tied up with dolly bars? Mr. Hazard: No, I don't We try, so far as possible, not to have more than one set of dolly bars with each gang. If he has got to change his dolly ban, he puts the dolly bar that he has been using back on the scaffolding with the rivet heater. In other words, we try, as far as possible, to keep any excess tools off the riveter's scaffold. Me. Noethwood: Mr. Hazard, in that scaffold are the boards of the flooring close together, or a little apart t Mr. Hazard : They are about an inch apart Now I know what you are thinking of there. You are thinking of rivets rolling off and going down through. Well, they do. Chairmam Ed: I am now privileged to present to you Dr. R. H. Lamburgh of the . First National Bank of Detroit The Machine Age and Its Relation to Accident Prevention By R. H. LANSBURQH Pint National Bank, Detroit, Mich. I cqme to you with an apology this morning. That apology is that I am going to give you an opinion, and not facts, because die more you look for the facts, the more you find that they have been screwed down into the concrete floors underneath the machines that have been put there. We all know--we have been told for many years--that we have the problem of accidents from machinery in our industries ticked, that It is the human element that we should look after. Compilations of statistics as handed out from Massachusetts to California--I can't say Maine, because I never saw any accident statistics come out of Maine as a whole--indicate to us that there is a definite trend downward from accidents due to mechanical defects or to the operation of machinery itself. We have not been able to see the same trend in accidents due to the personal factor, the human factor, due to the type of things which is often referred to by a number of names, but which we generally have included under the human equation. Now during this same time it is perfectly dear to all of us that the machinery introduction has not only not stopped in our industries, but that we are doing every year many more -things by machine than we did the year before, and it is also dear to us that the types of machines which we are utilizing are not simpler machines, but are more intricate machines. Those of you who are in the steel industry are familiar with the mechanical devel opments in the steel industry, over the last ten years. Once upon a tune, about five 112 Nineteenth Annual Safety Congress years ago, a gentleman who is well known to all of yon as the safety director of the Carnegie Steel Ox, took me by the buttonhole and led me down to see what In hia opinion was the safest steel null that had yet been erected down at Homestead; and when I went mlo that mill I agreed with him that it was the safest thing that I had seen in the steel industry. It couldn't help but be safe as far as the worker went. It might be dangerous to the visitors, but not to the workers--because you couldn't find any workers around the mill. That tendency, which is well known to you in the sted industry, of having electrical and mechanical fingers and arms and legs work instead of human fingers and arms and legs, is also to be found in other branches of the metal trades that you are familiar with. The foundry industry has become mechanized, and I think that the safest foundry I have ever seqp- is a foundry not far removed from Detroit, Michigan, where the company spent $500,000 to put in automatic foundry equipment. This equipment is like no other equipment ever made before, and no other equipment that has ever been made since, and it is so expensive to operate that they can't get any orders, and therefore, they have very few accidents. You are confused very frequently as yon come into a highly mechanized work place because what is order to the man who is working there; day after day, seems to you to be a clashing of gears, and a lot of moving machinery, and you wonder, if you are Interested m matters- pertaining to safety, whether that machinery b prop erly guarded- And you see something. that may not be guarded to the nth degree, either in the original design or in the final set-up, and yog may feel that it is dan gerous. . < But the fundamental fact is that that machine has probably supplanted the type of labor which is prone to accident, namely, the unintelligent labor around tbo works. And I think that the supplanting of unintelligent labor by machinery, which not only has arms, and legs, but seems to have brains as you see it operate, is the factor which is causing the accidents due to machinery in this country to have a downward trend. Now we are accustomed, I think, in talking about accident prevention, and have been- for years, to talk about such. companies as the Carnegie Steel Co., Americas Rolling Mills Co., and others that have been referred to "here today. Those are the companies that have the resources- to enable them to put in the most modern equip ment, to devise the most modern equipment,. and to purchase !l We still have in this country thousands upon thousands of small shops without safety engineers, with out. representatives in these meetings, companies which have no officers who read the National Safety Nrwr, or are in any way affiliated with the National Safety Council. * Those companies are the ones that are leading a hand-to-mouth existence, and never a more hand-to-mouth existence than on October 1, 1930. Those are the companies which statistics show to us are having accidents in total, although when you take any one particular plant, it is the same- old story of the small shop--they don't have enough to get anybody interested in them. Now you gentlemen are probably interested in metals or you wouldn't be in this room this morning, and therefore you are not interested in a plant which produces malt which l happened to visit during this past week. But I find that malt b still being manufactured. And according to the president of the company involved, the process has not changed since the Egyptians. As far as his particular plant goes, H has been there ever since the Egyptians first started making malt. These are the conditions that you find in plants where the executives are not mechanically minded and do not live in the machine age. This gentleman in question was trying to secure a loan from the bank I was con nected with. He was, therefore, very nice to me when I visited him. He wanted to show me how fine his plant was, how magnificent it was, and he led me from his Metals Section 113 office down two steps to an alley, and across the alley, and up what purported to be a ladder. This ladder was only about four feet high, but in that four feet it had two missing rungs, and I wasn't sure that the others wouldn't be missing before I got to the top, and therelore the job of climbing tbe ladder was quite a job. When we got to the ladder he said, "Follow me. 1 guess you are not used to this", and then he led me down a tunnel--I can't describe it any better than a tun nel--which I suppose was only about 60 feet long, but it seemed about 600. The tunnel didn't have a single bit of illumination of any kind. I could see a dim light at the other erd, and I knew he was ahead of me, so I supposed if I wasn't hitting him, he was still moving. We went from that tunnel down to the platform where he unloads his grain, and wc went down one of those contraptions called a circular stairway, a metal stairway. I don't know what brand of sledge hammer they use, hut half of the steps slanted downwards and the other half slanted upwards. Tltere we saw his grain unloading devices, and then we started climbing through his plant composed of about six floors and all kinds of vats, storage bins, drying apparatus, etc., I learned a lot about malt, but not much about safety. There were the worst possible types of contraptions around that place, that were called stairs, that I ever saw. Some of the treads were a good foot wide, and others were four inches wide, on the same stairway. As you were trying to find your way up, you had to lower your head because a pulley came down, just where your head ought to be. I climbed around that place for about half an hour, and I came to one definite con clusion, that the only safe place to be in that plant was to be tending a machine, that tf you had a job which caused you to walk from one piace to another you ought to take out an additional amount of life insurance. There is an industry as old as the Egyptians, with machinery that hasn't been changed much. There isn't any thought given to the mechanical side of the opera tion of that plant, because the operation now is lust the same as it was 27 yean ago when the plant was built, although it looks like 270 when you are in It The attention of the executives of that plant Is centered in what the grain market is doing today, whether it is off a cent, or up a cent. It is centered on the business of making future sales of malt to be delivered next-May, and there is nobody around who is giving a single thought to processes- You can contrast that right up through tbe industries with which you and I are familiar, that have engineers who devise machinery, engineers who buy machinery, men who think, and when they are thinking in terms of how something is to be made, they think m terms not only of the purchase of a machine to make it in the cheapest and best way, but naturally tend to think about the making of that in a safe way. The safety engineers of this country are not composed only of those men who have the title of safety engineers. Although I know that you are going to tell me that one of the worst trials and tribulations that you have is with the mechanical engi neers in your plants who won't design machinery so that it is safe, nevertheless, by and large, that isn't true. The machinery which is being developed today is safer than the machinery which was being developed five years ago, and that in turn was safer than the machinery of ten years ago. I am willing to make the rash statement that if every steel mill had equipment which had been put in In the last five years, and if every machine shop had motor driven tools of the design of tbe last five years, that we would Have gone a long way toward the entire elimination of accidents, due to mechanical causes. So that to me the machine age is a very definite challenge to the safety engineer to see that his machines are designed right, and are safe to start with, and then practically forget them and pay his entire attention to the human causes of accidents. That discussion which Mr. O'Connor led this morning concerning the training of foremen and supervisors indicates to me one of the most important outgrowths 1I'fr' Nineteenth Annual Safety Congress oi thi machine age, because management at the top, though it can inspire, cannot direct the elimination of accidents from human causes and it is the foreman whd has the job squarely on his shoulders. The very top today is thinking in terms of financial statements, and whether or not the next dividend can be paid, and they are going to continue to think of that, because if they don't,'the safety engineer or no one else is going to have a job next year, and it is up to the foreman, the man on the firing line to put across the human side of safety, which' is of ever increasing importance. . ADJOURNMENT Metals Section 41s Wednesday Afternoon Session October 1, 1930 F. G. BENNETT, Chairman The Buckeye Steel Castings Company, Columbus, O.. The third session of the Metals Section convened with Mr. F. G. Bennett, The Buckeye Steel Castings Co., Columbus, Ohio, presiding, Cbaismak Bennett: It is my privilege, gentlemen, as chairman of the Foundry Research Committee, to preside at this Foundry Session. The first item on the pro gram is remarks by your chairman. This gathering represents those members of the Metals Section who are interested in foundries. Shortly after the Congress last year your Executive Committee decided to hold such a session. The attendance and discussion at this meeting, and the interest displayed in it, will be factors in determining the continuance of a similar session next year. The statistics for 1929 as published by the National Safety Council reflect a rather backward trend. Frequency increased 16 per cent and severity 46 per cent over 1928. These figures are reports from 111 foundries that have reported during the past three years. All members have received a copy of the 1929 statistics, and can further study and analyze the figures. The general result is a rather poor showing, and no particular analysis has been made by your committee- In the United States and Canada the arc more than 6000 foundries. A small fraction of that number are members of this organization I wonder sometimes if we have the worst part of the industry, or is it simply that the interest is lagging amongst our own members? At any event, we are vitally con cerned with these figures. Your committee has arranged this session as an avenue of finding out what is wrong, and attempting to overcome some of our problems by permitting discussion on the subjects to be treated here this afternoon. Prior to this year I met with two representatives of the National Safety Gouaefl, and we attempted conferences with the. American Foundrymen's Association, and the National Foundry Association. We did not meet with any success in attacking this problem in a nation-wide manner by means of a general committee. What we will try to do will be through members of the National Safety Council, with some co operation from the members of these other organizations, because since that time I have been selected as a member of the National Standards Committee to revise and arrange for the redrafting of the National Foundry Code. 1 have asked Dr. Chaney of the U. $. Department of Labor to speak to us 00 the labor statistics. We will now hear from Dr. Chaney. Da. L. W. Chaney : The question of what to do about foundries has Interested me now for a number-of years. Unfortunately, the figures which would tell you with some exactness what happened during 1929 are not at hand. There are several reasons for that. We are trying to broaden our survey on the accident conditions, getting outside of the iron and steel group, to which we have for some twenty years given attention. We are now in the fourth year of an effort to get at a broader view of the accident situation. We are obliged, in order to get what'we want, to go to the industrial concerns, and so we are obliged to find out what the experience of the different concerns may be. Several of you will undoubtedly remember that I have at different times rather taken the foundry industry to task for not securing results quite comparable with what is being accomplished elsewhere. It isn't reasonable that the foundry industry should have a record in the matter of i i6 Nineteenth `Annual Safety Congress accident occurrence less satisfactory thaft open hearths and blast furnaces. 1 think you will all probably agree that -what may. be railed the normal hazards of open hearths and blast furnaces are higher than the normal hazards of the foundries. The foundries have not had as good a record.. Last year they improved quite materially; that is, t}ie last casting.up of the records. The casting up for this present year, as I have said, is not complete, and so I can't guarantee the accuracy of the figures, as I hope to be able tp do whpn experience is brought together. In the figures which I have presented to you from year to year there is a gropp of plants which serve as an illustration of what can be accomplished. They are the plants which have, for the longest time and most successfully, struggled with the problem of accident reduction. That group of plants has consistently for ten years, perhaps for more than ten years, shown a decline in its accident figures. This past year--when l say past year, I mean 1929, because we have not yet dooe anything with 1930--that steady, continuous, downward trend of accident experience has slightly turned in the other direction, and I am wondering why. I must confess that I have no satisfactory explanation. Quite a good while ago, I came to the conclusion that a period of depression would be a period of accident decreases, for the reason that the ram let out would be, oh the whole, the less desirable employees, whereas the more skillful ooes would be retained, but my explanation now falls down on that, and if any of you will explain to me why there is this marked definite turn in'the other direction, I wilt be very grateful, because, so far, I can't explain it at all. Well, to speak a little more definitely toward the problem which you are facing as foundrymen, if is evident Chat if you are to keep up with the procession, and better the situation, you have got .o put on a tittle more strenuous effort than you have been doing. That the accident rate of the foundry industry can be brought down is clearly demonstrated by the facts. That it can be brought down more rapidly than it has been, 1 believe is demonstrated by the experience of the other departments of iron and steel. I don't wonder at all that, under the circumstances of this past year, things haven't gone quite as we would like to have them, but there is. no occasion in those facts as I have suggested them to you, why the foundry industry shouldn't go on to accomplish the desired result. Chairman Bennett: The next item on the program is a paper by Mr, J. W. Beall,. Insurance Commissioner, The Ohio Steel Foundry Co., Lima, Ohio. It gives me pleasure to introduce Mr. Jack Beall, of Ohio. * Foundry Engineering and Safety By J. W. BEALL Compenution Insurance nt Safety afid WeJfara Director, Tba Ohio Steal Foundry Company, Lima, Ohio I believe the greater portion of American industry has already made its way through the first two stages ol the war against accidents, namely: the machinery guarding stage, and the safety-education stage. I am stare of that statement insofar as the larger units of industry obtain. We are sure, also, that there are hundreds and thousands of the smaller plants and groups of workers throughout the country that have yet to take up the sword. This being true, possibly these smaller groups may be led to profit by the earlier experiences of the larger industries, such as are represented in this Congress. It is possible that if we. In our councils here, can devise more effective means and methods of combat, we can then best serve these tardy groups by leading the way into'quicker action and greater results. With this Metals Section * 117 end in view, * I am going to submit for your consideration and discussion these two plans of strategy for development and employment. They are: FirstPurposeful elimination of misguiding sentimentalism from accident prevention--safety promotion work. Second:--(a) Charging accident costs, along with production and overhead costs, against the department In which the accidents are permitted to occur. (b) Discipline. Let me hasten to assure you that I do not claim to be the only pioneer safety thinker to originate or adopt the pair of strategic plans just proposed. If 2 did so claim, I would be guilty of gross plagiarism. Neither do I expect or hope that aJI of you will agree with me. If you do, there will be no field for future discussion, argument and analysis; without which our barrages here would mess up our No Man's Land with a lot of duds. As to my proposal number one, I am proud to say I had the support of one of America's foremost, outstanding generals in safety's army, supplying food for the thought before this paper was typed. The suggestion itself came from his pen. I refer to that eminent thinker and exponent of safety. R. G. Adair, staff supervisor of safety and training, of the American Rolling Mill Company, Middletown, 0. Let me quote from an article by Mr. Adair which recently appeared in an issue of Factory and Industrial Management: "For too tong has safety been tangled up with sentimentalism. It is, of course, a human tendency, well-intended but ultimately misguiding, to become hysterical over an injury. Straight-line thinking should make the safety worker worry only about the accident and dig in determinedly to correct the underlying fault which will prevent a recurrence. Not until then can he turn loose his sympa thies. Following the stretcher, leaving the scene to break the news to the wife and family, has caused many a safety man to lose the seem of an accident, for while he was away the wreckage has been cleared up, and the evidence is gone forever. Similar accidents can never be prevented without factual in formation.'* Probably some of the sob sisters and blubbering brothers will denounce me as a hard-boiled top sergeant when the soaking-in process brings to mind the fact that I have advocated divorcing sentimentalism from safety work. Well, let them, but 1 ask them to be charitable enough to quote me literally. My proposal is "Purposeful elimination of misguiding sentimentalism.** A safety man, like the top sergeant, must be as hard as his job. That's why I say purposeful .elimination; we have an end to attain and attain it we must. 1*11 venture die statement that there is not a safety man in the Congress who has not at some time or another felt inclined to become hard-boiled when some poor, unfortunate,. misguided worker has Con fronted him in the swelled-chest attitude of a hero, a self-anointed martyr, demanding monetary compensation, future special privileges, tolerance of malingering and a life time job on Easy Street. Why? Because he pulled a boner, violated a safety rule, took a chance when the foreman's back was turned, knew this "safety stuff was tbe bunk" and got hurt in the shop. J am proposing that we leave the misguiding sentimentalism of this brand to the social service organisations, to the uplifters who know little of and care less about our problems and whose usual comment is: "Well, if they can't protect their men. they can pay, so that's that" But, while this goes on we can "stay In and pitch** and with patience and devotion to a clearly defined duty, dig in for the truth, eliminate the. cause and save some other hero from a similar or a worse fate. I will give you a concrete example: A man ol family--wife and three children--obtained employment at one of the plants of an Ohio foundry company through misrepresentation, claiming to be an experienced chipper--we learned afterward he had never used a chipping hammer 118 Nineteenth Annual Safety Congress before. On the second day, after he had worked only thirteen hours for'this employer, he stood in the way of a crew of men who were shifting a set of chipping rails, not knowing what it was all about, and sustained a broken ankle. An X-ray disclosed there were no bone displacements and the man should have been on the job within a few weeks. But no; he was one of those self-styled martyrs to industry. He ignored and disobeyed all the doctor told him to do in an effort to help to get the ankle to resume norma! functioning; sat at home for months, nursing the lame foot, refusing to use it or the leg to which it was attaclied. Atrophy of the leg and ankylosis of the ankle were the inevitable results. He continued on maximum compensation for nearly two years. Finally his case was referred by the employer --a self insuring corporation under the compensation law of Ohio--to the Indus trial Commission, where an award of compensation for sixty-six and two-thirds per cent loss of function of the foot was granted. That was fair. He had and still has the impairment. The rehabilitation uplifters were, however, not satisfied. The em ployer paid a lump sum to the man and set him up in the restaurant business. Two of the uplifters visited him, ate one of his wife's dinners, and then sent a recommenda tion to the Industrial Commission, urging that the case be re-opened and that the man be given compensation equal to that for total loss of a leg. That, I claim, is mis guiding sentimentalism. You will say that with proper supervision in die cleaning room, that man would not have been injured. Agreed; we do sometimes find it necessary to discipline a foreman for negligence, but in this case the misapplied sentimentalism was brought to bear after the mao was beyond the supervision of a foreman. It has long been the opinion that the enforcement of strict adherence to safe practices and safety rules in any shop or factory is up to the foreman. You would not hesitate to discipline or remove a foreman who repeatedly permitted bad castings to come through. That means higher costs for what good production comes through. The broken ankle also meant higher costs--a dead, non-productive loss of probably two thousand to twenty-five hundred dollars. Why not discipline men for high accident costs as well as for any other high cost that is controllable? It most be remembered that accidents are caused; they don't just happenl Then, if we arc right in holding a foreman responsible for deportment of bis men in production and accidents, why shouldn't we also discipline the man? We should and we can, if we get away from misguiding sentimentalism. Here it another concrete example: A man with a large family was employed in the welding department of an Ohio industry--a foundry. Week after week and month after month, this man was losing days and weeks as a result of disabling flashes from welding and cutting- torches. He had been through all the stages of mechanical safety, the lielmet and the eye shields, and the educational stage of safety meetings, safety bulletins and booklets. But all to no avail. Then we tried discipline. Two years ago, when lie returned to work after several days absence on an eye injury, he was told that he had been transferred to a labor gang in the yard, where, for the sake of bis family and himself, he would not encounter the hazard of eye flashes. He was told the transfer' had been made at the request of the safety and welfare chief. A few days later be called on the safety man and declared he could not earn enough money on the yard gang to properly care for his big family. He wanted another chance in the welding department. That was just what we had Hoped for. He was sent back to his old job and for two years his name has not appeared on an accident report. He has been promoted and he sees to it that the men under his supervision in the weldingcutting department do not have occasion to go to an eye specialist for treatments for eye flashes. He had learned that a man who carelessly allowed himself to become a chronic repeater in the accident records was not a hero--not a valuable man in industry. And be tad profited by his lesson. Misguiding sentimentalism is no longer Jistals Section 119 a part of his curriculum. He now believes in the slogan of Ohio's Division of Safety and Hygiene that "Safety Is Better Than Compensation." The safety man can make speeches at mass meetings of employees, give motion' picture shows that Impress wives and children, load the plant bulletin boards with educational posters and hold weekly safety, committee meetings to his heart's content and the accident reports will continue to land on his desk with painful regularity. The speeches, the meetings and the posters arc all well and good. They are a neces sary part of the great undertaking, but discipline always clinches your argument and brings home the kind of bacon you are striving for. The man in the shop thinks the safety-welfare man is a good fellow; he listens to his troubles, gets him a wage advance, squares him with the building and loan company, sends flowers to the saddened home and sees that compensation is paid. But it is the whole-hearted co-operatioo of the foreman that the safety man must have if he is going to stop accidents. The man in the shop does not feel that he owes anything to the safety man. Sentimentalism tells him the safety man will do the patting and die petting when he gets hurt; get him a lump sum award to pay off the mortgage on his home or the automobile if he loses some part of his anatomy while being a martyr to industry. But with his foreman, well, that is different He is responsible to the foreman for the land of work he turns out. The foreman tells him how to turn out a job and he knows he is responsible to that foreman. HU place on the payroll depends on his standing with that foreman. Let the foreman also tell him in the same brotherly way that he cannot afford to have his costs running wild with compensation claims. Call It hard-boiled if you want to. but the results will count and the costs will fall, Sooo the spirit of co-operation will infiltrate throughout the plant and no man will want to take a chance; he knows he will hang his head in shame when he meets the foreman or his fellow workers if they see him on crutches. That's the kind of sentiment are want. The kind that will cause a man to protect himself and his fellows and be loyal to his foreman and to his company. He should know that lower costs mean profit for the employer. Wages are paid out of profits; sans profits, sans wages. At one of the plan*' of the company by which I am employed, there is much handling of a somewhw. 'In y article of our product that, when first it began going through foundry, cleaning room, machine shop and shipping department, caused many broken toes. We insisted on safety shoes and we furnished them to the men at factory costs. Soon the injuries to feet were almost wholly eliminated. Then one day a colored laborer came in from the cleaning room with a badly mashed toe. The hospital attendant said; "I thought I sold you a pair of safety shoes a couple of weeks ago." "Sure, yessa, yessa, you did," replied the laborer. "Then how does it come you are handling those return bends, wearing those old worn-outs," queried the attendant. "Oh, yes,** said the colored man, "them safety .shoes U too nice to wear In the shop. I keeps them in mah'locker and wears them'back and forth." More misguid ing sentimentalism. A good place to apply rational discipline. We might even give safety shoes to such a man at company expense, but what good would be accom plished if we didn't make him wear'them in the shop? Now, Mr. Safety Man and Mr. Foreman, that's tny story and I'm going to stick to it, so long as my position is tenable, at least. As the Irishman would say: "You can take it or lave it" I could read or talk through the remainder of this session about foundry hazards, the need of goggles, helmets and safety shoes, and how we get men to wear them, but you have all been through all that. Each shop and each safety man has its and his own problems. You have probably studied out your own way of attaining the objective. I have told you mine. Now you may fix bayonets and attack my plan of strategy and cut ft to pieces. But you'll find us tough, for. 120 Nineteenth Annual Safety Congress while 1 am not here to advertise. I warn you that my company manufactures, among other things, a high temperature, high pressure resisting alloy. _ Some of you may have begun to wonder why T am taking up all of this valuable time without having said ooe word about-the first half of tbc two-headed subject assigned to me--Foundry Engineering. Writ, the kind of foundry engineering 1 believe we are most interested in is the kind I have been talking about; the kind that stops accidents. However, with reference to mechanical engineering and plant construction engineering, as relates to the modem foundry and the last word in engineering as it provides a safe place in which to work, I will call your attention to a little booklet, which will presently be passed around for your inspection. This booklet describes a new unit added to the plant of The Ohio Steel Foundry Company at Springfield, O. 1 want you to note the wonderful lighting of this plant; nothing like the foundry of the old days, where you'd have to use a torch to sec when it was time to blow tlie noon-day whistle. Note the orderliness inside and outside the building, for you all know that orderliness, cleanliness and good housekeeping are among the first requisites to safety. You will note, also, that the mokfcrs, helpers, ladtemen and alt in this foundry wear white uniforms for overalls. They stay'white, too. and they are not laundered every day either. Can you imagine such a thing as white uniforms in the foundry of fifteen or twenty years'ago? Chairman Bennett: Thank you very much, Mr. Beall. The discussion will take place after the next paper. The next subject will continue the discussion .on foundry safety along helpful lines. ' We have asked Mr. S. W. Doran, Personnel Superintendent of Pratt and Letchworth Co., Buffalo^ N. Y., to address us, dealing especially with hand, foot and head protection. Personal Protective Devices for the Foundry Worker By SEYMOUR W. DORAN Personnel Superintendent, Pratt and Letchworth Co., Hoffala, N. Y. I have been in attendance at a great many safety Congresses and have heard a targe number of very wonderful talks on the various phases of accident prevention work. Most of these plainly indicated that the speakers had spent a lot of time in research in order to obtain the voluminous quantities `of statistical figures which they submitted; figures which show the upward and downward trend of accidents and near accidents in the various departments of this work. I have often wondered how they succeeded so well in finding out tl>e facts which they finally submitted. I have a great admiration for men of this type: They are conscientious in their work. We find them at their desks working when most of us are out playing golf, or baseball, or whatever may be our particular weakness. These men are the guiding lights of all accident prevention work It is they who tell us whether or not we ate getting anywhere. I question, however. If it is statistics we want at a gathering of this' character. 1 wonder if we should not confine ourselves to a practical dis cussion of the best procedure in actual preyentire work. The gentlemen who' arranged this program assigned to me discussion of the hands, the feet, and die head. After getting into the actual work involved in such a dis cussion, it occurs to me that they have handed me almost everything that pertains to accident prevention work, and were each subject handled in detail as its rela tive importance deserves, I am afraid the time available would be entirely' inadequate. After this assignment, it seemed to me this subject of foot and hand and head protection is so fundamentally simple and obvious that I felt at * loss to talk about it, feeling that everyone by this time should know the' most acceptable practikes for preventing accidents to either oat of these members. This knowledge is so general Metals Section 121 that I do not believe anything am be added that has not already been said and printed. 1 am therefore, afraid you will hear nothing new and what I am going to say Js probably a reiteration of all things which you are now doing in your own plants. The subjects, in a great measure, are interwoven one with another, although 1 will attempt to discuss them under their separate heads and will take them in the order given. Let us start with a clear understanding of what we mean by foundry worker. As I understand the term, it includes all of those workmen who have any part in the manufacture of castings, from the time the materials for the heats are brought in from the scrap yard until the castings are ready for the machine shop or the ship ping platform. The operations will vary somewhat, depending on the class of work your particular foundry is doing and whether you manufacture steel, malleable, gray iron, or brass castings. My experience has been wholly confined to the manufacture of steel and malleable iron. Let us take the foundry first, in which we will include the core rooms and the melting departments. In many foundry operations it is impractical, owing to the nature of the operation, or the workers to protect the hands with gloves. Most of the operations are such that the work could not be satisfactorily done were gloves worn. I have particular reference to core makers, molders, and core setters. In every operation where possible, the Workman should wear gloves. Flask handlers aod chainmen or hookers should always wear gloves. These are the two foundry operations in which hand injuries most frequently occur. This is particularly true of the chainmen or hookers. All small flasks should be made with provision for the insertion of pins which can be readily inserted in either side for easy lifting. All heavy flasks should be constructed with proper handles for use of chain hooks. The proper installation of a simple effective system of signals should be in use. (n order to be effective there must be a clear understanding of the responsibility of both th chainmen and the crane operator With reference to these signals. No move ment of the crane must be allowed without a signal from below. In addition, the crane operator must be given authority to refuse to move his crane if, in his opinion, to do so would endanger the chaintoan or others. Such signals should be uniform thniout the plant. These signals in different plants do not vary to any large extent and you can secure pamphlets from the National Safety Council giving clear ex planations of the different movements, together 'with cuts showing just how the signals should be made. AU heat pourers and helpers should wear gloves to prevent burns from'splashing metal. Hand and sledge hammer handles shdald be promptly replaced when cracked or broken. Our experience shows a greater number of hand injuries in the finishing depart ment than in the foundry, la that department we have the same hazards which exist in the foundry and io addition, hazards from chipping, grinding, and handling. Oiippefrs Cut their hands against sharp sprues and frequently jam fingers or hands between two castings when turning them over. Grinders often get bad burns from getting their hands in contact with wheels. In atl of these operations the wearing of gloves Is the only practical protection available. Consider the foot hazard in the foundry. Let there be no misunderstanding con cerning the position of the Pratt ft Letchworth Company`on that question. For the .J>ast four years they have not allowed anyone to start to work unless he is equipped with a pair pi standard safety shoes in good condition. Our company is sell-insured and we rftak* a careful physical examination of all men before employ ment The employment manager then takes the prospective employee in hand and among the other customary questions, asks "Do you object to wearing safety shoes? If not do you agree, so long as you remain m Our employ, to keep them in condi tion to afford proper Soot protection?" 122 Nineteenth Annual Safety Congress It may be that other things which 1 have stated are so ordinary and fundamental as to be of little practical value to this gathering. I therefore wish to talk to you in greater detail concerning this compulsory wearing of safety shoes. A large percentage of our product is the manufacture of steel castings ranging in weight from 12 to 180 pounds. They are made on a production basis and require considerable handling by hand. Up to four years ago the largest single cause of lost time accidents was due to castings falling on workmen's feet It became so serious in fact, as to call for very special consideration; we decided to make am effort to have our men wear safety shoes. We put in a large stock of shoes and by the use of group talks, bulletins, through safety committees, etc., we tried to induce the men to purchase and wear these shoes. Our efforts met with very little success and accidents kept piling up. We were convinced, if the use of these shoes were made general, there would be a decided reduction in accidents caused from falling objects; we then considered the compulsory use of safety shoes as a matter of policy and as port of the contract of employment We talked to many executives in similar work and could find no one who had up to that time, taken this rather drastic step and some of our own executives were somewhat dubious of the success of such a movement Every conceivable argument was advanced as to why wc would fail to put it across; "That our men would quit", "new men needed would refuse to be told whai they would or would not wear", that "it would cause more iU feelings than it was worth", "that the men would walk out with shoes partly or wholly unpaid for", etc. However, wc finally came to the conclusion that this was the only remedy and we posted bulletins to tbt effect that on or before a certain date we expected every man, including the general manager, to be equipped with safety shoes. The foremen were called into conference and they were instructed to sec that our wishes were carried out. We set no special time for payment or any special sum per week, ac cepting as low as twenty-five cents per week in some cases. Not a nun quit and nut a man refused to comply. That was four years ago. Since then we have em ployed a good many new workmen and but four refused to start when informed of this rule and we have lost but five pairs of shoes by men not working long enough after employment fto pay for them. Occasionally wc get complaints that the shoes hurt the feet; that they don't stand up, etc. In every case the workman is given the benefit of any doubt and we fix him up in some maimer, having gone so far as to get shoes made of special sice for special purposes at added expense. These shoes are sold at cost and as wc buy them m fairly large quantities, the cost to the men is very low when the quality and the wear is considered. At first we kept track of those cases where it was obvious a shoe had prevented an accident or had been the means of reducing what would otherwise have been a serious accident These rases were so numerous as to prove not only to the com pany. but to the men as well, that the wearing of safety shoes was a practise which worked out to the mutual advantage of both. As a result of our action, two other companies in this district have made the same ruling,. and, I am informed, with gratifying results. While it is true a shoe with a good stiff toe-cap will to a large extent protect the instep by breaking the fall of the object the object does not always strike that part of the shoe, and therefore safety shoes are just a good start in the campaign to eliminate foot injuries. A majority of injuries to the feet are caused by falling objects. What then, causes objects to fall ? Investigations of accidents showed n large percentage were from faulty booking. We started an intensive educational campaign, designed to teach our chaiontcn or hookers the proper method of hooking a casting or a load, so ft would not slip and fall. Frequently, while the load would not fall, it would shift sufficiently to cause one or two castings to slip off the load. Alt departmental foremen are a part of these campaigns. This is important for several reasons, the principal one of which is. to reasonably insure a continuance of i Metals Section 123 proper practises, for after all. unless there is a constant follow up, no matter how good your plans may be or how well your men are instructed, in most cases they forget very quickly and lapse into careless and unsafe practises. Many other accidents were caused through careless piling, both on lift trucks, and stock piles. A similar campaign was inaugurated to overcome this practise, with excellent results.. The most frequent foot accidents were caused by smaller castings falling off benches, particularly- during inspection, and we cured this by building up the edges of inspection benches, adding a strip four to six inches wide, two incites high at outside and tapering to nothing on top of bench. We also found that the me of gloves on both hands tended to cause castings to slip, therefore the use of but one glove and that on left hand is recommended. Good housekeeping is a most essential part of accident prevention. Floors and passageways must be kept free of materials and obstructions. This is particularly true where it fs necessary for workmen to handle large castings. When a man is carrying a heavy load and trips, he invariably drops what he is holding and it generally falls an his feet While we rarely have a grinder suffer foot injuries, possibly due to position assumed while grinding, it is possible other plants have a different experience; however, it seems to me safety shoes with good stiff toe caps arc the most effective preventive. Now consider eye hazards. I believe we all are agreed as far as the individual is concerned, the only adequate eye protection is through the wearing of one of the standard grades of goggles, spectacles, colored or white, or what, according to experience, has been demonstrated to be the most acceptable for the particular operation on which the workman is engaged. Heat pourers and those helpers who attend the ladle when heats are poured, should wear spectacles with a No. 2 shade green lens. The lenses should be extra large. Our experience is that it is impractical to use side screens because on this operation moisture generates on the lenses and interferes with the wearer's vision. The wearing of spectacles on this job is not only to protect tlie men's eyes from the glare of the metal but also to protect the eyes in the event of a mold blowing up due to wee cores, plugged vent holes or any one of the causes which results in pouring off explosions. Aside from these two operations there is little need for the use of goggles in the foundry proper. The cleaning room however, presents an entirely different situation. Up to approximately nine years ago, most companies encountered considerable difficulty in having the chipper* and others in the finishing departments use eye protection. I believe, however, that these days are past.- The principal danger at present is in too lax enforcement of the wearing of goggles. While the practise is generally accepted, you will always find a few workmen who, not realizing the chances they are taking, will work for short periods, with their goggles hanging oo their caps or pushed up on their foreheads. In my opinion this is the point which must now be carefully watched and this can only be done after your foremen and under foremen are completely sold on the value of this protection. They should be mentally adjusted to the point where they are consciously or sub-coo*ciously looking for infractions-of this rule at all times.' No one, regardless of rank or title, should be permitted under any circumstances, to step within the confines of a cleaning department unless his eyes are protected with goggles. There should be no exception to this rule. Experience has proven it is most often the bystander who suffers eye injuries and not the'operator. Goggles should be worn in every grinding operation, from grinding large castings to the smallest tooL No exception lo this rule should be permitted. In grinding operations of late years the causes of eye injuries have been to a large extent eliminated due to improved guarding. This is cridenced by the fact replace ment of lenses for grinders' goggles has been reduced at least SO per cent. In acetylene welding operations there was great- danger 'of eye injuries due to 124 Nineteenth Mnnual Safety Congress the oid pragicc ci preparing boles and cracks without first repUocg the welder's goggle* with a toaghsal dapper's |Ofgfe. The old practise was to Awe the welder's gggfe* 9 on Ac forehead or tbe 09 and go abend with aa air tauwirr and dean the castings preparatory to vddag. We bare overcome this by having Mr welders prepare two or throe bun/ work Wore dome W welding. They pot on dwr chipfMas' rcW and ckwa oat caowgb work to keep them wckfing lor three or faor boors. Is Ass way we hm wtnont the practise at efu^tog these boles without proiectaua. $x Aa* practise war inaugurated In this department we bare not had a amgtr eye injury. I hav* hoard safety dirscaort state tbe wearing of soeaed goggles h itself cob- Aitmcs a hazard. to a mtn exist 1 agree. Some wialWaNr Mrin lor year* hswr teafetod apes at] pourers wearing goggles. Tbfe is something we hose never keen abk to do nor were we very roatet upon tbe oae at ride sous goggle* this class d week; ilsuijika ccwwineed that tbe hazard set op by loss of virion due to dirt and sanwi was as greet H not greater, than tbe danger to the eyes from m-ild metal. However, we bame now overcome this to a eery large wWnl by the we id large dear glass lenses without ride totem. These do not steam up and wide perhaps they do not afford tbe protection tbe gaggle with side lotto gives. Any do take care of any meal owning tfiiocfly toward the eye of the worker. Our position on this point may have been wrong m tbe post. In view at to fact tot ww have bad only one serious eye acridfart in tot department In ten years however, we believe that in a mosaic at least, we were right. \`uw. just a final word about eye injuries in other departments. My conclusion, liter visiting a razxber of other plants, is that goggle* are necessary to to nntotenance department, pvtkalariy to the machine shop proper. In df--and repairing machinery where it is necessary to remove rivet heads and also to working with cartmrued pirn or took, there is a very definite eye haard. Men chipping con crete. seldom if ever, are famished a pair rtf goggles. Yet. only cursory observation will show the very great seed for protecting the eyes of ton men. The National Society for tbe Pienstioo of Blindness bas recently p*^H a booklet entitled "Eyes Saved to Industry", which is the experience at 581 This is a rather small booklet containing bat 23 pages but is dock Ml of valuable information for all safety men. I strongly recommend that every one send to this society for a copy of the publication. No. 62, 1 have devoted my time here to a discussion of mechanical correction of the accident problem only because I was requested to. Yet I cannot sit down without reiterating a fact with which I know you will all agree. That is, that mechanical guarding, whether of machines or men, is only a minor part of our problem. Our big problem is now, more than ever, one of education of men; not outy the men on die job but the men charged with supervision of those workers. In tte first place the management must be absolutely sold oh accident prevention. Your foremen must work with you hand in hand. You must be careful to the selection of your de partmental safety committees. .We have found them a most important factor in our safety work. We must never allow our efforts to become stale or half-hearted. We must never lose an opportunity of pointing out unsafe practises when observed. Onr plant inspections must be made thoroughly and religiously. In no sense should any inspection be made unless it be made thoroughly and am^entxottsly. CuAraMAir Bennett: We received tbe following telegram today to care of Mr. John P. Eib, Chairman Metals Section: "Sickness prevents my attending the Congress. 1 am sorry. Better luck next time. Best wishes and success to the Metals Section. W. E. Watters." We regret very much that Mr. Watters can't be with ns. I have asked Mr. Robert L. Schmitt, the newly-elected Secretary of the Metals Section, to take charge of the Round Table Discussion of foundry hazards. Mr. Schmitt wQl come forward and proceed to take charge of the meeting. Metals Section 125 Round Table Discussion Roamrr L Schmitt (Louisville Car Wheel & Railway Supply Co., Louisville, Ky.) ; In altering *h Round Table discussion I want to say at the beginning that some o( yco may be new in the safety ganie, and you may be hesitant about getting up and asking questions, or offering comments, either on the papers we have heard read this afternoon, or on some new subject which is close to your mind. But I want to ask that you do not hesitate. Get up and ask your question or make your comment a may please you, because the new fellows in the game can only learn by hearing m-hai to old heads have to say. If you ask questions, 1 am pretty sure there are of the more experienced safety men'm foundry work here this afternoon to grvt you tome answer to your problem. Before we go abend with that, though, I want to make a comment that I think wri* to get before this meeting. Last year I attempted to do some publicity work for ?bc Metal* Section, and I received quite a few replies front member firms. One < 4 tto fiagf that struck me was that in a majority of instances the men who tfwweri and who had good safety records, either in their mills or in their foundries, were toa fcDows who were able to say that they had followed a standard program- There in wfa a program laid out by the National Safety Council, and if any of you irr bavtog safety troubles, I would suggest that you write to the Council and get a copy f to standard program and study it over and see what you are lacking. I am not trying to keep you from learning anything here this afternoon, but I suggest that \%jo da this to addition to what you learn here today. Jajos Cotar (Wheeling Mold & Foundry Co., Wheeling, W. Va.) : 1 would like to ask Mr. Doran what kind of goggles his chippers wear. Are they cup goggles, or are they similar to what you have on there? Mx Dosan: The chippers wear goggles with metal side screens, without exception. A Memiex (Atlas Steel Co., Buffalo, N. Y.): I would like to ask Mr. Doran what type of leggings his men wear. Ms. Do&an : Welt, I think that would better be answered in this way, that it depends greatly upon the nature of tbe operation. We use the knee length leggings. We don't have to use the hip length leggings. Me Ensign : Did I understand you correctly to say you hadn't bad much success with the side protection goggles for pouring the iron? Mi. Dosan : When I said that wt didn't use the side screen goggles I meant for the heat poorer* and the helpers on the ladles, the hand ladle pourers. We came to the conclusion that the wearing of side screen goggles set up a greater hazard than was offset by the protection afforded against splashing metal, because the goggles steamed up, you know, with perspiration running down a man's forehead, and became almost impossible to see through. Me Ensign: Well, we have found just the opposite result. We had the open goggles at first, and I wasn't perfectly satisfied, so I called up the wholesale house and had them send their samples over with a salesman. He had a large lens goggle with side screens. He gave me one pair of those for a trial. They looked good, and I gave them to different men throughout the shop and let them deride whether they wanted them or not, and quite a few men wanted them. I got a dozen pairs and gave them out to the men in the shop. The other men saw them, and they tried them out, and now they all want that same kind of goggle. But we have the extra large lens. Me Coamv: 1 have tried those goggles with the side screens myself, and I could see just as well aa if I had used the open goggle. Now another thing, on the matter of gloves. My experience is that the sparks hit those gloves and they bum. The men sometimes can't get their gloves off in time. What kind of glove do you wear there? 126 Nineteenth Annual Safety Congress Mr. Doran : I think I had better explain that I was referring to the pouring of metal in the steel foundry. We just use the ordinary leather gauntlet. Mr. Corby : Well, the sparks could go down the gauntlet Mr. Doran : Yes, they could, but we haven't had that experience. Of course, we may occasionally have had it--:we probably have, but you will find in the. majority of cases the sparks fall back of the hand. H. C. O'Brixn (Ohio Brass Foundry, Mansfield, Ohio) : In our malleable iron foundry, we haven't had any success in wearing goggles of any kind, side lenses or large open lenses. It may be because of the nature of our work. We have about twenty tom of metal poured out in a half hour, and with the different temperatures in the air coming at this time of year, and working that fust, die men sweat up and the glasses get steamed up. My own glasses steam up just standing around there. We have been looking for a glass that wouldn't steam up, and we haven't been able to find one. Mm. Ensign: I think that our line of work is the same as that gentleman'a. We use the same process that he does, and we use an anti-sweat compound that you just rub on the glasses, and rub it off again, and it will last at least three days. Now that will not steam up. I have tried it at all seasons of the year, winter and summer. We don't have any trouble at all. I give half a cake to each man, and when he gets out of that. I give him more. Mr. Corjy : I have used some compound, too, and it is good. M. A. GilesKL (General Electric Co., Philadelphia) : What is done in cases where, under ordinary conditions, a man wears a lens prescribed by an oculist, and In addition to that, under conditions of his work, should wear goggles to do his regular work. Do you have your goggle glass ground to his prescription, and do you pay the expense? Or do you fit him with a pair of goggles to wear over his regular spectacles? There is another question that I would like to hear some discussion on, and that is why in the world are the accidents in foundries increasing? That question has been raised before, and the answer to it Is very important Now before I sit down I want to make a statement We found that in our shipping department where men were driving nails, crating cases, etc, the nail is sometimes struck on die side, and it rebounds, striking the man in the eye. Last year wc lost one eye that way. This year we have every one of mir men, who drive nails in boxes, wearing goggles. We have had several cases where the lenses were struck, but the men did not suffer. In starting these goggles in the shipping department we found all kinds of objections. One complaint was that the metPivmild get a reflection in their lens. On others I found a lot of waste wrapped around the bridge. Still others would try to fit the goggles to a sort of arrangement that didn't have the side fasteners on them.. We arranged with an optician to coriccl this fault fay sdjwdig them properly, and since then we haven't had any trouble. C. E. Sankey (National Tube Co., McKeesport Pa.) : While driving those nails in you need to start the nail.ioa hole. Then turn your hammer over and (hire that nail in. You can get a hammer from die American Tin Plate Go, of Ohio, with a driving head on one side, and pointed on the other.. They cost aboc* a dollar and a half. Then you can do the job in three strokes, one to set die sal, and two to drive it in. This will enable you to drive the nafl m straight without danger of flyiog. and it protects property inside die box, and eliminates the scratching hazard from nails projecting out of the box or.crate. On your goggle question, you are right. Get 2^-fndi lenses, for instance, and put a leather side on them, and then if you have any sweating trouble, use this compound that the gentleman spoke about, or use some glycerine. That will take care of the sweating; we have seen that work under the same conditions. Our men have to wear them when they do that pouring. D. E. Wall (U. S. Pipe Co., Scottdale, Pa.) : Speaking for our company, and Metals Section 127 also for the company at Chattanooga, they pour 300 tons of iron a day, and they use a screen goggle. They have no trouble whatsoever. They have been using them for the last four or five mouths, and they have had no eye cases whatsoever. At jur own place we had a man who used to complain about the sweat, and would come into the hospital for treatment almost every day. We put a sweat band around his forehead about six months ago, and he hasn't been in since. In over two years we haven't had any eye cases from burns or anything like that. The men pour tons and tonJsamaet siroRnaazgdlany, (aSntdatheavFeancototrryouIbnlsepeact taorl,t Indianapolis, Indiana) : It has been my duty to visit many foundries, and the eye problem is one of the hardest to handle. 1 think it would be unfair to say that the same pair of goggles would work in every building, because your ventilation isn't the same. In some of the low-ceiling build ings which are poorly ventilated, some of the goggles would steam up pretty much. 1 have seen them use soap on them, and these compounds that you speak of. I don't think it fair to say that the man in the building with the low ceiling, the old type foundry, can get the results that you can in a modem, up-to-date budding. V. A- Roush (American Radiator Co., Buffalo, N. Y.) : We have been asked how to eliminate these accidents. Now I am not telling this young man that he should do this, or do that Of course not. But I don't think there is a firm repre sented in the room here that hasn't had a lost-time accident again and again. Now I am talking gray iron. The company wants to relieve itself of the responsibility by putting it on to the man, by purchasing safety devices. All right. I have pos sibly fifteen or twenty reasons hi the twelve months of a year why the devices should be worn, and the reasoos are that the accidents have happened, to the goggles, and not to the man. I keep a list of them. You can't tell how many accidents you are preIvceanytinwg iethxocuept tabnyy theastitlaisttio, n that as far as the American Radiator Company is concerned, side screen goggles for the pourer are the only thing. David Scorr (Edgar Thompson Works, Homestead, Pa.) : The actual foundry accidents are on the decrease. 1 don't agret that the accidents are on the increase. Of course, I only know our own foundry. We have over 400 employees. This year, so far, we have only had one lost-time accident Ten yean ago we were having four, five, six, and as high as eight lost-time accidents in one month. We have done that by holding shop meetings. We started holding shop meetings ten years ago, and talked to the men for twenty minutes at a time. We are al a place now where we do not have any trouble in getting any of our men to wear goggles. And they wear goggles with sideguards, too. I don't see what is the use of wearing a goggle with just a lens, without a safeguard, because I am sure we would have hod lots of accidents if we didn't have sideguards on our goggles. Our men wear'the knee-length leggings, tooN. owNosotrmoeubboledyamt aigll.ht think that our men don't cast very long. Well, we have one shop where we cast from six to seven or eight hundred tons every day. Those men ut casting for five hours, and they are wearing their goggles all the time they are casting. We have a little brass foundry where our hazards are not great, and we haven't had a lost-time accident m our brass foundry far five yean. We haven't been having accidents because we haven't got the hazards. The work in this place is all done by hand, and the castings arc small. In our 800-ton shop we have had accidents, for which we are very sorry, but they are on the decrease, we are thankful to say, 1 hope that some year we will go through the whole year without a single lost time acMcidre.ntS. cWHVerhrra: veTghoenree tihsrooungehqnuiensetiomnonotnhsthneowfl.oor now. This gentleman wants to know what we do about prescription goggles. Who will say something on that? Mr. Ensign: I think I can answer that partly. We have one man we thought needed a special goggle. We tried it out, and he didn't need it. He could see just as well by putting this other large goggle that we have over his other glasses. But 128 Nineteenth Annual Softly Congress aay tune that we do weed special goggle*. we have the firm right there that ha* these goggles, lod we eu get them in half an hour. They will fit right over the other glasses, and will not impair the vision at all. Mr. Gucbel: That is a coverall for his regular spectacles? Ms. Ensign: Yea, they cover them right oft- Mr Gimkl: What about the cost of them? Does the company pay the cost? Mr Ensign : Yes, the company pays the cost They give the goggles to the man who needs them, and any time that he loaves die company, or is let oat, if he does not return them, he is charged up whh them. The company replace! all lenses free of charge. I am so enthusiastic about goggles because when I came with the com pany almost two years ago there was a change of management, and this new manage ment is a safety man. Last year I went to Chicago--it was ray first Congress-- and when 1 got back to the plant- we started in this work, and in our first month we reduced our accidents 94 per cent. That it why I am enthusiastic about safety. Mr Schmitt : The coverall goggle is a fairly new development I think most of us have tried it and found it satisfactory. Mr Doran : I think I mentioned in my paper the fact that the wearing of goggles was such an accepted proposition that they were more or less a part of the employ ment contract-. 1 am surprised to hear that any one is still having any trouble with them. For eight years 1 was general foreman of the cleaning deportment, and dur ing that period the wearing of goggles was at Issue. And it was up to me to put across the wearing of goggles, and it was done in this way. It was done with the big stick, f will acknowledge. I personally went around to every man--135 chippers--and I told him what the company wanted, and what they should have. I warned them that unless they agreed to wear these goggles, their terra of employment was all caught up with the Pratt Sc Letchworth Co. I told tHem that the first time I caught a man without a pair of goggles, 1 was going to check It personally, and that man was going to get a fiireeday layoff. The second time it was going to be a week's layoff. And the third time I was going to fire him. Ami I did just that I fired eighteen of the best chippers we had in the shop. And we never have had any trouble since in wearing goggles at our plant Mr Schmitt: Our time is almost up now, so I will turn the meeting back to Mr, Bennett Chairman Bcnnett: Dr. Chaney raised the question as to why it is that the foundry industry is. having more accidents than die iron and steel and blast furnaces, and I don't know that, we have particularly answered the question. We will'try during the oext year to find some solution, some answer. There is one thing about the collecting of statistics, and Dr. Chaney will bear u* out in this. Of our 6,000 foundries Jm the United States, and Canada, I..don't know of one tint is anywhere near comparison, in sjie and position to your iron and steel concents that furnish their statistics. For instance, the U. S. Steel Corp., Jones Sc Laughlin, American Rolling Mills Coy National Tube Co., with their highly-trained safety organisations are all huge affair*. But 1 am wondering if some of die larger foundries haven'J done very excellent work in our own diyisjpn. Is there anything to that, Dr. Chaney? Da. Cbansy: There is .a good deal to it. There is this difficulty stilL The foundries which have the high rates are in many cases, part* of the steel works plants, jmji there, in the steel working, foundry seems to be the sore spot Chairman Brnnrtt ; I was talking to a gentleman this morning connected with a large steel plant, who said that they had been having trouble with their foundry. It was an old building that had been used for something else, but they were now using it for a foundry. ' Dr. Chanrt : I think there is a great deal in that--the conditions under which the work is done. That is more or less responsible for what happens in some of Metals Section 129 those plants And it isn't all confined to the steel works, either. A lot of foundry work is done under physical conditions which moke accidents almost inevitable. Chairman Brnnntt: In Ohio, in our foundry code work, we found foundries in cellar*, with no light at all, dirt floors, where men couldn't walk safely, mad yet they were carrying molten metal. This was yean ago when we first started an our work, you know, and we have abolished that now. That was when we adopted our first code. I was in one foundry when an accident occurred, and there wasn't the slightest trace of first aid equipment In the place. In the new code there is a required first aid provision in every foundry. That is what caused a lot of the increase in severity in our accidents--having no first aid treatment handy. I happen to know that this fellow was disabled for two years. I followed up that case. I don't think the poor fellow ever did get bade to work. Now I want to ask the question, do we want this separate foundry session next year at the meeting? This matter will come up at the next Executive Committee meeting, which will be fairly soon, because we must begin working on a program for the Congress next year. Do you want the separate foundry session next year? (Cries of `'Yes", "Certainly", "Sure", "Of course**, etc.) Will Repeat the "Foundry Session" Next Year Chairman Bbnnett: Well, I would say that we did from what I hear. And there also might be some attention given to this in our regional conferences. We might take that up with the Executive Committee. C W. Hanxo (Pittsburgh Steel Co., Mooessen, Pa.): I have been listening with a great deal of interest to the discussions, and I was extremely interested in the same question put by Mr. Gimbel and by Dr. Chaney, as to what was the reason for the increase in accidents in the foundries. Well, I think the answer is here. I think if you will carefully scrutinize the re marks made here today, you will see why. Here comes one fellow along and tell* what be has done. Then Mr. Doran here gives us a Solution for some problems, and he has done good work. And Mr. Beall gives us good advice, too. And here comes another man along who is not willing to accept that doctrine. He is not willing to accept it and try it as the man who has tried it and la succeeding with It has done. These fellows say: "It can't be done." Well, if one man can do it. Surely another can. If it can be done in one line of industry, it can he done in another. When a man gives us a point, we ought 40 go to our plants and work it out, if possible; and if that man has worked it out, you surely can work it out if you have any backbone at all. I think the answer is right here within this room. We are trying to find excuses for the things that we haven't got backbone enough to put over. Now that is using strong language, I realise; but 1 am sincere in that remark. Wc know that all plants aren't as modern as others. The steel mills aren't; neither are the textile mills, or -any other line of industry. But we have got to accept conditions as they are and make the best of them, and. try to get to the point where the other plant has gotten to, and try to accept their doctrine, and do the filing the right way and get the good results they are getting. Dr. Chanrt : I want to be sure that you gentlemen understood me correctly. What 1 did say was fiat, beginning m 1926, foundry rates were going down. In 19Z9 they were apparently going up. Now that is quite different from saying that the foundry accidents are on the increase. As a matter of fact in 1929 I took on a con siderable Humber of new plants. Now unquestionably before that I had the biggest fellows, the large plants, all of them, nearly. These that I took oa in 1929 were for the most part the smaller plants. And I think that ts why wc cam see a change there m the wrong direction, because it is rather conclusively demonstrated by the rtmSes of the National Safety Council that at the present time the small plant is 130 Nineteenth Annual Safety Congress more hazardous than the large one. Now whai I ha.ee done, undoubtedly (and l shall have to explain that when we cone to publish these figures) is to iajact into my figures a considerable number of these small plants, and I think 1 may say that fiw question of the small plant is going to be a matter of serious concern, not only in your industry, but in a whole lot of other lines. It is tbe small plant, so far, that hasn't caught the idea. adjournment Metals Section 131 Thursday Afternoon Session October 2, 1930 JOHN P. BIB. Chairman Illinois Steel Company, Joliet, IU. The fourth session of the Metals Section convened with Mr. John P. Eih general chairman, presiding. Ckaxsmah Exb: We will immediately go to the first item on our program, that of the award of the Metals Section trophies. Wc will have the privilege of listening to and seeing the awards distributed by President C. E. Pettibone. Award of Metals Section Trophies By C. B. PETTIBONE President, National 8afety Council: and Vice-President and Manager, Engineering Department, American Mutual Liability Insurance Company, Boston, Mass. I am not going to take your time to make a speech today. But I might say that I am tremendously interested (and I know all of the National Safety Council Ex ecutive Committee and officers are) in these contests. We think they are a great thing. We believe they help you very materially in your work In the plants. It seems to me that there arc two rather fundamental facts that help to contribute to the desirability of these contests. I think tbe American people today are more and more realizing that there are a lot of things that you can't make people do by police power or by law or by discipline. The second fact is that we are great lovers of sports, we like contests. In the last ten years American people have followed sports more than any people. Put those two items together. In the first place, you can lead people to do lot of filings that you can't make them do. The second is their love of content. We know that of course in the plants we should enforce a certain amount of discipline, but in addition to that you can get enthusiasm and cooperation from them if you lead them. All these contests do is to appeal to their love of sport and help lead people to things that you can't drive them to, and they like it a good deal better. I am going to take a minute to present to you a few facts about this contest June 30, 1929, marked the close of the second-no-accident contest conducted' among members of the Metals Section of the National Safety Council. Tbe first contest started January 1, 1929, and like the second, was of six months* duration. In the first contest, .34 plants were entered. However, in 1930. the entries jumped to 152, or an increase of 347 per cent. This remarkable change can be attributed to a complete revision and expansion of the rules, authorized and approved by the Executive Committee of the Metals Section. While the conditions under which various units competed were changed in the 1930 rules, the basis for award remained the same. That is, the- rules specified that the winner of each group "shall be the unit having the lowest frequency rating (lost time accidents per one million hours worked) at the conclusion of the contest** In the 1929 contest, entries were limited to plants actually engaged in file manu facture of steel. In the 1930 contest however, five divisions were included and each division was divided into two groups, namely: Group A--plants employing 500 or more workers; and Group B--plants employing from thirty, or more, to less than 500 workers. 1*32 Nineteenth Annuel Safety Congress The divisions specified were ju> follows; 1. Steel wills 2. Rolling, finishing and fabricating 3. Iron foundries 4. Steel foundries 5. Heavy machine shops In the final report of the contest, copies of which are available, many interesting facts are disclosed Summarizing them briefly, they are as follows: High Spots oI the Contest la WJft approximately 174,000 employees worked more than 218,000,000 manhoars for an average of dose to 1,300 hours per person. This is a Slight de crease in hours employed per person since the 1929 average was approximately 1.500. The 1930 average frequency rate is 15.604. This represents an increase of five per cent over the 1929 average rate of 14.813 but it is not entirely out of line, particularly in view of the great many more plants entered this year than last. While die frequency rate is slightly higher, it. is gratifying to note that the ratio of persons employed to lost time injuries increased from 46 to 1 in 1929 to $1 to 1 in 1930. Last year the final report listed the names bf all contestants. However, this year the mica will not permit the identity of contestants to be (Gsdosed and consequently the final report can only be identified by key number. Based on verified reports, submitted in accordance with the rales of the contest and on behalf of the Executive Committee, National Safety Council, the following listed contestants are to be presented with trophies. The Following Trophies An Prnaflted Steel Mill Division Group A--The American Rolling Mill Company--East Works Middletown. Ohio. Group B--The Youngstown Sheet and Tube Company--Hubbard Fnoaon, Hub- haid, O. * Rolling, finishing and Fabricating Division Group A--Weirton Steel Company, Qarfcesburg Plant--Weirton, W. Va. Group B--Pittsburgh Steel Company, National Sled Fabric Mottfucs, Pa. Iron Foundries Division Group A--United States Pipe and Foundry Company*--'Wanted sic. Px. Group B--United States Radiator Corporation FdaardsviBe Ffui vttle, HL FIwants Steel Foundries Division Group A--Pratt and Letchworth Company, Buffalo, N. Y. Group B--The American Rolling Mill Company--Central Works, IfiMkSoea Ohio. Heavy Machine Shops Division Group A--General Electric Company, Philadelphia, tk. Group B--The Bryant Heater and Manufacturing Company, Gevcfand, Ohio. Although not specified in the rules, the Executive Conaiiittee of the National Safety Council has presented to all plants completing the contest without a lost time acci dent. or ranking in second and third positions, a certificate of merit. Metals Section 133 Steel Mill Division Group A---The Corrigan McKinney Steel Co., Cleveland, Ohio The American Rolling Mill Co., Burler Works, Middletown, Ohio Group B--Hamilton Coke and Iron Co., Hamilton, Ohio E & G Brooke Iron Co., Birdsboro, Psu Rolling, Finishing and Fabricating Division Group A--Weirton Steel Co., Weirton Plant, Tin Mill, Weirton, W. Va. Central Tube Co., Ambridge Plant, Pittsburgh, Pa. Group B--Union Drawn Steel Co., Gary Plant, Gary, Ind. Union Drawn Steel Co., Hartford Plant, Hartford, Ind. Camel Co., Hammond, Ind. Iron Foundries Division Group A--United States Pipe & Foundry Co, Chattanooga, Tenn. Stockham Pipe & Fittings Co., Birmingham, Ala. Group B--United States Radiator Corp., W. Newton Plant, W. Newton, Pa. National Radiator Corp., Johiutowo Union Plant, Johnstown, Pa. Louisville Car Wheel & Railway Supply Co.. Louisville, Ky. Steel Foundries Division Group A--National Erie Co., Erie, Pa. General* Electric Co., Everett, Mass. Group B--Michiana Products Corp, Michigan City, Ind. Duquesne Steel Foundry Co* CoraopoHs, Pa. Heavy Machine Shops Division Group A--General Electric Co, Bridgeport, Conn. General Electric Co., West Lynn. Mass. Group B--The Advance Rumley Co, Battle Creek Plant, LaPorte, Ind. The Advance Rumley Co, The Thresher Works. LaPorte, Ind. Report of the Safe Practice* Committee Chairman Eu>: Before the presentation of our playlet, there is just ooe brief report of the Safe Practices Committee, to be presented by Mr. J. M. Wolta, of the Youngstown Sheet and Tube Company. J. M. Woltz : Those of you who were present at our first session recall that * there was some discussion relative to the need of * paid secretary for our Section. I do not know of any way that this could be demonstrated more effectively than the lack of work that my Committee has been able to do, practically for that very reason. Everyone who has been asked to work on these codes or safe practices pamphlets has been very glad to accept the work, but when it comes to accomplishing things, it has been a most difficult thing to get these safe practices completed. We outlined do* five years' work two years ago, and I want to say that there is only one per son who had a subcommittee who has completed the work that has been assigned to Him and that is Mr. Homer Weeks of the American Steel and Wire Company. 1 am not going to be hard on those fellows who were unable to present a report that we could give to you at this session of the Congress, because I know that they vers all bosy. I know that they all had made attempts to do soma work on this, but it has been physically impossible for them to complete the work. Cnenpsot Ed: Now, friends, we feel that we have had very nice programs, that we have had wooderful attendance, and we have had fine cooperation in pre paring ad presenting them. Wt have m the Metals Section an enviable record for service, particularly at Congram time in presenting our programs. You will recall last year that there was prawned a playlet by the boys in Chicago which was written by Mr. M. D. Conroy. Mr. Cewroy has again written a playlet for our sectional program, and it will 134 Nineteenth Annual Safety Congress now be presented by the School of Drama, Carnegie Institute of Technology, Pittaburgh. (The playlet, entitled "The Quitter*, which was presented at this point before a very appreciative and interested audience, has been mimeographed for the use of those who may be interested m producing it, and copies may be had by request of the National Safety Council, Civic Opera Building, Chicago, IIL) Chatrua^ 0: I don't know that any humble words 1 might say could add to the impressive drama we have just witnessed. I do feel that we should hooor Ur. Wallace by introducing him to this audience, and I can truthfully and heartily say that I consider it an honor to present Mr. Chester Wallace, bead of the Department of Drama of the Carnegie Institute of Technology, who in turn will present the people who played the parts. ChkstEI Waujci: We thawh you very much for the splendid response yon have given to our work, la addition to our business of training young people for the stage we are from time to time called upon to do certain community propaganda. plays. We are usually very glad to do this because it gives us experience in various fields, but perhaps you don't realize how difficult it is to write an entertaining propa ganda play that is to get over some sort of teaching or some sort of message, and still keep the play in the terms of the theater. So we have been especially delighted at the opportunity of working uo this little play. I think perhaps it is the most excellently written propaganda play that has ever come into our hands. We have used it and worked on it with our acting group; we have had it in the play-writing class as a model of what a propaganda play should be, that is to put over a message and still be essentially theatrical and dramatic. . This play living people, has humor, it has rhythm, it has fine speed and it has ideas, so we feel that we are grate ful to you. all of us, for this opportunity of doing this play, and that if you have enjoyed it, both you and we are very deeply indebted to Mr. Conroy for this ex cellent piece of work. The New General Chairman Introduced Chairman Eu: I think the finest tribute we can give to Mr. Wallace and these young people is to give them a rising vote of thanks. At this point in the program it has been customary for the retiring chairman to introduce to you your new chairman. At this point in the picture 1 fade out. t trust that the programs that we have presented to you during this Congress have been of interest and inspiration. I want to assure you what a pleasant year it has been for me to work with the other members of this committee and with you folks. I thank you for the hooor you have conferred upon me for that privilege during the past year, and I have ^greater honor ht presenting to you at this time your new cliairman. Harvey Hcnsel, Safety Director, Yotnwstown Sheet & Tube Co^ Chicago, HI., who will cany on from this .point. Chairman Hexso.: Members of the Metals Section: All I want to ask is that I have your hearty cooperation, as I know I will, to carry on during the com ing year, the same as you have done with our good chairman this past year, and m3* good friend. John Etb. This is your Section. It wDt be just wfaat you make it. Your officers are always looking for suggestions. We very often get into a ret, and we certainly need you fellows to help poll us out Don't be afraid to take your pen in hand or dictate a letter any time during the year and give os your ideas. Constructive niiMm. fa what we want. Let me nomad you that year New* Letter editor, Mr. Robert Schmitt of die Louisville Car Wheel and Raxhray Supply Company, Louisville, Kentucky, will also need your help and will need artidet far the News Letter. Metals Section 135 I don't know just how many News Letters we would have Issued Iasi year if it had not been for his help and for the help of many members of this Section. | want to take this opportunity to thank those members who contributed to that Sews Letter and helped along in that work. The next rmmfrrr on our program it a number that has always b*o on frc>m 10 rear and has created considerable interest and has given us many new ideas. It i, entitled. "Safety Kink, in the Metal, Indtutry- It bia Mm `trip prvpared under the direction of our good fnend John Oartel, Chief of the Safety Bureau. Carnegie Steel Company, Pittsburgh. (The film strip was then shown.) nineteenth annual, safety congress NATIONAL SAFETY COUNCIL Mining Section Officers 1930-31 Central Chairman--R. N. Hoslei, Pennsylvania Rating Bureau, Harrisburg, Pa. First Vice-Chairman--W. H. Counts, National Lead Co.t St Francois, Mo. Second Vice-Chairman--Thouas H. Lichtfoot, Koppers Coni Co., Pittsburgh. Pa. Third Vice-Chairman A. R. Mendelsohn, Copper Range Co., Painesdale, Mich. Fourth Vice-Chairman--Frank Dunbar, Mather Colliers Co., Mather, Pa. Secretary and News-Letter Editor--Daniel Harrington, U. S. Bureau of Mines, Washington, D. C. Chairman Program Committee--H. T. Bannister, Madison Coal Corp., Glen Carbon, 111. Chairman Statistics Committee--W. W. Adams, U. S. Bureau of Mines, Washington. D. C. Chairman Engineering Committed--John L. Boardman, Anaconda Copper Mining Co., Bottt, Moot Chairman Entertainment--J. T. Ryan, Mine Safety Appliances Co., Pittsburgh. Pa. Publicity Committee-- A. \V. Ailen, "Enginwrinff and Mining Journal." New York City. M. R. Btnn># "Explosion Engineer," Wilmington, Del. R Dawson Hall, "Coal Age,*' New York City. Chairman Poster and Slide Committee--J. J. Forbes, United States Bureau of Minest Pittsburgh. Pa. Executive Committee--The Officers and H. C. Henrik, Phelps Dodge Corporatioa, Bisbee, Arts. Fun H. Nesbitt, Tri-State Zinc and Lead Ore Producers Association, Miami, OkU. Clyde A. McDowell. Pittsburgh Coal Co., Pittsburgh, Pa. Retiring Officers General Chairman---H. C. Henrik, Phelps Dodge Corporation, Bisbee, Art*. ViceChairman--R. N. Hoslf, Pennsylvania Rating Bureau, Harrisburg, Pa. ViceChairman--H. G. Henszl, Youngstown Sheet and Tube Company, Chicago, lit. Vice Chairman--B. D. Shove, OHver Iron Mining Company, Ironwood, Mich. ViceCliatrman--Thomas E. Lichtfoot, Koppers Coal Company, Pittsburgh, Pa. Secre tary, Chairman Program Committee and News-Letter Editor--Daniel Harrington, United States Bureau of Mines, Washington, D. C. Chairman Membership Com mittee--M. R. Burn), "The Explosives Engineer," Wilmington, Del. Chairman Sta- 137 138 Nineteenth Annual 'Safety Congress tistics Committee--W. W. Adams, United States Bureau of Klines, Washington, D. C. Chairman Entertainment Committee--J. T. Ryan, Mine Safety Appliances Company, Pittsburgh, Pa. Publicity Committee--Sydney A. Hale, "Coal Age," New York City. A. W. Allen, "Engineering and Mining Journal/' New York City. C. F. Willis, "Arizona Mining Journal/' Phoenix, Aria. Chairman Patter and Slide Committee--J. J. Forbes, United States Bureau of Mines, Pittsburgh, Pa. Excattiw Committee: Officers and W. H. Comtns, National Lead Company, St. Francois, Mo. Frank Dunbar, Pkkands, Mather'and Company, Mather, Pa. John L. Boarpman, Anaconda Copper Mining Company, Butte, Mont. Tuesday Morning Session September 30, 1930 H. C. HENRIK, Chairman Phelps Dodge Corporation, Bisbee, Aria. The first session of the Mining Section of the Nineteenth Annual Safety. Congress convened with H. C Henrie, Phelps Dodge Corporation, Bijbee, Arizona, presiding. Chairman Henue: As chairman of the Mining Section of the National Safety Council it is my pleasure to extend to all of you a most cordial welcome to' this Mining Section Safety Conference. It is indeed gratifying to see such a large and representative assembly of those who have an interest and a part in the Industrial Safety Movement. This Mining Section of the National Safety Council was organ ized on October 20, 1915. just fifteen years ago. The increasingly larger attendance from year to year at these annual conferences Is sufficient evidence of the real worth of the cause to which you have devoted yourselves and the democratic char acter of the institution which we represent. I am more and more impressed with the constantly increasing interest which is being manifested in the Safety movement and with the results which arc being ob tained, especially in the mining iudustry. It was only a few years ago that we had difficulty in convincing people that accidents could be prevented and were not a necessary by-product of industry. Mining has always been regarded as, and is, a hazardous occupation, yet I believe it is evident from the results which have been obtained by different mining companies in various sections of the country that Accident Prevention work, when properly organized and administered, will result in making mining operations and the occupation of mining as safe as the great majority of our other industrial activities and occupations. We are beginning to realize that Accident Prevention work is not a thing apart in itself but rather is an essential and integral part of economical production. It is a matter of record that those companies which have made a real test of the value of organized accident prevention work have benefited in increased efficiency, economy in operations, improved employee relations and a decrease in their accident rate to a degree never before deemed possible. While definite progress has been made in reducing the accident rate in the mining industry, there is still much to be done before we can feel satisfied. Your Program Committee, of which Mr. Harrington is cltairman, has prepared what I consider to be an exceptionally worth-while and well balanced program. I Hope that this Conference will bring to you many new ideas and prove to be a source of inspiration and renewed enthusiasm, and I also hope that you will contribute your share in making these meetings a success by participating in the discussions. The first order of business is reports of the various standing committees; first, the Membership Committee, Mr. Budd. Mining Section 139 Report of the Membership Committee By M. R. BUDD Chairman Tltc membership records of our- Mining Section since the Congress show a de crease. At that time, we had an enrollment of 231 members. In the period be tween October 1, 1929, and September 1, 1930, we enrolled 18 new industrial members and lost 26' through cancellations. The first mailing made was a compilation of names and addresses of all members. This list was sent out by your chairman and served our section by giving every member a list of all our members and at the same time correcting Use mailing list. ' New members 'were obtained by direct solicitation on the part of our members and by mail approach. Our selected list of 1683 Mining Section prospective mem bers received the following solicitation during the year: 1. General letter enclosing special folder, mailed in October. 2. General letter on Council's Industrial Health Service enclosing health folder, mailed in November. 3. General letter on safety with descriptive folder outlining service, mailed In December. 4. Letter to cancelled members of past five years enclosing service folder, also mailed in December. 5. Letter to entire list (general) enclosing booklet "Protecting Life** describing service, mailed in January. 6. General letter following up January letter, mailed in February. 7. Letter to members by President Pettibone, announcing Spring Membership Campaign, sent in March, followed hy letter from Mr. H. C. Henrie, general chair man, cndoahig several prospective members* names on cards and urging their solicita tion by members. 8. General letter enclosing testimonial folder mailed in April. 9. Specific letter by Mr. Henrie on sectional stationery enclosing poster, mailed in May. 10. Testimonial letter (general) by Mr. Temple Williams, secretary of the Dodge Manufacturing Corporation, also mailed in May. 11. Letter by Ur. Budd on sectional stationery enclosing new "Gazing Into the Future" booklet describing the specific mining service, mailed in June. A summary shows that each prospect received eight general appeals to affiliate and two specific mining appeals during the year. This mail campaign brought us in a total of five new industrial members with dues aggregating $21230. Many of our members have helped by writing to prospects, usually at the sug gestion of Headquarters, and their endorsements were of vital assistance in the ob taining of 4 industrial memberships with dues of $150 and in the total of 18 industrial membership* with annual dues aggregating $71250. (A list of new members, and by whom they were obtained, is attached in the event you care to name those who helped.) A list of Mining Section members who helped in the solicitation of mem bers is also attached. In conclusion; I believe that our cause, its aims and purposes, and our Council service have been presented to the industry. Future solicitation at our present rate of growth will become more and more specialized and result in individual approaches to companies rather than general mail appeals. We will advance, too, proportionate to the help given by members of our Section in soliciting those companies in our industry not yet members of our National Safety Council. 140 Nineteenth Annual Safety Congress Chatoman Hmn: We would now like to have a report from Mr. Adams, who is chairman of the Statistics Committee. Report of the Statistics Committee By W. W. ADAMS Chalma The committee's work for the past year consbtvd deafly m the preparation of accident statistics for 162 mit%es and famishing the infiline in the Chicago head' quarter* of the National Safety Council for pobUcatkm in the Council** annual re port on industrial accidents hi the United Staten. It is gratifying to report that die accident-frequency record for 1929, the year covered by the figures, was better than that for die previous year. Credit for the improvement belongs to the bituminous coal producers and to companies producing nonmetallk minerals other than coal*. The rate for metal mines did not change materially, while that for anthracite mines increased. The accident-severity rate for the 162 mines likewise showed an improvement over the previous year's record. Here again part of the Improvement was credited to bituminous coal producers, the Other contributor to the improvement being the metal mining companies. Figures submitted by the 162 mines covered approximately 28,000 employees and more than 62 million man hours of exposure to mining hazards. Detailed figures for the record are given below. Frequency and Severity Rates, 2926-1929, Mining Indsstry Average Rates Type of Mining Frequency Severity Entire Industry ..... 81.65 10.23 Coal--Anthracite .. 96.62 9.84 Coal--Bituminous . 78.70 12.47 Metal ...................... 69.79 7.81 Non-Metal ......... ... 50.53 6.82 . .Entire Industry .. Coal--Anthracite Coal--Bituminous Metal ................. , Non-Metal ........ 1929 Frequency Severity 74.43 9.99 99.68 10.87 69.25 11.69 52.16 5.99 31.10 8.15 1927 87.60 11.27 99.55 9.93 97.33 1574 63.90 , 33.38 4.41 1928 Frequency Severity 77.07 ii.il 88.12 10.92 84.96 12.47 52.12 931 52JS9 7.94 1926 89.25 865 97.95 7.46 . 67.63 1071 115.44 78.94 7.52 6.40 Accident .Experience in Milting Industry 1929 Number of Lost Time Accidents Num- Average Disability ber Number Perma- Perma- Type of of of Hours of nent nent Tempo- Mining Mines Employees Exposure Deaths Total Partial rary Total Entire Industry ..162 28,300 82.095,942 94 3 114 5,899 6.U0 Coal--Anthracite . 24 9.890 28,691,541 40 0 19 2,801 2,860 Coal--Bituminous .. 66 10,910 31,654.651 40 3 59 2,090 2,192 Metal ................... $4 6,250 18,116.618 10 0 31 904 945 Non-Metal ........... 18 1,250 3.633.132 4 0 5 104 113 Mining Section 141 Number of Days Lost Time Disability Type of Mining Deaths Entire Industry ... 564,000 Coal--Anthracite . 240,000 Coal'--Bituminous . 240,000 Metal ................... . 60,000 Non-Metal .......... . 24,000 Permanent Total 18,000 0 18,000 0 0 Permanent Partial 103,857 19,950 50,330 29,627 3,950 Temporary 133,964 51,847 41,583 18,885 1,649 Rates FmTotal ouenev Severity 819321 74.43 9.99 311,797 99.68 10.87 369,913 69.25 Uj69 108,512 52.16 5.99 29,599 31.10 875 CsAttMAK Hjcneje: Mr. Hale, chairman of the Publicity Committee. Report of Publicity Committee Under the existing set-up in the Mining Section of the National Safety Council the work of the Publicity Committee must necessarily be largely nominal. Mr, Harrington's excellent monthly News Letter covers the field so well that any addi tional activity on the part of the committee might lead to needless duplication of effort and material which woqfd render the work now being done less effective. Tbe machinery at the National headquarters, of course, is organized to handle the general publicity in a manner which a committee of widely scattered- members chosen from the industry could not hope to do. All members of the Committee have promoted the work of the Section through the columns of their respective publications. In addition, Mr. Allen has co-operated In membership work and in the program of the present meeting. Sydney A. Hale, Chairman. Chairman Hexbie: We will now have the report of the Poster and Slide Com mittee. of which Mr. Forbes is chairman. Report of the Poster and Slides Committee By J. |. FORBES Chairman A. Appointed the following committee to assist me with the collection of suitable pictures for possible use as posters: Mr. H. T. Bannister, General Safety Inspector, Madison Coal Corporation, , Glen Carbon, Illinois. Mr. C. H. Dodge, Safety Engineer, Buckeye Coal Company, Nemacolin, Pennsylvania. Mr. Roy V. Horsey, Safety Engineer, Nevada Consolidated Copper Company, Ray, Arizona. . Mr. S. J. Siootte, Safety Inspector, Pickands, Mather & Company, Hibbing, Minnesota. 142 Nineteenth Annual Safety Congress Messrs. Bannister and Dodge art men of considerable coal mining safety experi ence while Messrs. Hcrsey and Sicotte are safety engineers at representative metal mining operations with considerable metal mining safety experience. I am glad to report that this committee assisted me in a very admirable manner in Poster Committee work during the past year. B.Work Accomplished: The Chairman of your committee conferred with Mr. Stanley Kersliaw, Director, Poster Division, on two occasions during the year; one of these conferences was held in the office of the National Safety Council at Chicago and the other in my office at the Bureau of Mines, Pittsburgh, Pa. At the Chicago conference selections were made from the best posters available in the existing poster library. At the conference in Pittsburgh a number of good coal mining pictures were selected for possible poster use. 1 am glad to report that there is a good supply of pictures of coal mining opera tions that can be used for posters biit I regret to'advise that there is a very limited number of good metal mining pictures for possible poster use.. Through the cooperation of the Safety Division, Bureau of Mines, a number of good coal mining pictures were taken during the year. Those pictures are now being prepared for transmittal to Mr. Kershaw. Mr. Hersey sent a number of pictures depicting metal mine safety work In the mines of the Nevada Consolidated Copper Company. A careful study was made of these pictures and a number of them sent to Mr. Kershaw for his approval for possible poster use. Mr. D. Harrington, Secretary, Mining Section, sent your chairman some very good material for possible poster use. In addition to the coal and metal mining pictures indicated above we have re ceived several good quarry pictures depicting quarry safety work which were taken by a bureau representative and a representative of the Connecticut Quarry Company in Connecticut and which were sent to Mr. Kershaw for possible poster use. During the year tentative classification for coal mining occupations was prepared and sent to Mr. Kershaw for use in classifying coal mining posters. A tentative classification for metal raining occupations was prepared and forwarded to Mr. Kershaw for possible use in classifying metal mining posters. Your chairman has kept in close touch with Mr. Kershaw during the past year and I am glad to report exceptionally good `progress on coal mining posters, and not very good progress on metal mining posters. Your Poster Committee needs the cooperation of the membership of the Mining Section in helping it to obtain good pictures depicting metal and coal mine safety work for possible use in preparing such posters. It would be appreciated If any of the members of the Mining Section having good pictures in their possession or if they could take pictures on either metal or coal mine safety work, would send them to your chairman addressed in- care of the XJ. S. Bureau of Mines. 4800 Forbes St., Pittsburgh, Psl, alter which they will be carefully analyzed and forwarded to Mr. Stanley Kershaw for possible poster use Chauuax Htxut: We would now like to have a report from Mr. Harrington. Secretary and Editor of the Section. Secbctajrv :Hawu.nctox The secretary has, as you know, wit out during the year, the twelve monthly news letters. If you like them, please say so; and if not, left us why. The program speaks for itself. We have tried to make it a balanced one. It is not as balanced as we desired: we intended to have about 50 per cent coal and 50 per cent metal mining topics. The coal mining men came through more readily than the metal mining men on this program. However. I think you will get a considerable Mining Section M3 value from this program, for the coal mining portion will be largely applicable to metal mining, because it is of a general rather than a specific nature. While the results may not show very definitely, the work as secretary of this Section has taken almost a full month of my time during the year, Chauuan Henrie: We are extremely fortunate in having with ps Mr. T. G. Fear, General Manager of The Consolidation Coal Co., who will give us a short talk. Safety Responsibility of Management By T. O. FEAR General Manager, The Consolidation Coal Co^ Fairmont, W. Va. Personal injuries in industry are almost invariably the result of neglect or careless ness on the part of management, fellow employee, or the injured employee. For years personal injuries (erroneously) have been styled accidents, management has in many instances accepted the dictionary definition of the word "accident" as something which happens and cannot be foreseen. This type of management merely shrugs ita shoulders and asks what can be done when its employees are injured. It may even go to the extreme and blame an un fortunate occurrence on act of Providence, as was the case in an explosion some years ago in a mine which was known to bave accumulations of both gas and coal dust. .. Early in this year, I received a letter from an executive of a large coal mining company, relative to the institution of more rigid safety measures for his mines. He stated that, although he' knew about what he wanted in the way of a safety organization, yet he was not confident that he could sell the idea to his Board of Directors. My reply was summed up in what I now terra the Ten Commandments of Safety, which are: I-- Sell the officials of the company, from the chairman of the board to the sec tion foreman, the idea that safety is simply the proper method of operating and is not a separate and distinct function; that the entire responsibility for operating safely rests entirely upon management; that they cannot escape this responsibility either from a humane or cost basis. II-- The company must purchase safety, by providing the proper safeguards such as hand-rails, gear guards, shelter holes, proper clearances underground, ventilation, rock dusting, etc. Rate all plants for safety semi-annually to determine if further purchases are required. HI__Draw up and have printed a safety code covering all operations in and about the company** plants. XV__Have every supervisory official carry a copy and be fully acquainted with every detail of the safety code, insuring this by providing schools of instruction and frequent examinations. These officials are responsible for the instruction of the day men and loaders in the safety code. V__Institute absolute discipline to enforce this safety code which must apply to day men, tonnage men, end salaried officials without exception, fear or favor. VI--Institute responsibility ratings of all personal injury cases to determine un safe employees or officials. One plan for determining such responsibility ratings is outlined below: Classification Committee: Division Manager Dhision Superintendent of Mating Division Superintendent of Maintenance Division Engineer Division Mine Inspectors Chief Gas Inspector 144 Nineteenth Annual Safety Congress Clmifiotioiu are:-- 1--Sob*Stndvd i 2--Vkdatfcw cd fcrim 4mi 3--Poor 1 So. I--Subnmdarj CiiliMv;H'bc (Nt ctaasifiratinn shall be placed all lo- j(tries wfaicfa hew Im* <jm**4 % nnwl w whatonl coaftfam oristiitg in viola' tiuo c4 the mmi b* or t* mvpi As aa example, wjories caused by scam cfcwruae*, ptmr tWi% bbqnw mack, cars, motors, trolley wire, frogs, switches, mcwodad mamaemeL w Vu ^'otaws of dhtim omd Jsmsrtimi.'-^adcr this classification shall be placed all M*urw ufeufe tons wngM tam a fiienhcdimcc of the mining law, com pany ntb tjt tor rfiia U to* i ismn m fearpr or responsible for the work. As as cwsmpW. sms Mfcgg Mg wt f mssar poshed trips, on loaded cars, be tween cars, drumm w end smhmwi wremdy stored and handled, flying switches, failsrr to ns-nuJ *&** and mao unto jnelu and re-nukrs, etc. Under this elassifi- caskm shall hr gimmd swwm Mnafeag fsm An failure of the workmen to im mediately t*ry d* wtdan* at dm dfatul mseh as iaslnrr to take down loose coal or slate, failure u pfeut unduri nr any mWr rdcr rma for the workmen's protec tion. or the pnwrctiii a ed aihar*. Sc. J--Loct of poor) Supertimm wUafcr this classification shaO be placed all injuries rwhin fawns iefewfficfete imntitm os the part of the official responsible for the work being dune. This classification shall iaefadr injuries restating from hacards known to the offi cial in charge bus who has failed to have the hazards removed. Also under Aft classification shall be placed injuries resulting from hazard conditions which the foreman has faitod to observe or. if observed, failed to correct. Under this classification shall be placed all injuries resulting from improper in struction* from the official in charge of the work, also injuries resulting from the failure of the official to see that sufficient and proper materials are provided to safely conduct the work. As examples, men injured in the working places where the foreman has failed to properly inspect and test the roof, injuries from failure to see that dangerous roof is taken down or timbered. Failure to see that tracks are properly placed and failure to inspect tools, explosives and other standard requirements. No. 4--Carelessnest:---Under this classification shall be placed all injuries resulting from thoughtlessness, lack of intelligence or education. As examples, men injured while handling coal, slate or other material and catch ing hand between material and car, timber or rib, injuries caused when men hit their hands, feet, etc. with hammer or axes. No. $--Unavoidable Unavoidable accidents are accidents which no precautions can or would have prevented. As an example, a man handling slate or coal and the lump of coal or slate breaks id his hand and falls, injuring his foot Such an acci dent might properly be classified as unavoidable. VII--Institute safety courts, at each and every mine, m order to have your em ployee become more interested in safety rules. This works as follows: "Any employee of the company, seeing a fellow employee violating a mining law or company safety rule, is supposed to call the man's attention to the violation for immediate correction and then report to the sheriff. This procedure makes it neces sary for all employees to have a working knowledge of the musing laws and safety rules which has added all our employees to our mine safety inspection force. As human nature is just as evident in coal mining men as any other class, the coal miner, including everyone from the trapper-boy to the highest official, will refrain from committing safety violations if he knows he will be caught. To most employees the Section 145 tiigma of being convicted in a safety com means more in a disciplinary way than die payment of a nominal fete. "When supervisory men fianu wr infractions of safety rule*, they as* not per mitted to few iitmm wound for nock vinkwon ns it is their doty to see that the proper iliii qilfee W MM* eat --wfiewty. The primary purpose of the safety court is to enlist dw asd d dfe wrii~T ifn-nsil on personal injury prevention, to aid the supervisory faro m feewfesi hamwds and bnaardons practices, and to make every employee an TifgTr' T *w wM andk to oner smrjrone so conform to the rules and regulations ffinrlfet W m afe* feesnimite "Since jwwn U M&L dwm bane bom dm $00 sessions of safety courts in uur thirty |i inti if memo and abmt 1M* am were tried with 95 per cent con viction*. "Dork* tfaa first imfe f dw nrt1! nnnsinn. safety violations of various characters west nywife wfakfc had mum bmn dtssciad by ov regular mine inspec tion {area. ~An i--g*--j-- triad nsd eonrirssd may also be dbciplmed by suspension or dis charged by dw mm ityf~ r ry fere* in case the riolatioo Is of a serious nature.** Purpose of fee -Safety Cm*'. The safety pmur * an myfen rcyinifitinn whose purpose is to stimulate interest m safety; te pnrnn ntusnrsncr of the state mining laws and the safety rules and standards of dw company. It serves to draw Ac attention of fellow employees to the unsafe and careless practices are the of most injuries and to instruct them in safe ways of working. Organisation of Safety Court: At each mine or group of mines a committee of employees shall be appointed for ihc purpose of arraying for a safety court organization meeting, and for securing . the attendance of the mine employees at this meeting. At this meeting the organization committee shall outline the purpose of the safety court and shall describe the organization proposed for its administration. The organization committee shall then call upon the mine employees in attendance (or nominations for the various offices of the safety court. Nominations for the offices having been made the mine employees in attendance at the meeting shall then be called upon to vote for the nominees for the various offices. , The officers so elected thereupon take office and, during .their term in office, ad minister the affairs of the safety court as herein provided. Jurisdiction of the Safety Court: Each safety court shall have jurisdiction in and about the mine or mines which it serves. The safety court may summon, try, judge, and pronounce sentence^ if found guilty, any employee cd the company who fails to (while within the jurisdiction of the court) obey the state mining laws, or the safety rules and standards of the company. Visitors or those in the employ of other companies may be warned by the safety police as to violations of the laws and rules, but they are not to be summoned before the safety court. Officers of the Safety Court: A safety court shall consist of the following elected officers One Judge One Clerk of the Court One Sheriff One Prosecuting Attorney One Attorney for the Defense Qualifications for Safety Court Officers: 146 Nineteenth Annual Safety Congress Judge--A person to be eligible for the office of judge shall be acquainted i^ith correct underground practices, and shall have been an employee at the mine for a period of at'feast-one..year. Clerk--A person to be eligible for the office of clerk shall be able to take notes quick!)'' and accurately, and able to properly keep the minutes of the safety court sessions. Prosecuting Attorney and Attorney jot the Defense--A person to be eligible for either of these offices shall have been an employee at the mine for a period of at least six months. Sheriff--~A person to be eligible for the office of sheriff shaJJ have been an employee at the mine for a period of at least one year. Term of Office of Safety Court Elected Officers--The term of office of the safety court judge, clerk, sheriff, prosecuting attorney, and attorney for the defense shall be for a period of three months. Appointment and Term of Office of Safety Police--The safety police are to be appointed by the Sheriff for a period of one month. The names of the safety police shall be kept secret and shall not he made known by the sheriff or the safety police until they appear at a session of the safety court to make charges of safety violations. Reappointment to the office of safety police may be made at the discretion of the sheriff. The slicriff shall appoint such a number of safety police as are necessary to properly cover the territory within the jurisdiction of the safety court. Duties of Safety Court Officers: Jndjjt--Shall preside at and be responsible Cor the proper conduct and procedure at all sessions of the safety court. Shall pass judgment on all eases brought before l-.irv Shall call all meetings of the safety court. Shall call juries when same are demMided. CterkShaM keep the minutes of all court sessions, the recording of all cases tried, judgments rendered, and fines imposed. Shall keep an accurate accounting of all moneys collected and disbursed. Prosecuting Attorney--Shall vigorously prosecute in accordance with the state mining laws and safety rules and standards of the company, all defendants brought before tl>e court for trial. Attorney for the Defense--Shall defend all accused persons brought before the court, except where the accused prefers to make his own defense, or elects to choose his own attorney for defense. Sheriff--Shall appoint the safety police and see that they function properly. Shall turn in to the prosecuting attorney at least three days before any meeting date written charges against any violation of the safety standards. Duties of Safety Police--It shall be the duty of the safety police to keep a watch for and to report to the sheriff all Violations of the state mining taws and the safety rules and standards of the company, irrespective of the status of the persons Violating then*. ft shall be also the duty of the safety police to report to the sheriff all practices which have a bearing on general safety conditions. Sessions of Safety Court--Sessions of the safety court shall be held monthly. At each session, the (bite, time and place of the next session shall be determined and announced. Safety Police Reports of Violations of Laws and Rules:--The safety police shall report to the sheriff each violation of the state mining laws and of the safety rules and standards of the company. These reports or charges must each state the name of the violator, the nature of the violation, the names of the witnesses thereto,, and the place and the time at which it occurred. Miftrrj Section . 147 Bringing Sofety Violators to Trial:--The reports or charges of the safety police shall all be turned over to the prosecuting attorney by the sheriff not later than three days before the date of the session of the safety court. The prosecuting attorney will thereupon immediately have the clerk of the court issue and the sheriff serve, summons in writing to the safety violators and the wit nesses mentioned in the reports or charges. The failure of any safety violator to appear when summoned shall serve auto matically to judge him guilty of the violation as charged. Conduct of Sofety Court Trials:-- The clerk of the court shall announce each case. The prosecuting attorney shall make the charge, present the evidence, and take such steps as are necessary to put the charge and evidence before the judge and jury. The attorney for the defense, or the defendant himself, or his attorney, at the de fendant's option, shall present the defendant's side of the case, and shall take such steps as are necessary in that connection. The defendant shall have the privilege of calling witnesses in his behalf, and shall have the right to demand a trial by jury, or to select an attorney for his defense. When the defendant demands a trial by jury, the judge shall designate the three men to serve, subject to right of challenge for cause by the attorneys for the prosetion and defense, each side having the right to challenge two. A majority vote of the jury shall decide. Alter hearing the charge, the evidence and pleas of the prosecution and the defense, the judge shall announce the verdict, and, in case of conviction, the penalty imposed. The judgment and penalty shall thereupon be made a matter of record by the clerk of the court, and the sheriff shall proceed to collect the fines imposed. Fines amd the Handling q\ Safely Court Funds:--The funds collected by the em ployees safety courts are committed to the control of tlie safety court officers, and are to be distributed by them only for charitable purposes among the employees of the company and their families in and about the mine or mines which the safety court serves. The safety court officers of each division shall meet and designate a custodian of the safety court funds; the custodian shall be the local auditor or other properly bonded employee. The safety courts shall, when and as they decide, issue orders upon the custodian of the safety fund, for distribution from the fund. Any person judged guilty of being a safety violator shall, be fined. The minimum fine to be 25 cents and the maximum fine $1.00. Any witness refusing to appear before the court shall be judged in contempt of court and shall be fined. The minimwn fine to be 25 cents and the maxlmwn fine $1.00. The fine* shall be collected by the sheriff when imposed and shall be turned over by him to the custodian of the safety court fund. The clerk of the court shall keep accurate record of all fines imposed by the court, collected by the sheriff, and turned over to the custodian of the safety fund. The clerk of the court shall also keep accurate record of all authorizations of the court for disbursements from the safety court fund and shall keep continuous check to insure proper handling, use and conservation of this fund. Vacancies:--If a vacancy occurs among the officers of the safety court then the remaining officers shall immediately meet and select, by majority vote, a man quali fied to fill the vacant office for the unexpired term. VIII--Establish 100 per cent first aid training at each plant, so that every man from the superintendent to the trapper boy is proficient enough to receive a first aid certificate. Trained men taking care of injuries to their fellow-employees are im pressed by the suffering and prevention of injuries is brought more clearly to their attention. 14* Nineteenth Annual Safety Congress IX-- Keep the mining plants dean on the surface and underground, and lure safe men by giving them physical and oral examinations before employing them. X--Remember that "eternal vigilance" is the price of safety. In each of these to* rates, yon will note that management is entirely wipwiMt for all employees from the time they are employed and go to work until tWy tarn in their time checks at the end of the shift.. Management must, from a humane standpoint, provide safe working places and tools to its employees, in order (hat they and (heir loved ones may be spared the sufferings which personal injuries in industry have been exacting. Management must from a cost standpoint reduce the personal injuries to a nunimum, which will include only purely accidental injuries. Reducing costs by preventing human suffering is a most pleasant and noble work and, to the management which honestly and sincerely carries on to the limit per sonal injury prevention, there must come a satisfaction such as came to Abou Ben Adhcm in Leigh Hunt's poem. Chatbmax Heothc: Out next speaker is Mr. W. H. Corains, Manager of the St. Louis Smelting and Refining Works, National Lead Co., St Francois, Mo. Safety Responsibility of Management By W. H. COMINS Local Manager, St. Louis Smelting and Refining Works, National Lead Company, St Francois, Mo. The following remarks will be based on actual experience in the lead belt of southeast Missouri, also known as the Flat River District. Flat River is a town 70 miles south of St. Louts on U. S. Highway No. 61 and should not be confused with the Joplin and Tri-State districts which are in the southwestern corner of Missouri. - Twenty thousand tons of lead (Galena, Pbs) ore are hoisted each working day of 24 hours. Pillars are left in place to support the roof. Natural ventilation gives excellent air conditions underground, as the long period of operation in the district has made it possible to connect nearly all of the extensive mine workings. Very, few people of foreign birth now work in the mines, as no "foreigners" have been employed since 1917. Home loving, substantial Americans make up the population, the largest units of which live in unincorporated areas and are thus governed by the county form of government. The St Joseph Lead Company and National Lead Company are the two operating companies. What is the attitude of the.executive* of St. Joseph Lead Company and National Lead Company? Let me refer to an address by Clinton; H. Crane, president of SL Joseph Lead Company, before the Mining and Metallurgical Society of America oo January 10, 1930. His subject was: **Thf Human Problems Involved in the Operation of a Long-lived Mine." "We have had a safety first department for a long time A real safety first de partment means a school for your foremen, a school which will teach them that ac cidents are not necessary, that they are not a part of the mining business. But I think that there is no more important job in any one erf our companies than the right man at the head of the safety first department. The man who can sell the idea of taking care and keeping it sold; and I think safety first Is one of the principle things that need idling all the time." And here Is the attitude of President Edward J. Cornish of National Lead Com pany Edward P. Durfcc, representing the Insurance Department of National Lead Com- Mimng Section 149 pany was talking some time ago, to a group of underground employees at St FrHanecoaisd.mitted the fact that a reduction in frequency and severity rates naturally the money. It was also admitted dial such a reduction also save* the employee suffering and wages. And then Mr. Dnrfee said this "Let me make this statement If any van m this gathering, or any other mast, can develop and guarantee a practical plan whereby all accidents can be prevented at this plant, or any plant, he need only present his idea to President Cornish and his Board of Directors for their immediate approval and snthoriiatiop of necessary funds. The tads win be forthcoming notwithttwing the tat that the necessary appro priation would greatly exceed present cost of rnmtiinasrinn and accident prevention work. Gentlemen, that is the attitude of National Lead Company toward injuries toTihtse p"eSrsaofentnyelR"esponsibility of Management" as Urge. It exceeds the responsibility of any other division m the safety movement. Management must inaugurate the safety tanrpriign. Management must furnish the inspiration to keep the safety movement a live and goMinagncaognecmerenn.t must take tbe lend and sec that injuries Wean proper medical and surgical treatment and that they are followed by occupational therapy when desirable that the injured party may regain, to fullest extent ns of injured members. In short, the success of a safety movement an any organization rests squarely oa the shoulders of dm management, and. furthermore, management, if sincerely in terested m the work, suffers heartaches whan employees are seriously injured and also experiences "the thrill of a life time" when a mrresafal record is established. As we icikw the past, we note following accnsnpttehsacuts of management toward accident prevention (1) Management has provided ratable gwfcrds for aD Bnrianct (2) Managmicut has eUmnaerd or preaaesad all hazardous working conditions. (3) Management has introduced and is making ctrepufiory tbe use of protective clothing, whoever tike situation so demands However, "History b not resource" and aamptnut must always keep looking forward. I have In mind three fields of caterer in which management can find a large sphere of activity:-- (1) Discipline before tbe accident. (2) Develop and maunfanr a favorable mental aftkwte .on part of injured em ployee during briling period. (3) Occupational therapy daring the haling period. Let us first coraidn the matter of facpl'm. We an know that the promulgation of severe safety rales is not new and w also mm* atafc that, m the past, the strict enforcement of them has been new and rare- Lac me illustrate what can be done along this line. How many of yon are f--ffiar with the safety record of the Union Pacific System, a system of 9,800 miles of trade; UOO locomotives and 55,000 reve nue freight cars? This Class I railroad won the Harrimao medal for the "most outstanding accomplishments in railroad safety" in 1924-25-27 and 28 and honorable mention in 1926. This record was accomplished by strict enforcement of safety rules. The Union Pacific has a rale that members of train crews shall not step on a moving locomotive and this rule is enforced. A foreman who overlooks violation of safety rules by men in his care Is severely punished. la short, strict enforcement of severe safety rules has been very instrumental toward success of the Union Pacific Safety record. Now let us consider the responsibility of management after the accident. Man agement has as great, if not a greater responsibility after the patient has been dis charged from the hospital. ISO Nineteenth Annual Safety Congress First, we have to consider the mental attitude of the injured employee; which we know varies with each individual. In some cases the employee will become de pressed and'morose, possibly over tbe; fact of the injury itself, or, perhaps, out of remorse resulting from a belief that hfc could have avoided the accident had he ob served ordinary precaution. In otiter cases, the employee may develop a hatred for bis employer or for tlte equipment by which he was injured. We know that the tendency of an adverse mental attitude on the part of the injured employee is to re tard progress in the healing process and that the best results can be obtained only under conditions of a favorable mental attitude. It is, therefore, the duty of the management to study the mental reaction of each individual injured employee and to devise ways and means of changing the mental attitude, where adverse, from nega tive to positive and to maintain a positive mental attitude during the healing prpeess. This phase of the responsibility of management in safety work may properly be termed practical or applied psychology. Mow, regarding the application of occupational therapy during the healing period. Management should now aid the injured employee by means of occupational therapy where needed and this is- no small task when we consider the many varied mental reactions of numerous employees. I have in mind one man who suffered a Potts fracture of ankle. Expert surgical care saved the foot but employee had a stiff ankle upon discharge from hospital. The surgeon had done his part and could do no more without the co-operation of the injured employee. Exercise and still more exercise alone would obtain a useful ankle. At this point responsibility of management becomes apparent. ' Management must give the injured employee proper work. The mental reaction of the employee towards the efforts of tlie management to restore the injured member to normal was favorable and inspiring. Today that employee has am ankle that is nearly normal and the surgeon states that recovery of use of this particular ankle was most re markable and unusual. I know of another case where reaction of injured employee was unfavorable and in fact resistive of the efforts of the managemeat to help him. Complete paralysis of arm and possible amputation at shoulder was first diagnosis. Employee was dis charged from hospital with arm intact but with a 100 per cent loss of use. The company believed that it was their duty to help this injured employee regain such use of arm as would be possible notwithstanding fact that a prompt settlement would be the easiest and cheapest procedure. The man was paid the standard wage and daily received occupational therapy, massage and also did light work around the job. Notwithstanding an unsatisfactory mental reaction, the patient gradually progressed from exercises with a one pound ball to five, twelve and sixteen pound balls and finally graduated to a job of loading, wheeling and dumping a wheri-barrow. The almost certain 100 per cent toss of motion was reduced to a 15 per cent loss of mo tion for the reason that the management assumed their full responsibility. As we alt know, safety is very largely a matter of education. Safety cannot be instilled into a group of workmen in a practical way by the promulgation of rules and the imposition of penalties for the tafnactioo ai such rules. Any safety cam paign, to be successful, must be founded upon a systematic and persistent program of education and personal contacts, in which management must sincerely and whole heartedly participate. In the first place, the management must convince the em ployees that the safety campaign is founded on a humanitarian consideration and de signed to preserve the life and limb of the employees unimpaired, insofar as it is possible to do so, and to preserve the economic status of their families, and that it is not merely a scheme designed to save money to the employer. Safety education is not a matter of a day or a year, but must be carried on continuously and forever. In many cases, it takes years to educate workmen to a wholehearted belief in the safety movement. I recall when the safety movement was launched in a practical way more than twenty years ago. Many men who were in responsible charge of Mining Section 151 operations at that time keptical and inclined to look upon the movement as a bobby of the so-called .wiai workers, or. as a sort of lad that would quickly fall by the weight of its impracticability. Now it is practically impossible to find man agement that is- not highly enthusiastic over, the safety movement I mention this merely to illustrate my statement that safety is largely a-matter of education. Man agement had to be educated to a belief in the safety movement and now that educa tion must be carried on down to the workmen. Responsibility for and leadership in safety education rests with the management. Whenever-.management defaults in its responsible functions in any safety campaign, such default is certain to follow down through the organisation to and including the workmen and wilt very probably bring failure upon a campaign that should have been successful had management not shirked its duty and responsibility. In my opinion management is the "drive-wheel" in any safety campaign and with out its active cooperation and participation a full success cannot be hoped for. I, of course, have not intended in any way to minimize the importance of other factors; i. c., the safety director, the foreman, the doctor, the nurse, and last but not least, the workman himself, in safety work as I fully appreciate that each and every one of them have their very important place and responsibility in any successful safety campaign. Gentlemen, I submit that the responsibility of management in safety is profound and, as I have indicated above, its importance to success an safety work is second to no other single.factor In any safety campaign. Chairman Henrik; Mr. Warriner of the Lehigh Navigation Coal Co. was to lx the next speaker on this subject. Mr. Warriner, however, found it impossible to he here, and so he has sent Mr. Gilbertson. Director of Personnel of the Lehigh Navigation Coal Company. Safety Responsibility of Management By J. a GILBERTSON Director of Personnel, LeUgfa Navigation Coal Company, Lansford, Pa. In dealing with this whole question of safety responsibility of management it occurs to me that in die mining industry we might give some attention to the peculiar background of the employee as distinguished from the background of the employee in other industries. Perhaps the most distinguishing feature from the safety standpoint Is the multiple hazard of the individual. In most manufacturing industries there are single char acteristic hazards. In the clothing industry perhaps is one; in the electrical manu facturing industry there may be one or two- But to the miner and all the men who work inside the mine, there is a multiple of constant hazards. There Is that constant hazard of a roof fall; the hazard of flying materials; the hazards from gas, from iresh and old workings; the hazards of transportation; the hazards associated with explosives; and in these days, the hazards associated with the introduction of elec tricity in transportation and elsewhere in the mines. Put yourself in Uie place of the miner going to work in the morning, and facing this battery of hazards which, are with him throughout the entire day. What is the altitude of that man going to be? The miner takes a more or leis fatalistic attitude toward his occupation and toward the conditions which he meets; He gods into the mines, and says to himself, either consciously or unconsciously, "It's up to the man agement and to God." We have in that multiplicity of hazards an explanation for Mime of the mental attitudes of the miner--the underground man, at least* which makes safety so difficult. Because of these conditions, those of us who arc connected with the management q[ the mines should have a more sympathetic attitude, perhaps toward the. miner. 152 Nineteenth Annual Safety Congress would not (or a minute minimize the importance of dimiutior cardnumi; and yet it is imperative to understand that background. Hence, and because of the complex hazards, we should place the greater responsibility upon management. What are the duties and responsibilities of management in safety? It is all "old stuff/' and yet it needs to be reiterated and perhaps analysed over and over again when we meet at safety conferences, and plan oar safety campaigns. First it certainly is the responsibility of management to inform its employees of the dangers and the methods of avoiding them. In our own company we discharge this responsibility in a formal way, through the Miners' Handbook of safety rules. Secondly, we create a positive sentiment for safety--not a very easy thing to measure--in the hope that in combination with the other measures that it will finally bring certain reiulU. Third, there is a responsibility to investigate accidents and fix responsibility. There is a great deal to be done, in accident investigation, judging frwa <wr own experience. I believe that supervisory men, If left to their own devices, will be very deficient in the technique of investigation. We have found a teodrocy on die part of super* visory men, like some prosecuting attorney*--to find a goat. Unconsciously, supervisory men in their investigation are more or less satisfied, unless they sre carefully trained, to get a good explanation of the accident or the personal injury. It is absolutely necessary, if we are to get anywhere in safety work, to get the whole explanation and fix the entire* responsibility, for I believe that every accident is due to a combination of circumstances. The miner was careless- Well, why was he careless ? If you check up, you will often find a laxity of discipline; and yet how often will you find that explanation on the safety report? The accident may be traced to certain physical characteristics in the mine, or to the management. In investigation work, which perhaps ts the most important thing we can do to prevent accidents, it is essential to cultivate better analytical faculties in the men who are responsible for results. The responsibility for the measures which may be taken to remove the purely physical murt rest* m management. We have spent vast sums on ventilation, im proving explosive and other equipment. A great deal of credit is due the powder companies for the great and intelligent cooperation that they have given management in this particular field. Along with the investigation of accidents, discipline is perhaps the roost fruitful line of endeavor that we can follow in safety work. Finally, the education of supervisors, particularly in Reddest analysts is important, as I said before, for cultivating a judicial mind and for taking accident investigations out of routine duties. This constitutes the program of our company. We recognize safety as a many* sided affair. We are never able to tell what one activity fans accomplished results, but yet over a period of years, we have made progress.. Our mines are in the lower part of the anthracite region, where the veins are thick and stand on a steep pitch, resulting in a very gaseous condition at times. We also have a groat many old workings which are hazardous. In 1918 we hod 63 ex-, plosions from gas. but by constantly dinning away at the safety program we reduced this number to 43 In 1920, and in 1923 to 36; and the average for the years 1926 to 1929 has been brought down to 8. The general fatality rates have almost decreased in proportion. Here is the sad part of our whole safety program. I have mentioned the good results of 1918 to 1929. There Has been no relaxing of efforts, no lessening of interest in the program, and yet the year 1930 has been worse than any of the recent years. I suppose every man in safety work has that experience. All of the good work of previous years appears in vain but the point is a safety program must Mining Section 153 < ior the long pull. In spite of the bad results we seem to be getting in 1930, we have faith. A few years hence when we look back to 1930, we expect to see some s^iety results which are the joys of every safety man's heart. Chairman Hentue: For the next few minutes we would like to have some disiiitsion on the papers you have heard thus far on the "Safety Responsibility of Management.** Who is the first? Discussion E. A Stock (National Lead Co., St. Francois, Mo.) : We have heard of Safety Courts. Is the fine imposed cm the men left to the court's judgment? Mr. Fear: The Safety Court prescribes a fine, minimum of 25 cents and maximum oi one dollar, for each offense. The violators of the Safety Rule may ask for a jury trial, a jury of three men, if they so desire it. Chairman Henrie: Who is next? A. H. Trestrah. (Pickands, Mather & Co,, Caspian. Mich.) : Do you have other men testify against the violator? Mr. Fear: No, we do not To show how efficient these safety courts have become, I can't go around any mine now without having a dozen or mare men watch every move I make. Our president and vice-president of operations visited some of the mines in the Fairmont district with me. We went up to Mononga mine. The chauf feur stopped the car alongside the stairway over an Intervrbon track on which cars run 60 miles an hour. The president and vice-president walked across the track and opened the gate. A big sign on it said, "Danger; do not usp this; use stairway." The manager was standing there. One of the workmen was coming down the fteps. he turned around, and said to the manager, "Say, are you going to stand for that?" He didn't know who these men were. They got their summons in safety ccurt. and appeared on December twentieth. We find the men are all taking an interest in these courts, and I believe they are one of the best activities for the promotion of safety around mines. Lee Long (Clinchfiefd Coal Corporation. Dante, Va.) : Do you have your safety engineer work with your Safety Committee in getting the facts of an accident? Mr. Fear: We rate all personal injury cases according to responsibility. The Safety Engineer and committees rate them independently. If these two ratings don't agree, the safety engineer asks the division to review the case. If they don't change their position, the case is sent to the supreme court, the chief engineer and myself, to be settled. Mr. Lonc: Isn't your information in a more detailed form when it goes to this Court? Mr. Fear : Those cases don't go to the court The safety courts handle only violations without injury. Wm. G. Metzger (Hudson Coal Co., Trenton, N. J.) : What men compose these safety courts ? Mr. Fear: All officials of safety courts are men in a supervisory capacity because u-c had to have some mine or section foreman start the courts; the men held back. W e had the superintendent of mines institute die courts and have coal men elected to fill the position of judge, prosecuting attorney, cleric of Court, sheriff, and so torth; so it is entirely a workman's outlet, though we are always behind it. You liave to be behind everything in safety. Chairman Henrie: Our next subject it ``Safety Responsibility of the Foreman, Shift or Face Bosses." Mr. A. R. Pollock, General Manager of Mines, Ford Col lieries Co., is to speak to us on this subject. 154 Nineteenth Annual Safety Congress Safety Responsibility of the Foreman, Shift or Face Bosses By A. R. POLLOCK General Manager of Mines, Ford Collieries Company, Cortiaville, Fa. The man v*(k> holds the position of foreman has- given evidence that he possesses the Qualifications necessary for a foreman. For a man to be a foreman implies leader ship. Leadership is an opportunity to any maq; and opportunity carries its respon sibility. In all states where mining is done, there are mining laws that are primarily a Safely Code. The preamble of our Pennsylvania mining Act says "An Act to provide for tl>e health and safety of persons employed in and around the bituminous coal mines of Pennsylvania, and for the protection aad preservation of the property in connection therewith," and then the law continues to outline the responsibilities ol the persons in management A foreman in our state must qualify before an Examining Board; he must give evidence of tufScicn: experience in mining, knowledge of mining methods, and knowledge of mining law before they will pass him as competent. If he has been certified as a competent man to fill the position of foranan his certificate is evidence to you and evidence to me that a legal responsibility rests upon this man, and that he has indicated that he assumes dial responsibility. Then, he also has a responsibility to (ns employer. 1 am aasuviug that I am his employer; he has come to me for a job; be has presented Ms certificate; 1 have taken it at face value. He goes to worit. If he doesn't mean to fulfill the respon sibility of that position, for which 1 job going to pay him good nmoey, he is sailing under false colors. He shouldn't be allowed to occupy the position of foreman, because he has misrepresented himself--oat Us knowledge--bat be has shown that he isn't a man of right character. He must have the right character for to the men he is the company. How many of them think beyuod ham when hr * giving than instructions, or marking with them, think af the man who k silling back of the mahogany desk hundreds of miles away? No: the foreman is dsn company so the majority of men; and when he represent* die company, he represent* see: I hare passed the "buck" to him. Therefore, fats responsibility is great to bos employer. Furthermore, he hat a responsibility to die mm who are placed tinder his charge, for their heahh and safely. The very fact that he has a certificate of competency, says. "1 am going to have men in my eharpe and core. I ana going to look after them; f am going to pnierve their heahh. and I am going to look out for their &?fcty. I mo going to preserve their lives; if h u hmomdy possible-" He owe. a re^-aostlfiltty to their wives and thrw frsSew. His responsibility to lib own family--wh*t anight become of dm were hi' Me nvWnly to be snuffed ciu'--should make him realise his rvspuo. ftatiry to the iasjTin of fab men. Yearly forty years ago. jrfcea 1 was a rmtstsVtmi laborer in the mines. I didn't know* when I went to work in the rnomiug whether 1 week! be driving a mute, pulling timber*, nr baling water. ' As I worked in these dfimt capacities. 1 wondered about my young wife and ltale baby: I knew tot boor after boor my wife sat with the babe in her Up--I have seen her do it--tridt her eyes tfae child, thinking of its future. How often I have thought of the foreman who eras over sae at that time l He gave no thought to safety* or the prevention erf accidents for be didn't consider that a man's life was worth as modi as a arnica, bw he was owe of the best foremen t ever knew. If that man only had die interest that today's foremen have in accident prevention, what a wonderful mao be wmdd hove bees! He was a hero to me then, ; nd as I took bade over these forty yean, far u 21 to a itiuin extent a hero, but he needed present day lesson* of safety. Mining Section 155 The present day foreman not only has legal responsibility, responsibility to his employer, responsibility to the man under him and to his family, but he has a respon sibility to society. Who wants to see, around their mining camps, men on crutches? Who wants to look into a home and see children without food to eat because the iaiher lias been injured in the mine and never will be able to work again ? It would fiave been better for his family had his life been snuffed out at the time of the accidmt. Responsibility exists all along the line. When a report comes to my desk, saying, "Cause of the accident--carelessness/' the first question I want to ask the man who made up that report is, ``Whose carelessness?" Was It your carelessness? Prove to me that it was the carelessness of the employee. I am assuming it is your care lessness first because you haven't properly instructed; haven't set the right example; aid)' hasn't been practiced under your management. There is a fascination about the safety movement. It was said that twenty years ago we thought it was the child of the brain of some reformer--the Lord deliver us from professional reformers. This movement has grown and grown, and everybody who becomes interested enough to study it has become enthused. Safety is one of the biggest steps we can take in our industry. :Chairman Hekrie Our next speaker was to be Mr. DeCamp, of the United Verde Copper Company, but he is among the absent; I have asked Mr. Harrington io read his paper. Safety Responsibility of Management By W. V. DECAMP General Manager, United Votde Copper Company, Jerome, Arizona Management is solely responsible foe. safety in your organization. This doe* not necessarily imply the manager alone, but those directing operations sad Controlling the policies of your organization. I can appreciate your reaction to this rather radical remark, but having been engaged for many years in an effort to establish a safety consciousncls in the minds of em ployees and directors of operations, I have readied the conclusion that my opening statement is true in every particular. Your immediate reaction might be to state that the employee should share equally with management in devices and methods designed for his own well-being, and I will concur with you in this, objection only to the extent of stating that the employee should and does share in this responsibility, provided management first shows the way. Has it ever occurred to you that there ia nothing new in safety? Probably not. But there is decidedly something new in tfae viewpoint regarding safety, which you men directing operations have acquired as a result of study and education along safety laws. Admittedly there is nothing new in safety when we must concur in die belief that a lade of safety precautions was solely responsible far Adam's downfall. We will admit that he took a chance, and did so because he did not accept the admonition of his master. Further, the infant, from the time it learn* to creep, is deluged with safety rales and regulations, which we recognize as essential if we wish to bring the child to maturity. His education begins at an early age and progresses until such time as he is considered competent to care for himself. Immediately thereafter education of the child along safety lines ceases, and he is required to shift for himself and obtain by bitter experience the knowledge of safety so essential to his future welfare. When he passes school age and enters industry of any kind he is immediately confronted with a need for education in safety work and safety procedure. Whether or not he obtains this education the management of the industry concerned is largely responsible. Should be be sufficiently quick and Intelligent, and should his experiences not 156 Nineteenth Annual Safety Congress remove him from active participation in industry, he may eventually survive; and having done so it is probably due either to good fortune or to that endurance which has been so characteristic of the American people. We Americans, as is commonly recognized, are born gamblers, and that instinct has bees one of the characteristics around which this nation has progressed, as we have bees led by dance-taking enthusiasts who have repeatedly risked health, time, money and future in order that some idea be born and developed. Management is largely in the position of an educational department in ail safety work, and logically the educator himself must be educated before Ik can consistently and intelligently convey tus knowledge to others. When manage ment ceases to look on safety work as a fad and seriously considers it as essentially a part of their operation as any other detail of operation or administration, then will they be approaching a point where they can begin to .expect results from programs designed to develop the idea of safe practice in their employees. Management requires this education to a great degree, since the experiences and training of many of you antedate the days when the .safety movement came to be considered a part of any industrial program. Frankly, this infers that management to a large extent may be traveling in the rut of former practice in their chosen field, and in many cases may be so bull-headed and opposed to anything new that they themselves must have a knowledge of safe practice forced on them by bitter experience, just as the phild who could not believe the fire was hot without experimenting. More particularly than anything else, therefore, you are in need of education along safety lines. Contemporaneous with this, in order that too much time may not be wasted, you should undertake the education of the men in your employ. The Installation and protection of equipment requires an education in itself, and necessitates in many cases increased costs which you will not be willing to accept until you realize that the lack of sudi equipment enforces even greater costs. No matter bow far you may go in the installation of protective mechanical devices, you can never become successful in a safety program unless with this knowlcd ; of safety equipment you acquire a belief in and put into effect an educational system which will make of your employee an active, thinking individual rather than an automaton. The man who is interested in retaining his position with you is the one who can be taught anything, and is the oue who will respond to educational work on costs, efficiency of operation, safety, or anything else. This is the type of max>io whom you are most interested, since this class probably constitutes the major portion of your employees and in general probably desires only a place to work, a place to live, and a sufficient income to meet their needs and possibly educate their children. I have been wondering just how you go about ftiteresting this man in the performance of his duties; particularly am I interested m this question, in view of the many demands you ipake oo him. For the sake of this argument, let us list your demands, and following that, list those things which you supply in the way of exchange for the demands you make on him. First, you Insist that he do a fair or even a good day's work for the compensation he receives, and if this fair day's work is not performed you exercise your prerogative as an employer, which permits you as a penalty to replace him with someone else. Second, you demand that he work steadily without complaint and that any advancement he may receive is a direct result of the continuity of his employ and the ability he demonstrates. Should be become impatient with his progress you would no doubt object and consider him in too much of a burry to get ahead. Third, you insist on his temperate use of intoxicants; regardless of your attitude toward the Eighteenth Amendment or regardless of your own degree of Mining Section 157 indulgence. Again, you hold up the specter of the discharge slip as a penalty for non-observance of your rules and regulations. Fourth, you demand his absolute loyalty at all times. Fifth, you expect him. if his position is one of any importance, to give you advance notice of absence or any temporary lay off he may require, and insist on this to the extent that you maintain careful records of service and look with disfavor on that man whose term of employment is broken. Next, yon ask him to cooperate with you one hundred per cent in the case of any labor milunderstanding that may occur, and demand that in such **tv he follow your banner rather than that of his friends and associates, without your holding out as an inducement any promise of continued employment or future benefits. These and many other demands we make of our employees, on top of that we demand further of each that he be a safe employee, and we even exercise in this case rigid penalty systems for non-observance of rules. You may, is demanding that he be a safe worker, hold up before him your concern as to his personal welfare, but no matter what a safe employee means to you, the inference ohviou* that a safe personnel reduces costs, wltethcr general or for injury and damage. Say what you may regarding the value of safe practice to the employee, the final answer rests in the unit costs of your product. In my opinion, you will never be competent to be the director of your safety operation or program until you are willing to combine and give equal weight to the question of costs and the more humanitarian attitude of regard for your vi*-lrveewelfare. If you want or demand so much of this employee, just what do you give in return for all of the virtues we have previously outlined, and which yoa consider so essential in the employee? 1 lave been wondering if you arc far-sighted enough to realize that proper housing and living conditions are conducive to the development of many virtues in this employee, and are you particularly interested in the degree of hospitalization you render him, in which he no doubt participates to some extent by deductions from his income? Have you inaugurated in your community or state injury and damage insurance, established on a sound basis and permitting payments comparable to the coat of living in your community, or are the cost of injuries and damages km in your particular community, due Co unfair laws that do not permit reasonable compensation in cases of disability? How about insurance, either health or accident oft the job, or life insurance of a similar character? Have you made the effort to ascertain whether or not your employees would join you in group Insurance In which you and the employee participate on equal basis? Have you concerned yourself about pensious for the old-time, faithful employee; either on a participating basis wherein he provides the major portion of the fund, or whether on a joint basb between you two? Have you recognized the value of cooperative buying or the establishment of cooperative stores that will permit your employee the benefit of wholesale discount? What have you done in the way of recreational facilities in your community m order that it become a better place in which to live and thereby attract and hold higher grade men? To what extent is the educational system in your community on a par with the educational systems in other districts, and do you tafa_ an active part in seeing that a reasonable degree of educational work is supplied your employee? To what extent have you favored yonr more capable employees by bonus or contract methods, which permit them higher earnings than the average run of workmen ? 158 Nineteenth Annual Safety Congress To what extant have yon improved the sanitation in your particular district, in order that the danger of epidemics is minimized? Are you concerned as to the promotion of men from within your omen organization? Are .you willing to accept floating labor at a time when there ne ample mem available, and take your chances when labor is scarce? Has it ever occurred to you that savings programs might be devices which would enable your employees to accumulate a reasonable fund for their protection and care In time of need or to tide them over periods of unemployment; and to what extent do you guarantee this man that he will be given steady employment? Are yon satisfied to engage him during good times and permit him to shift for himself during periods of depression, with the excuse that peaks and depressions are common to your own, as well as ail other industries, and therefore beyond your control? Or have you, like some of the more progressive organizations in this country, endeavored by careful investigation and by expansion of your markets, to eliminate at least to some degree the extent of peaks and depressions which are so destructive to the morale of your organization? No doubt some of these thoughts may appear radical to you, but the answer to each one of than will give you the answer to the demands that you have already made on this paragon ofall the virtues, the safe employee. If you are right on all of these questions, in my estimation .you have in your plant a good safety record. But if you are not right on the major portion of those listed, then 1 would suggest that your education is necessary, not only along the line of recent safety practice, but along humanitarian lines as welt If you are still critical, I can assure you that these things and n*auy more have been done by numerous organizations in this country, and that in almost every case the result has been that they have the ability to pot over an educational campaign along any line quickly and successfully, at a minimum cost and with maximum results. In I wish to reiterate management alone it responsible for safety in your organization, and that safely consciousness can only be instilled into your men following your own education. But sound educational methods should be conducted continuously, and they should be started among the school children In the institutions of your community and carried to every employee la your plant, since even though we may not attain the maximum success with the present generation, we can hope for a better response from the coming generation. Do not forget for one moment that os an employer you are your brother's keeper; that the responsibility is yours; that you are going to get from your organisation that loyalty and consideration that you are prepared to give than. * Discussion Chairman Hknrie: We*wouJd like to have some discussion on any of the papers. Hoy V. Herbey (Nevada Consolidated Copper Co., Ray, Arizona) * Two or three years ago I made the statement, and it was criticized, that an accidental death was almost an impossibility. Big bead lines in the paper, state that so and so was killed accidentally in an automobile wreck. A* a matter of fact, the wreck was probably not accidental, but due to recklessness or carelessness. I believe we could ail help the safety game if we did away with that word "accidental." L. Fern Pbtt (Utah Copper Co., Bingham Canyon, Utah) : What is meant by discipline and to what extent should it be exercised for different offenses? W. H. Comins (National Lead Co., St. Francois, Mo.): In Missouri we have not emphasized discipline until recently, and we are really feeling our way. t wondered, in looking over records in the central safety contest how so many companies go Mining Section 159 without a lot*-time accident lor the entire year. 1 am beginning to think morale ii responsible for these good records. How can morale be accomplished? V. C Dlsiai (Mather Collieries Co., Mather, Pa.) : Morale has a lot to do with the prevention of accidents, t don't believe morale can be developed on an empty dinner pail. Accidents happen in mines operating one day and two days a week. A man is not apt to be in good physical condition when working part time, lie has family worries because his income is small which is not conducive to good morale. This deserves the attention of management--whether to operate an entire mine two days a week, inefficiently as far as morale is concerned, or whether to >>per3te only ooe section of a mine continually and safely. Georgs Martinson (Ptdcands, Mather & Co., Hibbing, Minn.) * Several years ago I thought seriously of trying the system developed by the Consolidation Coal Company, but I rather feared the reaction of our men to snooping and spying, re torting little infractions of rules, and the like. When a man is reported by a fellow employee, is It resented? Systematized Courts Hava Proved Successful T. G. Fea (The Consolidation Coal Co., Fairmont, W. Va.) : We have been holding safety courts iu every mine for the last four years, and have had no trouble, ft you try this method, you will not have any complaints. To build up morale, wc had to mete out the same punishment for the same offenses. We made rules stating that the first offense would mean a warning; second offense, identity of three days lay-off; third offense, ten days; and the fourth offense, dis charged. Of course, if the first offense is very serious, a man is immediately dis charged without warning or suspension. By uniform punishment, alt the men knew they were treated alike, which has helped to build up the morale. To insure fair treatment, the safety department receives, from each foreman and each superintendent, a copy of the warning or discipline meted out. The report shows the number of warnings and the number of offenses. We have standardized the system. Chairman Henris: We would like to hear from a foreman. $. M. Hoffman (Maritime Coal Co., Amherst, Nova Scotia) : Should serious accidents which result in no injuries be investigated? H. D. Hartford (Tennessee Copper Co., Copper Hill, Tenn.): We investigate all near accidents. It is one of the best means to prevent accidents. 0. F. McSbane (Utah Industrial Accident Commission, Salt Lake City, Utah) : I concur wholeheartedly in what has been said regarding the responsibility of fore men. I believe that he is the key man in any safety program. The desire for in creased production should not interfere with a foreman's safety program. Managers will get better safety results without constantly nagging foremen for more and more production. Mr. Comins: I believe you can speed up production and still have an excellent safety record, for speeded up production is like driving an automobile. The (ad who drives at 25 miles an hour is dopey and sleepy, and apt to get hurt a whole lot quicker than the fellow who Is hitting 45 and 50 and afert. Give your safety men ample support. Tell the whole gang to .snap into it; and your accidents drop; for they are wide awake. C. W. Gibbs (Harwick Coal Co., Hawick. Pa.): The necessity for education in accident prevention work was recently forcibly impressed on me. We issued a book of rules, containing the general rules of the company, and ex tracts from the State Mine Law of Pennsylvania for the benefit of miners particularly. The mine officials were expected to examine the men after they had time to study the contents, and turn in a report to the office. The report form is the last page in the book. 160 Nineteenth Annual Softly Congress The mine foremen examined the fine bosses; and very much to our surprise our fire bosses could not answer satisfactorily the statements and the paragraphs on the State Mine Law, and some of the fundamental rules of the company. Believe me, the situation was rectified in a hurry. We need to find out what our foremen know and train them to handle their jobs efficiently. ADJOURNMENT Mining Section 161 Tuesday Afternoon Session September 30, 1930 H. C. HENRlfi, Chairman Phalpa Dodge Corporation, Bisbce, Aria. The second session of the Mining Section convened with Mr. H. C. Hcnrie pre siding. Chairman H&kiue: Gentlemen, the first order of business is the report of the Nominating Committee. Geoftca Martinson (Pickaods, Mather & Co., Hibbiog, Minn.): Mr. Chairman, the Nominaring Committee, consisting of Clyde MacDowetl, Jack Ryan and myself, offer the following recommendations for section officers for the next year: General Chairman, R_ N. Hosier, of die Pennsylvania Rating Bureau of Harris burg, Pa. First Vice-Chairman, W. H. Comins, National Lead Co., St, Francois, Mo. Second Vice-Chairman, Thomas E. Lightfoot, Koppers Coal Co., Pittsburgh. Third Vice-Chairman, A. W. MendeUon, The Koppers Range Co., Painesdale, Mich. Fourth Vice-Chairman, Frank Dunbar, Mather Collieries Co., Mather, Pa. Secretary, Dan Harrington, of the Bureau of Mines at Washington. Chairman of the Program Committee, Henry Bannister, of the Madison Coal Corporation, Glenn Carbon, HI. Chairman of Statistics Committee, W. W. Adams, U. S. Bureau of Mines, Wash ington, D. C, Chairman of the Engineering Committee, John L. Boardman, Anaconda Copper Co, Butte, Montana. Executive Committee. H. C. Henrie, Phelps Dodge Corporation, Bisbee, Ariz.; Frol H. Nesbit, Tristate Zoic and Lead Association, Miami, Okla.; Clyde A. MacDowell. Pittsburgh Coal Co., Pittsburgh, Pa. Chairman of the Entertainment Committee, J. T. Ryan. Mr. Chairman, I move that the report be adopted. (The motion was seconded, put to a vote, and earned.) Chaoumk Heniue: Our first paper this afternoon is by Mr. P. G. Beckett, VicePresident and Genera) Manager, Phelps Dodge Corporation. Some Fundamental Requirements in Successful Accident Prevention Work By P. 0. BECKETT Vice-President and General Manager, Phelps Dodga Corporation, Douglas, Aria. In 1925 H was decided to reorganize the plan of administering safety and accident prevention work of Phelps Dodge Corporation and Old Dominion Company. This decision followed many years of safety work that had met with a certain lack of cooperation on the part of the organization and with general indifferent success. The safety system then in vogue largely had been one of appointing a safety engineer or inspector whose duties were to see that do accident happened in the mine or in the plant. So far as the average safety inspector was concerned, the spirit was witting, but notwithstanding the fact that a day has twenty-four hours the flesh was not equal to the task.imposed upon it. 162 Nineteenth Annual Safety Congress An analysis of the situation made it clear that accident prevention work was not a one-man job, but a job for every man in the organization, and that if satisfactory progress were to be made, it would be necessary to reorganize the plan of admin islering the work. This reorganization was effected in the early part of 1925 and since then a committee system* modeled after the plan adopted many years ago by the United States Steel Corporation* has been used. It may be said at this point that we have proven to our own satisfaction that the committee system is basically sound and is the system which brings everybody in the organization---management, supervisory force; and workmen--into coordinated action in the effort to reduce accidents. It is the basis for team work which is so essentia) to the success of any undertaking. ' The flow sheet and general functioning of the Phelps Dodge Corporation and Old Dominion Company committee system has recently been described in detail* and there is no need for repetition on (his phase of the work. The principal purpose of this paper is to outline some of the fundamentals which we have stressed since we launched our reorganised safety campaign and which appear to have brought results. With five years of experience in intensive safety work behind us we are now better able to judge of the relative importance of these fundamentals. We started off on the theory (which was not original with us) that safety work may properly be divided into three classes; (1) organization, (2) education, (3) protective measures* or methods designed to remove or reduce known hazards. We recognized early in the game that in addition to these three main divisions of safety work it was necessary to have a background which might be termed the safety spirit or safety atmosphere of the organization. This spirit consists in having every employee feel, right from the start, that the desire for improved safety work and the elimination of accidents comes from the head of the company and that there is no four-flushing nor camouflage iu connection with the safety movement on the part of the management or higher executive officers of the company. The workman can very readily sense insincerity and will not cooperate if he feels that the management is not really sincere. I am confident that the average workman is willing to do what he believes his boss wants him to do, since he feels that this is the way to hold his Job; but it he detects any note of insincerity or lack of cooperation In the company's safety movement, on the part of his boss, he will take his cue accordingly. This is why it is so absolutely essential to get the complete support of the mat who have contact with the rank and hie of the organization. This is where the committee system fits in, since it provides the means by which policies ere handed down through committee contacts from the top to the bottom of the organization. Through these committees it is made known to all that the company is desirous of improving its accident prevention work and is going to insist oa the full cooperation of every em ployee, and further* that it is going to take the initiative in the effort to make things safe. This leads to a condition whereby everybody in tlie organization becomes safety- minded, and where it is rccogrfized and understood that safety with the company is a major operating problem and is to be considered hand is hand with production and costs. When this safety spirit or atmosphere has been obtained you will have a con dition where the work will proceed more rapidly and with more satisfactory results. Safety competitions and the payment of safety bonuses have been powerful factors in maintaining interest. Five separate companies in our organization compete for safety trophies winch are awarded annually to the company having the best safety record. Departmental trophies are also awarded annually to the departments engaged in the same class of work having the best safety record. All of this is a spur and a stimulus to the maintenance of safety interest and the improvement of the safety atmosphere that I speak of. In order to have the proper spirit everybody in the * "Safety Ors*M*%tions in^Arlsena^ Copper JHnw" by H 1>. Gardner and D. J. Parker., Mining Section 163 organization should be boosting safety work and no one knocking it* and there should be no grounds for questioning the company's motives. The executive officers and management of the company should be recognized as being active in the accident prevention work and not just passive. It should be under stood that the management is wilting to remedy conditions that are not safe and is willing to spend money, and big money if necessary, on this phase of the work. This is a necessary part of proving the sincerity of the management to the men. If the company Is not willing to do its share first, it has no right to ask its employees for their cooperation. When an employee thinks the safe way* not because of fear of losing his job nor because his boss tells him to, but because he believes it is right* and when he do the safe thing instinctively, you have the proper condition and the correct atmosphere in the organization for getting good safety results. All of this is a necessary background to the three main divisions of safety work mentioned previously. Proper organization is one of the essentials of successful safety work because unless you are properly organized in the way of committees to Investigate and analyze accidents which occur* discuss and act upon suggestions and recommendations relating to improvement in conditions and to handle the many matters that come up for dis cussion, you are going to be badly handicapped through lack of system. It is unnecessary to dwell oa this because the proper organization and line-up in any class of work is essential to success, and safety organization is no exception. So it is quite necessary to see that the flow sheet is the correct one and that it functions promptly and efficiently. The matter of protective or safety measures is also one that 1 do not intend to discuss at length in this paper, because it goes without saying that to eliminate accidents, measures roast be taken to safeguard the man at work Unsafe appliances and equipment must be made safe; moving machinery properly guarded* dangerous conditions eliminated, and in' general obvious hazards corrected. As an organization we are strong oa the me of goggles* safety hats, safety shoes; and as a result have some rather surprising figures to show on reduction of accidents in lines of work where previously without these safety measures we had numerous accidents. For example, one company had 103 eye injuries in the year 1924; in 1928 there were none, and last year there was only one eye injury at this mine. Looking hock on the experience of the last five years, I'feel that the most interesting phase of safety work and possibly the most important one, whether it be in mining or in an industrial plant or in everyday life, is the third division, namely, education. I believe that our different safety committees have stressed this matter of education more than any other one point. If progress along safety lines sometimes seems slow to us, it probably Is because of this feature of education, which in itself is a slow process and incapable of being rushed, as it is intimately tied up with the human equation, which is at the best uncertain. In connection with this important question of education I want to outfine briefly the Phelps Dodge safety organization's experience* and to mention what now appears to us to be some of the most essential educational fundamentals. There must come first a recognition of what are unsafe practices, and the correction of them. We have insisted at alt times with our men that the most efficient way to do a thing is the safe way, and vice versa. In analyzing accidents we have noted numerous cases where an employee through lack of education or instruction was doing his work In the wrong manner. It might be timbering or it might be blasting practice, or it might be the work of loading a car at a haulage chute, or it might be a section gang handling heavy rails, or it might he the starting and operating of machinery, or it might be a hundred and one other things. Usually we teamed after the accident bad happened that some thing was being done the wrong way and that nobody had told the workman the right way to do it r. As a consequence, upon learning that unsafe practices on which the workmen had 164 Nineteenth Annual Safety Congress never bce:t properly educated, or instructed were a major source of accidents, wc started to make job studies of our different operations where accidents were occurring and where we felt that the practices could be standardized. We got together com mittees composed of superintendent, foreman, bosses and workmen and studied all of the movements connected with a certain job or operation and agreed on what was the most efficient and safest method of performing the work. Having decided on that, rules were put into force regarding that particular practice, and the workmen through out the mine or plant were instructed in the correct way of performing their work. Having recognized the hazard and standardised the practice along safe and efficient lines, and having properly instructed the workmen, the next step is to have correct supervision. It is not enough just to issue safety rules and instruct men. For a time at least there has to be close supervision to see that the correct methods are properly understood and are being carried out. So supervision is one of the links la this educational chain that cannot be neglected. Following proper supervision comes the question of placing the responsibility for an accident where it belongs. In the Case of accidents that do occur after it is thought that all proper precautions have been taken and where ample instruction* have been given, this matter of responsibility is something that has to be looked at and treated without fear or favor, and whether it is the company's or the foreman's or the boss' fault it must be squarely admitted and recognized, and steps taken to prevent a re currence of a similar accident. Our committees always have made a point of investi gating and analyzing every accident very carefully and trying to get as much light as possible on how it happened and then attempt to place the responsibility In the proper quarter. At the start there was a tendency to place the blame on "trade risk", or on the injured employee. However, after thoroughly analyzing such accidents we reached the conclusion that if the company did not take the trouble to ascertain the correct method of doing the work and then instruct its employees, the company could not in all fairness place the blame for the accident at the door of the man himself. When at fault the company must be willing to shoulder the full blame and take the steps necessary to prevent a recurrence of that type of accident. So the careful analysis of all accidents, serious or slight, and the placing of the blame on the proper person or on the lack of safe practice is one of the essentials and fundamentals of successful safety work. The oext link in the chain after responsibility is discipline. If you are going to install correct practices, instruct the employees, and after an accident occurs place the responsibility where it belongs, you must have discipline. In order that safety rules will be strictly enforced, discipline is a necessary adjunct to safety work and one of the fundamentals in the educational campaign. Regardless of whether it is a foreman* a boss or a workman, if after instruction be fails to show the necessary .interest or cooperation, or indicates signs of Carelessness or repeatedly gets injured, It is necessary to use discipline. So in this matter of educational fundamentals, wc have covered the following links, which, if properly welded together in a safety chain, will contribute greatly to the success of any safety campaign:--at least they have in our case. To enumerate them once more, they are: (1) Recognition of unsafe practices, (2) Correction of unsafe practices by studying the job and lining it up in the safest as well as the most efficient way, (3) Proper instruction to all concerned in these correct and standardized practices, (4) Sufficient supervision, (5) Ptscing responsibility for accidents where it belongs, (6) Discipline. A few other miscellaneous points in connection with educational work may be mentkmed. When we started out on our safety campaign we were kept busy analyzing Mining Section 165 accidents that had happened and is trying to see there was not a recurrence of the type oi accident. Now that we have very many less accidents to analyze we lave more time to consider possible accidents and their causes. This study of the causes of potential accidents is quite essential in safely work. We should not have to wait for an accident to happen to show us what is wrong. We shouldn't have to lose a man in order to find out an improper practice. Every man on the job should be so gaiety-minded that he is looking for conditions and practices that may lead to an accident and yet at first glance appear to be safe. And in doing this dobody baa to slight m any way his regular operating job. In the functioning of our committee work we look into "no lost time" accidents almost as thoroughly as we do Into serious or fatal accidents because we recognize that the line between a "no lost time" accident and a fatal accident is often very slight. We realize more and more that often a man goes on doing something in the wrong way day after day without an accident, then something just a little bit different happens and the result is a bad accident. The proper time to look for causes of possible accidents is before rather than after an accident, or when you are not haying them. While there cannot be very much flexibility in safety organization there can and should be in educational work. Sometimes we work along'lines that do not appear to be getting results; it is then the part of wisdom to analyze the situation and reorganize the educational work so as to more effectively accomplish what we are aiming at. In the metal branches of the Phelps Dodge Corporation and Old Dominion Com pany, much progress has been made but much yet remains to be done before all of us in the organization can feel really satisfied. Our aim is not simply to reduce accidents but to eliminate than entirely. With this goal in view we are not yet pre pared So say whether the first five years of organized safety work are the more difficult or the easier as compared with the next five. CuAiuux Heziie: Now we have fifteen minutes allotted for discussion. Roy Hersty (Nevada Consolidated Copper Co., Arizona); How far do you go in discipliuxug your supervisory force? If the foreman is at fault, is he laid off? Me. Beckett: He is laid off for a week or two weeks for his first offense Mb. Hitter: You feel that it is more effective to lay off a foreman than one of the veridqpneal Ml Bicmr; Yes. because the supervisory force is the point of contact with the rank and file and you look to them for safety results. If there is a weakness in co operation front the supervisory force, it is bound to be magnified with the day man. L. Fox Pert (Utah Copper Co., Bingham Canyon, Utah) : How do you define a lost tune accident? Me. Beckett: If a man is unable to handle the job he was working on when he was hurt after three days off it is a lost time accident Cbarmax Hxanuz: If a man does not report for work on the shift immediately following an accident, we consider it a lost-time accident. If be does report and is placed an light work, such as cleaning track or other light work, he must be back mining at the beginning of the fourth shift or we also call it a lost-time accident Let. Loxo (Clachfidd Coal Corp., Dante, Va.): Do you consider the record oi a foreman with the company in fixing his penalty for a violation? Mr. Beckett: We consider his safety record above his production record. Mil Long : We endeavor to make supervision alert to dangerous conditions. The removal of dangerous conditions is as necessary as the control of dangerous practices. We find that the most effective way to hoodie cases is to make a thorough, in vestigation, and establish the facts, which* frequently, is difficult without the evidence of the injured mao. Then we reach an agreement as to the responsibility, and en deavor to impose some discipline which will be effective in avoiding recurrences. Francis Fezhan (U. S- Bureau of Mines, Pittsburgh) : How many times during the month or the year is it necessary to apply the penalty of suspension or discharge to mine officials and employees for violation of the rules on safe practices? 166 Nineteenth Annual Safety Congress Mb. Beckett: Suspensions and discharges are decreasing. They are, of course, more frequent among the men than the supervisory force. During the month men sometimes have to be laid off or discharged quite frequently for not doing what they had been told in safety work. Mb. L-ong: If you lay off a foreman for two weeks, what is his attitude when he gets hade? Is it good or bad? Mr. Beckett: I think good. Regardless of how he may personally feel about it, it is good as far as the safety work U concerned. His feelings may have been hurt, and his dignity lowered a little in the eyes of his men which is, however, only tem porary. W. G. Metzger (Hudson Coal Co., Trenton, N. J.) : Have you ever found it neces sary to discipline an employee or official a second time for an offense? Mb. Beckett; I would say not in the case of the supervisory force; yes in the case of the workmen. Mr. Pett: Does a reprimand to a foreman decrease his control over his men? Mb. Beckett: I would say no. Chairman Henrce: Our next paper was written* by Mr. W. D. Brennan, presi dent of the Utah Fuel Company. Unfortunately, Mr. Brennan is nut able to be with us, and he has asked Mr. E. H. Denny, of the U. S. Bureau of Mines, Denver, to deliver this paper for him. Methods of Educating the Miner By W. D. BHKNNAN President, Utah Fuel Company, Salt lalto City, Utah The coal mining industry can be bettered by the education of the miner, improved both for the miner himself and the operator. Coal mining is, and will continoe to be, an important and vital industry of the Unit ed States. At present its working force is composed largely .of incompletely trained and semi-experienced miners, and the training of these men is one of the problems of to-day. Before the men can be taught the proper methods of doing their work, the bosses must first take each work job and make a job analysis and study all common practices pertaining to each job. By this method bad practices can be eliminated or corrected. Good practices are taught and generally used. Preferred practices are standardized, thus simplifying supervision. It also tends to eliminate misunderstanding and spe cifically defines responsibility. It discloses opportunities for organized training and improvement, and brings out the-more instructional material, which when in written form can be used in training new workers. When the bosses make the job analysis and agree what should he the accepted way of doing each operation, they put their stamp of approval upon the instructional material based on these practices.* The bosses are the keymea and no training pro gram that is not in harmony with their point of view is apt to succeed; therefore, job practices taught to the workers are accepted practices approved by the manage ment. In the past very little time has been devoted to the common worker and many of the practices which he uses were taught to him by his partner, or picked up from experience, with the result that many of them are faulty. By the elimination of poor practices accidents can be decreased, and it will help the worker by having safer ways of working. The proper way of working is the faster way, hence more pay to the worker. The proper way is also the easiest way. It helps the worker to avoid unpleasant controversies with the bosses by establishing the proper way jobs should be done It also gives a feeling of confidence in the worker; hence giving him a new Miffing Section 167 pride and satisfaction in dotug bis work right. Theoretical discussion is avoided as \bc ordinary workers are not interested except to know the *'Why" and "How", and soon tire of subject matter that does not seem closely related to the immediate prob lem. U is better if the workmen can apply the knowledge as they learn it and put it iHnatondiminmehdainadtewpirtahctihcee.job practices are adequate rules and disciplinary procedures. During the process of hiring, each man is instructed in the company's rules, with special enqhasis given to the most important ones. He is instructed that when he reports for work he must have a "protective" or "hard boiled" cap, screen goggles, and shoes with hard protective toe cap, and other tools necessary for his work. When reporting for work he is placed in care oi an assistant boss who instructs him in the proper procedure of reporting to the fire-boss, checking in, and how to receive his lamp, etc. He is instructed to search himself thoroughly and make sure he has divested himself of all matches, cigars, cigarets, or pipe. He Is also instructed how to return his lamp when craning off shift, and bow to check out, much emphasis being plaHceedisonthtehnesimhopwonrtatnhceemoafncthriepckainndg ionustt.ructed never to get on or off while it is in TOjxioo, to sit down in she car and keep his hands or arms from the top of cars. After leaving the mzntriy he is accompanied to his working place by the assistantboss who explains the reason why the men should travel on the clearance side of the entry away from all power lines, as there is danger of tools touching them and the man receiving a shock. 'When entering bis working place he is instructed how to look for dangerous conditions along the roadway, how the fire-boss would dead line the place if dangerous, at the same time explaining why it would be dead-lined, and never to cross over said dead-line until a boss or fire-boss removes it. He is shown how to pick out a safe place to leave his lunch bucket and coat. When approaching the working face be is instructed by demonstration Wow to test the roof by tapping lightly with the butt end of a pick and sometimes supplementing this by holding the other hand against the roof to feel for any vibration. He is told how the fire-boss marks loose roof, or where props are needed, and to look for these marks. When loose roof is fotxnd or marked he must first either pull it down or place props to secure it. He is shown how to pull loose roof down by using a bar instead of a pick and if the seam is above his height how to stand on a secure footing instead of using an empty nail keg or other insecure platform. He is told how to obtain more props or other materia! when he needs it, and is shown bow to block the caSr uscehcujroeblys aats tthime bfaecriengberefoqrueirsetamrtuincgh tinosltoruacdt.ion, for instance, how to prepare a place for a prop, how to measure for it, the proper way to prepare to cut it, how to square the ends with either axe or saw, and how to use these tools properly. How to make a square or angle cut and how to brace the timber for sawing, how it can be braced with an axe or against another timber, how to make the initial saw cut by not placing his hand alongside the blade, but on top of the blade to guide It, at the same time keeping the band away from the coarse teeth. This Is followed by instruc tions how to make a cap-piece, explaining why a large cap-piece should be used in preference to a small one, why it should be square on two sides instead of round to get a good bearing on the prop. When shaping the cap-piece it should be placed on a good foundation where there is sufficient head room to swing the axe; and position for chopping should be such that a glancing blow of the axe would not catch the foot or leg of the worker. The axe handle should be short and should be held near the end to avoid the exposed end catching hi clothing or striking against some So foatrhewreohbajevectmaenrdeldyesflcercatticnhgedthteheblsaudrefa. ce in regard to instructions to the miner: tbe above details were mentioned to give an idea of how important it is to catch evGereyt symoaulrl bItoesmse;satcomgeetUhetroionsamraollomto porvoevrilodoekd- with a large blackboard. Make out 168 Nineteenth Annual Safety Congress a list of payroll jobs--each of these jobs can be broken up into work jobs and divkle each work job into each operation; how to do the operation, with special information. The bosses, themselves, will be surprised that there are so many operations, and will receive an education while analyzing the various jobs. This is no wild dream but has been proved a success in several of the mines in the Rocky Mountain Region, and has attained excellent results. Chairman Hexrjc: Mr. Brennan's paper furnishes a rather fertile held for dis cussion. Mining Section 169 its coal mining branch at Dawson, New Mexico, and at its metal mining branches m Arizona and in Old Mexico, is one which, not only the Phelps-Dodge Corpora tion, but the entire mining industry in the United States, may well be proud. They have gone into active prevention work with a will. Phelpa-Dodge has put over a piece of safety work which any of you people, irrespective of the fine records which you may be able to show, will have to< work hard to equal, and if you can beat it, you are going some. K. L. Marshall (U. S. Bureau of Mines, Pittsburgh, Pa.) : There has been a Chairman Hemiz: Our next feature is the Question Box, which wilt be in deartli of information on how information from job analysis is put over to the miner. charge of Mr. F. C Dunbar, who is General Manager of the Mather Collieries It is often taken for granted that the supervisors know the right way. Ideas on how Company. I ask Mr. Dunbar to take the Chair and act as Chairman during the to do certain operations vary with different foremen. A miner was told by one boss Question Box period. that this was the way to do a job; his way was not at all satisfactory to another boss. You can't get any reaction from ordinary mine laborer under conflicting methods of instruction. Chauman Dunbar: At our meeting in Chicago last year, we decided to make the Question Box a part of this year's program. A number of questions were sug gested, and the Committee chose the ones for discussion. The "run-of-mine" laborer is unable to take classroom instniction as readily as the official force. Conflicts over teaching a job can be eliminated by working out clear and definite rules and methods at general meetings of supervisors. One of the sorry tilings about rules, after they get in printed form, is that changing The first question this afternoon is "The Analysis and Classification of Accidents," and I have asked Mr. \V. W. Adams, of the Statistical Bureau of the Bureau of Mines, Washington, D. C., to lead the discussion. conditions in the mines render them obsolete; they are not deleted, and they are not kept up to date. There follows a lot of trouble for changed conditions demand a The Accident Situation change in method, but the obsolete rules remain in force where they absolutely do not suit. By W. W. ADAMS U. S. Bureau of Mines, Washington, D. C. A Urge turnover will defeat an educational program. It i$ successful when turnover is a minimum ;md the official has time to train the new man. A large labor I want to present, first, the accident situation last year, 1929, which is the latest turnover points to something radically wrong in the operating organization. full year for which we have information, and then to point out what I conceive to Classrooms in the mine during short periods, at lunch hours, fifteen or twenty be the primary purpose of having accident statistics. The information for 1929 is minutes, are valuable, and especially when a well known laborer is asked to demon derived entirely front the record of the companies that participate in the National strate his method of doing a piece of work. It is very effective to hold the meeting in a working place where the demonstration can be given under actual conditions. - Safety Competition. Nation-wide statistics for the entire mining industry are not complete yet, but the records of those companies in the National Safety Contest It is absolutely necessary to have a verbal or written description of a method and show that 1929 was a particularly good year from a safety point of view. All perform it before the person who is to be taught. branches of the industry showed an improvement over the preceding year's record With these points in mind, the Bureau is arranging for a talking movie picture with the exception of the anthracite group. The bituminous mines showed partic on the analysis of each major underground Job. We know this cannot be done for every mine m the United States; we are not trying to be entirely specific. But we are establishing fundamentals for every important job--information which can readily be applied, with very little additional material, to suit practically any operation. This talking picture can be translated into any desired language at a alight additional cost. I desire to emphasize die Importance of reporting and investigating non-injury ularly marked progress. Non-metallic mineral mines showed equal progress. The metal mining industry, taken as a whole, about held its own as compared with the preceding year, but the net result was a good improvement over 1927. The frequency of accidents in the mining industry is, in. its entirety, due to the large number of accidents in the anthracite group, and die somewhat higher severity rale for the industry as a whole, is due to the average seriousness of the accidents accidents. I can truthfully say* that I have gotten more material from an accident that did not injure anyone ttao I ever got from an injury case, for the simple rea son that (lie bars came down when the man was hurt, but they were up and facts easily uncovered when no serious injury occurred. W. F. Sullivan (Pbelps Dodge Corporation, Sonora, Mexico) : Some instructors, in trying to get the point over to the men, really talk over the men's heads; in other words, they assume that the man immediately understands. They may give him an in the bituminous mines. The metal mines as a rule have a fairly favorable accident experience, particularly the iron mining industry* There are about 150,000 lost time injuries in the mines or quarries of the United States each year; 115,000 of that uuniber are ia the coal mines, anthracite and bituminous; about 25,000 are in the metal mines; and about 10,000 in the stone quarries. It is known is a general way that these accidents are due primarily to roof falls, haulage; explosives, and the various well known causes of accidents, but I think what we need is to extend our statistical service to the point where we can give older and walk away from tiie man, not knowing whether he understands the order. As a result, the order is not carried out efficiently and safely. la instructing men, I think ail bosses should assume that the man is totally ignorant so os to be sure that the man understands what he Is talking about answers to such questions as how the accident occurred, which, of course, is now being attempted by giving the cause, and who gets hurt when an accident occurs. We want to have statistics by occupations of the employees; where did the accident happen; in what part of the mine do most of the accidents occur; and, last, whaf Men are reluctant to admit their ignorance in classes. You bring up a point, and is the result of the accident. ask, 'Those that don't understand, kindly raise your lands." You will get no hands. Check up and ask a man to explain the point. If they can, your point has gone over. Figures on the total number of accidents in the mines tell us very little. We need to know the seriousness of the accident, whether it was fatal, whether it resulted in Secrctarv Haiuxgtok; The record of the Phdppse-DrmoadngeentCdoirspaobrailtitioyn, , oirn wbohtehther it resulted in temporary disability; and, in the 170 Nineteenth Annual Safety Congress latter case, it is quite significant to know whether the man loses one day, one month, or one year. We must have information enough to enable us to classify the accidents according to their seriousness so that remedial measures might have some relation to the seriousness of the accident. Another field of inquiry for the statistician and for the industry is the influence of permissible explosives on mine safety, the effect of- the use of rock dust, and particularly now do wt want to know the effect of mechanization of mining opera tions. That is a particularly live subject just now, one on which there is a great variety of opinion, and one on which there is very serious need of definite informa tion. Accident statistics are prepared or should be prepared, I think, from three different points of view: 1. From the national point of view covering the entire mining Industry and all of its branches, 2. From the standpoint of the individual state or a particular mining district; and 3. Particularly important, from the standpoint of the operating company. It follows that nAtiona! statistics cannot be as elaborate as the statistics of an individual company. It is quite simple for the company to follow its accident ex perience to the last detail, but in national statistics and in state-wide statistics, much detail must be sacrificed. However, it is extremely important, I think, that all statistics, both national and state, as well as company, he expressed in a universal statistical language. Many companies find it to tbeir advantage to compile accident data to fit their local needs which is good, but it may prevent more companies from compiling their accident data iu a language that will make their experience comparable with other mines doing the same class of work, with mining districts, with the state, and with the nation. This morning we beard considerable about the responsibility of management in mine safety. To my mind that is the most encouraging feature in the mining in dustry today. We accept the principle of the responsibility of management for safety in mines. I believe that when we have good accident statistics, coupled with the accepted responsibility of management, we will have safety in the mining industry. Chairman Dunbar: We now have a man from the bituminous district who is also familiar with accident statistics; l am going to ask Mr. Clyde MacDoweU to state the next thought on this topic. Mr. MacDoweU Is the Personnel Director of the Pittsburgh Coal Company. Analysts and Classification of Accidents By -CLYDE M.cDOWELL Personnel Director, Pittsburgh Coil Company, Pittsburgh. Pa. Why analyze accidents? Why classify accidents? The first consideration will be the formulation of a determined and definite safety program to cover a considerable period of time. The cost should be carefully considered as no worthwhile program can function efficiently and effectively without sufficient money, cooperation, and par ticularly a required personnel to carry on most effectively accident prevention work. With the program definitely agreed upon it is then possible to determine how far analysis and classification of accidents should bfc considered. Plans should be made for definite action after analysis and classification figures have shown the causes. This, we believe, will lead to the consideration of classification before analysis, which should be emptix&ized and studied minutely In relation to the entire program. Classifications are made for study as to definite causes, and these should be so arranged as to bring out minor causes monthly by mines and departments. Charts Mining Section 171 or similar forms for comparisons should be used and number of lost-time accidents, number of no-lost-time accidents, and number of days lost should be shown on this chart. It may be necessary to have a chart for each division. A chart should be used to cover at least a three-year period, which would permit quickly of monthly or periodic comparisons. ....... ... The Pittsburgh Coal Company classifications for accidents are divided into eighteen major divisions with one hundred eight minor divisions, as follows: X ftXIP, 1. Falls of Rock or Roof Coal 2. Side Falls, Rock or Coal 3. Haulage; can, motors, and rope 4. Mining Machines S. Track Work and Timbering 6. Mechanical Loading 7. Electricity; shocks and burns 8. Live Stock 9. Explosives 10. Shafts and Slopes 11. Other Causes Outside: 12. Shops; Machinery 13. Tipples; Screens, Chutes, Tables 14. Railroad Cars; Trimming, Handling 15. Construction; Repairs 16. Teaming; Live Stock 17. Electricity; Shocks and Burns 18. Other Causes 7 divisions 5 20 6 7 3 5 2 4 2 12 * 4 6 3" 2 3 3 14 73 divisions 35 108 In the classification of accidents consideration should be given Mechanical Loading and Hand Loading. Mechanical Loading should be sub-divided by certain types of machines. These two divisions, therefore, are necessary for a comparison of hand loading and loading accidents. This requires, however, two separate charts or (he use of symbols, as most all inside divisional causes of accidents would be in each class. Classification of accidents are necessary under each foreman and each assistant foreman for comparison and study in any worthwhile program. The classifications should show number of lost-time accidents and number of days lost. To my point clear as to our interpretation of detailed classification of acci dents and why they are necessary, you will be interested in this statement. The official family of each mine or department of the Pittsburgh Coal Company receives monthly a report showing the name of injured, classification number, nature of injury, days lost, and mtimated compensation for each accident charged to tliat mine or The classifications are numbered and printed on the reverse side of this report for the guidance of those making a careful study of the accidents. They also receive a monthly summary compiled from the above reports showing by mines and departments total number of accidents, total lost-time accidents, days lost, symbols for permanent disabilities, estimated compensation cost, and estimated doctor and hospital cost. This is an excellent comparison by mines and departments. This report also shows the above information for all mines and departments by major causes. Classifications of accidents should also be considered ut a manner that would show the nature of injtries to different parts of the body, particularly the eye, finger, hand, toe, and foot 172 Nineteenth 4?tnual Safety Congress W e certainly should not forget the periodic Study necessary from classification* by nationalities, fry ages, by occupations, by years experience with company, fry total years experience, by hours of the day, by day of the week, whether injured person received first aid treatment and by whom, and whether injured person was trained in first aid. The above explanations on classifications lead us on to the proper forms necessary to make such analysis, and this is very important It is then time to consider the analysis of accidents. A fair analysis of arrkVf?ti cannot be made without a Personal Injury Report form which will record the different phases of classification. This form should be r' most careful attention in order that your classification may be of real value. The real thought, however, back of making an analysis of accidents is the fact that those in authority who have been delegated to make out such Personal Injury Reports must be educated to what is desired as this naturally is the source and basis of any worthwhile accident prevention work. Chairman Dunbar: Have you any questions? It seems to me that sufficient attention is not paid to the physical condition of the man having the accident. R. Dawson Hall (Engineering Editor, Coal Age, New York City) : It seems to me that the men who have accidents should be examined for poor vision; color blindness, and whether better light would not have prevented the accident. Chairman Dunbar: It has always been an open question as to whether physical examination is necessary and proper, especially in the mining industry. I have asked Mr. Thomas JLighlfoot to lead this discussion. Physical Examinations in the Mining Industry By THOMAS LIGHTFOOT Engineer in Charge of Accident* and Compensation, Koppers Coal Company, Pittsburgh, Pa. It so happens that the company with which I am associated inaugurated the physi cal examination of prospective employees at the same time that systematized accident prevention work was started, and it is a little difficult for me to imagine a concern that does not require a physical examination of applicants for employment, although i realize (here are a large number of companies that have not yet gotten around to it. We would not be without a system of physical examinations for a minute. Un fortunately, we have rather a-large turnover in our West Virginia mines, though conditions arc similar in adjoining mines, but we feel it would be a emt deal larger it we didn't have physical examinations. We conduct physical examinations without any additional cost to the company. Whether tlie physician is employed on a salary or whether he is employed by the men, he is required to make examinations of men applying for work without any remuneration cither from the company or from die men. The plant physicians took over this work without any objection, realizing that such examinations would in the long run lessen work for themselves. The results of our physical examinations have been interesting in several ways. The number of rejections seem to run almost constant. It goes up a little at one mine and down at another, then up again, but year in and year out, we run an average of 6 per cent rejections. Some of our mines have gone as high as 11J/S per cent, and others down as low as 2 per cent. The principal reasons for rejecting employees are: 1. Defective eyes and blindness 2. Hernia Mining Section 173 3. Heart defects and similar heart diseases 4. High blood pressure 5. Deformed or missing members 6. Venereal diseases 7. Tuberculosis 8. Miscellaneous defects, of which there are quite a number, but not enough of any one kind to make a separate classification. The majority of the rejections fall in the first four classifications, defective eyes and blindness, hernia, heart defects, and allied diseases, and high blood pressure. These totaled 77.7 per cent of our rejections for the year 1929. If men had been permitted to go to work with any one of those four defects, an accident case and probably an expensive compensation case would have followed. The hernia feature of physical examinations has been of particular interest to us. No less a person than the Hon. Lee Ott, Compensation Commission of the state of West Virginia, told me that in his seventeen years of experience in compensation work, he only saw one case of hernia that he considered caused in coal mining. Most, in His opinion, were aggravations of pre-existing hernias. Physical examination of employees will automatically weed out a large number of pre-existing hernias and save considerable compensation, loss of time and lost pro duction. One of the largest items of compensation expenses, particularly in West Virginia--is due to defective eyes. The Compensation Department of West Virginia pays out tremendous sums for eye injuries, largely the result of previous defective vision. Many cases arc paid on the basis of total blindness, whereas one eye was defective to start with, and possibly both eyes were partially defective. Many times just a slight injury, causes the loss of sight in one eye or total blindness because of previous defects, when men were not examined prior to employment. We feel that our experience fully justifies pre-employment examination. Hernia Record* Proved of Great Value Chairman Dunbar: I had a number of years experience in eastern Kentucky where we employed a large number of colored men. A colored man is subject to hernia. But, through physical examinations we were able to record the man who had a hernia, and by having a record we were not liable to compensation in case he claimed a hernia. We are examining all applicants and we pay the doctor. It does not cost the man a cent for this examination. We examine particularly for hearing, eyesight, heart and venereal dikesues, high blood pressure, and the like. A. H. TreSTRAil (Pickands, Matlier & Co., Caspian, Michigan): Our company has required a physical examination of employees for about 15 years. We have found it beneficial for the employer and the employee. We had a man who entered a claim for a hernia. We checked back our records to the year 1915 and found that this man had a double hernia at the time of h!s employment. In addition we re-examine all employees each year. It gives the employer a further check on a man's physical condition. It also gives the employee an idea of his condition. In the examination which was conducted last October one of our most valuable employes was found to have diabetes. He was not aware of it, for his previous yearly examination showed him to be O. K. He immediately followed the doctor's advice, and his condition has cleared up. We think the procedure justifies itself. We have no trouble from the men. They understand that they have to be examined before they are hired and re-examined yearly. All examinations are made on the men's time. 174 Nineteenth Annual Safely Congress W. G. Metzger (Hudson Coal Co., Trenton, N. J.): In making physical examine tions have your surgeons paid any attention to the question of miner's asthma? Mr. TRESTSail ; We recommend that, if the man is employed underground he be placed on the surface, or that he find some other form of employment. Mr. Metzger: You do net reject him on that basis? Mr. Trestrail: We have some risks on our property that we still keep oo the payroll. Mr. Liqhtfoot: Unless the case Is bad particularly, the man is not rejected. W. F. Sullivan (Phelps Dodge Corp., Sonora. Mexico) : Do the men feel that the company is trying to get something on him by requiring a physical examination? Mr. Trestrail: There is no discrimination. If a re-examination discloses a serious condition, we do not discharge the man though he becomes a risk. We have some men with very high blood pressure, and we still keep them on the job. Lee Long (Clinchfield Coal Corporation, Dante, Va.): Do you have any fixed age limit? :Mr. Lightfoot Absolutely no fixed age limit. If the older man does more work than the young man, we give him the job. Overlooking an Important' Feature of Safety Work E. A. Stock (National Lead Co., St Francois; Mo.) : I tell you, men, if you do not have physical examinations, you arc overlooking an important feature of our work- It will open your eyes. Robert H. Seif (Nfew Jersey Zinc, Franklin, N. J.) : Do companies that give physical examination* to their new employes include a chest X-ray for the detection of tuberculosis. Mr. Lightfoot : It is not one of our problems. Fred Nesbitt (Tri-State District) : In our clinic at Pritchard, Oklahoma, we give X-ray for silicosis and tuberculosis. We also have a free clinic in which we treat all men. and their families, who are afflicted with venereal diseases. J. J. Forres (U. S. Bureau of Mines) : Wliat action is taken when a man is found physically unfit on re-examination ? Mr. Trestrail: I think out of regard to his family he wouldn't' want to stay in a hazardous occupation. If he is an old employe we manage to keep him. doing something. We try to lake care of our old employes. Chairman Dunbar: Some of the men who have gone back for re-examination had developed defective eyesight; wc have persuaded them to get glasses. Some men who had not taken out insurance,, because they felt that they had some physical de fect. were able to pass an insurance test. We haveo't found anatagonism. Mr. Wampi rr : During 1930 we placed the physical condition of a man who was injured on his accident report. We have a record now showing the effect of the man's physical condition on his injory. O. F. McShaxe (Utah Industrial Accident Commission, Salt Lake City, Utah): Unless there is some modification and some explanation, it would appear that there are icicles forming around the hearts of a lot of employers of labor. I do not believe that is true. We have, in our state I think, as fine a set of employers as anywhere. They are giving physical examinations which I approve of wholeheartedly, if for the purpose of giving medication to the man who is in need of it, or if jgiveo for the purpose of intelligent placement of a man who has a weakness and will not have that weakness aggravated or accelerated by the class of employment m which he is placed. The International Smelting and Refining Company, gives a strict physical exam ination. However, no man who is able to work is turned down because of a disability. He is intelligently placed by the foreman in charge who knows of his physical ^n- Mining Section 175 dition. The International Smelting 3nJ Refining Company has better acridenl exjieriencc than any company that refuses to employ men with some physical defects. Chairman Dunbar: The officers would like to know what you think of the Question Box idea. All in favor of having the Question Box in future programs, please raise hands. (The vote was almost unanimous.) ADJOURNMENT 176 Nineteenth Annual Safety Congress Wednesday Afternoon Session October 1, 1930 H. C. HENRIE, Chairman Phelps Dodge Corporation, Biabee, Ariz. The third session of the Mining Section convened with Chairman H. C. Henrie presiding. Chairman Henris: Our first speaker this afternoon is Mr. D. L. Boyle. Super intendent of Mines, Associated Gas and Electric System, Johnstown, Pa. Mr. Boyle will speak to us on the subject of "Safety Organization for a Small Company.** Safety Organization in a Small Mine By D. L. BOYLB Superintendent of Mines, Penelec Coal Corporation, Associated Gas and Electric System, Johnstown, Pa. The organization herein described is that which is in effect at Penelec No. 5 Mine, Seward, Pa., a town situated ten miles northwest of Johnstown. The mine is a captive operation supplying the needs of the Seward Station of the Associated Gas and Electric System, of which system both are integral parts. The station has a capacity of 40,000 KW and consumes approximately 15,000 tons of coal monthly. The seara of coal mined is the B-Miller or Lower Kittatming. In this area, it is gaseous, forty-two inches thick, generally flat, and has. overlying it a two inch to four inch band of boney. Low flat rolls and roof spars intercept the Regularity of the fire clay bottom and slate roof. The coal is relatively hard, there being no tendency to break off, and where pillars are being extracted, the hardness is somewhat in creased. The overburden ranges from 180 feet to 300 feet, and there is approximately 28 feet of slate cover between ttse coal and sand rock. Sand rock thickness varies upward to the extent of 52 feet. Some little trouble is experienced from roof condi tions, as Assures and cutters make the hard slate independable. Both the advance and full retreat systems of room and pillar mining are Cutting is done with fifty H. P. machines which are approved by the United States Bureau of Mines. These machines cut approximately 90 per cent of the total tonnage. When mined, tle coal is hand .loaded arid hauled lo the shaft bottom by means of electric locomotives. It is then sent to the surface through a double compartment shaft which is equipped with automatic feeds and self dumping cages. Outside of the mine, the coal is dumped into steel hoppers and transported to the plant by steam traction locomotives. Ventilation is furnished by means of a nine foot Sirocco fan which exhausts from the mine 140,000 cubic feet of air pur minute. The total volume i$ divkie l into six splits, all of which have in excess of 15,000 cubic feet on the intake. Stoppings along the main and flat entries are constructed of bride. Stoppings on room entries are built of gob rock. In all entries, no mure than the last two cut-throughs are allowed open at any time, tlie outby cut-through is open for switching and must be temporarily checked. Extra protection is provided against an explosion hazard in that the mine is completely rock dusted and is one of the few mines in the state of Pennsylvania receiving full credit from the compensation rating bureau for this protective measure. Underground, in the various sections, are first aid stations whkb *** all Mining Section 177 necessary emergency equipment, such as first aid supplies, self rescuers and All Service Masks. Self rescuers are also provided at the mouths of all entries. These are placed in locked boxes which are cached in the rib. Surface equipment includes a modem equipped mine rescue and training station. It ha been the aim of the company lo equip, maintain and operate the mine in as safe a condition as possible and every possible effort has been put forth to reduce accidents. This might be conveniently set forth when cited, (hat at the time of acquisition, during the year 1920, the compensation rate paid was $3.04 per $100.00 Pay Roll, which was far in excess of the average Bituminous Rating of $2.52. One Year after the date of acquisition, the rate was reduced to $1,35, as compared to the //,,, rescue Italian <il fenctec Mine .Vo. ! average Bituminous Mine Rating of $2.27. At the present tune our adjusted rate is $1.88, which compares favorably with low rated mines in this field. Organization Accidents occuring over a period of eight (6) years were analyzed, which analysis showed that a major portion of the accidents coold be imputed to failure and inability on the part of the workman. To eliminate these causes and materially reduce the ultimate cost of production, it was derided to include with the supervising safety methods, educational work giving the employee a tramkag ha fundamentals. Cooskicrahle thought was given to just how this work could be presented. It was finally decided that through consistent contact this could be occnmpSshed. The asm of the contact being to keep safety in die foreground at all times* and by the continual supervision and instruction to build op the immediate supervisor to proro gaTtehtehifsowlloowrkin. g Is the scheme of orpaiatico and a description of its earipoa parts:-- 178 Mining Engineer Nineteenth Annual Safety Congress ORGANIZATION CHART Showing Contact Sopt. of Hines Mine Sopt Safety Engineer Employee* School Mae Foreman Mine Rescue First Aid Foreman's Joseph A. Classes Chut* Cotmcfts Hoknc Soc. Asst Foreman Chief Elect fItc Boss Shot Firer Asst Foreman Fire Boss Shot Firer Mine Officials The local officials, superintendent of mines, safety engineer, and engineer bee duties which are, of course, found in other organizations, plus those as iUostnttd in the organization chart. In addition, two rounds of a section is required of an assistant foreman. Shot firen are required to visit all places working on their section twice each day, regardless of the amount of .shooting required. These juttt, while not Invested with authority, other than the control of places to be sbo^ report to the assistant and keep ban well Informed at all times of the statu* of each place. Employee's School In the public school building of the town, the mining engineer conducts a night school for employees. This school meets two nights a week, six months out of a year, which are usually the six months preceding state examinations.- It ha* been th* practice to teach the fundamental mining subjects, and a* far ai possible coordinate the instruction with the practical training given the men following their occupation. It is pleasing to report that practically all the officials of the mine at one time bare attended this school prior to the time of their serving in an official capacity, and it might be termed that these men arc a product of the combined school and mine training that has been offered. ' Mining Section 179 Joseph A. Holmes Society It was evident, after several years of work with the Foreman^ Safety Council, that there was stiff a vast area that remained untouched, meaning that in our efforts we had failed to reach certain members of the organization. In a mining community, like any other, there are some who, while not employed as officials, have In them qualities of leadership. To influence and direct this leadership into tlie proper channel, or to have It coordinated with the leadership of others, was considered more economic than to allow It to go by unnoticed or to be misdirected. --\. *N_" Opening o self-rescue box in Pendec Mine No. 5 The organization scheme of the Joseph A. Holmes Society is such that numerous individuals are permitted to take an active part. It also provides some diversity for the men. Upon request, the United States Bureau of Mines organized the Chapter, which has been quite active since. Programs are arranged, which include with the instructive talks and pictures, music and other entertaining features. Officers and directors are taken from the mine personnel. Officials take an active part only when acting as advisers or when taking part in the program. First Aid and Mine Rescue In years previous to 1920 we had in effect a polity whereby we trained only a sufficient number of mine rescue and first-aid men to answer ail emergency calls and to have distributed about the mine good practical first aid men. In the year 1929, wc realized that it was through this medium that we could lay the foundation for safety training, so it was with this in view that: we started to enlarge on our program, and in the same year the employees of the mine were 100 per cent trained in first aid work, and ail men physically able were trained in mmc rescue work. In order to follow up the work, we have at the present time, ooe evening each month in which all day men, officials and as many other employees as we can get, 180 Nineteenth Annual Safety Congress are required to attend first aid meetings. At these meetings, the majority of the time is spent in a review of first aid work, but to associate first aid work with accidents, it is the policy of the instructor to describe certain accidents end their resultant injuries, and have the men take care of the patient whom it is assumed is the victim of the circumstances resulting in an accident. At the present time, and during the last year thirty-six mat have been trained in mine rescue work. Not only are these men trained in the use and care of the apparatus, but they are given the advanced course in mine rescue which is pre scribed by the United States Bureau of Mines. Essential to the work followed in this course is equipment, which can hardly be termed as equipment necessary in a mine rescue station, as it is almost an impossibility to have all rescue men skilled in the use of such apparatus, but when we consider that it might at some time or other be tlie duty of some of these men to serve as rescue crews, we can assume that the valuable experience obtainable on such occasions can only be absorbed when these men are equipped with a suitable foundation. Then again during the past several years, examinations for State Mine Inspector, mine foreman, assistant foreman and fire boss have taken into consideration very much material pertaining to this phase of mine work, and it can be readily seen that to give men a very thorough knowledge of recovery work is not only beneficial to the company, but a benefit to the men. Conclusion' Whether or not safety in a small mine Is any different titan safety in a large mine is in the writer's mind somewhat hazy. Safety, we readily admit, U SO closely allied with economy that we make no attempt to shatter the relationship. Economy is essential in both large and small operations. The use of the word `'Safety" too often reflects only a meaning of conservation of life and limb, and too often we forget that to supervise more thoroughly the human at work means added supervision to property. To show the close relationship between safety and economy, let us use for example a particular problem in ventilation at this mine. During the latter part of 1928, it was particularly noticeable that some changes were necessary. In fact, the ventilation was becoming rapidly inadequate. A survey was made of all airways, taking into consideration the many factors that affect the flow of air. The amount of increase of air and power consumption necessary to supply the additional amount were estimated. After much study it was decided to decrease the pressure on the existing ventilating apparatus. This was done by eliminating certain airways, increasing the area of tight places and rounding out abrupt corners. This work, when completed, .made it possible to circulate 140,000 cubic feet of sir per minute with the same water gauge that was required to circulate 85,000 cubic feet. The total cost of making these changes was $3500.00. To circulate the same amount, or 140000 cubic feet of air, at the estimated increase of water gauge would have cost $8000.00 per year for -power consumption only. In this particular instance* the safest way, or ventilation with low pressure is by far the more economical. It is peculiar that only in certain industries does tbe management recognize and take advantage of the fact that they have at hand vast resources in the form of personnel sometimes more valuable than the mineral at stake. It might be better termed to say that if we had our organization io its entirety pulling on the same side, company would not be a factor, but all factors would be economic. Safety in itself is not a high pressure means of extracting from the employee ideas, nor does it curb any inclination of the man to advance. An operator or em ployer before it? can show dividends, must first invest, likewise he must do some thing to impart to the individual a feeling of surety and sincerity before he can ever liope to have loyalty in return. In this mine, before acquired by its present Mixing Srctiou 181 owners, there occurred two explosions resulting m the loss of eight and three tives. Subsequent to purchase, labor turnover was extremely high. Labor turnover means accident to life and property. Accidents cost money, and if the money spent on the safety has only reduced our turnover to its present degree, it has been well invested. Easy it is to formulate a bulk of alibis when results haven't been obtained, and easy to enumerate the many factors we consider so necessary before a safety or ganization can function and obtain results. But to me, the one and important prerequisite is the man who is in a position to say ycj or no. It ts he that is re sponsible for the final results, and to him ail responsibility for accidents can be traced. The more willing he is to accept excuses, tbe higher accident frequency he will have. Ckaikvah Heiveie: We have two papers on the subject of safety organizations. The next is by Mr. Carl T. Hayden, General Manager of tlte O'Ga/a Coal Com pany, Chicago. Safety Organization For Large Mining Companies By CARL T. HAYDEN . General Manager, O'Gara Coal Company, Chicago, 11L In the fall of 1927 the O'Gara Coal Company, operating seven mines in Saline County, Illinois, realizing that it was experiencing too many accidents in the produc tion of coal, decided to organize a very complete accident prevention and safety campaign. Two methods of organization were considered--first, the installation of a safety department entirely separate from the producing department, which would devote its entire time and activities to accident prevention work; and, second, to make the production department. In addition to its producing activities, also the safety depart ment, thus holding the entire operating organization directly responsible for the accident prevention work. A great deal might be said regarding the merits of either plan. A number of the larger coal companies have adopted the policy of maintaining a separate safety de partment, which reports its investigations and recommendations direct to the vicepresident or the general manager, rather than to the genera) superintendent in charge of operations only. This method has certain definite advantages, in that the safety department is entirely free to make any investigations and recommendations it may see fit without reference to, or consultation with the producing department. Too often, however, this method may lead to a lack of cooperation between the safety and producing departments. It has been our feeling that the producing department is responsible for accident prevention, and in our case, our entire operating depart ment constitutes our safety department. It is generally conceded that the success of any safety program is largely denendent upon careful and detailed supervision of all activities in and around the producing properties, and that, in order to procure this type of supervision, it is essential to have the hearty cooperation of everyone in the organization from the highest official to the trapper boys. To foster cooperation and create an interest in safety, practically every employee of the company was given a first-aid course, through the cooperation of the United States Bureau of Mines, the Dcnartment of Mines and Minerals of Illinois, and the United Mine Workers of America. It was very gratifying to note the interest displayed by tire men in connection with this first-aid course. Classes of $0 were first organized and handled by one instructor. It was found necessary, however, to reduce the number in each class to 25. and with over 2.000 men to train, this program extended through most of the winter months of 1927 and 1928. The results of this course in first-aid were three-fold; first, it gave the employees 182 Nineteenth Annual Safety Congress a conception of the seriousness of minor injuries if not properl; lakes care of; second it fitted them to perform simple first-aid service; and, third, it created the proper basis on which to build an aggressive accident prevention campaign in the mines. In order to study the progress made in our accident prevention work, a monthly accident report is compiled In the general manager's office, analyzing all accidents. first, oq the basis of employment; and, second, on the bam of causes. It further contains a statement showing, for each foreman, the number of accidents to men under his supervision for the month; the number of man-days worked under his supervision; the number of man-days lost doe to accidents, by employees under his supervision; also his rating, which is determined by dividing the number of mandays worked under his supervision by the number of man-days worked, plus the number of man-days lost. The report also contains a statement of the tons produced, per accident at each mine, and a discussion coveting the month's experience. Each foreman b furnished a copy of this monthly accident report for his informa tion and study. He has an opportunity, through this report, to compare the results obtained under his supervision with the remits secured by all other foremen at the various mines. Very keen competition Has developed between the various foremen to secure the very best possible rating every- month. In order to stimulate this competition and to compensate the various foremen on the basis of the results secured in accident prevention, a monthly boras plan has been devised. This provides that each foreman be credited with one cent for every man shift worked under his supervision during the month, and charged one dollar far each man-day lost during the month, due to accidents. We have had fuaauea with over 3,000 man-shifts worked under their supervision without a man-day lost <fae to accidents within the month. These records result in a very substantial month!j bonus. When accidents affect the individual foreman's pay envelope, he becomes family interested--first, in the prevention of accidents; second, In seeing that aoridogaS injuries have the proper first-aid and medical attention; and, third, the injured man is again at work at the earliest opportunity. Because of this accident report, it is relatively easy to supervise the activities of the various foremen, as each month's results are clearly set forth and the failure of asy individual or the marked success of another is readily noted. Once a safety program is installed and the entire organization is sold on hi re sults, it becomes very largely self-sustaining. It is, however, necessary to maintain a constant interest which, with other methods, is achieved by the ok of safety bulletins. For a number of years there has been on the market certain flhtftnted bulletin services, consisting of pictures of current events, and inspiration messages from leading men throughout the country with a safety message. All of these are very desirable. We have been fortunate enough to develop, in the ranks of the Miners' Organization, an employe who prepares our own safety bulletins. The fact that this man is one of our own organization (a top man at one of our mines) adds a personal touch to this service. There is the further advantage in that he is able to prepare any type of bulletin that we may desire to combat accident* from any particular cause. A'number of these bulletins are on display; they cover a wide range of subjects. Payroll inserts--both, the bought 'and home-made--have been used from time to time in an effort to carry Ihe safety idea to the individual miner and, if possible, to his family at home. We hold safety meetings at quite regular intervals. They are attended by the supervisory force of our company, I invite representatives of otlier operating com panies within the field, and also certain leading citizens from the immediate com munity. These men usually give short talks on the safety work carried on by their particular companies, which has a tendency to give our organization something new, or at least the same story from a different viewpoint. Mining Section 183 In giving the first-aid training to practically ail of our employes, a number of men became particularly proficient and displayed a keen interest to further increase their knowledge and training. To maintain interest in accident prevention and better train these particular men, an inter-company first-aid meet is usually held during cite summer months, the winning team being sent to the International First-Aid Meet. It has been our policy, in addition, to hold a mid-winter O'Gara First-Aid Meet, in which compete, not only men from our own organization, but boy scout first-aid teams that have been trained by our own men--interesting the boy scouts carries the idea of safety to the individual home and to the community. Summarizing, it has been the policy of the O'Gara Coal Company, first, to sell (he entire organization, from the highest official to the lowest employe, on the idea of accident prevention; second, to enlist the hearty cooperation of every employe; third, to place the responsibility for accident elimination on every foreman in the operating department; fourth, to analyze In detail at regular intervals, the results procured by these foremen; fifth, to maintain a constant interest in accident preven tion not only at the mines and during the hours at work but also through the entire community. The exact results of this safety program are difficult to measure. There has been a number of satisfactory accomplishments: during the ten-year period prior to the installation of this safety program, this company produced approximately .100.000 ions per fatality, but since this program has been in operation. Ok last three years, over 800,000 tons of coal have been produced per fatal accident. We were able to operate from November 30, 1927, to February 26, 1929, without a fatal accident, for which we were awarded a Joseph A. Holmes Association cer tificate. During this period wc produced 1.850.777 tons. We also operated from March 27, 1927, to September 21, 1929, without a fatal accident due to "falls of rock or coal," and during this latter period produced 2,735351 texts of coal. These results have been accomplished only by the hearty cooperation of our entire operating de partment Discussion Chairman Hckrje: We are now ready for any discussion. Wm. G. Metzger (Hudson Coal Co., Trenton, N. J-): What should determine whether a company is large or small? :Secretary Harrington A company that has 500 or more employees may be considered a fairly large company. B. D. Suoye (Oliver Iron Mining Co,, Ironwood, Mich.) ; There has been con siderable difference of opinion in the Lake Superior Mining district, on the value of first aid in preventing accidents, but I think we are going to have 100 per cent first aid training the first of November. However, in my opinion, if the amount of time spent in 100 per cent first aid training was spent in holding safety meetings, wc would get further with our accident prevention work. I do not believe we can eliminate accidents by training men how to bandage injuries. I believe in having a number of well trained first aid men, but not in having all employees partially trained, and therefore, unable to do a good first aid job. Mr. Metzger: I don't quite agree that safety is the same in a small company as in a large one. In a large company there are many more men to educate, train, and supervise; and that, to my mind, is a problem which is very much harder than with the small company. D. L Boyle (Associated Gas and Electric System, Johnstown, Pa.) : The fellows that Jiave ihe big companies (10.000 or 15,000 employees) can get the same results at those with a couple of thousand. J84 Nineteenth Annual Safety Congress W. H. Cohixs (National Lead Co., St. Francois, Mo.): I understand that Mr. Shove isn't sold on 100 per cent first aid training ? Ms. Shove: Yes. M*. Covins : 1 agree with him, although last year our friends from the Bureau of Mines emphasised 100 per cent training. J. J. Forbes (U. S. Bureau of Mine*, Pittsburgh) : I say to Mr. Shove and Mr. Cocnins that they wait until they have it. They are not sold on iL "Convince a man against his will, he will have his opinion still." Wc don't feel (and I think I stated that emphatically at the last Mining Section meeting) that first aid is the panacea for all accidents. We never did. Wc do claim, however, that first aid training U a real aid in any company's accident prevention program. We have on record plenty of evidence that first aid training has been instrumental in reducing accidents. A safety director ol a large petroleum company, 2,500 men had been trained in first aid work over a period of something like two years, told me. "We have kept a very accurate record of accidents occurring to men trained in first aid as against men untrained, and found that the man who is trained in first aid has only one-fourth the chance of being injured as against the man who is un trained." The vice-president of a large coal corporation in the south made a statement at Cincinnati, at the American Mining Conference, that that ratio is eight to one. To date there has been about 350 large coal, metal and petroleum companies throughout the United States that have ordered their employees trained in first aid; all of the letters that wc have received are favorable. George Martinson (Pickands. Mather & Co, Hibbing, Minn.) : About Thanks giving or Christmas time all our men will be 100 per cent trained. 1 don't think first aid is a panacea, but it should be a benefit to a community. C. A. MacDovveix (Pittsburgh Coal Co.) : I believe I was one of the first to take up 100 per cent first aid training. I have advocated 100 per cent first aid training since that time, 7 -r 8 years ago. I an* very much in favor of the new idea of the Bureau of Mines, to train key men properly and let them train the other workers, even though it takes work to do it. Is it worth while? 7 say yes, if you keep it up. You must not think that first aid training is going to reduce your accidents. You must not consider that any one activity in accident prevention work, will reduce your accidents. We have what is termed a movable first aid station in each mine, within 2,000 feet of ever*' worker. On the outside of each station, on the clearance side, is a green light. In the rear of the station is a white light, and as employees travel to their working {daces, the green and white reminds them of safety. Robert H. Sr.tr (New Jersey Zinc Co., Franklin. N. J.) : Mr. MacDowell has raid that we don't agree on how safety work shall be done. 1 have jotted down a few points on which wc all seem to agree. First, The humanitarian or .sociological view of accident prevention has given way to the economic view, that safety is good business. The second, that a safety code is essential to good safety work. Tiie third, that the maintenance of these standards and the responsibility for accident prevention falls upon the foreman or the bass. Fourth, while not perltaps directly mentioned in any paper, safety engineers too often have conflicting interests; they are charged with safety work as a side lioe in connection with other work. Mr. Stock: Is first aid training done on company time or the men's? Mr. Forbes : I think at least 95 per cent of the training is done on the men's time. Jon.s Lyons (Ziegkr, III.) : Wc had approximately 130 injuries before 100 per Mining Section 185 cent first aid training started in our mines. By the time we were half way through the training course, accidents had dropped to 85. We don't believe that the reduction was entirely due to first aid training, although we give a lot of credit to it, for. our first aid meetings were also safety meetings. Chairman Heique: Mr. Hayden brought out an interesting point when he said that they had more fatalities or more injuries due to highway accidents to employees, than they had on the job. It seems that we are rapidly getting to the point where a man will be safer whale at work in a mine than he will in his home and on the highway. This is an actual fact, not ooly in one company, but in several companies. I was somewhat astonished last year to find that we had 232 accidents off the job, highway accidents, home accidents, street accidents involving lost time, against 72 accidents on the job. In other words, we only had one-third as many accidents on the job as our men had off the job. If many of us had similar statistics, we might have a slogan that the miner is safer in the mine than he is on the highway or around his borne. Attitude of the Bureau of Mines Secretary Harrington: I want to try to clear up a little misunderstanding con cerning the Bureau of Mines and its attitude towards first aid training. The Bureau of Mines does not now, never did, and never will say that first aid training is the only type of safety work which should be done in or around mines. The Bureau of Mines does advocate first aid training; we know that first aid train ing is of benefit in accident prevention work. We feel, in fact, I think we could prove that due largely to the training work which has been done by the Bureau of Mines during the past seven years in connection with first aid, at least 200 lives are annually saved in and around mines in the United States. I think, we are going to get no place by clinging to the humanitarian point of view. Until we put accident prevention on the cold blooded dollars and cents basis we are going to have very little safety in or around our mines. I would like to call your attention to a paper which was read last week at Wilmington, Delaware, by a Mr. Heinrich, before a meeting of the Industrial Accident Associations of the United States and Canada. He claims accidents are costing the people of the United States upwards of five billion dollars per year; a large portion of those accidents involve no compensation. He claims that he can go into almost any commercial organisation, and show that accidents which do not result in an injury cost the company practically as much, and in some cases, much more than the accidents for which compensation is paid. Chairman Henrie: I will ask Mr. Dunbar now to take the chair and proceed with the Qucstioo Box. Chairman Dunbar: The question is "What is the relation of a man's education or intelligence to his liability to accidents? In other words, is an uneducated man more liable to an accident than an educated man? Mr. Rush Hosier was to lead this discussion, but 1 believe he Is in another meet ing, and J have called on a pinch Hitter who has had a number of years' work along educational lines in the mining industry, my friend and co-worker. Bill Duncan. William Duncan: Those who have studied men have arrived at this conclusion: a man acts as he does when he thinks as he does. In other words, to be as a man thinketh, so he is. Psychology also tells us that there are only three ways in which the human being changes: First, in knowledge--he can increase his knowledge; second, he can acquire skill--motor and intellectual skill; third, be can change his ideals. Those are the only three points in which an individual can be changed. Wc define education as that knowledge, skill, and experience which enables a person to solve life's problems successfully. If a man has additional skill, additional *S6 Nineteenth AnniiatSm-fely Congress -kipw'edge so (that he can forecast ' the? future and the results of his actions.-he`will not knowingly of willfully risk-life or-i limb in those practices which result*in catas trophc to himself and hir family. So we believe that-educational method*, first aid. foremen's training classes, the instruction-aiKbsuptfrYisioa- given by* mine inspectors, foremen and- others in,.tbe mining industry, will remit ,in lessened accidents. It may be true that your intflligent>fnan,-.yaur <*1peated man may do things which result in a personal injury, but -the .man who. did not have the education would have probably made a great,many mor-t mistakes. ... I call your attention -to the fact that no muscyla^ action, except those so-called involuntary actions,. can take place unless the man think*.. Tlw brain center must act first before the muscles can react. 'Therefore, the education that you give a man, the light upon what .the results of his action will be, results- in less accidents in the industry. Our safety efforts and our inspection forces; are charged with calling at tention repeatedly to those inthe industry and t$osf along- life's-pathway, that they must look to see the results of their actions. '. . In industry, as on the streets, .we can't put a policeman at every corner to guard u* from danger. We must be our own safety. m&L . A child, must be taught how to cross the street safely, whether a pollcfcnian fs mere, and'whether there is a light at the comer. It is said by those who should know (hat a min who Is absolutely hohefct,- who is loyal, and who has courage, wiH'not fail to be a success in any undertaking. . Many of us, however, are not absolutely honest. In our classes we teach that there are 76 pounds of coal to the bushel, and yet oil an operating basis, if a bushel doesn't weigh 100 pounds, the man who is responsible loses Ms-job.' To*practice die golden rule in accident cases is like telling you that-you need the multiplication table to plau a steam turbine. You must know how to meet your fellow men; get their loyal sup* port*--let them know that you are 'for- them and' not trying, to feather your own nest by bringing yourself into the -limelight, if you are to get the Cooperation that Will reduce accident*. ' ' An Argument that Convinced. Them Chairman* Duniak: I am going to ask Mr. Roy V. Herscy pi the Nevada Con solidated Copper Mining Co., if he will; talk on this question. Mr. Hzasey: There are various!.ways in which we might educate workmen; one of the best ways, I believe, is :to show, workmen you are interested in their welfare just as much if not more titan you aye In the welfare of the company. Convince the men that you are sincere, that you want to help.them; and that you want to help their families. ... You can convince men tlut you want to help them. I wanted to introduce the Sankey foot guard in certain work. The idea was ridiculed by the management and by the men, but I called a group meeting anyhow. I asked every third man how much,he thought hit foot was worth. The price ranged anywhere from $5,000 to $1,000,000, and in the end, they wanted a job for life. 1 told them that the State said your foot is worth so much money; you can't get a nickel more. Furthermore the. company is not obliged to provide you with a job; your possibility of securing a job from some other company would be rather remote. Then I brought up the question of the guards. Out of 85 men there was only one who questioned the value of the guard. The plan was successful and no doubt will be in operation as king as our mines work. Unless you convince them of the benefit to them rather than to the company, you will never get very far with educational work. Chairman Dunbar: I request Mr. Dodge to speak on the subject. Mining Section 187 Relation of the Individual's Education or Intelligence to His Liability to Accident By CHARLES H. DODGE Safety Engineer, The Buckeye Coal Company We are all agreed that a truly "educated" man is self-disciplined, he is trained and skilled in his particular profession or work, he Is well informed, can observe ac curately, reason justly, and express himself clearly. A man's degree of intelligence is rated by his capacity to know or understand; has he an active mind, does he have ability to reason, is he quick sighted, and is he sensible? What bearing do these characteristics have on his liability to accidents? The most direct possible is our answer. This discussion is to be limited to the coal mining and metal mining industry. Many of our problems are paralleled in other industries to which comparative refer ences can be made. Because the greater proportion of our men are employed underground, we are apt to give most attention to this group of mine workers, although the safety of both the outside and inside receive their fair share. The frequency and severity of the underground accidents are usually somewhat higher than those of the outside plant. A study of accident statistics reveal a continuance of the major causes for accidents during 1930; falls of roof coal and slate account for 54 per cent, haulage 17 per cent, explosives 11 per cent, explosions 4 per cent, electricity 4 per cent, and miscellaneous 10 per cent For purposes of our safety education does such a table tell the story? What part of the 54 per cent of accidents due to falls of roof coed and slate occurred at the working face; what part along the haulage roads: how many of these accidents occurred during the making of falls; while loading coal: how many of these acci dents reported as falls were really cases of miners palling this material over onto themselves; which were traceable to faulty timbering, improper trimming, derailmenU, additional wlds developed by mechanical loading methods, undue -haste, faulty supervisiori,,7T|wr judgment, ` natural hazards, physical handicaps of the workman, lack of'or^improper equipment, carelessness, or inadequate inspection. it will be necessary to mostly rely on individual experiences and plant records for analyzing the relation of the individual's education or intelligence to his liability to accidJriit. First of all; is not the workman's attitude towards safety a fundamental factor in determining such -liability V A ` workman or official who is self-disciplined, con scientious in the performance of his duties, and actually feels a sense of responsibility, not only for hi* own safety, but for the safety of those around him is not among those overloading the labor market of today, although we are glad to believe that this type of American ntmer is on the increase. Education in the sense of havjng completed the prescribed course in any college or school, or successfully passed the state mine examinations, or has labored at any or'all' of the underground occupations does not indicate that the individual is qualified as a safe workman. Character may not be the exact word but jt approaches the summation of what we would demand of an employee before elevating him to the degree of a "safe1, workman". We have noted,-time after time, that it is the so-called safe workman who gets hurt. Whose responsibility is it that such men get on the injured roll? If the attitude of the company and management is one of known militant, aggressive and determined policy towards the promotion of the employees' safety then it also rests with the worker and foreman to take advantage of such a condition. 188 Nineteenth Annual Safety Congress The progressive employer picks his prospects with on eye to ability, intelligence and attitude towards safety. He does not want a weakling neither does he want a juggernaut. It is not always necessary to release difficult workmen to the neat company who will hire tiiem. More interest in their men, clear cut explanations, a saner balancing of capabilities are a part of management's program for its foreman. Education is never ending. Of all the tried and proven methods for promoting safety of men, discipline is paramount. Without adequate inspections, understood and appreciated supervision and deserved censoring there will be little tendency to strengthen the miner's respect for his own .safety and that of others. Can we divide the classes and types of labor into groups and say that this or that group, on a basis of intelligence, of education, is more liable to accident than another group. Such a division will be limited lor, if we exclude any mine labor that can be classed ms mentally or physically unsound, we have removed but a few and the large majority will be found to require other yardsticks with which to measure their liability to accident. Certain departments have definite physical and mental requirements. For example, motormen should be experienced braketnen and brakemen or snappers should be exceptionally alert and agile, physically and mentally; trackmen should be con scientious and skilled in their work, requiring not so much agility as strength and efficiency in track laying. In every case the efficiency and safety of one class of work is bound up in another. A knowledge of the hazards of a particular occupation must be had before any fundamental rules can be drawn up for the promotion of safety in that occupation. This is a part of the workman's safety education. It Is true that extreme care and forethought are not always exercised in the setting up of certain rules. It is argued that placing limitations in rules kill the spirit of such rules, although it has been proven that, unless such rules made specific and limited to the field wherein they apply, there is a loss in the enforcement of other rules as well as the rules in conflict. The safety education of the employees is better attained when there is a clear understanding throughout the organization as to the purpose and scope of the safety rules of the organization. It is unfortunate that instructions issued verbally by the executive after passing through the hands of several officials may reach the workman for whom it was intended in a more or less garbled condition. It is not necessary to set up an elaborate safety organization to accomplish the desired results. The closer the contact between the safety director, safety engineer, inspector, and the foremen, and through them to the man at the working face the better the safety appeal can be made, methods for accident reduction be devised and installed, and the truer the picture of local accident prevention efforts be painted. At the same time, without a safety organisation the mine will be seriously handi capped in this phase of its operation. The plant safety organization, whose purpose is to educate and instill employees with the spirit of safety and provide ways and means for reducing occupational al natural hazards should be beaded by an executive safety committee comprised of de partment heads. These men receive, digest and formulate Information for plant and personnel improvement. Safety meetings of the mine officials at tegular intervals permit organized discus sion and action on the local accident records, comparative safety information, and vital safety topics. This is the safety school for foremen. These men should leave every one of these meetings with a safety message for their men. Safety rallies for all employees, for their families, for the schools, for the various mine departments, all hold an important place in the plant's safety schedule. Safety education and safety spirit can receive a strong impetus from such meetings. To Mining Section 189 properly program such rallies is a constant problem, since safety topics can so easily be limited to repetitive, dulling speeches, in place of attractive, inspiring and educational rallies. If only one safety resolve is brought home to each man attending, the safety rally has accomplished its purpose. Department or section safety committees are not only additional ears and eyes for safety through their inspections but can also be builders for the safety morale of their departments. The safety director, engineer or inspector should never pass up an opportunity to further the safety education of the individual or the organization. Being in direct charge of safety meetings, rallies, inspections, bulletin board service, etc., and advisor to the management, he cannot afford to neglect his own safety education, and he must be ever ready to enthuse others with safety promotion. Recognizing the need for enlarging the scope of their courses to meet industrial needs for safety leaders, colleges are offering subjects In safety engineering and giving safety greater prominence In other of the' regular courses. So, too, are the employers of large numbers of workers recognizing this need and are employing men to devote their time and energy to this phase of industry. It is disappointing to learn that during the past several years there has been an increase in the fatality and injury rates for the coal mining industry of the United States. According to statistical information furnished by the Department of Com merce, coal mining is the only large industry in the United States which has made no progress iu the reduction of fatality and injury rates. Fatalities and injuries in our industry have increased where other industries have shown amazing decreases. We cannot alibi this condition. On a basis of exposure or number of men employed, transportation is the most hazardous of mine occupations, producing the most accidents per shifts worked; this occupational rate is not on the decrease. Railroads have made, as you know, enormous decreases in accidents during the past decade both to employees and passengers. How? By safety campaigns, insistent demands by the railroad companies for safety in the work, and the elimination of many of the causes for accidents. Mining is similar to other industries in that it requires management's and their officials' constant vigilance, and the steady, never-ending presentation of the safety appeal to their men. If this safety education is to be maintained and progress ensured within the organization. With the complete story of each accident at hand, the student of accidents is impressed with the fact that the human factor plays the important role in the majority of cases. Among the human factors can be listed accidents due to dulled mental or physical condition of the victim caused by lack of sleep, home worry, dissipation; undue haste towards end of shift; lack of cooperation between workmen or officials; ignorance of existing conditions. The safety education of ourselves must be given consideration before we can expect to direct or enlist the efforts of others. Who has been at fault in the past, manage ment, foremen, or workers? None are exonpt. More and more attention must be given to each of the three. There may be a natural or economic limit to our safety progress but none will boast that the barrier as yet has been reached. ADJOURNMENT 190 Nineteenth Annual Safety Congress Thursday Morning Session October 2. 1930 H. C. HENRIS, Chairman Phelps Dodge Corporation, Bisbe*, Aria. The fourth session of the Mining Section convened with Chairman H. C Henrie presiding. Chaixmax Hexuie: The first topic for discussion this morning is "Problems of the State Mine Inspector." We have with us Mr. W. H. Glasgow, Secretary Of Mines. State of Pennsylvania. Problems o a State Mine Inspector By WALTER H. GLASGOW Secretary of Mines, Commonwealth of PennayUania, Harrisburg, Pa. The basic principles of the mining laws of the Commonwealth of Pennsylvania are set forth in the preamble to the Acts covering th* operations of both anthracite and bituminous regions, to wit: "To provide for the health and safety of persons employed in and about the bituminous (anthracite) coal mines of Pennsylvania and for the preservation of property connected therewith." These laws have been compiled, from time to time, from the records of the beat practice known since mining has been recognized as a scientific pursuit, and cover fct detail all phases of mining. It can be truly said that they constitute in reality an authoritative textbook on safety in this great industry. The enforcement of these laws is delegated to the state mine inspectors through the administrative office of the Department of Mines. These inspectors are appointed by the Governor from a civil service list and are endowed with police powers. As the powers granted are very broad, responsibilities are accordingly heavy and naturally problems of a numerous, varied, and at times complex nature arfce to con front the inspector in the performance of his duties, as each matter of -omission or commission in conflict with the mining code sets up a definite problem. Should tbc inspector interpret and enforce literally the lawk as set forth in the mining code, his duties 'would be very perfunctory, but the legislature has iwurd mandatory instructions that the inspector shall exercise a sound discretion in the performance of his duties under provision of the Act. It is this discretionary power granted to the inspector that creates a problem for him when there is a departure from the standards as set forth in the mining code. General Rule No. 1 of the Anthracite Mine Law, far instance, breathes generously of the spirit of the makers of this'law when it gives utterance to these words: "The owner, operator and`superintendent of a mine or colliery shall use every precaution to insure the safety of the workmen in all cases, whether provided for in this act or not." Article XX--Section 1--Bituminous Mining taw says: "The inspector shall exercise sound discretion in the performance of his duties under the provisions of this Act." The ideal mine inspector is not only to comply with the law but go beyond the law to the extent prescribed by law, and the problems arising in his mind to be solved will be determined by the intensity to which he gives himself over to the task of assuring safety and the clearness with which he sees the things to be accomplished. The inspector must use a proper sense of proportion and take into consideration Mining Section 191 the laws of probability and chance in regard to any violations of the code. He must enforce the spirit of the law from a sound and practical standpoint. A mine may be in such a condition from poor ventilation, bad drainage, faulty timbering or an inadequate supply of working materials that operations should cease until the defects are remedied. In closing down this mine practically all employees will be idle and in all likelihood there will be little opportunity for them to secure other employment with the result that suffering will bear heavily on their families; also the financial structure of the company may be in such a condition that they are unable to carry on a defined program for betterments. What shall he do? Gose down the mine or allow it to operate by spreading over a period of time the improvements that are necessary. It may be this particular mine is generating gas and Is of a dry and dusty nature. The coal dust may not be treated or if treatment is applied it may have been done in a very negligent or incomplete manner, then, indeed, the problem does begin to carry weight. Against the picture of - unemployment and bankruptcy he can visualize a catastrophe with all the horror that attends such occasions. The human element of the mine, both in regard to the management and the cm* ployees, is another problem with which the inspector has to deal constantly. "Foremen should be selected oot only because of their knowledge of mining and the mining law but also their strong,, upright, law abiding characters--they should be examples of truth, honesty, courage and diligence. These characteristic* to be so marked in their lives that the employees will become impressed and influenced by them. The' foreman must not only be an outstanding man morally, but a man who know* mining af.H has executive ability. How is the work of a mine inspector related to this subject of foremanship? This year, 1468 men submitted themselves to be examined by the State Mine In spector* and their board* fbr minte'foremen's and assistant mine foremen's and fire bosses certificates. Of this number 923 were successful. The State Mine Inspector can, and should by exercising his rights under the law oh this board, see that the mines are supervised by the type of men who will be helpful to the industry as a whole. To possess a foreman's or assistant foreman's certificate now is not a legal requirement, but you can find few If any who do not possess them as the coal companies are showing a fine spirit and a proper conception of this work by employing no one who has not given ample evidence before ooe of these examining boards that he has the necessary legal qualifications. The State Mine Inspector has no greater responsibility than that of maintaining a high standard for the men whose duty it is to see that proper supervision is given to the mines." On account of his acquaintanceship and the fact that he Is the dominating member of the Board that recommends the granting of certificates of competency to ap plicants that sit for examination as mine foreman, assistant mine foreman and fire boss, he is constantly being ashed by the operator to recommend men for official positions in connection with the mine, and also by the men to recommend them to the operator for any positions that may be vacant. A person so recommended may be a failure in one organization, yet make a success with another. Working con ditions, temperament of supervisors, living quarters, wages, and various other matters enter into the question of whether the connection will be satisfactory to all parties concerned. It is a problem with the inspector to reconcile these different factors. Also, a careless, penurious and arbitrary attitude on the part of the management coupled with a careless, resentful and stubborn spirit on the part of the employees cause many problems- to arise to which the inspector must give attention. How long and how far shall the inspector carry the responsibility of a mine while necessary recommendations that he has submitted are being carried out? How long shall he continue to allow workmen who are careless and indifferent to the mining law to continue their vocations in the mines? How-far shall he insist on capital expenditure* for necessary betterment*? 192 Nineteenth Annual Safety Congress How Ion* shall he tolerate a management that has shown it is utterly incompetent to operate a mine? Shall he insist On jail sentences or be satisfied with a nominal fine and reprimand for law violations that fortunately cause no injury7 Shall be insist on punishment to persons who are injured through violating the law? These are but some of the problems that are constantly confronting the inspector. Another problem that vitally affects the inspector personally is his conduct h matters affecting rescue and recovery operations after a mine fire or an ocploaion. His responsibility here is very great indeed, for custom has set forth that be shall be In complete charge of these operations. The procedure must be very carefoBy planned and carried oat Subordinates and assistants must be chosen with care. Orders most be precise and clearly given. There must be no doubt or qoestmo in this respect Decisions must be made without delay and in every case r-- be sound, for any indecision or delay might lead to immediate loss of life either on the part of those entombed or to those who are engaged in the rescue work, or both. His problems in an affair of this kind are many and are very burdensome. That the responsibilities and problems with which the inspector is constantly eon* fronted have some effect on his mental and physical being Is borne out by die fact that the score of inspectors who have pasted away during the last three with very few exceptions, have died suddenly, without any protracted Illness. Cuaimam Hsxue: Our next speaker on this subject is Mr. John F. Daniel. Chid of the Department of Mines, State of Kentucky. Problems of the State Mine Inspector By JOHN F. DANIEL Chief. Department of Mines, Lexington, Xy. We, in Kentucky, have been striving for the last few years to make a reduction fa our fatal accident record. We haven't succeeded very well, but we have jwv some good. In the year 1928 we mined approximately 63.000,000 tons of coal and had 196 fatalities. In the year 1929 we mined just a little short of 62,000,000 tons of coal and had 200 fatalities. Out of those 200 fatalities, 118 or 59 per cent were due to falls of roof of coal. 47, or 23*4 per cent were classified as haulage accidents, which makes a total of 82j4 per cent of our accidents which were at the face or near the face; and on our haulage roads. The falls of roof and coal average is not far from the general average throughout the country. Most official* believe in boosting any kind of publicity that recommends itself as effective, whether it be in the form of weekly, semi-monthly or monthly safety meet ings, for the purpose of airing, the various accidents that have occurred in and about the mines since the previous meeting. Many approve strongly of the posting of the safety bulletins of the National Safety Council, Elliott's Service, and. like bulletins at frequent intervals. On the other hand, some officials, and not a lew of the rank and file, arc only lukewarm when the question of accidents or the methods for their prevention are brought up for discussion. Safety bulletins have frequently been ridiculed and given no thought whatever by the men they are designed to help. V/e are thus brought face to face with the ques tion of the best method to pursue in order to derive the most benefit and secure the highest degTee of safety. I will give a few of the details of our Kentucky plan to bring fatal accidents be fore the entire personnel. Being in a position to analyze a great many accidents from month to month, a number of which result fatally, I began, in December o! Mining Section 193 1928, to make an inquiry into the manner in .which the various companies throughout Kentucky were bringing the question of accidents to the attention of their employees. An inquiry was sent to the mining department in several of the other States asking what was being done in bringing lost time and fatal accidents to the attention of the companies in their States. After considerable thought it was decided to publish a monthly report covering only the fatal accidents occurring in the State. This report was sent to all the operating companies and safety directors throughout the State, and to various persons. The reports covered each fatality, giving its cause in detail, together with the recommendations offered by the district inspector who investigated the accident. It was my purpose that all concerned might profit by reading the reports, and that these particular types of accidents would be eliminated as far as possible. This report was originally similar to that published by the Alabama Department of Mines, from whom the idea was partially conceived. A report ha* been published monthly since February 28. We have received many inquiries for additional copies, and understand that they are either discussed at the regular safety meetings, or placed on the bulletin boards of practically all the com panies throughout the State. In addition, a majority of the companies receive our bulletins and circulars which are submitted for discussion at the safety meetings and placed on the mine bulletin boards. This is just part of our program to bring fatal accidents to the attention of offi cials and workmen. Some of our companies get as high as 600 copies. They think it worth while to distribute one of those copies to each of their employees. Chairman Henrie: We have with us Mr. W. B. Hillhouse, Chief Mine Inspector of the State of Alabama, who will also talk to us oa this subject. The Problems of a State Mine Inspector By W. B. HILLHOUSE Chief, Department of MIim, Birmingham, Ala. In Alabama there are in regular operation 230 coal minea, which arc opened on 30 different coal seanu, the openings being drifts, shafts and slopes, the latter predominating in number. These seams vary in thickness from 20 inches to 7 feet, and lie from horixontal to an inclination of 65. degrees. The strata hong directly oyer the coal seams vary from a soft shale to a firm sandstone. Methane gas is given off in 40 per cent of all operations, and range* in quantity from 20,000 cubic feet to 1,400,000 cubic feet every 24 hours. Some ol the mines are naturally wet, but in the dry mine* the application of water or water and rock-dust is practices! for the suppression of coal dust. Rock dust when used is applied in quantities to render the coal dust harmless. In Alabama, aa in other coal producing state*, the paramount problem, in ao far as the State Mining Department is concerned, is the preservation of human life and limb. In the pursnit of this end. we also endeavor to help constructively with suggestions for the better physical and economical mine operations. Coosistent with safety, we are always careful to avoid suggestions entailing tmneoeasary expense. It is quite gratifying how the mine offidala have ensue to receive and act upon these. This it, of course, as it should be. because certainly we are all "in the same boat.* Cooperation must, oi course, always exist among aff persons having to do with the operation ol the mines, as otherwise good results cannot be attained. It goes without saying that this is just as true in mining as it is fas other line* of human endeavor. 1$>4 Nineteenth Annual Safety Congress Perhaps our Alabama Mining1 Department has an advantage over many others of like nature in that its activities are confined to eight counties with the city of Birmingham which is headquarters for the State Mining Department as well as most of the mining companies in the center of that area. By reason of this location close personal contact exists between the mine managements and the head of the State Mining Department Such close contact brings about frequent and friendly consultations covering the many features of the work, and results in continuous and friendly association of great benefit in every way to oar mining industry. In like manner the Associate Inspectors make their wwaiw in * spirit of friendliness and helpfulness, and not in a spirit of antagonism or criticism. Working from both ends in this manner, the spirit of cooperation which exists all along the line goes far to promote the safe and efficient operation of the coal mines in Alabama. In Alabama, as in other coal producing states, the principal sources of injury come from roof falls, ignition of gas, transportation, and electricity, and the substantial reduction of accidents from these, sources Is regarded, of course, as our outstanding problem. Roof falls are responsible for approximately 45 per cent of the mine fatalities throughout the United States. The Mining Department of the state of Alahems has been and is endeavoring to reduce the accidents from this particular mining hazard. Realizing fully that the visits of the State Inspectors to Individual working places (where 80 per cent of these accidents occur) are not, and in the natural order of things, cannot be made often enough to render modi direct aid, a special educational campaign for the reduction of accidents from falls of coal aad roof was inaugurated. Wide distribution of circular letters was given. - These letters were posted oo bulletin boards or other conspicuous places at the mines. They dealt entirely with the hazard from coal and roof falls, and created such great interest as to bring about much beneficial discussion amongst the miners. Following these letters, men prominent in raining affairs were induced to address meetings at the various mines. They confined their remarks to that subject alooe, stressing the importance of the individual miner always exercising the necessary care to take down all loose or overhanging material, or promptly place'necessary timbers where and when needed. Cash prizes were awarded mine officials and State Inspectors for the best essays on "Prevention of Accidents from Roof, Falla.** Great interest was created in this manner, and it still exists. The very satis factory results achieved bespeak the decided effectiveness of oar efforts. Fatalities from roof falls in Alabama mines since August, 1927, at which time the campaign began, show a very gratifying decrease compared with preceding years. A lower fatality rate is now shown, based on tons mined, than the average for the United States. In all mines systematic timbering rules should exist, and be enforced whether the roof is good or bad, and independent of the tunboring rule, the miner should place additional props where the roof conditions warrant it. The following figures show the wonderful effectiveness of the drive: Yfar 1924 1925 1926 (X) 1927 1928 1929 Fatalities 39 42 49 61 28 28 Tons mined per fatality 502^73 483,920 438,955 330,999 644.861 657,711 (X) Camptic* on ReoMtB fatalities began August 15th. 1927, and prior to that time 48 livea bod been lost during lb* year. This problem is far from solution, but if the adoption of systematic timbering becomes general, with closer supervision of roof conditions by the foronan through Mining Section 195 daily or more frequent visits, and greater care oo the part of the miner himself, much more can be accomplished. The Mining Laws of the state of Alabama stipulate a quarterly inspection of each coal mine, but going beyond this requirement, the Inspection Department has for the past three years nude monthly inspections of all gassy mines. With a period of three months between inspections, many things can happen tn many mines which will lead to serious trouble. If such mines, however, receive monthly inspections, sub-normal conditions can more easily be found and the remedy applied before an accident happens. We find that our extra precautions of this kind frequently find and bring about removal of hazards which otherwise would exist for an additional 60 days. Adequate ventilation distributed to the various mine sections and into the working laces is primarily, of course, the solution of the gas problem, and the more frequently we have assurances of such condition through our examinations, the more assured we feel regarding the welfare of the workmen therein. Frequent air readings and analyses of the mine atmosphere go a long ways toward giving this assurance. I venture the opinion that if the State laws required larger inspection forces, mine accidents of all lands would decrease in proportion. In the year 1927 there were in use in Alabama coal mines approximately 5,000 electric cap lamps. At this time we bave 9,135 of these lamps in use. We believe this great increase has played its part in keeping down the number of casualties from gas and other causes. Attention is called to the number of gas casualties which took place both before and after the program as outlined above was put in effect Year 1924 192S 1926 Fatalities 9 66 45 Tons Mined 19,515,935 20,408*56 21,508*12 Tons per fatality 6,538AM 309*22 477*73 1927 1928 3 20.194926 6,730*09 0 18,056,116 Infinite 1929 12 18,415*14 1*34,659 Underground transportation of coal presents a problem in safety difficult to coinbat. The electric locomotive, now in almost universal use, in hauling long trips at high speed, presents a hazard which did not exist in former days. Strict rules and regulations, with necessary discipline,, must govern this feature of mining if casualties are to be further reduced. Practices, such as pushing trips, bade poling, flying switches, coupling cars while in motion, jumping on and off moving cart, and many others, must be stopped, otherwise injury is sure to result Ample clearance must be provided overhead as well as between the road and the ribs. Shelter holes sufficiently close to each other should be provided, and at convenient points so that men, when traveling the haulage roads, may easily and quickly find safety from passing trips. It is obvious that the responsibility of haulage safety depends to a great extent on the employee himself. Strict supervision and rigid discipline one the part of the underground officials are also very necessary. During the past 20 years electricity has taken a firm foothold in mine operations in Alabama, and due to the numerous thin seams, the ever-present and daily hazard is great. Mud) of our trolley wire is unguarded. When electrification of Alabama mines began, 250 volts was not considered a particular hazard. As a result of this, many miles of unshielded trolley wire extend through our mines. To require shielding oi this wire now would entail much expense, and without laws would be difficult to accomplish. In some of our newer mines, however, trolley wire shielding is prac ticed, where the suspended wire is less than 6 feet above the rail. In the older mines we have been able to secure shielding of trolley wire at crossingi, side-tracks, and at other points where men pass under in going to and from their work. Contrary to the former belief regarding the hazard of 250 volts, practically all of our electro 196 Nineteenth Annual Safety Congress cutions occur from some portion of the body making contact with the trolley wire carrying that voltage. Early in this year an investigation was made lor the purpose of selecting the best insulated shoe for underground workers. Samples were submitted by various manufacturers, and selections made. Many stores at the mines now carry this shoe in stock, and we are urging their use by the underground men. A similar investiga tion was made for the selection of an insulated cap. Samples of these have also been submitted by manufacturers, but no selection has yet been made. For the purpose of presenting the manner in which mine accidents occur in Alabama, in a form easily understood by all classes of mine workers, an additional man who is a practical mining engineer was placed in the Chief Inspector's office in May of this year. His duties are `confined largely to the investigation of accidents, going into details, and endeavoring as far as possible to place the respon sibility where it belongs. Free-hand perspective sketches are drawn, which portray the accident just1 as it took place, and these are sent out in the form of bulletins to all the mines. If the accident was occasioned by a fat! of roof, the position of the rock fa shown prior to and after the occurrence. The positions of nearby timbers are shown, and the distances they are spaced apart are indicated. If the accident has resulted In electrocution, the wire or other equipment causing the fatality is shown. The details are likewise shown for any other character of accident. The causes leading up to each particular accident are shown, and warnings are given against a repetition of other accidents of a similar nature. The sketches are distributed by the hundreds, and through the active cooperation of the mine managements find a conspicuous place on the mine bulletin board. While this practice has extended over only a short period, we feel that the display of the easily understood sketches proved to be a reminder to the individual who may be working under similar circumstances to those where the accident took place. If these sketches continue to be given the careful study and attention they warrant, we hope for further reductions of accidents. In closing I would feel that an injustice had been done if acknowledgement were not made of the cooperation and assistance of the Alabama Mining Institote, the Holmes Safety Association, and the U. S. Bureau of Mines with the Alabama State Department m its daily problems. Chaibkan' Hsnrjc: We had another speaker, Mr. Lambie from West Virginia. Mr. Lambic, unfortunately has been called west on an inspection trip. We now have a few minutes for the discussion of these papers. William Roy (Hanna Coal Co., Ohio) : I disagree with my friend, Mr. Har rington. when he says that safety work can only be successful when placed on a dollar and cents basis. Although I have only attended two sessions of the National Safety Council, Ideals have been expressed that are far more important than costs. The National Safety Council may be instrumental in solving many problems in the mining industry; they certainly will, if ideals be higher than cost. I don't believe we think of cost when we see the hearse go by, followed by the dependents. I don't believe we think of cost when we ace somebody leading a blind man. Some four years ago we started what is now the Hanna Safety Campaign. We have forgotten about cost, and we have dealt with the problem from a human stand point. At the start we had a 10 per cent penalty on base rates under the Ohio Compensation law, but today, in some instances, we have more than a merit rate 50 per cent, less than the base rate. We have forgotten cost; reduced forces in order to give men steady work; and paid good wages. We can deal, therefore, with our men and get their cooperation in our safety work. O. F. McShaxz (Utah Industrial Accident Commission, Salt Lake City, Utah): Isn't it necessary, to sell safety to the management on the theory that it is going to pay'dividends? I can't conceive of any employer who would not take the cost Mining Section 197 into consideration; I believe it is unsafe to approach an employer with a safety pro gram unless we can show that a saving can be made. I believe that safety pays. Chairman Henrie: Mr. Clyde L. Lutton, Safety Director of the H. C. Frick Coke Co., will speak to us on the subject of "Protective Clothing in Accident Pre vention Work in Mines." Protective Clothing in Accident Prevention Work in Mines By C. 1*. LUTTON Safety Director, H. C. Frick Coke Company, Pittsburgh, Pa. The use of protective wearing apparel by underground coal mine workers as a safe guard against injury from some of the inherent hazards peculiar to that industry and as an additional protection against omission of the human element to consistently function properly, thereby indirectly causing injury to certain parts of the body has, within die past few years, met with commendable success in some mining districts where it has been applied. Probably the greatest progress in the prevention oi injuries by the practical application of this type of material has been nude by the use of eye protectors (goggles) by underground workers while performing certain classes of work hazardous to the eyes from flying chips of material. The major number of this class of injuries occur in connection with the use of hand tools--particularly coal picks, sledge hammers and axes when workmen are mining, dislodging or fracturing coal, slate or rack, and in connection with the installation of roof supports, haulage tracks, etc. The handling of material where mud, water, or dust is present also contributes to foreign bodies in eyes of workmen. Some years ago, a mining company with extensive operations in western Pennsyl vania were experiencing an alarming number of disabling eye injuries to employees. The majority of the alleged causes were attributed to flying coal from the pick, slate from hammers, etc During the years 1924-1925, that company experienced a disabling eye injury accident rate (per 100 full time workers, two-year period) of 5-20 per cent. The management seriously considered the introduction of goggles for use by some classes of underground workers while performing certain classes of work known to be hazardous to the eyes. Wire screen and glass tens type goggles were selected and submitted to eye specialists for tests to determine the probability of their use affecting the vision of the wearer. Upon being informed that the use of goggles warnot detrimental to visioo, it was decided to conduct an extensive educational campaign among mine officials and workmen regarding the advantage of the protective features and their practical applica tion. The campaign was conducted during the year 1926, and early in the year 1927, they were required to wear goggles when performing certain classes of work. The disabling eye injury accident rate experienced during the two-year period (1926-1927) was 1.42 per cent per 100 full time employees. During the two-year period (19281929), the use of goggles haring been thoroughly established, the eye accident rate of 5.20 per cent experienced in the years 1924-1925 before goggles were used. It is worthy of mention that notwithstanding the advancement of numerous theories that the wearing of goggles would expose underground workmen to other hazards and indirectly cause more serious or fatal injuries from other causes, during the four years of experience with the use of goggles underground, not a single injury from other causes was attributable directly or Indirectly to the wearing of goggles, except in two or three instances in which wire screen type goggles with broken wires were struck by flying material and the ends of the broken wires punctured the flesh or eye of the wearer Other mining companies have experienced, equally as favorable results in the pre vention of eye injuries to underground workmen by the use of goggles. 198 Nineteenth Annual Safety Congress Experience has determined that the wire screen type goggle, is not as durable or as adaptable for mine work as the glass lens type goggle. Regulation* promulgated by the Department of Labor and Industry, Common wealth of Pennsylvania, require tbe wearing of eye protectors by workmen exposed to eye injury in industrial plants that come within the jurisdiction of the department; but the wearing of eye protectors by underground coal mine workers has not been generally adopted notwithstanding the large number of eye injuries occurring, to mine workers. . T In the introduction of safety toe shoes to underground mine workers as a protection against injury from falling material in connection with mining, handling coal, slate, rock, and other classes of mine material, some difficulty was encountered due to the fact that a large percentage of underground workers in many mines wear rubber bootees which were not, until recently, manufactured with safety toe protection caps. It required considerable time to be consumed in experimental work in connection with the manufacture of bootees of this type that would provide maximum protection and not cause discomfort to the wearer. Many 'changes were made front time to time, until, tliauks to the cooperation of tbe manufacturers--finally about two years ago, a fairly satisfactory safety toe rubber bootee was obtainable*. Since tliat time, their use has become more popular. Records are not available to determine accurately to what extent the use of safety toe shoes have contributed to the prevention of toe injuries* There are, however, rec ords of many instances where large pieces of coal, slate or rock, steel rails, mine timbers, and other materials fell striking the safety toe caps, causing no injury to the toes of the wearer; and in other instances, the toes were injured because of the great weight of material striking tbe toe cap, but the extent of the injury was un doubtedly mitigated. In some cases where the wheels of mine transportation equip ment ran over the safety shoe cap, the toes of the wearer were fractured, but in all probability would have been amputated had nou-safety toe shoes been worn. One mine in western Pennsylvania employing approximately 600 full time workers, who had been equipped 100 per cent with safety toe shoes for the past 19 months, have experienced one disabling toe injury during that time. The management of one large mining company with operations located in western and central Pennsylvania and northern West Virginia, were so favorably impressed with the protective features of safety toe shoes that they decided to require all em ployes exposed to foot and toe injuries to wear this type of footwear while at work. Their employes were finally equipped 100 per cent with this type of footwear in April oi this year. The company experienced a reduction of 66 per cent in the number of foot and toe injuries during the first seven months of this year compared with the same period of 1929. There is at least one feature in connection with the manufacture of rubber footwear adaptable for use by underground mine workers that should receive the attention and serious consideration of manufacturers, namely--the providing of non-slip material in the soles and heels. It has been conclusively proved that many injuries of a very serious nature, in some cases fatal, have been caused indirectly by persons slipping while perforating dangerous work, especially when workmen are walking or standing on wet fire clay, or horseback formations, inclined rode, etc., due to the fact that after the corrugation of the sole and heels on new rubber footwear is worn smooth, they provide very insecure and treacherous footing. The heels wear off to about the same level as the sole under the arch of the foot in much less time than is required to wear the sole out under the ball of the foot, developing very unsafe footwear for mine work where safety of individuals necessitates surefootedness to insure the safe performance of certain classes of work requiring accurate, agile foot movements. Safety toe leather shoes probably provide more protection from toe injuries, slipping, tripping, etc., and are more adaptable for use in dry mines than other types MiningSection 199 of footwear. Rubber footwear should not be worn in coal mines where .conditions are favorable for the use of leather. Excessive wearing of rubber footwear by miners develops fallen arches, tender feet, eto, because oi the extreme flexibility of the material. To the best knowledge of the writer, the introduction of the use ol hard hats by undergrotmd cool mine workers is in its infancy. However, 1 am informed that they have recently been adopted for use in some coal mines and are extensively used in some metal and ore mines with very Satisfactory results--there being records of numerous instances where fatal or serious injuries were avoided when falling ma terial struck the hard hat of the wearer. The hats are manufactured of a lightweight nco-cooductfre material, designed to protect the head from injury from any blow that the neck can withstand, and when properly designed will not cause head injuries by compression if forcibly driven down on the bead by falling objects. The wearing of gloves in some instances provides protection; in others, they create a hazard. The practice of wearing loose-fitting gloves tends to increase injuries to persons handling material and those of the gauntlet type catch on projections and are particularly dangerous for use by workmen around moving machinery and transportation equipment The wearing of wet, slimy gloves tends to increase in juries to workmen when using hand tools. The use of neat-fitting gloves, manu factured of proper material with close-fitting wrist hands, provides protection against many lacerations, abrasions and puncture wounds of the hands and fingers. There is a demand developing among mine workers for a legging that will pro vide protection to tbe leg below the knee. It should be so constructed as to absorb shocks to which the leg is subjected from rolling or sliding pieces of strata, and from being struck against projecting materials. The utilizing of adaptable protective wearing apparel in connection with the pre vention of accidents to mine workers is largely a matter of education of officials and workmen relative to the protective features against injury from some unavoid able occurrence or omissions on the part of individuals. Discussion Chasuan Hfitfuc: We now have a few minutes for the discussion of Mr. Lot- ton's paper. E. A. Stock (National Lead Co,, St. Francois* Ua.) : Yob staled that the screen goggles are not satisfactory underground. Ma. Luttom : I said the screen goggle was not as durable or as adaptable for mine work as the glass lens goggle. Our experience has been that the men hold them up and carry them around in their clothing which causes' the wires to break; and if they are struck by an object, when worn in this condition, the loose end oi the wire may penetrate the eye. We have had numerous glass lens fractured in the frame, but no fragments went into the eye. We have had several injuries that resulted from the wearing of the wire screen goggle. Ma. Stock; Do you use a non-jhatteraWe glass or laminated glass? Ma. Luttom : No. Mr. Stock: We find that the glass goggle gets dirty. The men do not find it convenient to carry a doth for wiping them. So I find, that the wire screen goggle is a mighty good goggle to have underground. We haven't had any accidents as described by Mr, Lutton. Mi. Stock: I would like to know from Mr. Hcnrie and Mr. Lutton whether the safety shoes they are using have a metal cap or a composition cap in the toe? 200 Nineteenth s4nnuat Safety Congress Mr. Lutton : Composition In the leather shoe, and I think what we call a moulded rubber cap in the rubber shot. I think rubber companies now manufacture safety toe shoes not only in bootees, but in rubber boots. Mr. Stock: From whom do you purchase them? Mr. Lutton: Any uf the rubber companies---U. S. Rubber, Goodyear, Goodrich. Mr. Stock: Mr. Henrie, could you give us any experience oq your shoes? Mr. Sullivan ; The cap of the leather shoe, the one we had experience with the last five years, breaks down and gets soft after three or four days work in water. It is very hard to fit men with a safety shoe for they seem to hurt the foot back of the toes. The men take them home, stick them in the oven and soften the toes. Im mediately the safety shoe is not a safety shoe. The rubber bootee with ttw hard rubber toe, I think, is the best safety shoe. It stands up longer; but there is the danger of slipping on slippery rock, on ladders, and so forth. At the present time I don't know of another shoe that will stand up under water, particularly in metal mines. An Improved Safety Shoe Rost. Skip (New Jersey Zinc Co., Franklin, 'N. J.): With the cooperation of one shoe manufacturer we have developed what we believe to be the ultimate in safety shoos, furnishing ample protection not only across, the toes, but for the little toe, and extending, to some extent, up the instep. The toe does not soften, partially due to an added protection over the leather cap, in addition to the composition safety cap. Previously the men complained of tlie shoe pinching their toes. The manufacturer immediately produced a' shoe that was from an eighth of an inch to three-sixteenths of an inch higher through the toe, which eliminated that difficulty. Wc honestly believe this to be the best safety shoe that is on the market today for miners. Mr. Stock: May I ask front whom you purchase these? Mr. Skip: Those shoes are sold, L believe, by Willard Davis, and manufactured by the Dayton Shoe Co., Williamsport, Pa. Mr. Stock: I have attended these Congresses since 1926 and I say to newcomers that they can certainly gain a lot by attending them. Since we have attended these sessions, we have gone into physical examinations--we put that over; we went into this goggle situation--and we also put that over. There are two very important jobs that we have found out by attending these Congresses. Frank Scott (Insurance Department, National Lead Co., New York City): I would like to know whether Mr. Lutton, in talking about wire goggles, means the old type, large screen or the new type, are defective? Mr. Lutton : Wc have made inspections m which we found 50 per cent of them defective. Chairman Hcnrie: 1 notice that Mr. Lambie arrived a few moments ago. Mr. Lambie, won't you talk to us for a minute or two? R. M. Lambu (Department of Mines, Charleston, W. Va.): The greatest problem today is helping the operators get a little more moocy for their coal. Safety cannot be had At the price coal is being sold today. This may not be showing up at the present time statistically, but it is only going to be a short time before it will. The gravity of the situation calls for cooperation by all coal mining men, and a survey of the situation to find out what can be done, and do it. Chairman Henrik: We shall pass ou to the Question Box. Mr. Dunbar, wiU you take the chair? liming Section 201 Chairman Dvrias: The first question '`What effect does the saving or curtail ment of the safety yogram bore oo the accident cost?" will be discussed by Rush Hosier. Rush N. Hosuea (Pern. Cnwqprnnfinu Rating & Inspecting Bureau, Harrisburg, Pa.): Any curtailaae an year safety program is going to increase your accident cost and accident frequency. Chairman Dunbar: Docs anyone else have anything to say on this question? A. A. Bawdbn (Pickands, Mather & Cos Ironwood, Mich.) ; 1 drew up rather a crude chart of otir experience over a period of years, from 1912 to September I, 1930. With a severity rate of 1.73 per cent, our compensation coat incurred in the year 1926 was $44,410.38. With a severity rate of .57 for the first ten months of this year, it is reduced to $19,999.70. Chairman Dunbar: The next question is MWhat are the qualifications of an efficient safety engineer?" I know some of you safety engineers will like to know what some of the operators think of you. T. G. Fear (The Consolidation Coal Co., Fairmont, W. Va.) : The first great qualification, to my mind, of the safety engineer is that he should know what he is doing. If he is a safely engineer in a coal mining company, he should know coal mining. I have seen men from other industries brought in as safety engineers, and were lost, simply because they didn't know this work. Safety is simply knowing the proper way of doing things, and then doing them that way. Perserverance is another great qualification; our engineer worries me more than all of the higher executives in our company. These two, to my mind, are the two great qualifications. Chairman Dursai: 1 would like to hear from Bill McCoy, who is a State Mine inspector. William I-- McCoy (State Mine Inspector, Ingram, Pa.) : I would also add executive ability for it is essential for a safety engineer to obtain the full cooperation of operating executives to insure the success of his safety program. He must also be able to educate and tram men. D. L. Boyue (Associated Gas and Electric System, Johnstown, Pa.); If a safety engineer has the right personality, along with knowing his work, he can put his program across. Mr. Martinson: Personality, of course, is very essential. I made mistakes when I was just starting oat. I was going to remake everybody in the organization of about 2,025 men; and gentlemen, I oouldn't do it. I finally have adopted as my slogan, "You can catch a whole lot more flies with honey than you can with vinegar." I will try all sorts of schemes and methods to get a fellow with me. Chairman Dunbar: The next question reads: What is the real cause of accidents, and who is responsible? R.A. Maize (State Mine Inspector, Uniontown, Pa.): 1^ the man who is injured responsible? No, not always. There are certain inherent hazards in the coal in dustry. Some say there are none, but I don't agree with them. Statements have been made than 90 per cent of the accidents in mines are caused by carelessness. Immediately one thinks, "Well. John Smith was killed because he was careless;** but that b not always the case Sometimes John Smith may be killed because I was cardcss; John South may be killed became the man who tits in the swivel chair oat is the office, or the superintendent, was esrdas. The man is not always to blame became ha was lolled or injured. Chairman Dunbar: Since 42 per cent of the face accidents in a certain mine was charged to one assistant foreman, the management deckled to remove that foreman. The foreman got a job as an assistant foreman at another mine; and went 18 months without a face accident. How could this foreman have 42 per cent of all accidents in a Section, and go to another mine and run 18 months without a face accident 202 Nineteenth Annual Safety Congress An investigation showed that he could not get sufficient material of the right kmc to properly protect his face, and, hence, had a large number of accidents. Farther* more, he was given the poorest kind of miners. He was discriminated against, Mr. Henrje' In my opinion, a careful study of the causes of accidents leads te the conclusion that few can be classified as the fault of injured employees. Let's assume that a foreman has issued instructions, but his instructions are not - carried out, and the man is killed or injured. Apparently the foreman is dear, but he is not. He should have discipline. Several years ago we had a case where the boss, in visiting a place early in the morning, told a man to put a plank over an opening. .He visited the place again at two o'clock, and said, "Well, boys, you better get those planks down, somebody is going to fall in there." In going off shift a man fell from one floor to another and broke a leg. The accident was classified as the fault of the boss. Why ? He should had had enough discipline on his rounds so that his orders were carried out. We have had men injured who obviously should not have been working in the mine. Some have been old-timers whose hearing or eye sight had failed. Primarily, such a man is not to blame; but the company, If they are going to keep that man on the payroll (and if he is an old-timer, they should) should put that roan on some work in which he is not a hasard to himself, and to his fellow workers. A. H. Trbstoail (Pickands, Mather & Co., Caspian, Mich.) : I want to cite a case in which the night shift sliced down, and a part of the slice was held up by a pillar. In the morning when the mining captain gave instructions, he particularly cautioned two men not to get under the cave. The men started to put up the taking up set before drilling, stepped under the cave and with the first blow struck, the cave dropped and a man was killed. There were two sources of responsibility in this case. The mining captain had discipline, but if he had taken the precaution to blast.the loose me immediately, in stead of waiting, as he had told tlte men, the accident wpuld have been avoided.. Also the man who was killed was having trouble at home; his mind.was. on other things. When a roan is having trouble at home, you have a problem on your hands to get his inind on the job. Secretary :Harrington . I have made an analysis of tlie attendance at our meet ings. We have 16S in coal mining, 49 in metal mining, and 89 which might be termed miscellaneous, apply to both coal and metal.- Of the total, 102 are strictly operating men--a figure which I want to impress on you--102, at least, were operating men, from presidents down to fire. bosses. There are very few more safety men than there are operators. I have not made an analysis of the 89 miscellaneous. The total is 303. This is tlte biggest attendance^ in my opinion, that has ever bm at the sessions of the Mining Section of the National Safety Council. Chairman Henrje: I want to introduce to you the officers for the coming year. Our Chairman for next year is Mr. Rush N. Hosier. First Vice-Chairman, Mr. Comins. Second Vice-Chairman, Mr. Lightfoof. Third Vice-Chairman, Mr. Meodel- son, Fourth Vice-Chairman, Mr. Dunbar. Your Secretary needs ik> introduction, Mr. Harrington. I ask Mr. Hosier to take charge of the meeting. Chairman Hosler : The Nominating Committee, in uhmitting the officers for the coming year, also nominated the following committee chairmen: Chairman of the Program Committee, Henry Bannister; Chairman of the Statistical Committee. W. W. Adams; Chairman of the Engineering-Committee, John Boardman. Slides' Com mittee Chairman, Mr. Forbes and Entertainment Committee Chairman, Jack Ryan. Executive Committee, H. C. Henric, Fred Nesbit, and Clyde A. MacDowclI. The publicity committee will be composed of A. W. Allen, of the Engineering and Mining Journal, R. Dawson Hall, of Coal Age, and M. R. Budd of the Explosive Engineer. . r Mining Section 203 Safety Practice On The Witwatersrand Bp W. F. BUCHANAN Editor, "The KscT, Johannesburg, Transvaal, South Africa A survey of the "Safety First Movement" on the Witwatersrand, to be com plete, should contain an adequate comparison of the methods employed in other countries. This paper does not pretend to that completeness. It contains merely the history of the movement and, it Is hoped, a sufficiently general description to allow a reasonably dear conception of the manner in which it functions, iod a de scription of the various preventive measures taken to eliminate avoidable accidents in Tthhee mfieinldingcoivnedruesdtryb.y the accident prevention campaign on the Witwatersrand ex tends to 33 producing mines employing approximately 22,000 white men and 200,000 natives. The output from the mines for 1929 was 39,000,000 tons of rock, of which 30,742,000 tons were sent to the nulls. The gold recovered amounted to 9,980,000 fine ounces, valued at 42^88,600. The wages paid to white employees totalled 8,113,000 and to natives 481,000. Stores and materials to the value of ap proximately 14,000,000 were purchased for consumption, and dividends amounting to 8,085,000 were distributed to shareholders. * It is necessary to explain that the success of the safety movement is due in large measure to the cooperative activities which are only rendered possible by the exist ence of the "Group System"--a system under which "the control and administration of all the companies, with one or two minor exceptions, are m the hands of one or Other of a few large corporations possessing strong financial resources, long and intimate experience of mining erUeaprise# and'efficient technical and administrative staffs'* .... and the close cooperation and assistance of the Department of the Government Mining Engineer. The principle which actuates the administration of The Rand Mutual Assurance Company, under whose aegis the accident prevention campaign was launched and continues, is that of meeting claims for compensation "in a spirit of sympathy, not concerning itself merely with paring claim* but also by mitigating the consequences of injuries by supplying, free of charge, the most competent medical, surgical and other treatments- The company deals with claims in a spirit of fairness rather than on fixed, rigid lines, and very few cases arc referred to Court'9 The activities of the company have received much encouragement and help from the National Safety Council, and the conduct of the campaign against accidents has been modeled, as far as practicable, on the admirable system in operation in the UnIittehdasSntaottesbeoenf America. considered desirable to incorporate in this paper elaborate statistics reflecting accident and accident death rates from various causes. So far as these are interesting and desirable they have been included primarily as an indication of the beneficial effect of the campaign against accidents. The origin in 19)3 of tbe safety movement on the Gold Mines of the WatwateTsrand was stimulated by the revolts of Investigations into the indiscriminate and apparently reckless contravention of the Government Mining Regulations. Considerable dis cussion had been provoked by the frequency of fatal accidents in'underground work ings ; and in the course of lovestlgatSoa by The Rand Mutual Assurance Company-- an "accident carrier", the membership of which is composed of every mining company of importance on tbe Wstwatcraraad--it was discovered that there existed an apathy in regard to acctdwxU and a marked absence of the sense of responsibility. These factors, combined with negligence on the part of white employees and ignorance on the part of the aboriginal workers, complicated the difficulties by which the industry and the assurance company were confronted in the proposal to Institute a safety campaign. The Government Mining Engineer was emphatic In his opinion 204 Nineteenth Ann wit Safety Congress an the cause of the high death rate; the company wj>- icemed by tfe grown; demands made for compensation, and the urgent nee ... e ective steps to be tabn to prevent avoidable accident*. The legislation affecting accident prevention was, and is, embodied in the Mine; and Works Act and the regulations framed tinder it. These provide for the active participation of the employer and the employee in the safe and efficient working of the mines. Under this Act the supervision of all mines, works and machinery h placed under the Government Mining Engineer. Inspectors of Mines, Inspector* of Machinery and Inspectors of Explosives. The Act lays down the hours for underground labour and provides for the trial of persons charged with breaches of the regulations and for enquiries by Inspectors of Mines into accidents; the regulations framed under the Act deal m detail with the various matters affecting the safety of persons employed on mines and works. Under these regulations responsibility is fixed for dangerous practices upon managers, officials and miners, and compliance with the law is aided by an adequate system of raining and machinery inspection both by Government officials and officers appointed by the mine managements. During 1928 the number of charges under the Act and the regulations made against owners, officials and employees fat Magistrates' Courts was 110, of which 78 were successfully proved; In the Courts of Government Inspectors 1,337 charges were preferred against employees for breaches of the regulations of which 1,268 succeeded. The underlying principle of the regulations is the rule of safety; the unwritten rules which came to this country with the early miners from Cornwall and else where, which were the basis of safe mining practice, were maintained, aod these were added to in the light of experience wad as modern methods replaced older practices. But, in the knowledge that without tlae education of the.sense of responsibility of those directly concerned not the most stringent legal provisions or the activities of the most efficient Inspectors could, by themselves, accomplish the aim of reducing accidents, the Industry* represented by The Rand Mutual Assurance Company, ap proved the formation of a ''Committee of Safety." This committee--which later became the "Prevention of Accidents Committee"--was composed of representatives, administrative and technical, of the controlling mining corporations, or `^Groups*, the Department of Mines and of Native Affairs. The present chairman is Frank Raleigh, who is also the chairman of The Rand Mutual Assurance Company. Hie field of operations was limited to the mining industry, and, from the outset, co operative and friendly relations were established with the Government. This state continues today. At the same time it was decided that, since experience in America had justified the view that one of the most effective means of securing the help of employees in measures of accident prevention was the creation in individual undertakings of safety committees composed of workers, similar organisations, both for the surface works and for underground, should be formed on each mine on the fields. This organisa tion. formed without statutory foundation, had as its object the realization by workers of their share of influence in the application of the regulations framed for their protection, the invitation to devise practical suggestions for safety which, on adoption, would be rewarded, and the improvement of working conditions. It will thus be seen that the safety movement on the Witwatersraod is not govern mental but a private association of employers formed for the promotion of the ideal of safe and efficient working; and It has demonstrated the principle that a mutual insurance institution need not be sponsored by a Government to work actively and effectively for safety. It may be convenient at this point briefly to recite the nature of the liabilities of The Rand Mutual Assurance Company, and the amounts paid since 1913 in accident compensation. Mining Section 205 Originally, the liability of the company under its policies was limited to the com pensation payable to the white employees of its members under and outside the Workmen's Compensation Act. This was subsequently added to by the inclusion of compensation payable for accidents to native employees and, later, by the addition of claims under the common law. Fire and other suodry insurance were also in cluded at a later stage. The cost of accident compensation is pooled among all members, based on the premiums paid which in turn are based on the wages paid to white employees and the number of native workers. While all members insure 100 per cent, of their white and native employees ac cident claims, there is a varying percentage placed by members for fire and other insurance. Compensation claims paid on behalf of individual members frequently exceed the premiums paid by them to the company. Under its policies, the company is liable to its members up to 25,000 for common law claims for any one accident. It has paid out as much as 17,000 for One accident and others have amounted to about 10,000 each. The expenditure on compensation paid by the company on accident claims by white and native employees since 1913 is over 1,000,000. In addition to the above compensation, most of the members of the company pay, through The Rand Mnttaal Company, the cost of hospital treatment and medical attendance in serious accident cases to white employees. Treatment to natives in volved in accident is carried out free of ,cost at the various mine native hospitals. In effect, the strength of the company i* the strength of the gold mining industry, and by its constitution it adopts a Common policy in respect of those matters which KVUIC WIUIUI IW The invitation to responsible representatives of the Government to become actively associated m the administration of the Prevention of Accidents Committee made plain the intention of the industry to cooperate with the Government in the effective observance of the regulations promulgated In the interests of safety. From a study of the fatal accident record (Appendix A) it will be seen that the almost immediate effect of the institution in late 1915 of the campaign against ac cidents was a lessened death rate. In 1914 there was a saving of 182 lives and the death rate per annum per 1,000 employees in service was reduced from 3.81 to 3.22. This encouraging result was favourably commented upon, and the value of the new concerted movement toward eliminating avoidable accidents became apparent. The efforts of the committee, which for the first year wete directed to a general appeal for carefulness and caution, were broadened; and as statistics revealed the more prolific causes of accidents, attention was focused on die introduction of safety measures io order to reduce the frequency. It was recognised that the compilation of reliable and detailed statistics was of high value fo determining the measures to be taken in combating the various dangers inherent to mining, in cal culating the human deficiencies among workers and as a measure of estimating the burden imposed by accidents upon the Industry. But it should at the outset be emphasised that there existed in the early days of the movement considerable difficulty in dealing with this Important matter. The labour force of the Witwatersrand mines is composed of approximately 200,000 natives, i.e., aboriginals drawn from a number of tribes throughout South Africa, the neighbouring protectorates and Portuguese East Africa, aod about 22,000 white employees. The average period of service of a native in the mines is about nine months, after which he returns to his home and remains there until necessity, or inclination, sends him back to work. In this way the native labour force is a con tinually changing one. The total wastage for last year was 178,425. These figures reflect one of the difficulties In the accident prevention campaign. The native has been and is the msnml labourer, and upon his dexterity depends in large measure the efficiency of operations and the maintenance of output 206 Nineteenth Annual Safety Congress The fact that comparatively few of his bosses have been able dearly to <oaw) instructions to him Increased the natural difficulties of efficient mining; while hh earlier fear of medkal treatment for injury and an innate aversion to **-- ^ hospital were responsible for a large number of deaths, through neglect, from minor injuries. It was a common occurrence for injured natives to hide for days, aided and abetted by their friends, and not until their recovery or death would the min*authorities be aware of an accident having occurred or an injury sustained. This has, however, been largely overcome, and the achievements which led to the con dition that now exists arc referred to later. The language problem has always offered difficulty in the progress of the safety movement on the Witwatersrand. It will be obvious that among a large working force of whites and natives, in which English, Afrikaans, Zulu, Xosa, Sestrto. Sbangaan and other dialects are commonly employed as media for orders and in conversation, misunderstanding and confusion b inevitable; and the raw material which provides the overwhelming bulk of the labour on these fields has, ever since mining was begun here, been a sufferer from the fact that his overseer, generally speaking, is not adequately equipped with a working knowledge, even of one of the various native dialects. It b a difficulty which has not yet been overcome; the white man has not studiously endeavoured to become proficient, and although a patois known as "pidgin kaffir" has been evolved and b widely used, the native has, by force of circumstances and in his own interest, had to learn to interpret his master's instructions. It it doubtful if so severe a philological handicap exists in any Other industry, and it is suggested that the adiievemaxts of the safety campaign on the Witwatersrand must be measured relatively to the disabilities which follow the employment of this form of indigenous labour. The activities of the Prevention of Accidents Committee included, therefore, not akme the direction of the various managements of mines to the need for the efficient organisation of safe work, and whole-hearted cooperation- among the white em ployees in preventing accidents, but an intensive educational campaign designed to convey to the aboriginal mind the value of care and thought la their work. This has been successfully achieved by various methods which have had the effect of creating a profound interest iu safety and its corollary, first-aid treatment An active branch of the Prevention of Accidents Committee is the Technical Ad visory Sub-Committee composed of mining, mechanical and electrical engineers. This committee devotes itself to the scientific side of accident prevention. The recognition by the members of thb committee that in an industry so ration alised as the gold mining industry, the alleviation of working conditions is one of the best means of increasing productivity, has prompted them to study the influence of various favourable factors such as efficient lighting, rapid and safe transportation, labour saving devices and other modem equipment, on the working force in the mines, and to make recommendations for their adoption. Their knowledge of working conditions has materially assisted iu the study of accident prevention methods and their status in the Industry has impressed their findings with authority. They are consulted when changes are proposed in the Government regulations which may affect safety and responsibility and are an effective factor in the practical application of the measures designed to promote efficiency and to safeguard the worker. The Publications Sub-Committee, another branch of the -Prevention of Accidents Committee, concerns itself exclusively with propagandist activities. It controls the publication of The Reef, a monthly magazine devoted to social news on the mines and to accident prevention; the design, preparation and issue of the volume of bulletins and illustrated posters in English and Dutch and the various native languages depicting safe practices, recent and typical accidents, fire hazards, etc.; the publication of abridged editions of the mining regulations, books on first-aid methods, pamphlets dealing with the health of employees; the delivery of safety and first-aid lectures and the exhibition of cinematograph films; the promotion and regulation of safety-first and ambulance competitions (first-aid) and other devices. Mining Section 207 This epomuttec works closely with die South African Red Cross Society toward dMauntinatiem of a knowledge of ambulance and first-aid work on the mines. Tbe rusoft of this cooperation, has been most successful, and the growth of the work can truly be said to be phenomenal. Particularly is this the case among the native workers. Encouragement is given to "boss boys'"'-natives who hold sentoe positions irt thrir fellows--to become proficient In first-aid treatment. Lectures are dehrered and practical demonstrations are given on each mine by doctors and qualified m, gad inter-departmental, inter-mine and inter-district competitions, for which a are awarded, are regularly held. Great interest is displayed by the contestants : standard of ability shown is considered by medical judges to be very high, j ,, .. tius phase of safety activity was developed In 1922 over 24,000 certificates of competency in first-aid have been awarded to natives in competitive examinations iu de pnwafca sad theory of the subject. Last year 4,500 natives earned the dis tinction and tbe total number now qualified to render efficient first-aid is about 2S.POOL Tbe value of this work is bearing excellent results and not infrequently they caqsbb attend to injuries sustained underground by white employees. The imhniian of a large number of natives in this spare-tune occupation of first-aid work U almost abounded. Beyond tbe fact that an additional payment of five filing* per month is made to those who are qualified as first-aiders, there 1$ a natural keenness to learn, and it is not uncommon for 25 teams (150 men) to con tesItt ains itnhdisivideuxcael lmleinntefecoamtupreetiotiofnt.he safety movement which has been largely re sponsible for breaking down the harrier* of suspicion and fear of the "white man's medicines'* by which natives in the early years of mining were possessed. The admirably equipped and organised centralised native hospitals--used extensively for accidents and sickness cases among native employees--and the influence of skilled surgical treatment and capable nursing have completely won their confidence. These native hospitals are under, tbe control of doctors.in the employ of the various mines, and of recent years there has been established a Mine Medical-Officers* Association rrmpnird of these gentlemen and the medical .staff of the Witwatersrand Native labour Anoriatkm and the Native. Recruiting Corporation, associations sponsored by tbe Transvaal Chamber of Mines and through which the native labour force of the mdostry is recruited. The effect of this relationship has been to strengthen the safety movement, since its deliberations and decisions on the problems of hygiene, diet, sickness and accident are given effect to in the treatment and care of the native emCplosyeelys.identified with the prevention of accidents campaign is the Association of Mine Managers, an organisation composed of the managers of the mines on tbe Witwatersrand, devoted to the practical study of problems of mining and metal lurgical practice, safety, health and other factors connected with the profession. This association Is also consulted in the practicability of adopting the various sug gestions made for improving safety practice. It is a valuable ally to the movement aod is represented on the Prevention of Accidents Committee. By these various agencies the activities of the safety movement- are effectively coordinated with all aspWechtisleotfemchinniicnagl. measures of protection are an indispensable part of accident pre vention and should be carried to the highest degree of perfection, it is realized that the hmnan factor is essentially the starting point In any endeavour successfully to obtain a redaction of accidents. Particularly Is this a fact on the Witwatersrand, where, as hat already been mentioned, 90 per cent of the labour employed on the miixf is composed of aboriginals, 80 per cent of whom are illiterate, devoid of imtiaxrrc and. so far as their work is concerned, without individuality. They are, hostw, dodle, and by experience attain to a certain degree of efficiency. Tbe hthutt have by long training and teaching become,versed in mining methods and a *--1 * hand who are the 206 Nineteenth Annual Safety Congress "boss-boys" and who, having satisfactorily served.their apprenticeship, direct their "green" fellows in safety methods of shovelling aod tramming, machine .drilling, timbering, sweeping and other details of mining which they are by the regulations permitted to perform. It may be interesting to know that an intensive system of training of "boss-boys" has been in operation for some time. This system was originated on the Crown Mine*--a mine with a native labour strength of 13,000--and has been adopted by other gold mining companies. The training applies to those branches of mining which natives of intelligence and good cooduct are qualified to undertake, to safety first principles and to first-aid. Practical demonstrations are given at working places and also by means of models of underground workings erected on the surface. Examinations, oral and practical, are held weekly by officials and the successful candidates are awarded badges of competency and granted speck! exemption from such disciplinary measures as are imposed on the rank and file. Since the inaugura tion of this scheme, over 2,000 badges have been issued on one mine atooe. What is interesting here in this connection is the fact that by this training system it Is sought to obtain both a reduction of accidents and a greater productiveness hi manual labour by physiological and psychological measures. The training of the youth of the country to become efficient and safe miners is also an Important feature, and though at first glance its relation to the safety move* raent may not be apparent, there is, nevertheless, a definite and distinct relationship. The gradual diminution in the white mining' force of the Witwatersrand for reasons of ill-health and incapacity was foreseen long ago, and, with the cooperation of the Government, the industry has established schools on six mines in. different centres on the Reef. These schools arc known as Government Miners* Training Schools, and nearly 500 young men are at present being qualified by practical ex perience to become proficient in the trade they have chosen. These schools are controlled by a Board of Management nominated by the .Transvaal Chamber Of Mines and the Minister of Mines, and arc under the supervision of a superintendent, who is a mining engineer, and a qualified staff. The apprentices under the guidance of expert miners work "sections" of the mines on which the schools are established. The efficiency of these schools is good, and there is no lack of demand for the sendees of those who have completed the course, which extends over'two years, during which time the apprentices are paid adequate wages. Over 1,000 apprentices hare already passed out to the mines, and a large number have graduated to become cfficirnj and respected officials. It is significant of the value of vocational training and the cautfcm exercised by these youths in their work that during the past six years only fow fatal accidents have occurred among them in their training period; three of these were caused through falls of hanging rock and were unavoidable. The net cost of maintaining these schools during last year was 43450, of which sum one-quarter was contributed by the Government and three-quarters by the industry. Chase* of Accident* Having described in general terms the form of the safety movement and its co operative relationship, we may now conveniently consider the more prolific nun of accidents, the reasons therefor, and the methods employed to, as far as possible, avoid their occurrence. . falls of ground whether due to rock bursts or earth tremors, or as result of insufficient care in the examinations of hanging, have for many year* accounted for a large proportion of fatalities. This'source of accident has formed the subject for Committees of Enquiry, and valuable recommendations emanating from their re ports have, where practicable, been given effect. The most recent enquiry by a committee appointed by the Honorable the Minister of Mines on the occurrence and Mining Section 200 control of rock bursts in mines ^flowed that one of the most prolific causes of serious accidents in this connection Is "Remnants." The following extract from a commentary by the Chief Inspector of Mines on this and other points in the report will be of interest:*-- "A remnant is defined as a block of ground which has been reduced to a size at which the risk of a collapse or burst becomes a matter for consideration. It is that piece of solid ground left standing between approaching stope faces, and naturally it is constantly diminishing.. No exact dimensions can be stated in the definition as to when danger may be expected, as risks may occur with blocks of very different sues at different depths and under different circumstances. On the other hand, remnants may be, and very frequently are, worked out completely without any trouble or danger at alL As some rough guide, however, it may be said that, below a depth of 1,500 feet, a block of 100 feet or less in width may be looked upon ms a potential remnant. "Some mines have adopted the principle that, in areas where danger may be anticipated, remnants arc left as soon as they reach that stage, to be worked at a later date as reclamation. The recommendations of the committee are that in sloping out remnants:-- (a) (b) (c) (d) (e) . (f) The working face should be advanced rapidly and continuously. Ample support of a character that will stand shocks should be kept dose up to the working face. The minimum number of persons necessary should be employed near the working face. The direction of the working sliould be carefully selected with a view to safety. The hanging wall portion of the face should be kept advanced. Stope pillars should not be cut" "Amongst other important recommendations in connection with mining policy, the committee advance the following:-- (a) Large shaft pillars should be left for vertical shafts. (b) Incline shafts should be in the footwall and be stoped over completely. (c) Except where cross-cuts are protected by the shaft pillars, pillars or remnants should not be left above or below traveling ways and, where such pass through dykes or faulted ground, their sides should be stripped and packed or pigstied. (d) Main levels, if in the footwall, should be stoped over; if not, they should be stripped and packed or pigstted beyond the stop# limits. (c) Reef drives should be widened out in advance of stope faces and packed or pigstied both above and below. "The committee state that the need for precautions against strain bursts in par ticular places will usually be indicated to the mine officials by the occurrence of minor bursts, not causing casualties, in those places. Study of mine and stope plans gives the best indication as to where trouble is to be anticipated. "In development workings, where there is danger of rock bursting, it is sometimes desirable to shape the roof of the drive like a gable roof, by carrying au extra bole at the top of the face so as to eliminate tlie usual curved surface from which, in some cases, stones, flake or rocks of triangular section suddenly drop. "The recommendations of the committee have been carried out in detail by the majority ol managers whose mines are liable to suffer from rock bursts or earth tremors, and the whole question continues to receive the closest attention of the Mines Department and all those interested in the control of the mines". The working depth of the mines of the Rand has advanced considerably since the publication of the report referred to. The deepest workings are those of the Village 210 Nineteenth-Annual Safety Congress Deep. 7,ftX> feet vertical and the(average working; depth of all mines at the beginning of 1930 was approximately 4,500 feet. A coosiderxtkxi of this factor and that oi the extent of the-worfnog^ <which* may be said-to be iContinuous for a distance oi nearly 50 miles) wiU reveal that the accident death rate from falls of hanging is not unduly high. A comparison of she' rates from this cause with the total accident, death rate during die past 13 years is given in the accompanying table. D*th * Pn Thousand Per A-..-- 1917 1918 1919 1920 1921 1922 (Strike year) 1923 1924 1925 1926 1927 1928 1929 Felts of //anymu 14)8 <191 4)77 671 101 073 * 170 14)4 074 0.87 173 074 0.95 Total 2M 275 2,43 2.45 278 1.91 279 273 2.40 279 273 279 270 In the last published report issued, by the Government Mining Engineer, that gentleman, commenting on the hazards' of mining, frith particular reference to faffs of rock, makes the following pertinent observations "As the mine workings extend, the problems lor research become more numerous and complex, and the. duties of those charged with the safely and health of em ployees become more arduous and involved. A reference to the different classes of accident shows that falls of ground are of prime importance, and these, from the sample problem of adequate support of earlier days, have become complicated by the advoit of earth tremors and rode bursts. In order that serious disasters consequent upon these. occurrences may be forestalled and prevented, intelligent study of the conditions, combined with a high degree of skill and technical knowl edge, is. necessary. Such skill and knowledge have not been wanting and there are indications that the unfortunate calamities which took place in previous years : have led to a close study of the subject, and it is hoped, a minlmiiwg of the risks attending such occurrences in the ftxrurfc. This is a sphere, as regards accident oc currences, which presents the' widest field for scientific investigation and, although, as stated above, results have been achieved, much still remains to be done. "In connection with the support of hanging, there appears to be much more freedom of opinion, and methods are less stereotyped than formerly. Experiments are being carried out in different directions to decide which method is applicable to a particular mine or district, and extremely wide variations in this respect are noticeable. In mines with steeply inclined reefs, as at Randfoateio, timber chocks with temporary loaded stuffs along the face form the most favoured class of sup port. In mines with moderate dip, the shrinkage method bar bees largely adopted, whilst one mine in the central Rand is shooting off the upper waste to be packed in the form of a permanent support carried close to the face, and the clean reef is broken up separately with pneumatic picks. On the Far East Rand, where the Ttcf dips at a low angle, the method of concrete supports is more generally favoured, whilst some other mines with a steeper dip prefer to continue the older method of systematic pigsties which, with props placed systematically between Mining Section 211 >he packs and face, forms a satisfactory means of support. This Vaxi ition in ideas and application of methods suitable to the local conditions has, it is thought, resulted fei a reduction in accidents in the cltss of working referred to/' Explosive* also contribute materially to fatalities on the mines oi the Witwaters- rand and in this class of accident, evidence of errors of judgment and of lack of caution is copious. The employment of explosives is a source of danger which cannoi unfortunately be entirely eliminated, and this fact has definitely asserted ittelf. The low standard of intelligence among the native working population has beeo the chief obstacle to the efforts constantly made to lessen the accidents from this cams, but statistical records show that the campaign directed toward the idorarion of sums employed on machine and hand drilling has odt been without- good effect. The pn% of the explosives now used is, as far as is known, of the highest; tnry are of such a character as to exclude involuntary explosions through falls and ihahr ounce, sod, if due' care is exercised in the preparation and firing of the charge*, uglitf fgaitfoo should be effected. Although there has been searching coqwry ioa <W reasons for Incomplete "explosion In cases of misfired charges, dtsaiai pm( I* that the reason b faulty explosives. The experiment of pteciug ff ffbur at the bottom of the charge in the hole has been made and it is chsuMff fees if du is efficiently done, there is little danger of tbe whole charge not Lfglirig. 2a fee* emutfiae experiments are being made with explosives cartridges of con- Mdtnffly grater kugtb than have hitherto been used. The theory that there is less danger fra iaceuapJefc ignition by the use of cartridges of from IE to 24 inches keg than urafc these of four to eight inches, which'are in genera! use, is being tested to. aul stasis*its so far collected have shown that comparatively few misfires have beta ittiicul iu those holes, in which Use large-sized cartridge has been employed. It Is pecffnMe that the cause which has had the greatest effect on the risk from txfiosivet is 90 be lead m the increase in the number of holes drilled per working shift ami the mnanpiriit temptation to haste in charging up. The introduction of what is known a*f a "hole director", a simple device by which' the position and dirtetsoB of each new hole to be drilled is clrirrly shown to'Ahfe `native, machine man fans lessened (he possibility of intersecting misfires. .The provision of'ready capped" fan. which aire suppfed direct by the nuumfachirers' or from i capping station on fee Brine, has been * the meins of: reducing accidents tlud' to faulty crimping, TVs novation has also*'allowed the ^Inef' mare'time :to supervise'his mirfilnrr ami make safe his working place.' '1 The b*sb dmge h, apparently; the than behind the explosive ;and the drill. The rtcofnitiM of this fact is the starting point of the investigation and. experiments which tan bees, and are being, mdde With the bbject Of minimizing dangers front explosive*. Tbe results have not been' entirely satisfactory, but it is felt that since tin knowledge among miners and native helpers of explosives kis' largely empirical, it is a matter of implanting earefulhabfts; and'that'by the spread of the system of educating them so the potential dangers of misfired hioles and'Other causes,'a' diminu tion In fee fruqnency ol- accident* ntaiy be looked for.* But tUy will always be a source of ippstWmjkm among those in Authority. The regulations are stringent;'the danger lie* in the fact that they are 'often' riot obterVed It: is satisfactory, however, to know that the percentage of total accidents front explosives has been reduced from 4.78 hv 1918 to 179 in 1929. Accidents m lundogc woys and 'other traffic liras of a mine have been almost' id- tolerably frequent, and here also the human factor plays its importaht part. Auto matic safety aids for the control of trucks employed 'on incline ways and on endless rope haulages have hitherto not been compulsory mid a large number of casualties' have resulted from the fact that although safety devices are installed, they have not' 212 Nineteenth Annual Safety Congress in frequently been found to be ineffective. This condition has, however, been pro vided for under a regulation recently issued which imposes upon the management of a mine the necessity for equipping every incline, whether shaft, winze or roadway in which trucks are worked attached to a rope, with one or more effective automatic contrivances to prevent trucks running away. This necessary precaution will in some measure help to lessen the number of accidents which occur through mechanical breakdowns or other fortuitous circumstances, and m this regard a distinct advance on former practice is recorded; but die persona] factor cannot entirely be eliminated. Frequent places of refine must be provided in those haulage ways where traction is operated by gravity or machinery and where the gradient exceeds ooe in twelve or the speed of traction is more than four miles an hour. If necessary, fenced traveling ways may be insisted upon. The essence of success in avoiding accidents in this, as in other, occupations, lies mainly in the fitness of the persons employed. The attractive and important problem of whether in this industry, with its ever-changing native working population, the selection can be made of men particularly qualified for these jobs is being tackled by the managements. It is an axiom that liability to accidents and unfitness for the occupation must be regarded as identical factors predisposing to unnecessary costs and to inefficiency. Host decidedly is this the case with those employed in the exacting work of engine driving. Here the essential attributes are the capacity of observing unfailing caution and to act rapidly and suitably in conditions of emergency. Oh the whole, accidents due to overwinds and defective machinery are, happily, few. The transforming of steam hoists into winders operated electrically, and the equip ment of shafts during recent years with modern electric machines of ample capacity, as nearly foolproof as science and ingenuity can make them, have rendered mine traveling as safe as a railway journey. As a relief to the engine drivers in this monotonous and responsible post, a con cession of a break during his hours of shift has recently been made. There are other types of accidents due to falling material,- rolling stones in steeply inclined working places, etc., which account for a large number of accidents. Pre ventive measures are taken where possible, and for some time past head, foot and leg coverings for natives have been insisted off To-day approximately 95 per cent of the total native labour force wear boots; the beneficial, effect of these has been most marked. A comprehensive statistical table, compiled by the office of the Government Mining Engineer, shows the number and the causes of accidents, the accident rate, the deaths and the death rate, the percentage of total accidents and the percentage of deaths relative to each cause--with comparisons over the preceding eleven years. It will be interesting to know that of the total number of deaths from accidents in the mines last year, 69 per cent were due to danger inherent to work, or mis adventure: 15 per cent were the fault of the fatally injured persons: 14.5 per cent were due to the fault of others: 0.8 per cent was determined to be due to the fault of the management and 0.7 per cent to defective plant and material. The large in crease in the number of accidents shown from 1927 is accounted for by a change in the system of reporting accidents, and since March 1927 it has been made com pulsory by regulation to notify the Mines Department of every accident by which an injured person is incapacitated for a period of fourteen days or longer. Prior to that year the official reporting of accidents was left largely to the discretion of the medical officers of the mines, with consequent variations in practice. There are no material difficulties in procuring accident statistics valuable from a safety point of view, and under the system now in operation the solution of what at one time was a considerable problem has been successfully overcome. Every accident is now reported to the management, classified and investigated; and by the method of examining and treating evtry native worker for minor cuts, abrasions and scratches on his return from shift and before he enters his compound, complete supervision is Mining Section 213 kept on the physical condition of the labour force. In addition to this daily exam ination, cadi white person who works underground and each "boss boy" is equipped with a waterproof antiseptic first-aid packet for use when necessary. Although fires fen mines are infrequent, some alarming conflagrations have occurred involving immense damage to property, cessation of operations for varying periods and loss of life. The causes of mine fires are necessarily difficult to determine, but for the most pan they may be ascribed to candles left burning on timber packs and the careless throwing aside of fuse lighters. Effective precautions arc taken to minimise these dangers, and un many mines fire patrols have been instituted, with, it is pleasing to say, most satisfactory results. This system, allied to Intensive propaganda in the shape of notices prominently displayed, have attained the dual object of lessening the number of fires and of their early control. In this connection and also with the object of having at hand a force of men available to cope with rescue work on any mine, a central training station has been established and is fully equipped wtih fire-fighting apparatus at which employees selected for their knowledge of underground work, coolness, powers of endurance and first-aid qualifications are trained, it is incumbent that rescue brigades con sisting of not less than five members shall be organized and maintained on each mine on the following scale: At each mine where the underground employees number more than 100--one brigade. At each mine where the underground employees number more than 700--two ut q(uv- ilaving now reviewed the various types of accident causes, it remains to show the system carried out in the various mines by which the underground workers are en couraged to think and act safely. Systems vary somewhat; the principle is constant The object aimed at is to maintain the working strength at its highest possible peak. We are not immediately concerned with the saving in costs to a mine by a main tenance of the highest output, or the increased expense due to hospital treatment of injured natives, plus the loss of productivity owing to their absence from work, but these are factors of importance secondary only to the desire that a mine shall be regarded as a safe mine, and that it is administered and controlled as efficiently as is possible. The various "prize schemes'' in vogue are complementary to this aim. On one mine a scheme for safe working Has been in successful operation for some time. It Is a monthly competition based on a comparison of underground working days lost. The mine is divided into classes composed of shift bosses' sections which have approximately the same average native accident rate, based on working days ^ lost per 1,000 worked during the previous three months. - The formula is as follows:-- (a~Tos + c + as) "A"--Underground shifts lost per 1,000 for the previous three months. "B"--Underground shifts lost per 1,000 for the current months. "C"--Average underground shifts lost per 1,000 for the four months (including current month). "N"--'The number of possible native shifts for the current month. Prizes are awarded to each winning section in its class as follows:-- Shift Boss 2. 0. 0 Day's pay men One day's pay Contractors 1. 0. 0 Boss boys 2/fid. each A fatal accident debars any section for the prizes for the month in which the ac cident takes place. When a native has been off duty through an accident for 78 working days, no further shifts are counted against a section for that accident YEAR 214 V XldNHddY Nineteenth Annual Safety Congress li 2 3 a 8**88 55*53 535*333 i SSSSJt *533aSS In j* is tSSCE BX8B8HC J JB 3' C a "3335 3332'3255552 5 as g car:; jisjia nauseate 1 sasxc csrjsass **. nnnnnnri Sv- SI3SS 3IS55 5581563 f -g .3:. 1i s i! JA 3. B- - assss sassr asssaRS ^*'****ani o ***< '.nanNil'tjill 5sca.s; s*s*?sb aOM******' S5335 55338 .353555S i |i . Z3ZZ8 *8*8= 2i SSSs t2^gpa **tS82ff --"--Ve^ve'sla 2 J a X4388 333R8 998R93R I I c^s^s-'.asass sseac^s s 5 s C8E33 asaza sssniss 'S i C> a*o40O 3| 19 i SB g SRStsM xxKtttssa tr7 IHSS 3=aS aasgass Mining Section 215 The interest an this competition has been most keen and, of a total number of 124,29<5 possible working shifts in the month of April last, only 671 were lost owing to accident--a figure equal to only 26 absent workers out of a total of 4,396. In addition to the various competitions and other methods of directly interesting mine employees in the work of accident prevention, a "Safety Competition", known as the Safety Prise Scheme, open to all producing mines has been in existence smcc 1915. Under this scheme the competing mines are divided into six classes. Each class consists of approximately the same number of mines, each having ap* proxitnately the same average underground accident death rate during the previous three years. The winner in each class is the mine which at the end of each year sltows the highest number of marks in its class, calculated by a formula similar to tivat referred to. This competition is virtually a competition for underground mine officials, and the officials of the mine which wins in each section are rewarded by a cash payment or an engraved memento. The mine showing the highest number of marks in the Competition bolds the floating trophy presented by the Chemical, Metallurgical and Mining Society of South Africa. Considerable interest is taken in this competition, which also has had a stimulating effect on accident prevention work. Although this broad outline of the activities of the Prevention of Accidents Committee is inadequate, it is hoped that sufficient has been said to indicate that the safety movement on the Witwatersrand is based upon an effective application of sound principles, and that the benefits from a continuity of the organisation will by reflected in the diminution of accidents from preventable causes. ADJOURNMENT NINETEENTH `ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Packers and Tanners Section Officers 1930-31 General Chairman--Hubert L. Clover, International Shoe Co., St. Louis, Mo. Vice-Chairman--Thomas Webber, Rath Packing Co., Waterloo, Iowa. Secretary and News-Letter Editor--Harry W. Ekins, Brown Shoe Company, St. Louis, Mo. Chairman, Committee on Posters, Slides and Safety Kinks--Glenn Cowcer, Armour and Co., Kansas City, Kans. Chairman Program Committee--Dean Moneymaker, International Shoe Co., St. Louis, Mol Chairtnan Membership Committee--John Lauuoiai), Armour and Co., East St. Louis, III. Chairman Publicity and Statistics Committee--J. L. Nelson, Tanners Council, Hew York City. Chairman Engineering Committee--Harold M. Toombs, Armour and Co., Chicago, IU. Executive Committee--The Officers and A. B. Drummond, Wilson and Co., Chicago, 111. Henry D. Tefft, Institute'of American Meat Packers, Chicago, III. N. L. Braikard, Swift and Co., Chicago, III. Retiring 'Officers General Chairman--N. L. Braimard, Swift and Company, Chicago, 11). ViceChairman--Hubert L. Clover, International Shoe Co., St. Louis, Mo. Vice-Chair man--Jay E. Dicker, Jacob E. Decker and Sons, Mason City, Iowa. Secretory-- Thomas Wkbree, The Rath Packing Co., Waterloo, Iowa. Chairman Committee on Posters, Slides and Safety Kinks--Glenn L. Cowcer, Armour and Co., Kansas City. Kans. Chairman Membership Committee--Dean Moneymaker, International Shoe Co., St. Louis, Mo. Chairman Publicity and Statistics Committee--R. G. Reynoldson, Oscar Mayer and Co.. Madison, Wis. Chairman Engineering Commit tee--Eakl McIntosh, Security Mutual Casualty Co., Chicago, III. News-Letter Editor--Harry W. Ekins, Brown Shoe Co., St. Louis, Mo. Executive Committee: The Officers and A. B. Drummond, Wilson and Co., Chicago, 111. E. E. Drews, Libby, McNeill and Libby, Chicago, III. Henry D. Tefft, Institute of American Meat Packers, Chicago, III. 217 218 Nineteenth Annual Safety Congress Tuesday Afternoon Session September 90, 1930 N. L. BRAINARD, Chairman Swift and Company, Chicago, 111. The first session of the Packers and Tanners Section of the Nineteenth Annual Safety Congress convened with N. L. Brainard, Swift and Company, Chicago, pre siding. CnMRMAK Brainabd: This afternoon Mr. C. P. Waite, assistant supervising engineer. Travelers Insurance Co., Chicago, has kindly consented to talk on Occi dents in the Packing and Tanning Industry--Why Do They Happen?" I take pleasure in Introducing Mr. Waite. Accidents in the Packing and Tanning Industry By C. P. WAITE Assistant Supervising Engineer, Travelers Insurance Company, Chicago, HL About four years ago ray superior called me into his office and said, "Waite, I want you to take all the accident records of this meat packing plant to your desk, study them, and come back and tell me what is wrong.*1 1 studied the situation, looked it over thoroughly, analyzed it, and made summaries, and went back to his office, proud because I thought 1 had struck just what was wrong. He looked up and said: "What have you found out T` I replied, "Well, there have been too many punch press accidents, too many eye cases, and too many strains." "Sure,** he said. "But tell me why they are having so marry accidents of those types ?*' "Oh. to do that," I replied, "1*11 have to go into the plant and study the condi tions." That's what 1 did. And when I came back I said, "They are having .punch press accidents not because die machines are not guarded, but because the guards are not set properly, and in some instances the guards are removed. The reason they are having eye Injuries is because men are not wearing goggles, notwithstand ing the fact that there is a big sign, `YOU MUST WEAR YOUR GOGGLES*. And the reason they are having strains is Because they haven't gone about the busi ness of repairing two electrical hoists." "Well now, that is jnst what I wanted to know. Now you have some informa tion that we can work on; wc can show them what to do, and how to do it," he answered. And he also said, "In order to cure anything that is wrong, one must know why and in what respect it fi wrong.** I have never forgotten that statement; which brings me to my subject of "Why Do They Happen?" Why do accidents happen in the packing and tanning industries? Why do they happen in any In dustry ? The mechanical engineer, because his machine does not function, will look to the design, workmanship, .and the operation to find out why. A doctor will make a thorough diagnosis of a patient. The.safety engineer in a similar way must first take the accidents that Have occurred and study them to determine the causes. He should then go into the plant and find out what exists which, if it continues to exist, will cause Tom, Dick or ITarry to become injured sooner or later. Then he will summarize his findings and through good judgment and common sense find ways and means of correcting those conditions which will improve the accident record. Packers and Tanners Section 219 Let me give you some examples to illustrate what 1 mean. A girl who was op erating a punch press with a safety device which required the use of both hands to operate that press, lost two fingers. The vice-president called me by telephone. I said, "Let things be left just as they are, and I will come to the scene of the injury." I went out and first asked him, "How did it happen?" He answered, "The punch press repeated." Well, I took that punch press, operated it, kicked it, abused it, and tried in every possible way to make it repeat, but for the life of me I could not make that punch press repeat. After working on it for an hour I looked at him and said) "That punch press didn't repeat. As far as the mechanical construction is concerned, everything is all right. Let's go and see the girl." I was searching for the cause of the accident. We went to the hospital and saw the little girl. She was in tears. 1 asked her, "Why are you crying?" She said, MI am afraid I will lose my job." "Why?" "Because I violated orders." Upon investigation and through further questioning, she told us this, "I spent so much time conversing with my neighbor that when four o'clock came, I realized that I had to work especially fast to make myday's pay. so I put my elbow on one of the trips and fed with that hand. I finally got out of time and lost two fingers." In answer to another question, she admitted she had been doing that for about twenty minutes. "Had you been told not to do that", I asked. "Yes, three or four weeks ago." "Is it a general practice in the department?" "Well, when we can get away with it." Well now, you see the benefit of finding out what we learned. The vice president realized that the foreman was to blame for that accident The foreman had given instructions, but had never' taken die pains to follow through. Now what would have happened if we had started chasing rainbows and trying every punch press in that plant to see If we could make it repeat? I will come back to that accident a little later on. Another incident. In a woolen mill a man came in to work, and the foreman said to him: "Go over and run the extractor." This man was a stranger in a strange land, and to make a good impression on his foreman, he worked quickly and as a result rather carelessly. Before the basket came to a stop, he reached in; he was thrown up against the frame of the machine; his arm was drawn in further, and he lost his arm. That is another type of supervisory failure, failure to properly in struct a new employee in the hazards connected with his job. The management realized this, and immediately set up a hard and fast role that hereafter, all employ ees, new and old, must be instructed concerning the hazards of their jobs. Another* incident. A plant in Chicago had five falls on stairs. One man was coming down the stairs lighting his pipe. Another man was coming down the stairs with arms outstretched patting on his coat. Other men came down the stairs two steps at a time. Another man tripped over the cuff of bis trousers. After five incidents like this, where injuries occurred, the executives in that plant began to get busy, and they made an investigation to determine why employees were using the stairs in such a manner that they were becoming injured, and they found the conditions I have just spoken of. Now the sad part of it all is, why did they wait until five employees were in jured, instead of taking the first injury that had occurred and going to the bottom of it, finding out why it had occurred ? The chances are that if they had done this, they would have saved the other four men from becoming Injured. 220 Nineteenth Annual Safety Congress Another case. We had a job where they were putting in gas main*, digging ditches. A laborer reported to his foreman and said: "Bom, 1 feel -weak, dizzy, sick." The foreman sent him into the ditch anyhow, and in a few moments the-raaa fell over, dead. This foreman was of a nervous busy type, a chap who didn't give much attention to detail, and in the Investigation we found out that this foreman had given very little attention to what Ms men told him in general. He had not inquired of this particular man why he felt sick or weak. Now I don't say that the foreman would ever have saved that man from dying of heart disease, but I claim that that foreman brought about conditions that hastened that man's death. Today that man realizes his mistake, but today that man isn't foreman, because all of these Italian laborers just got together and went to tbe president of the company and said to him: "Here, we don't want that man to be our boss any longer. We don't want a man for boss who can't lead us in all things, including safety." And the president realized the situation and let the man out. Again, in a meat packing plant I had occasion to -investigate an accident. A shackle fell iu the killing room from the overhead trolley, struck a laborer on the head, and he died from a fractured skull. The executives, foremen, and superin tendents in that plant started an investigation. . Four weeks before the accident die superintendent had issued orders to the master mechanic to check up all shackles and switches and put them in good mechanical condition. But tbe master mechanic hadn't carried out his orders, and four weeks went by. Finally a man was killed by a falling shackle. Now, why did that happen? Let's see. First, the man was injured because tbe shackle fell. The reason the shackle fell was becaose of a defective switch. The reason the switch was defective at the time was because the master mechanic had not carried out the instructions of the superintendent. The reason he hadn't carried out those instructions was because the foreman of the killing floor had talked him out of it. When we learned all that and had a talk with the superintendent, he made just one remark that told us what caused the accident, the way down deep cause. He said: "If I had followed through that master mechanic to see that he did repair those switches, that man would have been alive today." To sum up these four or five incidents, wliat have we got? First, the foreman gave instructions and then failed to enforce them. Second, the foreman did oot instruct a new employee. Third, because of failure to investigate one injury, condi tions causing other injuries were allowed to exist. Fourth, a man was instructed to work when he was not able to work. And fifth, in the case of the falling shackle, the instructions were not followed through. Quite a lot rests, I believe, upon super vision ; giving proper instructions and then following through. Now let's leave accidents that have caused injuries and go to another type; that is, accidents that do not cause injuries. Here is an instance; a packing plant where they didn't have a very bad severity rate, but a frequency rate that -wasn't so good. We went to* work to see what we could do to improve conditions. We studied and analyzed the situation, and loud cme particular foreman whose department had an outstandingly bad record. So we went to his department to see what was going on, to see what the men were doing that they should not be doing, and to see what men were not doing that they should be doing. What did we And? Mr. Foramen was too busy, and because of that we found innumerable unsafe practices. Ladders were used very recklessly; that was especially noticeable. Picture this) Here is a man standing on a ladder about nine feet high right over a filling machine that had a tank which fed down Into the machine itself. This man, standing on a ladder, was nibbing against a revolving 26* inch pulley. Here is another man climbing a ladder farther on; to get up high enough he had Packers and Tanners Section 221 to mb against a 4-inch moving belt. We found another chap coming down a ladder; he grabbed hold of the revolving shaft and swung himself to the floor like a monkey on-a trapeze. We found men were inattentive, and were distracting each other's attention. We even saw them throwing empty cans at each other. Now those are bad conditions, conditions that existed because the foreman allowed them to exist; conditions that had caused injuries, and conditions that would cause further injuries if allowed to exist. We went to the foreman and talked to him about it. He said: "Well, I am too busy to worry about what may happen." He took the "never trouble trouble until trouble troubles you" attitude, which is a mighty poor attitude for any man in charge of help or any department to take. Now let's turn for a moment to the punch press accident. You remember that I said the analysis and the investigation proved that the reason that girl lost her two fingers was because the punch press foreman was not following through tbe instruc tions that he had given. That was settled and proved conclusively. The president of that concern heard about it, so this thought came to him: "I wonder if that fore man is really giving instructions, and I wonder if there are any more instructions that he is not following through.'' taking this viewpoint, that a foreman who doesn't give instructions, and who doesn't follow through bis instructions relating to safety, probably doesn't do it concerning production. This was a serious matter the president had in front of him. It was a matter re quiring his own personal attention, so he started a quiet investigation of the entire, plant to find out why there were so many broken tools, spoiled equipment, and waste. And what did he And out? He found that they had two types of foremen; one group who were not instructing their employees how to do their jobs, and the other group who were not following through. Immediately they had a meeting. And what a meeting I I was there. I had very little to talk about. Tbe president had the floor. First he spoke to them about what was existing in the plant that was not right. He explained in detail how to give instructions, and then how to follow through. The executives and the foremen didn't stop there They wanted to make sure that conditions were right, so they started cleaning up. And over each foreman's desk was posted a little slip, about eight by fourteen, bearing the two words "Follow through." Now what has been the result? Wc have records to prove that this plant today has better foremen, better floor production, less spoilage of material, of tools, of equipment, and fewer accidents than ever before. This meeting I mentioned was held on the 12th of March, this year. Up until the time I left Chicago (last Saturday) they had only one man go to a doctor--to take something out of his eye; and for the corresponding four months of last year they had sixteen severe lost-time accidents, including three amputations. Now why was this result obtained? Because they obtained information of value to them by investigating one accident, and that accident was where the girl lost her two fingers on the punch press. This brings me down to certain conclusions; first, that the same conditions which produce injuries, are likely to be causes of inefficiency, poor production, waste of material, spoilage of tools and equipment, and loss of good will. Second, a reduction can come only when you have.a true knowledge of the cause, the real cause way down in the bottom that perhaps we haven't searched for yet in our analyses. Third, an injury if merely the result of an accident. An accident is controllable. If we prevent accidents there will be fewer injury cases for us to worry about. And fourth, if the causes of accidents are likewise causes of inefficiency, poor pro 222 Nineteenth Annual Safety Congress duction, spoiling of machines, tools, equipment, and loss of good will, then the pre vention of accidents is good business from an economical viewpoint as well as a humanitarian viewpoint, and it is worth everything that any of us, or alt of us, can do. W. F. McClellan (Armour & Co., Chicago, 111.) : 1 was much interested in Mr. Waite's remarks, and they follow very closely the plan we are trying to work. When we have a lost-time accident, we not only bring the injured employee in, but also all witnesses and the foreman and the department superintendent. And as Mr. Waite pointed out in those remarks about the vice president becoming interested in the punch press accident, quite often the plant superintendent will come over and take a seat in the far comer of the room, light up a cigar, and take it all in. I recall one particular case where he took a hand in the inquiry- Just his presence causes every one to take the work seriously. Not so long ago we started a special month's drive against accidents, and a girl slipped and fell down the stairs. The stairs were four feet wide with a hand rail on both sides, and they were in good condition as the investigation brought out She wasn't taking the proper safety precautions by grasping the hand rail or by looking where she was walking. As a result her feet went out from under her, and She went down four steps. She went to report to her foreman but he paid no attention to it and let the girl go back to work. She worked two hours and then,walked half a mile to get a street car and go home. She lost four days, which necessitated us calling it a lost-time accident. We called her in before the review board for a statement as to why the accident wasn't reported, and also why there was no foreman's statement made out. This board of inquiry brought out all the real facts, with the result that this fore man was brought up to the superintendent's office and given a week's layoff. We found in questioning this foreman that he couldn't tell us the date that the safety drive started, nor could be tell us wlten the drive bad ended. We further found out that (lie safety literature had not been posted. He hadn't reported this accident, didn't make any attempt to tell the girl to report to the doctor's office, and for all those violations of the rules he was penalized, and came very near losing his job. About a week later I happened to be up in that department, and asked that fore man what happened. He shook his head and said: "I want to tell you I have learned my lesson. If you had been at the meeting I had with the superintendent you would know how." I might say we have half employees sitting on that board, and the other half are salaried supervisors. The hourly men take a hand in this questioning of employees and bring out facts just as mqch as the superintendents or the foremen do. We happen to have a colored fellow studying law. He is about to get his degree; he is very good at bribing out the facts. Either Mr. Barr or I act at chairman of this board, and as a rule, both of us attend. We had another case that war very interesting, where a woman had been pricked with a prong of a rake in raking meat. The foreman brought down four witnesses. In bringing out the facts we found there was bad blood between two rakers. It was a piece work proposition, and as the meat came down the chute both girls would reach down and try to get hold of the leanest meat. In doing this it happened that one girl nicked the girl across the table and the scratch caused her to lay off one day. Well, we called those girls in and found out plenty. The superintendent was sit ting there, and he heard all these facts, and lie decided right then and there that he cuuld arrange his bench somewhat differently so that we wouldn't have to make use of the rakes. Chairman Brainard: Mr. Waite reminded us of one other thing in his talk which 1 think needs emphasis, and that is the lade of proper instructions. Packers and Tanners Section 223 At one of our plants in the west an organization was formed to review accidents, pretty much the same as Mr. McClellan has described. While I was visiting at that plant their board met to review quite a serious accident which had happened at the plant a few days before in which an oiler had his hand badly mangled. He was oiling a piece of machinery in what was quite obviously a very hazardous way, and in that review a number of things were gone into. I was impressed with the thoroughness with which they did the job; first they asked if there had been a way provided by which the man could do the job safely; second, if he had been properly instructed in doing the job that way; third, had it been his practice to do It the unsafe way; next, had his foreman ever called his at tention to his doing it the unsafe way, ami had he reminded him of the safe way of doing the job. All of those things were gone into thoroughly. It was very evident that that fore man, when he came before the court of inquiry, had to be posted on what had oc curred. He would have been very much embarrassed if he did not have all the facts ready. The court had been in operation for some time, and every foreman knew that when he went there he was going to face the plant superintendent, his division superintendent, probably the casualty man, and the plant doctor, and he knew they were all loaded with questions touching on the accident itself and the safety pro visions which had been made. It is a plan which, to my mind. Is most effective, and one which we are extending to other plants. E. D. Walker (Quebec Manufacturers' Service Agency, Montreat, P. Q.) ; Mr. Waite's slogan of "Follow through'' is quite correct, but as I get it, he interred that should be done by the foremen. I think the management also should follow through. In a pulp mill a man handling a knot saw was shocked and killed because of a short circuit in the motor. They had an investigation at the plant, and the chief electrician said the fatality was due to a broken ground wire. Probably it was. Z saw the machine afterwards. The machine had been there a long time. I think moisture got through the Insulation and caused a short circuit. My point is this. The management had a duty to follow that through. If you ask the foreman, he will say be is no electrician. You ask the chief electrician, and he to shield himself will say what he thinks is the cause of it. That doesn't go as far as it should. It doesn't prevent accidents like this happening again. I would like to have some erne suggest a way of following that through especially in country districts. As it is now, we ask the chief electrician and what he tells us. we have to accept And naturally in a case, where a fatality occurs, he is going to protect himself. Whoever is responsible always shields himself. Can you suggest a way, Mr. Waite ? Mil Waits:: You want to know the proper way of following through? Ma. Walker: Yes. In this case I believe the chief electrician was the man responsible, not the foreman of the shop. The electrician is supposed to keep all machines in order electrically, and through an electric defect, this man was killed. The foreman of the shop couldn't be expected to say what was the cause. That was up to the chief electrician. Mb. Waite: Did the chief electrician make sufficient inveitigation to determine the true cause? Mb. Walker : He said he did. He said it was a defective ground wire. Had the ground operated, probably the man wouldn't have been electrocuted. Mr. Waite: Was the ground wire in such a position that it could be made de fective by anything running over, or striking it or was it properly insulated and in stalled? Mr. Walker : I cannot say. When I got there everything was taken away. 224 Nineteenth Annual Safety Congress Mr. Waite: Some of the things to determine in an investigation of such a case are whether the insulation was defective or improper and whether periodic inspections were made of the equipment. If the ground wire or insulation was defective, by repairing that condition, they might have avoided the accident. . Mm. Walken: Upon whom should it be dependent to make the investigation? Should it be the foreman of the department who is not an electrical man or the electrical man ? Mr. Waite: Had hard and fast rules been established in that plant the equipment especially the electrical equipment, must be inspected periodically? Mr. Walker: Yes, but the management doesn't follow through. I asked the chief electrician. "Do you go around these machines, or have one of your men go around them, at regular intervals, and see if the grounds are working, and if the machines are all right?" He said: "Yes. Once a year." Once a year! How ridiculous! Isn't it? Now that should have been done at (east once a month. Mb. Waite: Why wasn't it done once a month or more frequently than once a year? Mr. Walker : I can't say. The electrician is supposed to do his job. I say that no one can expect management to go and tell an electrician his job. Mr. Waite: The order of inspecting equipment doesn't require electrical knowledge on the part of management. The management can'say: "Equipment must be inspected often enough, once a month if necessary, to know that there will not be any danger of a man being injured or killed." But the chief executive can't take it for granted that that is going to be inspected. He should make it his business to take two minutes of his time and find out if the equipment is being inspected, and not be in too much of a hurry to take somebody's word that it is. In your case there it seems to me that they didn't go as far as they should to find out why the ground wire was wrong, and why it wasn't discovered before. Mr. Walker: To me it seems that they should have had a man to look out for those things, a man who is independent of the electrical department. Mr. Waite: A man in that capacity fs valuable in any organization. May I ask how much interest the management in that plant actually fakes in such matters? Mr. Walker: They take very little, and we have got a hard job of iL CbaCRSCax Bsaimaid: I dunk that is the answer, gentlemen. If the management doesn't take any interest, or only a very little, it certainly makes a hard job of It L. Barr (Armour & Co., Chicago, 111.) : The question has been asked who should cheek tbs electrician to determine whether he was telling the truth. In one of our plants we have an inspection committee composed of hourly paid men and management representatives. They are selected from the various mechanical departments throughout the plant. These men make an inspection, and check on all lost-thne accidents and near-accidents occurring in the plant. These men go to the scene where the accident occurred and make an investigation, independent of any that is made by the electrician or any one else in the organization. Therefore, if you have a committee that is functioning, they will make an investiga tion, and they will make periodic inspections of all their machinery and equipment, Thus they will be able .to detect any machines or any equipment not functioning properly. It is easy enough to tell where a ground wire is corroded enough to warrant replacement, or where something is radically wrong for example: Sometimes we find in looking into fuse panels that fuses have blown out and to prevent them from blowing out again the electrician may take a piece of fuse wire and wrap it around a fuse. If anything should go wrong, the man may be electro cuted, or the equipment damaged. I. stress those points to show the value of a safety committee composed of hourly-paid employees and also management represcsta- Packers and Tanners Section 225 fives, one that makes a thorough investigation of all lost-time accidents and nearaccidents and also a periodic inspection of the equipment in the plant. Chairman Brainakd: Our next subject is an address entitled "Hazards in the Manufacture of Patent Leather", by Mr. E. H. Merrill, President of Peterson, Mer rill Co., Inc., Woburn, Mass. Mr. Merrill is one of the new comers in our section, and we certainly appreciate his coming. Hazards in the Manufacture of Patent Leather By K. H. MKRRII.L President, Peterson, Merrill Company, Inc., Woburn, Mate. After the last National Safety Congress, I received a letter inquiring about the handling of flammable materials in the manufacture of patent leather. The question was raised as to what were the proper containers, and stated that several fires had started as tbe dipper was being lifted out of the container haring the largest volume of material and a static spark would occur, igniting the contents of the dipper. Well, maybe--I would not say that it wouldn't or couldn't occur, but I will say that I have never seen or heard of it. In the manufacture of patent leather we use large quantities of naptha and oil. There is no question that due care must be used to guard against fires and explo sions, and this care is used. I feel however, that a lot of misunderstanding and suspidon exist when talkulg of the fire risk at a patent lather shop. I have heard the matter discussed before, and each time what appears to the average outsider or the insurance investigator aa die great big fire risk, centers around the operators on the daub and varnish benches. As a matter of fact, I have never known of a fire or explosion at these places, nor have any of the numerous operators with whom 1 have talked known of fire ever taking place. There are hazardous pieces in the manufacture of patent leather. Tbe greatest risk is at the oil boiling kettle. This work it carried on in a separate building at a good distance from the rest of the plant. Formerly wood or coke fires were used. The oil is boiled at a temperature around $80 degrees Fahrenheit mod is reduced at high heats by adding very quickly a large quantity of naptha. The moment the naptha strikes the hot oil it vaporises and rises in a cloud above and atirlouantdthtibse kettle, enveloping operation.. Che men who are working so feverishly to oontrot the Now tbe slightest spark at this time would be fatal. The money loss would not be much, hut the men would be dangerously, if not fatally, burned. There have been numerous cases of loss of life at this point in the operations, due to the fact that not all sparks in the fire used for this cooking were extinguished. Today the old coke fires have been replaced with oil burners, which are easily and surely controlled by turning a valve. It has been years since t have Heard of any trouble or loss of life at this point of manufacture. Regarding containers, 1 cannot lay much claim for the industry to any vast improvement on this score. Both daub and varnish are stored in tanks for ageing and settling. ' We formerly handled the varnish and daub from the kettle to the storage tankf by hand conveyors. They arc now handled by pumps and pipe lines, direct from the kettle to tbe storage tanks, thereby decreasing danger from this handling' operation. 226 Nineteenth Annual Safety Congress The workmen need naptha frequently, both as a reducing agent and for cleans ing purposes. As a safety risk we hear a lot about the five-gallon safety can, but it does not work out in practice. We have found it more practical to have naptha pumps placed'at convenient places about the plant where the operator can fill his small two-gallon pail when necessary. This provides for the minimum amount that the men need at one time, and in a way that they can use it for what ever requirement they may have at the time. For use, each dauber is provided with a square iron box-like tank with a hinge top. The tank holds about twenty-galloas. Into this he puts enough fresh daub to replenish his supply. Cuts it with naptha and kneads and mixes it with the old unused daub, ready for his next day's work. This daub is dipped from his tank with a two-quart dipper to the grain of the side He is to coat. The daub is spread over, and into the grain of the leather with a brush (like a shoe brush) and then the surplus daub is scraped off and thrown back into die tank to be used again. The varnisher draws his varnish from the storage tanks into twenty-five-gallon ash cans, fitted with the ordinary loose cover. No particular safety plan here, you say. Well, perhaps not, but they serve the purpose of utility perfectly and are the best possible things to work from. Now, in case of fire, what happens? I hare seen a fire in a Japan shop that con sumed about half of the Japanning building. All the tanks and cans were full of varnish or daub for the next day's business. Each tank or can had the loose fitted cover in place. As the fire approached and the heat became more and more intense, the naptha began to vaporize, forming a gas which of course burnt. After the fire we found many cans with covers still in place, but entirely empty. As the material in the cans got hot it formed a gas, made a pressure and escaped under the cover. It made a lovely fire but did not explode and nobody got hurt. The methods of application are much tlie same today as they were at the start of the industry. It is all hand work. The only machinery in use is possibly a pump, blower-fan and a measuring machine. These methods appear antiquated, as indeed they are; yet there has been much experimental work done to improve the process, but results have not been very successful thus far. These experiments have centered principally around the air brush for the appli cation of liquids and in some instances with enough success to warrant a few con cerns continuing their experiments. They have, however, not been successful enough for the trade to adopt the air brush over the more antiquated method. Another center of attack has to do with drying. All patent leather is baked over night in an oven, at least ouce, and more often twice, in the course of its manu facture, and the finished leather is sunned tor a day in the open air. The oven drying always gives* some difficulty and the sun drying is a source of a great deal of uncertainty and expense. We still use the old oven as being the best. As for sun drying, we know that the ultra violet ray lamp will do the trick and has been used successfully in Ger many for a number of years, yet In this country the expense attached to its use hat prohibited its adoption. It is still more economical to sun leather in the old way. A large concern has spent considerable money in developing a method to use these lamps and some day we shall probably find this method in general use. While to an outsider, used to the newer machine methods of present day industrial life, the operations in a patent leather plant seem obsolete and antiquated; yet, outside of a few minor changes the best methods to produce patent leather follow closely to-day the methods used at the very start of the industry. Parkers and Tanners Section 227 The trade is full of keen, alert young men who are trying and experimenting to improve the product and no doubt their efforts will bring results. Meanwhile we are carrying onl Chairman Brainaro: We thank you. Mr. Merrill, for this most interesting paper. It is helpful not only for what it contains from an accident prevention standpoint, but also it has been quite informative to some of us who are not at ail familiar with the processes used in the tanning industry, particularly as they pertain to the patent leather process. Ouvcr F. W. Cromwell (U. S. Leather Co., Ridgway, Pa.) ; In the GrieaiPfleger Co. we use air brushes for putting on our varnish. -Don't you put yours on that way? Or do you daub It on? Mr. Merrill: Yes, I know that you use them, but you have a genius in your plant. He has always been a leader in the industry, and he has obtained a better develop ment than any other man along that line. We use the old method. There is only one other man 1 know of who has made anywhere near the success that he has, and l don't think that he lias done as much clever work as has Mr. Priest. Cromwell: We found that wc had to use all colored help, either Mexicans or negroes. We got better results m the matter of dermatitis from the varnish and the colors. I wonder if you had had any experience along that line. Mr. Merrill: No. Where I was at Peabody much of the help was Polish, and where we are in Woburn, it is native, with a lot of Swedish and Norwegian. There has been a lot of trouble in the industry as a whole in regard to benzol poisoning. I an) not sold on the idea that the doctors have really got the inside facts on the betuol problem. I have used benzol for the last eighteen or twenty years in the manu facture of patent leather, and up to eight years ago I never experienced any difficulty with sickness or anything of that kind with the workmen. But within the last eight years the benzol poisoning has come to the fore, and we have had a lot of it. It causes anemia, you know, and I question if it isn't the bootleg industry that has started up the benzol poisoning condition. Ml Cromwell: Do you have any trouble in making different patent colors? Ml Merrill: No, we don't. Mr. Cromwell: We had some trouble with some of our women in putting on the daub, because of dermatitis on their hands and arms. They all use long rubber gloves now which seem to eliminate the trouble. Chairman Brainard: The next item on the program is an address by Mr. Oliver F. W. Cromwell, safety Engineer and Adjuster, U. S. Leather Co., Ridgway, Pa. The Handling or Adjusting of Claims By OLIVER F. W. CROMWELL Safety Engineer,said Adjuster, II. S. Leather Co., Ridgeway, Pa. This is a very broad subject. It would be impossible to deal with all the phases of it in the short time allotted since a volume could be written on the subject. The key note, particularly in relation to compensation work,. should be a square deal for all. I cannot emphasize this point too strongly. Try to see the situation from the other fellow's view point, keeping the facts of the case in mind. This square deal means, be as fair as possible to the concern you work for as well as die employee you are dealing with. In many cases the employee gets the poorer consideration. Try to avoid this. Let tis consider all compensation cases as falling Into two classes, namely: first the permanent injuries that result in the loss of members, or disfigurement, such as loss of thumb, eye, leg, arm, or their industrial use. These are fixed cases and the 228 Nineteenth Annual Safety Congress compensation for them is fixed by statute. They do not need much consideration except from one standpoint, that is, where a question ms to the amount of total dis ability is in dispute. Here I mean, for instance, a man has a muscle torn in his arm, and he claims that he can't do his former work, because of muscle adhesions, or the muscle b> so injured that he can't raise and lower his arm. and then, of course, there is a dispute to deter mine the amount of disability in the arm, and that is about the only kind of a case that comes up where it is a total disability. This on be settled only upon competent medical testimony--not from one doctor but from several. In this class fall those cases of definite partial total disability. For instance, a man breaks a leg. He is sent to a hospital for some time, then returns home. The doctor then reports him for light work and he gradually gets back to his regular job. Ko adjustment is needed here. The Other class can be divided into several sub-divisions. First, those cases where the doctor states the man is able to work, but the employee refuses to try to work. Here, the next step is to send the fellow to another impartial doctor for a thoro check up, including X-rays etc., if necessary. If this doctor's report is favorable, and he too thinks the fellow should be at work, then we call the man in and explain the situation to him. We make it clear that both doctors report ham able to go to work, that we will provide work for him. If It is a bad injury that he is returning to work from, we will see that he gets light wojrk for the first few days until he gets bock on Ins feet, and then after a reasonable time we will expect him to as sume his regular duties. I had a case Idee that last week. A man had fallen off a pile of lumber about 22 feet high, and dropped on his left foot I say last week, but I mean he came back to work last week. The accident was tome weeks ago. We sent him to a hospital, and be was there for about two months. -He did not improve, so we sent him to a bone specialist who practically rebuilt his foot. The man came back and worked two weeks, and then we had to shut down the mill. He then claimed total disability for loss of use of his leg. That is where it is necessary to make an adjustment. We try to be fair in presenting the case. We explain to him that both he and the company will have to be guided by the medical reports.. As a result the man will usually return to work. If he still persists, then there is no road left open except to petition the Compensation Board for a hearing to close the case. Sow let m assume the second doctor's report is unfavorable. There are then two coorsm left to follow. If the first doctor is fair-minded, we either call him by tele phone or write a letter giving the facts in the case, explaining that the man refused to return to work and that we had had a check-up by. Doctor So and So, and he felt that there was a possibility of the man still being disabled, and ask him for his opinion, ff he maintains his former stand, then we may send the fellow to a third dwaor. If the third feels that there is some disability, we continue the case for a week or two. then try to close it. It may be necessary to send him back to the doctors at this time for a further check-up. We have to be guided in our future actions by their consensus of opinion. It is not that we distrust the first doctor, that we send the man to another. It is merely to be sure that nothing was overlooked. We are all human and so are doctors. Some are liable to stress one part of the examination while otters will lay emphasis on another part. In serious bone in juries it is always advisable to send the patient to the nearest bone specialist as soon as possible. He is dealing with that problem every day and has it at his finger tips. Our Legal Department has the motto: "It's best to have a preponderance of medical testimony". If, after a reasonable length of time we have not been able to close a case, then we petition the Compensation Board for a friendly hearing on it to determine Ihe facts iq the case. Packers and Tanners Section 229 Before going to a hearing you should be perfectly familiar with the case. First talk to the employee if possible. Try to be a good judge of human nature. Size your man up. You can generally judge the type of man, add experience will tell you how best to approach him. Get him to give you all the facta. See the place where the accident happened Talk with all the witnesses and get a written statement from them if possible. Have someone take it down in shorthand and later have diem sign it if necessary. This only applies to the very serious accidents. See the superintendent and foreman concerned and get their views on the man in regard to the accident and the quality of work he is turning out, 'also his family relations may aid. Next interview the doctors concerned See the X-ray plates and know the facts they present. If a hospital case, study the hospital records, and also talk to the nurses that have taken care of him. Call at the hospital once a week or so to see the patient I ooce won a total disability case by insisting that the doctors indicate the line ol fracture on the X-ray plates where it was alleged that an employee had had a com plete fracture of the left leg. Later I found out that be had walked unaided better than a mile to see the doctor. Thlt illustrates the fact that you must know all the details and facts in a case. In other words, know your case before trying to present it Photographs In many ways photographs are handy. I generally carry a vest pocket camera with me and sometimes one or two larger ones. You never know what pictures they will show until they are developed. It is sometimes well to take group pictures. You may be able to identify some employee by the picture later on. In settling fire losses it may come in handy. Taking pictures before of a certain locality and then one di rectly after an accident has happened, often produces some startling results. Another place where a camera comes in handy, is where you have an employee who refuses to return to work and drifts away to some other section. Later you in vestigate and find him working for another concern. A picture showing hhn at work is very helpful in closing the case. BUla Compensation laws or statutes in the different states specify- when compensation shall he paid.. Try to be prompt in the payment of these claims. You never know how badly the employee or his family may need these funds. They usually have no ether means of support. If they are due on a certain date, they should be paid then, or if they have to be mailed, they should be mailed so that they will be received by the employee on the designated date. Do not adhere strictly to compensation law in the payment of your medical ex penses. If a bill is fair and reasonable and extends beyond the period required by law, -pay it. The doctors will be more liberal with you. Doctors will give you better service and will work with you. It win save you money in the long run. To aid in getting facts, get acquainted with all the doctors, you are likely to come in contact with. If a. new doctor moves intQ the community, call on him and make yourself known. Explain to him your position on compensation cases. This also applies to the hospital staffs. Be fair with doctors and hospitals. Now the last point that I want to emphasise, and which I would like to write in brilliant ink is; PAY all legitimate and fair bills and do it with the greatest dis patch and promptness. Doctors must live. They have bills to pay too- They have rendered the service and are entitled to their reward. This also applies to hospitals. Chairman Brainaju>: Mr. Cromwell, what can you tell us about the best way to get a statement from the injured man himself ? The ToSson I ask Is that in review- 230 Nineteenth Annual Safety Congress jng statements taken by employees of the casualty company, I sec reflected in them a tendency toward leading the man in making his statements; perhaps not intentionally, yet it seems frequently that a man is led to make n statement that in a way is detrimental to his own case. Mil CtOMsm: I wouldn't want to question any employee so that it would be detrimental to his own interests, became the employee has everything to lose in a statement. 1 generally get them in. or go to the hospital where they are, tell them that we want all the facts, and then have their statements taken down verbatim. I don't change the English, because the minute you do, if it is brought up at any time, the first thing that mill be brought out is that it is better English than such men mould use. And then you are criticised right away, and they are biased gain your case. I prefer bag fair with a man. and letting him tell him own story in his own words. Of course. kits i thus h is well to suggest questions to him that wil) bring out bch favorable so ham. sod so the company. Two weeks ago I had a case where a man was found uooonsoous 150 feet from where hit tools and gloves were, showing that he had for some reason or other, left ihr place id his immediate employment. He was found there by one of the men who had gout to kadt fur him. and by the snhccartractor working there. ] khti thr adnanour. cod the man who had found him to attend the compesssatxai board hearing- Svw if 1 wanted to cheat the employee, 1 would never have asked then* two sane so cumc and if they hadn't testified, the fellow would have lout )ii case- As vk he received $65 compensation, and $100 doctor's bill, became there was a dutfbi that the man might have been struck on the bead, and as he be came uDCcuwotAK. wandered away from the work. There is always that possibility, fn dialing with an employee, you must be as fair and square as you can possibly bt And 1 find yuu will benefit from h in the end. Cuammax Braisakd: We will pass to the next item, which is the report of the Xominatsng Gramme. E. . Drews will give the report of that committee. Repost of the Nominating Committee Me. Duws; The Nominating Committee consisting of A. B. Drummond, O. F. W. Cromwell, W. F. McClellan, and E. E. Drews recommend the following to be elected to the various offices of our section for the ensuing year. General Chairman--Husebt L. Cmvn, International Shoe Co, St, Louis, Mo. J'ice Chairman--Thomas Wcaaea, Rath Packing Co., Waterloo, la. Secretary--Harry W. Exists, Brown Shoe Company, St. Louis, Mo. Chairman Poster Committee--Gixxx Cowctt Armour & Co,, Kansas Qty, Kansas. Chairman Program Committee--Deax Moxevuaku, Internationa] Shoe Company, St. Louis, Mo. Chairman Membership Committee--Jonx Lauerman. Armour' & Co., E. St. Louis, DL Chairman Publicity Committee--J. L. Nelson, Tanners- Council, New York City, New York. Chairntou Statistics Committee--J. L. Nelson, Tanners Council, New York City, New York. Chairman Engineering Committee--Hakold M. Toomds, Armour & Co.. Chicago. Chairman Committee on Slides and Safety Kinks--Glenn Coucer, Armour & Co, Kansas City. Kansas. Xnvs-Letter Editor---Harky W. Ekins, Brown Shoe Company, St. Louis, Mo. Members Executive Committee at Large: A. B. Drummond, Wilson & Company. Chicago. Henry D. Tefft, Institute of American Meat Packers, Chicago. N. L. Brainard, Swift dt Company, Chicago. Packers and Tanners Section 231 This completes our slate of officers with the exception of a Chairman for a Health Committee. I understand that practically all other sections have a Health Committee, Possibly you will want to consider the advisability of appointing one now, or leave it to the incoming chairman to appoint someone to this office. :Chairman Brainard Gentlemen, this is the report of the Nominating Committee. Before taking up the last part of that report, about the question of some one as chair man of the Health Committee, 1 think we should act upon the report of the committee. I believe the first action would be to accept the report of the committee. (Upon motion made by Mr. McClellan, seconded by Mr. Cromwell, it was voted that the report be accepted.) Chairman Brainard: Are any nominations to be made from the floor? Hearing none, I declare the nominations closed. Does any one make a motion that those nominated by the Nominating Committee be declared elected? (Upon motion by Mr. Cromwell, seconded by Me. Drews, it was voted that the Secretary be empowered to cast ooe ballot for the list of nominees as submitted by the Nominating Committee, and that these nominees be declared elected.) :Chairman Brainard That concludes our schedule for this afternoon, gentlemen. We have had a very good meeting. I think that the talks and papers which we have finessed to have been above the average. 1 now present our newly elected chairman, Mr. Hubert L. Clover, of St. Louis, Hubert L. Clover (International Shoe Co., St. Louis, Mo.): Gentlemen, I will not take up your time by making a speech. It would only detract from the splendid tafles you have heard. I consider it an honor to be elected to this position, and with yocr help I will try to keep the Packers 8t Tanners Section progressing in its quest far knowledge of accident prevention. Thank you. ADJOURNMENT 232 Nineteenth Annual Safety Congress Wednesday Morning Session October J, 1930 HUBERT L. CLOVER. Chairman International Shoe Company. St. Louis. Mo. The second session of the Packers and Tanners Section convened with Chairman Hubert L. Clover presiding. CnAinu an Clover: The first speaker on the program this morning is Mr. E. E. Drews, assistant superintendent, Libby, McNeill and Libby, Chicago. Trend of Accidents in the Packing and Tanning Industry By E. E. DREWS AuUtut Superintendent, Libby, McNeill and Libby, Chicago, 111. My paper covers experiences of members uf the Packers & Tanners Section taken from data secured from the National Safety Council, which 1 believe will give you a brief picture of the past and possibly an inspiration to turn in your reports to the Council if you are not doing so. The accident experience of members in our section has, in general, followed the tendency of industry as a whole during the last three years. During this period, lost* time accidents in industry have shown, based on exposure, a decrease of over 11 per cent, but days lost per thousand hours worked have increased about 5 per cent. The combined records of all meat packing plants, and tanneries that reported in each year of 1927, 1928, and 1929 show a drop in accident frequency of 16 per cent, hut a rapid rise in the severity rate from .91 in 1927 to 1.92 for 1929. -The comparatively high severity rate for 1929 can be traced to an abnormal number of fatalities. The progress of the 7 plants in the packing industry that have reported in each of the last three years has been excellent--lost-time accidents per million hours worked have declined 36 per cent in comparison with 1928 and 26 per cent in comparison with 1927. Likewise, days lost per thousand hours worked declined 48 per cent in 1929 in comparison with 2926 and 24 per cent in comparison with 1927. The frequency rate, however, for the three identical years m the tanning and leather manufacturing establishments was slightly higher than for either 1928 or 1927; and owing to the occurrence of an unusual number of fatalities in these plants, their 1929 severity rate was much higher than for previous years. Let me remind you that these comparisons ve made possible only by the plants that have reported in each of the last three years. By omitting the records of plants they reported one year and failed to report the next as well as those that reported for the first time in 1929, the most reliable measure of improvement is obtained. Consequently, every membef of this section should make a special effort to report every year. Be consistent in your Tcporting! A more representative picture of our progress in safety from 1928 to 1929 is pre sented by a much larger number of plants reporting for, though only 21 members have reported in each of the last three years, 38 reported for both 1928 and 1929. The average frequency rate for the 27 establishments engaged in tanning and manufac turing leather goods for 1929 was 15 per cent lower than for 1928, but their 1929 severity rate, on the other hand, was much higher than for 1928 on account of the previously mentioned increase in fatalities. Individually, 13 of these plants had a lower frequency rate in 1929 than in 1928; 13 others had higher rates, and one re ported no change. In contrast to the sharp increase in the average severity rate, 15 Packers and Tanners Section 233 plants reduced severity in 1929, against only 9 that had worse experience, which, however, more than offset the improvement shown by the majority. The combined records of 11 packing plants reporting in 1928 and 1929 showed an improvement of 33 per cent in frequency and 43 per cent in severity. This im provement was very general among individual plants because ten plants had lower frequency rates in 1929 in comparison with only one that had a higher rate. Lower severity rates were achieved by 8 establishments during 1929 in comparison to only 3 with higher ones. The progress which our meat packing members have shown during the last two and three years is particularly encouraging because of the high frequency rate -In this industry. The 18 packing plants that reported for 1929, some of them reporting for the 6rst time, had an average frequency rate of 55.94. The average frequency rate for oar 34 members in the tanning and leather industry that reported for 1929, wmt of them likewise reporting for the first time, was 31.35. The 27 industrial groups given in "Industrial Accident Statistics", 1930 edition, had an average rate of 2S.53 which is less than half the rate for our packing members and somewhat less than for our tanning and leather people. The packing industry ranked 26th and the tanning and leather industry 22nd in this list of 27 industries. Can we console ourselves with the explanation that hazards in our industries are more num erous than in others? Members in the construction, lumber and woodworking, petro leum, steel and cement industries averaged fewer lost-time accidents per million hours worked than those of us in the packing industry, and cement, steel, and petroleum bettered the average frequency rate of our tanneries and leather plants. In 1919 the cement industry had an average frequency rate of 43.47 which, year-by-year, was steadily reduced until in 1929 their rate was only 9.54. I believe we can accomplish similar results. We are having too many temporary disability accidents. In industry as a whole, one employee out of every 1,888 was killed or totally disabled during 1929; in the packing industry, however, only one out of every 5,156 was a fatality and in the tanning and feather industry, ortly one oat of 2,953. Comparisons on this basis show that fatalities are not as numerous in our industries as in most. Only one employee out of every 1,074 in our tanning and leather group suffered a permanent partial disability accident during 1929 in comparison with one out of 430 for the industry as a whole. The comparison is not so favorable for the packing industry in which one out of every 333 employees loet or suffered the impairment of some member of tlie body. The frequency of accidents in the packing industry may be emphasized by the fact that one out of every seven employees had a temporary disability accident last year. By reducing our minor accidents, we are also eliminating possibilities for serious injuries--one man may slip and fall with no serious injury but another may be carried away with a broken leg. Individually, favorable experience was achieved during 1929 by more members in our section than the average accident rates of each group indicate. We have 7 tan neries and leather establishments that achieved frequency rates less than 9.0 during 1929. Eight other plants in this industry bad rates ranging between 10 and 19.9; in other words, almost half of this group that reported for 1929 had rates less than 20-0, although the average rate for the entire group was 31.55. These good records were made by plants employing from 30 to over 1,000 people. The best records in the meat packing industry were made by four plants ranging in size from 70 to over 1800 employees with frequency rates less than 20.0. Individual records in that group of our section show that 12 organizations out of 18 had rates less than the average of 55.94. It is evident that those with rates higher than 55.94 had experience which was distinctly out of line with most -of the industry. Perhaps unusual conditions, which may be temporary, account for some of these high rates, but should we not investigate accident conditions more closely in our plants ? Though the 1929 severity rate for the tanning and leather-. industry last year was 234 Nineteenth Annual Safety Congress 1.60, severity rates less than 1.0 were reported by 85 per cent of the groups Similarly. 11 of the 19 reporting plants in the meat packing industry had rate* less than 14) la comparison with an average of 1.47. In 1928 this branch of our section had an average severity rate of 2.06; no plant reporting for 1929 had a rate higher than 1.74. It is apparent therefore, that serious accidents were limited to comparatively few plants in both mdnstries. The interest which oar number* are taking in their accident prevention work is reflected by the steady increase in reporting establishments each year since 1926l That year 11 tanning and leather manufacturing establishments reported an exposure of just over 15.000.000 manhoars, bat in 1929. the group was represented by 34 plants with over 28.000,000 man-hours. Only five meat packing establishments with an exposure of slightly over 4JOOQ.OOO man-hours reported for 1926 in comparison with 18 establishments with over 100,000,000 man-hours reporting for 1929. We are get ting a more and more reliable cross section of the accident situation in our industry each year. The officer* of your section appreciate your cooperation in determining the improvement the section is making In its accident prevention activities. Proper accident records are an essential part of each member's safety activities because-- (1) Good judgment on safety policies and methods can be successfully based on tlte facts disclosed by the "Where, when, what, and why" of accidents in your records. (2) They furnish the safety man with information of interest to foremen and workers and aid him to secure their cooperation. (3) He know* definitely the progress he is making in reducing accidents. (4) He can ascertain his safety among other plants in his industry. (5) The contribution of annual records to the National Safety Council survey of the accident situation in the section is not only an expression of interest and cooperation in the work of our group but a contribution of information of mutual benefit. N. L. Brainaro (Swift and Company, Chicago) : The statistics show a rather large number of fatal accidents in the packing and tanning section. In arriving at the severity rate, a fatal accident is charged 6,000 days, so that would bring the days lost per thousand hours worked up to quite a high figure. Mr- Tefft: If you knew the nature of the accidents that caused the increase in severity, wc would know what to concentrate on. L. Barr (Armour and Company) : There seems to be a tendency toward con centrating more on lost-time accidents and the frequency rate than there ts toward the severity rate; and I believe for that reason our severity rate is going up and our frequency rate is coming down. All of our contests are based on frequency of lost-time accidents in the plant We have given very little attention to the severity rates. In our future campaigns and contests if we concentrate on both frequency and severity, then there will be a downward trend, in both rates. Mr. McCuellax: Do you know the sire of the plants? Do they represent the entire meat packing plants as a whole? Mr. Daews: No, sir. Me. Brainaro: I have a copy of the National Safety Council report for 1930. covering the 1929 experience- The severity charges amount to a total of 4&000 days on account of deaths and permanent disabilities. That is the figure which raises the severity rate on partial and temporary disabilities. The figure is prac tically 100,000. These weighted figures for permanent and total disabilities are practically a third of the total number of day* charged for disabilities. It is noticeable the packing and tanning industry has a high frequency rate but on the whole, as compared with other industries, a low severity rate. Our industry Packers and Tanners Section 235 stands near the top in the frequency, that it, the accidents occurring per million man hours worked; on the other hand, our severity is amongst the lowest, 1.47, and that compares with 4.62 in construction, 3.59 in wood working and lumbering, 1j60 in tanning, 1.73 in foundries, 2.49 in petroleum, 3.13 in public utilities, and 275 in steel. I find the figures indicate, that we have a large number of lost time accidents where the days lost is small. I analyzed the figures at a few of our plants, and I found that taking our plants as a whole, we have many lost time accidents in which the time lost was one day, two days, three days--over 50 per cent less than six days; over 50 per cent which run the length of time where compensation was paid. We who are familiar with it know that we have a great many knife cuts and minor injuries that do cause a day or two off, and yet do not run to the time where compensation is chargeable. This gives us a high accident frequency rate but a small severity rate, compared with other Industries. Mr. McCluxan : How many plants reported? Mr. Brainaro: Eighteen in the meat packing industry. Mr. Tecft: Are those plants members of the Council? Mr. Brainaro : No. Ml Teftt : Do they have to be ? Mr. Brainaro: Not necessarily. Last year was the first that our houses have reported on our experience, and in making our reports we overlooked the National Safety Council's instruction to include all office workers. We have been using figures for our own comparative purposes, amongst oar own plants, and we have not included office workers. To include office workers in a statistical report would affect the standing of the industry as a whole quite a little. There should be very few accidents which require one day off. If a man can get back the second day apparently there is no reason why he should be off at all. Perhaps there are cases, where a man is shocked or he is upset and he is justified in taking one day off. M .r Brainaro: In analyzing the figures we have been able to show our officials what is occurring. This has resulted in cutting down not only the day* lost, but the number of lost time accidents to one and two day disabilities. Mr. :Barr Mr. Brainard, do you report to the National Safety Council for Swift and Company as a unit or do you show the experiences of your various plants? Mr. Brainaro: Our figures for last year, were reported as a whole. Mr. Barr: That includes all your meat packing plants? Mr. Brainaro; Yes. Mr. Tefft: Would it be possible for a plant that didn't have definite organisation on safety work to make reports of value to the National Safety Council? Possibly few plants are reporting, became many have no definite safety work and they be lieve a reporting would require additional work. Ms. Brainaro: We have found but little extra work la Involved, ms we already have the data desired since many of the plants keep the desired information in their monthly records. Mr. Tcrrr: Would it be helpful if the Institute of American Meat Packers could make some effort to interest members to report accident figures? They would then have available statistics of the industry as a whole, which would show how they relatively stand. An unfavorable standing might excite a plant's interest to do safety work. H. G. Schaffner (Schaffner Brothers, Erie, Pa.); I think a good many of the plants that belong to the Institute do not belong to the National Safety Council, and if the Institute could create some interest amongst the other plants that it would be very helpful to the Council in general. Ml Tejtt: That is what we are trying to do. If we can cooperate with the 236 Nineteenth Annual Safety Congress Safety Council without appearing to solicit memberships in the Safety Cotncil, I think it would be all right. I am speaking unofficially, of course. Mb. Brajnard: We believe the compiling of accident statistics has been a great help to us in stimulating the accident prevention work, and in more intensive work in some of the plants which believed they are doing well. The making of strident comparisons has the same effect as comparisons along other lines, for Instance, Tifrfr costs and other operating costs. We send to each of oar plants a brief statement showing its accident frequency rate and severity rates. The terms accident frequency and severity are perhaps a Httle bit meaningless unless one knows what they actually mean and what is behind them. During this past year we have been surprised at the reaction of some plants to these comparative stands. Plants which have had a bad record, and which we have been hardly able to get to in any other way, have seemed to fee) it is a reflection on them to have severity and frequency rates way in excess of those of other plants. It is just one of the things, that induces and, stimulates a plant, to better its aeddeot record, for example: One of the smaller plants last year stood almost at the top because of its poor frequency and severity rates. The comparison of its rates with other plants together with some additional work on our part in analyzing its reports and in giving hints as to how its report should be analyzed, has resulted in a 75 per cent reduction in accident frequency. The fact that a brief recapitulation of the figures goes to the directors who show an interest and question us concerning them, has aromed the interest of the managers and superintendents as nothing eke could. Mr. Barr; It acems that though the figures compiled by the Natkml Safety Council In reporting IS packing plants are misleading, Mr. Braiunl has the experience of 25 plants which he reports as a whole. I think there should be some fr--Kratwg mark on the outer margin to indicate that Swift and Company's experience represents 25 plants. Mu. McClellan ; That would give their key number away. They don't warn that. Mb. Brauvahp; There is to be a luncheon meeting tomorrow at which I under stand this whole subject is going to be discussed. We think as does Mr. Barr, that perhaps we should separate our plants, and report diem as individual phsts. Chairman Clover: The next subject "Accident and Health Hazards h the Packing Industry," by Dr. V. S. Cheney, Armour and Company, Chicago. Due to a serious illness in Dr. Cheney's family, he is unable to be with us. Dr. Joseph Wiener, physician for the Eastern New Jersey Power Co, Asbury Park, N. J. will speak in place of Dr. Cheney. Accident and Health Hazards in the Packing' Industry By DR. JOSEPH WIENER Eutiru New JerMy Power Compuy, Aabnry Perk, N. J. There are problems in the industrial medical field which are common not to any peculiar industry, but apply to the entire field of industry. Five years ago if I were to have addressed this group I would have dooe tt very apologetically. Today I don't think the physician need apologize for his appearance in industrial groups. He is fairly well justified in appearing in industrial circles, and comes with a desire to extend the scope of his activity. Primarily the physician was called Into industry to treat the results of industrial accidents--cuts, bruises, broken bones, and physical impairments of industrial en deavors. Then his scope widened to the point where he became interested in the Packers and Tanners Section 237 preventive side of these accidental hazards. He cooperated with the industrial engineers in a measure to correct apparatus and machinery of the sorts which were primarily the cause of certain types of aeddents. Until the present time his interest has been purely mechanistic, from the stand point of correction of materials. Now realize that the time is qutte ripe to approach the subject as we have at the present moment--the question of the individual from the mechanistic attitude. Industry has until the present time looked upon the individlal as an economic, factor, a productive unit, and interest in the Individual was merely as such: but that age, which we refer to as the humanizing of industry is one which you begin to look upon the individual more as a human, as an individual with mortal hopes and desires and dreams and fears and joys, discouragements; and it is that in dividual that we have to cope with. In the problem that faces us in that respect we have ultimately the better solution to your problem of cutting down your severity rates md your frequency rates, and all that sort of thing. Doo't forget when your workman comes to the plant in the morning he leaves briynd him a very complex organized system of things which have their indelible tnuts upon his activity of the day. The industries, in the person of the physician, must realize that the individual is more than merely a coordinated group of muscles that can be taught to do a certain thing in a certain way. Behind the physical and mental being of that man is his attitude toward the group of individuals with whom he is associated. At last night's dinner of the Industrial Health Section I was very interested in talking to a man who is uncovering some very unusual experiences they have had, and I was very, very pleased, because I am tremendously interested in this health program that we are now inaugurating. He told me about any number of people, who during the spring, winter and fall season lose so much time, not as a result of accidents, but because of home condi tions; and they have made an attempt to tabulate and investigate into the condi tions at home which cause workers to lose time and disorganize the industry. One of the greatest factors they found is colds in the worker's wives, worker's children-- and in cooperation with the family physician they were enabled to procure and to treat the families of some of these workers with ultra-violet tight He tells me that it is almost unbelievable to see what is happening. They have cut down the lost time due to colds in the worker's family materially; and not only that hut they have increased the morale; they have done something to that worker that makes him feel grateful for working for a group of people of that sort We have two great factors, of course, in the worker; one the mental, and the other the physical. The approach to the physical factor is entirely through your physician. The physical examination, is becoming recognized as the most important part of the employment of a worker; and the repeated examination of that worker yearly or semi-annually is an important part of the maintenance of that worker. The mental factor is something a little bit more difficult. That, most times, does fall into the hands of the physician to take care of; or of the personnel man, the foreman, or the immediate superior of the worker. How much each Industry can do to overcome these factors is something which has yet not been outlined. But I do feel that there is a tremendous field in that direction for good work, and there are many things being done at the present time. I know that the National Safety Council has inaugurated something in which we are trying to learn about the peculiarities of the medical problems in each individual industry, familiar to the men who are in the industry, like your Dr. Cheney and others in other industries who are very well versed and aware of that peculiar 238 Nineteenth Annual Safety Congress problem, bui the rest of us weren't, except as we came into our sectional meetings, and then only had a very fleeting picture of the thing. The Council is appointing now one man to represent each industrial group and to make a report to the Council of the peculiar problems in industry, and then have them circulated and see if perhaps someone can't find solutions to tltese problems in other fields of activity, rather than your peculiar industry. There is much that can be said about this, but one thing I would like to do this morning, is to make a plea for the endorsement and the help of you key men. You are the men who, after all have not so much the authority, but the ability and the means, and the wherewithal to inaugurate and carry forward a program of that sort. It is going to be a tremendous and difficult thing. There is nothing as yet that is definite; the program itself is rather sketchy; but I will say that the heahh program and the investigation of the individual health of the workman and his social life is tremendously important to industry. We realized it, but at the present time have been unable to do much about il We had one man who came up to the office one day very downcast. He had many accidents; his foreman had called him to task for it; upon investigating we found his wife had been very, very ill; his finances were such he could not afford the proper sort oi medical attention. There was his wife an invalid at home, with ltsx>, three, or four children; he had to work all day, worrying what the children were doing; hurry home at night, prepare his meager meal, and he had to carry the entire burden of the entire houscltold, besides being the wage earner. There is no question but that man's value as a workman was definitely impaired as a result of that continuous mental stress and strain, which was the cause of a number of minor accidents, true, but they were accidents, and they could very well have been major accidents. After an investigation we advanced the man enough money to take care of his wile's condition and she was operated on. We had a public health nurse come in to look after the children for part time. Today he is an extremely happy man; very thankful to the company and one of the most loyal employees we have. He is paying back to tlte company out of his weekly wage the money advanced to him; and everybody is exceedingly happy. 1 think that there is a tremendous amount of room for just that sort of activity, not only in our industry, your industry, but everybody rite's industry. Chairman Clover: Thank you, Dr. Wiener. Is there any discussion on Dr. Wiener's talk? H. G. Schaffner (Schaffner Brothers, Erie, Pa.): The plant suggested as to medical examination, we have carried on for the past two or three years; at least once a year all of our employees must go to our plant physician for a physical ex amination. You would be surprised to know the various kinds of infection discovered at these physical examinations. For instance, we ran across two cases of Vincent's Angina, or Trench Mouth, that the patients themselves didn't know had existed. They had been treating themselves for Pyorrhea, which would become of serious nature if they had let it go on. Then we found several skin infections; and a lot of them fomd they had ted tonsils, and were having rheumatism, and so forth. Now we are trying to inaugurate a plan whereby each man applying for a position must have first a physical ,nmh> tion before wc employ him. Although we are not a very large jnwhurimi <around 200 employees) we found it to be a very good plan, and it has mated wnudtre an stopping these minor accidents and lost times cases. Chairman Clover: We will go on to the next part of the program--the round table discussion, to be led by Mr. Drummond. I don't see Mr. Dnmmond in the room. Mr. McClellan, will you start this round table discussion? ( Mr. W. F. McClellan took the chr). Packers and Tanners Section 239 :Chairman McClellan If there are any problems any of you gentlemen have which we can discuss, we will help one another in advancing ideas. L. Barr (Armour and Company) : I would like to know what means the various packers have adopted to make a study as to the causes of various accidents, especially the lost time ones. For the past year I have kept a record of our Chicago plant, and at first if you asked anyone about the most common accidents in the packing industry, they would tell you that they are due to knife cuts. It is true that most of our minor injuries are knife cuts, but only a very small percentage of those knife cuts become lost time accidents, compared with the other causes of accidents. I find in my study of the causes for the various accidents only IS per rent of all accidents occurring within the packing industry are due to knife cuts causing the time lost from work. Mr. Brainard: Since wc completed our last fiscal year with a full set of sta tistics on lost time accidents, studying as to causes, figures sIjow quite a variation at the different plants as to lost time accidents resulting from knife cuts. Iu our Gii- cago plant we show 18 per cent, a little higher than the figure you state. On the other hand, we have found one or two places where the percentages of knife cuts to the total time accidents run as high as 33 per cent. Part of that, I think, is readily explained by the fact that the killing and cutting operations at some plants, as compared to all operations, manufacturing processes, and so on, arc greater than at the other plants. We have found, at the same time, the necessity of getting into the causes. That was touched on here yesterday in Mr. Waite's talk--examination of every case, in vestigation, I should say, follow-up to get at the real causes--and we have made some quite complete statistics on some of the plants, where the records seem to he out of line with other plants. We have been a little bit surprised at what we have found. At some plants the number of lost time accidents due to slipping and falling was way out of comparison to what it was at other plants; at sonic plants the number of accidents due to falls on stairs seem to have been unusually high; and we found there was a reason for that--improper lighting on stairways, and not enough attention given to safety treads and hand rails, and those things which tend to make stairways safer. 1 am beginning to see the value more and more of the statistics we arc keeping. Statistics in a good many respects are dry and don't mean a great deal, but I believe in getting at tlte causes, the class and type of accidents that are producing the greater number of accidents we found that quite a bit of help, in just pointing out to the different plants what was causing the accidents, and then.going further and giving that particular cause special attention. Mr. Barr: I believe the packing and tanning industry is receiving a bad reflection through the statistics published by the National Safety Council in their last report. It shows the packing and tanning industry with a very high frequency rate; in fact, almost at the top of the list, only being offset by the construction industry which has a greater frequency rate. I ara led to believe that those figures are misleading because we are not receiving reports from the larger packing plants, and only the experience of the small plants, which is very bad, tends to cause this frequency rate to a percentage so high. Taking the average for all cf the Armour plants for the past year, we find that oar frequency rate, as compared with the figures published by the National Safety Council, is better by 60 per cent; and we have also found that by stimulating the various drives over a period of a month, two or three months, that we can further reduce das frequency rate; and I am led to believe that if we can get all of the big and --*n packers to give us these figures, and then have the answer to the Institute of American Meat Packers response for a safety campaign among the various packtug kadnstries, that we can still further reduce their frequency rate and make a better 240 Nineteenth Annual Safety Congtess showing in the eyes of the other industries, as to the real picture of the accident hazards in the packing industry. CrrAtfMAX McClellan: We have with us Mr. Tefft as the representative of the Institute of American Meat Packers, to point out just bow far the Institute coaid go in getting some of the smaller or larger packers that are not reporting their accidents. As Mr. Barr states, it is not a true picture of the packing industry when we only have a certain number of plants reporting their accidents. I don't know whether the Institute, in trying to get these smaller packers or members of the Institute to send in their reports to them, could handle it with the National Safety Council in some way; or whether or not that would embarrass the Institute as trying to *naVy it appear they are anxious to get these men into the Council; but I do think (hat we can handle it through the Institute, and in that way there wouldn't be may appearance of forcing these people to join the Council. H. D. Tim (Institute of American Meat Packers, Chicago, 111.): Of course, I can't speak officially, but the primary interest of the Institute is to reduce the acci dents in the industry. Any way it can be done properly I am certain the Institute would accept. I don't see any reason why there couldn't be some working arrange ment made between the Institute and the' National Safety Council, whereby aweml figures could be released, without involving the members in joining the Safety Council unless they wanted to. Personally, I really believe it would be an admirable thing if the members of the Institute were also members of the National Safety Council. Of course, the Council has kind of a special field of its own which I doubt very much if the Institute could ever duplicate, and It would be just a case of duplica tion of expense. On the other hand, there might be some members who would fed that they only want to belong to one organization. I think that our accident prevention committee can bring the matter tap officially before the Institute and see what they want to do on it. I have a feeling that an executive doesn't need to know what the frequency rate or severity rate means, but he would hop very quickly on any figures that showed a figure of 70 for him and 8 for the average of the industry, and over half with 12. He wouldn't have to have a very long explanation of what that meant. He would know it was high and he would take an immediate interest in accident prevention work. Chairman McClellan: I believe that if the Institute could interest the smaller packers, we could act for all, both large and small. For instance, the accident pre vention committee could so handle the matter that we could put on drives sponsored, by rhe Institute, and have them going on among the different packers. That way would educate the employees of your plant, as is now done by the way fire drives arc now carried on. I think an accident prevention campaign sponsored for a month, probably among all the packing industries, and having your accident prevention com mittee of the Institute the governing body to handle it, would be making a long stride toward educating the workmen. Ms. Barr: The cement sectioo.and die paper and pulp section have put up vari ous trophies for various safety records nude by the various members that belong to those industries. As a result of their campaigns they have not only reduced the frequency rates in their plants, but also their insurance rates. The base rates tliat are charged by the insurance companies against these various packers, especially the small ooes, are based on the experience of the packing industry as a whole. If we improve our experience, naturally we are going to improve our insurance rates. That is going to be a big selling point if we can talk to the small packers in that language. Chauxan McClellan: Some of the packers carry their insurance m outside companies and they take the attitude. I presume, let die insurance carrier have the Packers and Tanners Section 241 burden. But that isn't the point, We ought to go at it from a humanitarian stand point--the worker in the industry. It might be we could get the Institute to set up a certain trophy, and have all these different plants compete for it, the same as the cement and steel, and all those other industries do. Mjl Teftt: I think any work the Institute does js right in the hands of our com mittee, any suggestions they care to make will be acted on very readily. Chairman McClellan: That subject could well be taken up at our next meeting of the Accident Prevention Committee of the Institute. Mr. Brainard, the chairman of hat committee, is here and could have it as one of the items for the meeting. M. :Brainard I think it is well worth while to give us something to hit at, be ginning this year. vr Teftt: A telegram came one day from a member firm---just say it ts the mouth of August--which said, "For the month of August we had no lost time acci dents." If we could let others know of such a statement it might stimulate them to be able to do likewise. Mr. Brainard: If a firm shows that much interest in its record, I believe we could interest them in a comparative record for the year. E. E. Drews (Libby, McNeill and Libby, Chicago) : Couldn't plans for a safety contest based on monthly reports be prepared so as to start the first of the year? :Chairman McClellan Would you want to run it a year at the start or for a month to get the plants interested? Ml Tevtt ; A month. Plants might lose interest in a longer contest at the start. Some small plants take more interest in safety work than is gener >y realised. One very small plant to whom the Institute sent a knife bulletin reported that all of the knife cuts of Its employees were on the left hand. :Chairman McClellan I believe some educational feature could be worked out that would be of benefit to all employees of the industry. All butchers and other skilled and semi-skilled men work in different plants at various times. By educating them in safety work wc will get the safety message across and thus, no matter where they arc employed they will have received some safety training. Ml Brainard: Every plant in the industry is going to profit by. the work that is dime at other plants in the training for safety. Safety education of employees is important because of the cost of compensation insurance. The more thought we give to improving the experience of the Industry as a whole, the more we are all going to profit. I do not believe the statistics published by the National Safety Council give the true experience of the packing industry because office employees are included when computing accident frequency rates. Mr. Clover: Accident frequency rates are based on million man hours worked. For that reason one accident in a small plant will give that plant a higher accident frequency rate than It would a larger plant because less man hours are worked in the smaller plant Chairman McClellan: In the promotion of safety work the smaller plant has the advantage over a larger one because all the men in the smaller plant know one another intimately. This is not true in the larger plant. Ml Brainard: We have found that is particularly true when we get into a con test, and have a small plant competing with some large ones. We find that the small ones have the great advantage over the large plants in keeping their acci dents down. Ml Clover : The International Shoe Company has several factories, some targe, some small. The frequency of accidents is based on man hours worked. The large factory will crowd the little fellow out; he can't get to the top. I have in mind working out a plan whereby the factories will be put into three classes--A, B and C-- 242 Nineteenth Annual Safety Congress and even though the little fellow can't reach the top in man hours, he will be in the class of the factories with the better experience. Cbajuian McClellan : That is the way wc operated in oar last monthly con* test We separated the plants up to 1,000 in one group, and Over 1,000 in another group. We found there wasn't any confliction, because they were in two separate and complete groups. We put up a trophy for each group. During the fiscal year 1929 and 1930 we have run a year-round contest, by keeping comparative figures and circulating them among the plants, announcing in advance that the plants were to be on a competitive basis, and that the plant nuking the best showing for the fiscal year would be declared the winner and be awarded a trophy. We have not had an intensive lost time accidoit prevention contest over a period of a week or two weeks or a month. It has been more in the nature of a yearly con test for the last two years, and our plants have carried on by having departmental contests, which in a measure have taken the place of the old type of contest. Chaiiiun McClellan: How long has that contest been going on? Mil :Brainaed We have the figures for the present fiscal year, so that at the end of August we had a ten months period. ;Chairman McClellan Did you find interest lagged at any time? :Ml Brainard There has been a good interest and a remarkable showing on the pan of some of the plants that made a poor showing last year. We have some that have considered their record and, as a result, have given accident prevention better attention. Just as an indication of what we expect to do this year, the figures up to the present time show a decrease in our frequency rate of around 30 per cent, and in our severity rate of over 60 to 70 per cent. We fed quite encouraged by such an endorsement of the plan we are working under. Chaiimax McClellan : l feel that more can be accomplished by having a con test extending over a year or two years than in one of a week or two weeks, or a month. You get your employees and foremen worked up to a high pitch of interest, and after the ihort contest h over, the interest lags and foils off, and in a good many instances you are in worse shape than you were before yon started. Mr Teeft : That might be true in cases where you are working with your own organisation, but with plants over which you have no control, I am of the opinion that a month's contest would probably work out better. It would start them going, show them what they could do, and after that it would be more or less op to them. Mi. Brainard: There is value in the intensive drive for a month. It gives an opportunity to bring in a tot of educational stunts that get employees enthused. Chairman McClellan: When you started this yearly drive did you send out a plan or did each plant follow its own? Ma. Brainard : Each followed iu own program for the work In Us plant in general, however, we gave each plant some suggestions. Some of the plants hare conducted departmental contests in which the Standings of the different departmaits are shown on a display of one land or another. Some plants use the automobile race, some the mountain climbing races. It is left largely to them to use such devices os they desire to in their individual plants, and most all of them arc doing so. We announce in advance there will be a contest based on accident severity and freqvmtcy, and that Mane recognition will be given to the plant with the best record. Last year the winning plant was our Fort Worth, Texas, one, to which we gave a suitable bronze tablet recognising that plant as the winner. The tablet is placed on one of the cement posts at the main gateway to the plant It is a very heat tablet and tbe men are very proud of it Chairman McClellan: Mr. Brainard, will you please let us know what progress is being made towards the adoption of satisfactory guarded knives for butchers and other packing house employees. Packers and Tanners Section 243 Mr. :Brainard As you know, the Accident and Fire Prevention Committee of the Institute of American Meat Packers has given considerable thought and time to that subject- It is expected that before long we will be able, to obtain from several companies knives which are guarded in a practical manner and which the men will use. Mr. Txett: Considerable thought Is also being given by that committee to the subject of safety shoes and boots for packing house employees. Mr. BAMt: We have made a few developments during the past year on a circular ham saw and on a horn saw. We have experimented, to some degree, with guards, and after considerable changes and improvements, we have made one for a circular ham saw that does the work with the least amount of interference. It may be of interest to the men who will attend the packers convention. Before all we had was just a piece of angle iron over the top of the saw. Now we hare a device that completely protects the circular saw above and below the table. It is cut out in the center so when a man saws a ham shank the minute it passes the cutting point of the circular saw the guard drops down to its natural position; and if a man, reaching for a ham' should slip,and,fall towards the saw, the guard would prevent him being injured. We also have a similar device for a horn saw, except that it is operated by means of a foot treadle. Much room is needed to permit the passage of a head under the guard. The only way that you can operate the guard efficiently is by means of a foot treadle which permits the guard to open up from 10 to 14 inches. Chairman McClellan: Mr. Brainard, what progress has been made with the safety switch for hashers? Mr. Brainard: The switches are installed on practically all the enterprise hashers we have in use. We are putting them at the packing houses and at the branch houses also. At a branch house making sausage here in Pittsburgh, yesterday I saw a side feed that absolutely prevents a roan from reaching in. It has an automatic swhch so that when the lid is lifted it shuts the current off automatically. Chairman McClellan: The switch is only applicable on a direct drive ma chine, isn't it? Mr. Brainard: The current is automatically cut off from the motor when the cover of the machine is lifted. If a group of hashers were driven by a single motor tbe lifting of the cover of one hasher would, of course, automatically shut off the power for alt Mr. Terra: Is there anything new on the safety, non-slip brake? George Meyer (Fried and Rememan Packing Co., Pittsburgh) : One company manufactures such a brake. We have just installed one or two. I can tell you more about them after a time. Mr. Barr: I would like to hear some discussion on what the other packers aru doing towards fire prevention campaigns during fire prevention week. Ml Brainard: We carry on such campaigns all the time. Chairman McClellan: This is the second year we have taken an active pait in a National Fire Prevention Week by putting on a direct drive to bring it forcibly before the employees. The first year we had most successful results. (Mr. Clover took the chair.) Chairman Clover: We have had an interesting two days' meeting; though the attendance has been small the interest has been keen. There are 65 or 70 companies belonging to this section of the National Safety Council, possibly more. A greater number should attend the sessions and take part in them. I expect that during the year a plan will be worked out to interest more of these 244 Nineteenth Annual Safety Congress companies in taking part. A committee is to be appointed to make a Surrey of the section and ascertain how many of the members attended these meetings and bow many of them will take part in the work next year. Packing companies have shown a keen interest and have always been well repre sented, but the tanners, maybe one or two of them will come and make a talk or read a paper, but as a whole they just don't do it They need a stimulating influence of some kind to bring about a greater attendance and more interest in the section. I will make an effort this year to get committees and work under way to try to increase the attendance of next year's session. Mb. Drews: Don't you believe something can be done through the Tanners' Council, as long as they are members of the section now ? Chairman Cum*: We will see if we can't get them to take part. I think that is a good idea. The leather industry--boots, shoes, trunks--Is an important industry, and comes under this section; and l see no reason why we can't have representatives of all handlers of the packing, tanning and leather industries here and problems of interest to all discussed. I think much good can come from it ADJOURNMENT Packers and Tanners Section 245 Thursday Morning Session October 2, 1930 HENRY D. TEFFT, Chairman Director, Institute of American Meat Packers, Chicago, HL The third session of the Packers and Tanners Section convened with Chairman H. L. Clover presiding. Chairman Clow: Gentlemen, the meeting will please come to order. Mr. Tefft, will you please take charge of the meeting? Chairman H. D. Tarn: The Institute of American Meat Packers has a com mittee called the Accident and Fire Prevention Committee to stimulate the Interest of the members of the Institute in accident prevention work and to co-operate with the National Safety Council. In our educational books cm packing house operations, we include in each chapter some mention on methods of preventing accidents. The National Safety Council has suggested that we should co-operate in the preparation of safety information for the packing industry. _ A safety code for the packing industry has been prepared and copies distributed to you. The purpose of this meeting is to discuss this code item by item, and to suggest any additions that you think should be made. We plan, as soon as the committee thinks the code is sufficiently developed, to submit it to the members of the industry for comment. I asked Mr. Brainard how he thought we ought to go through the code, and he said item by item. We have marked a few items peculiar tc the packing industry, and which we might take up first in order to get through with them. If you gen tlemen do not wish to do that we will follow the procedure those present desire. I had a number of replies from the members of the Accident and Fire Prevention Committee, and the Engineering and Experimentation Committee in response to a letter asking them - review the code and make any suggestions they saw fit. As we come to the differc u .s, I will mention the suggestions that were made. Is there anything on page one you wish to comment on? N. L. Brainard (Swift A Company, Chicago, III.) : I think perhaps attention should be called to the proper way of handling ammonia drums, and the hazards if they are not properly handled. :Chairman Tefft One item would be to protect from heat. Mr. :Brainard Yes, but I had more in mind the dropping of ammonia drums. They should be handled carefully. And there is a right and wrong way of drawing the ammonia from the drums. Chairman Tefit: We could say "Removal of ammonia." Mr. Brainard: Well, pumping it into the system. An engineer, of course, under stands that, but there is a right way and a wrong way to do H, and if it is done the wrong way, the result might be quite serious. Chairman Tefft: We will do that Mr. McClellan, you mentioned something about respirators just above the part "Wear rubber gloves, aprons, and boots and goggles, etc." Did you have any special type of respirator in mind such as nose, mouth or head? L. Bata (Armour & Co., Chicago, 111.) : Perhaps one with a mouthpiece and a cartridge for chemical reaction against the fumes. H. L. Clove* (International Shoe Company, St. Louis, Mo.): I think the re spirator should have the approval of the U. S. Bureau of Mines for the particular purpose for which it is to be used. 246 Nineteenth Annual Safety Congress Cuaibmak Teftt: Are the rest all agreed on that? At the bottom of the page is the item "Belly Rollers.'* That is a machine peculiar to the packing industry. Is there anything that should be included on that? I never heard of an accident on belly rollers. Mr. Barr: Under Air Guns. You say there "See Safe Practice Pamphlet 47" We are going to send this code out to various packers, and I doubt whether we find more than a dozen packers that would have a Safe Practice Pamphlet. When you want information you want it right away. You don't want to wait a week or two weeks before you get it. If you are making a code and are going to ask people to check on this code whenever they axe mulling equipment or new material, and if they refer to it, you want complete information. Chairman Tefft: The point is, are we going to make this a more detailed safety code, covering topics that have already been covered by other agencies, or are we going to take up things that have not been covered and refer to ectablishd codes ? Mr. Brainard: The code itself is already prepared. For instance, on the subject of Belts. We have a paragraph on Guards and yet I don't think the material we have under Belts anywhere nearly covers the subject. Might we not put under Air Guns some of the most pertinent paragraphs with reference to their use, and let the reference to the pamphlet stand. The pamphlet is a pamphlet of several pages. I believe we could well give consideration to that. Chairman Tefft; You mean elaborate it a little more? Mr. Brainard: Yes, as you have down under Belts. Chairman Teftt; The thing is from now on where we have nude references and haven't elaborated enough, to elaborate in more detail. As I said, I never heard of any accident on a Belly Roller, but if there has been one, let's get something on it into the code. Mr. Barr: An insert can be put in not to use hooks in handling the meat. Chairman Trfft: Where would that come fc? Mr. Barr : Under Belly Rollers. The hooks are likely to draw the hands in. Mr. McClellan : I don't believe they use them. That (eaves a mark in your bacon. Mr. Brainard: I think the hazards are in the gears and the belts. Mr. McClellan: l think it is in the machine itself. W. F. Fried (Fried and Reineman Packing Company, Pittsburgh, Pa.) : There is a conveyor to put it on, and a conveyor to take it off. We have been operating one for a number of years and we never had a man say that he even had his fingers pinched. Chairman Tefft: We have a suggestion from Mr. McClellan that we include Bulletin Boards. I think we will all agree on that We have a suggestion that right after "Supply tables" on page two we put "compiled by the Bureau of Mines." On page three, the subject Chilling Rolls is an item of equipment peculiar to the packing house. We had a roll blow up, something I never heard of before. After the roll blew up. wc figured the strength of a roll, and found that our air pressure was sufficient to hurst the roll. I never thought about it before. Luckily it didn't do any harm, but St might have with the brine spattering around there. With am monia there is a definite risk. Usually provisions are made to take care of that. There is some danger in cleaning beater picker boxes but I don't know how it can be guarded against. Mr. McClellan : While testing on chilling rolls we have had several accidcuts. One resulted m a fatality because of too much air pressure in testing the barrel tor teaks. Keeping the head up. Mow at all our plants we have a standard rule that all valves must be set so you can get only so much pressure and no more. Chairman Ttrrr: That ought to come under another item, barrels, for instance. Packers and Tanners Section 247 Mr. Brainard: Perhaps it should come under tierdng. Mr. McClellan : I note it there. Mr. Barr: We use air reduction valves. Instead of using the regular air pressure which is from 60 to 100 pounds, the air pressure for testing the barrels is reduced to above five or six pounds. Mil McClellan : About three pounds, if I remember correctly. Mr. Barr: Under chilling rolls I would like to suggest something about the agita tor shaft On the bottom we generally have a protecting end, many times the lard congeals there, and it is necessary for a man to use a pipe wrench on the end of the shaft in order to turn it over. If the end of the shaft is not protected with a sleeve or little guard, a man standing close there will catch his overalls on the shaft and be injured. Chairman Tefft: You mean to put a sleeve over it, and then take the sleeve of! when you put a wrench on the shaft? Mr. McClellan : Yes, that's it. Chairman Tefft: In the code we have considerable on the clothing, because we believe not enough attention is paid to proper clothing around a packing house. Al most every other industry looks after the employees' clothing in some way, yet go into any packing house and you can see loose frocks and hanging clothes that are likely to be caught in moving parts. One packing house firm does not permit its girls to wear high-heeled shoes. Mr. McClellan: We carry safety shoes for women iu the store so they may have the type of shoe they should. Chairman Tefft.-' Do you think there ought to be something about discouraging the use of high-heeled shoes ? Mr. McClellan : I would include it. Chairman Tefft: One firm has recommended that it is advisable to discourage the wearing of finger rings at all while at work. Mr. Brainard: I think that is true. I saw an accident report last week describ ing an accident where a man on a truck caught his ring on the edge of a tierce and was injured. That is not an uncommon accident at all. Chairman Tefft: Then wc could change that first sentence and say; "The wear ing of rings Is to be discouraged while employees are at work, especially around mov ing machinery, etc." How about flowing neckties, etc.? Mr, McClellan : The wearing of sacking or similar materia] about the neck should be prohibited. In our plant one of our men had a* close call while painting when the loose ends of a rag he had about his neck caught in a revolving shaft. Mr. Brainard: The ends of loose woven stockingettes should be securely tucked in or rolled. Mr. Drews: The use of house slippers should be discouraged. A lot of girls wear house slippers through the plant. Chairman Tefft : What is the particular dis&davantage to the wearing of house slippers ? Mr. McClellan: Running nails and tacks into the feet. Mr. Drews : They offer no protection for the toes. And it is easier to stumble down the stairs. Mil Brainard: There is also danger of cuts by contact with scraps of tin. Chairman Tefft: This discussion brings out points that should be called to the attention of the man who has charge of the safety work in the small plant, or any other safety man. Mr. Barr : On page four, under Compressed Air Machinery and Equipment, no mention is made of a safety valve so adjusted as to prevent pressure above a certain number of pounds being used. 248 Nineteenth Annual Safety Congress Chairman Tefft: Wc could put in there, "Do'not use over 100 pounds pres sure." Mr. Barr: In some places we may have to use over 100 pounds, but mention of the safety valve should be made. Chairman Tefft: Is it necessary to use over 100 pounds pressure? Mr. Barr; Not always, but in some operations you have machinery driven by a pressure over that. Mr. Clover: Why not make a notation not to use the air pressure over the amount specified by the makers of the machine? Mr. Barr: Reducing valves are generally installed in various departments. In our cooper shop ate is needed for testing tierces and a reducing valve can be in sulted which will prevent a pressure greater than the three or five pounds needed. E. E. Drews (Libby, McNeill and Libby, Chicago, III.) : Is it good policy to specify any cerUin amount of pressure? You may have some equipment that may only take 50 pounds pressure. It may be a home-made tank. If you specify 100 pounds pressure, somebody may follow that literally and blow up a tank. Chairman Tefft: I get your point, and will make the necessary change in the code. Mr. McClellan : t want to call your attention to the bottom of page four, the matter of Conveyors. It says: "Permit no adjustments or repairs to be made while conveyor is in motion." and it gives other instruction* there. We have gone further than that. We have railed our conveyors. We have put warning signs over our conveyors, and yet we have had three or four bad accidents, and bad accidents, where men have been crippled and never will be able to have the permanent use of their limbs. To prevent the recurrence of similar accidents we have charged our conveyors so that if a man catches his leg between the conveyor and the draft roller an angle iron pushes the roller up out of the way. Chairman Tefft: I will make a note to insert mention of a device for preven tion of accidents on conveyors. Mr. McClellan: I would include something about safety operation at the end of the conveyors. Chairman Tcrrr: One item suggested under "Conveyors," is; "Provide warning signs that can be placed on covers of starting boxes, or at switch apparatus. If possible, provide padlocks so that repair men can keep switch under control." veMyorrs. .McClellan ; I think mention should be made of push botton control for con Chairman Tefft: You mean something about having a push button control handy to the man operating it ? Ml Brainard: Instead of having a remote control, have a push button at both ends. I think that is very important. Mr. McClellan: Not only within reach of the operator himself, but possibly further up at the head of the conveyor, or further down at the other end of the conveyor. Just so that it is near somebody working there. Such an arrangement has prevented at least one serious accident in our plant. Chairman Tefft: We will include under "Conveyors" reference to push button control. Mr. Barr : On page five shouldn't you say "Cover screw conveyor troughs ?" In our tank houses where we use screw conveyors, we have push bottoms at the various points where the men feed the product from the tank to the conveyors, so if anything should go wrong, all a man has to do is push a button to stop the conveyor and be has to go to the other end of the conveyor to start it. Chairman Tefft: We should be careful to state that the push button control is convenient to the operator. Packers and Tanners Section 249 Mr. McClellan: This will show the value of convenient push button control for conveyors. We have one conveyor running almost the full length of a room and right opposite the middle of it is a fire escape. If any one wants to get to that fire escape, if he is working On the other side of that conveyor, he must run way around one end of the conveyor and down to the fire escape unless he pushes a button opposite the fire escape and stops the conveyor and then go over the conveyor to the fire escape. Chairman Tefft: How would it do to say "push button control at convenient and necessary points?" Mr. McClellan : That would be all right. Chairman Tectt: Under Cranes we had the suggestion that we should placard cranes to indicate the lifting capacity in pounds. Under "Drinking Water" we had a suggestion that to include drinking fountains or individual cups. Mr. Owen: I suggest that the use of the common drinking cup be prohibited. Chairman Tam: We will do that. Mr. Barr: Under Dryers, I suggest that comment be made with reference to the removal of projecting set screws on collars. Mr. Brainard: I believe that might go ia there, although it is well to mention It for all shafts. Chairman Tefft: Under "Dryers" should be a statement, "Each man repairing or inspecting a dryer shall be provided with and use a lock to fasten the switch in the off position. Each man shall carry the key to bis lock. A suitable sign should also be hung on the dryer." Mr. Barr: I believe In the code should be a general item "Tags," under which would be full information as to the use of tags on machinery, hot water and steam lines, valves and other equipment. Chairman Tefft: We can include such an item in the code. Under Dust, do you think some reference should be made to particular types of respirators that are simple, and not expensive? Mr. Brainard: I think we should omit reference to particular types of respira tors. Mr. McClellan : I think the subject is covered in the code under the item "Re spirators." :Chairman Tefft In some plants I have seen men working in fertilizer cars, many times with just a rag tied around their mouth, and not always that. There is certainly a health hazard there that can be very easily overcome by the use of a simple respirator. Mr. Barr: On page six under Electrical Equipment, is the sentence, "Inspect equipment frequently." I think all portable electric toots should be sent to the shop for testing at least once a month. Mr. McClxllan : That applies also to hand tools. Mr. Brainard: And to portable extensions. While there are some important things under Electrical Equipment, I believe in that paragraph we should emphasize the fact that 110 volts can kill a man. Any electrical circuit should be Considered alive unless it is definitely known to be dead, Stewart J. Owen, Jr. (National Safety Council, Chicago, III.): The National Safety Council is making a special study of the hazards connected with the use of low voltage. The records show 107 fatalities have been caused by such electrical current. Ml Barr : It is common, especially in large industries, to hare machinery removed from a certain location, and the wires are generally cut off, taped up, and may be disconnected in the switch box. Then as time goes along, something may go wrong 250 Nineteenth Annual Safety Congress with the electrical equipment, ami the electricians will go to the switch panel, and they can t locate the trouble, so they will hook up the various wires that are not connected, and then they fail to disconnect them again. To overcome such conditions, in addition to disconnecting the leads in the panel box, we have placed tags on the circuits indicating where they lead to and that the machinery has been moved, thus indicating the lines are dead and are not to be hooked up. By strictly following this practice dead lines are not hooked up and the possibility is avoided of someone taking hold of a supposedly dead wire. McClellan: 1 think that under Electrical Equipment should be a line as follow's: "Make frequent inspections of all electric fuse boxes." Chairman Tettt: I wOl make a note to inspect fuses and fuse boxes frequently. Mr. McClellan : Only eanburm* employees should be allowed to fix electric lights or replace fuses. Chairman Tettt. Lets make i* tricians." Let's say: "Only by competent elec* Ma. Drews: That i* tW rule wr follow in our Mr. Bmaixar*- ] dua'i Imov whether this is pertinent, but bow about the use of a fuse palter' Mr. McClellan Thry Imve Urea niiga id aad found satisfactory in our plant. Chairman Ttm tt *H. we writ rev tfcut care should be exercised to obtain the proper type uf puttef , W W*n<i4 type. Mr. Birr. u. aim yuv qmUI w* i*y tki,: "\Vhtn machinery has been disconnected or ahaadnusd. fihr oi the wire* of the circuit should be taped and the circuit suitably tagged Ru irii. ac foe wire* arc dead and are not to be hooked un. Mr Bam: Ye*. 1 Mr. McClellan C'wder lavaau**. we shuuM say something about blocking a car when a man * <tw* m the pit *. a to avoid the possibility of his being crushed by the counterweight*. Than a rigid refer in oar plant. Chaiimax Tcrrr: We wifl aaak* a note of ** Mr Drews: Also the elrvator should be lucked when not in use. Chairman Ttyrf: That can gu in. tou. Mm. McClellan: It is very important that the front half of a freight elevator car tup be hinged to permit it to fall hack readily should it strike an object as the car descends. Chairman Tettt: All right. We will say that the top should have the front half hinced. in order to eliminate shearing hazards. Mr Barr: We should also include under that part relating to elevator cars, the statement. "Elevators having winding drum machines should be provided with a slack cable which will cut off the power and stop the car if the car is obstructed in its de scent. Chairman Tefft: We will put that in. Mr. Barr: An emergency stop switch which will cut off the source of power should be installed in the car adjacent to the operating device for all electric eleva tors so if anything goes wrong with the controls. Mr. Oven: Grating or flooring should be provided at the top of the elevator hoist way either immediately below the sheaves or at the machine beams. Mr. Drews: We lave all ours floored in solidly. Mr. Clover: Ours is the same way. Chairman Tefft: We will put that in. Mr. McClellan : Yes, I would do that, because in some places they have all the machinery up above resting on beams and not closed in. A man oiling the machinery in such a place might fall down the well. Mr. Owen : Reference should be made that all power elevator cars should be provided with effective car safeties located under the car platform. Packers and Tanners Section 251 Chairman Tefft: There is a note here about that, I think. We will make a note to be sure. Mr. McClellan: The subject "Elevator Doors," reminds me of beef drops which are often adjacent to entrances to elevators and which may be mistaken for elevator entrances or for other entrances. Beef drops are exceedingly hazardous because if a person should walk through one by mistake he would undoubtedly be killed by falling down the shaft. We have marked our beef drops with danger signs and pro vided bars across the openings. It is necessary to depend upon the human element to keep those bars in place. I believe information in regard to the proper protection of drops should be obtained and pot in the code at the proper place. Chairman Tettt ; Under Elevators there should be something about the inspec tion of cables. Mr McClellan : Yes. and mention should also be made that the cables be dressed with a enphim compound Chaouax Terrr: The next iar is Emery Wheels. I understand the American Engineers* Standard* Safety Code lor dw use. care and protection of abrasive wheels has recently hews revised. 1 believe any data we have under Emery Wheels should conform to that coda. Mr McClellan - W sw hndi spark 4*mM and goggles at our emery wheels, for tondug up *c TW UfU have a flexible joint so that they can be swung about wfena xcuiiry. Mr Drew*: We nave our ipark shield* fastened on so they can't be moved. Mr McClellan : Czn't you fepve a fexiM* joint on them so you can swing them around? Mr D*rws: No. we don't adjust den at *1L A bar across the top prevents them being mured. Mr McClellan : Well, I don't know whether that is good policy or not, especial ly in a myHint shop where it may be necessary to adjust the shields for different sized objects. Mr BiAiVAao: For some purposes the solid guard can be used, but there are occasions when the flexible guard is better. And then the goggles are essential. Mr McClellan : While we are on the subject of goggles, 1 would like to ask some of the gentlemen here what goggle they have found is the most suitable, the fine wire screen goggle, or the glass goggle? We use both types and carry them in stock. Some men like the glass lens goggle, others prefer the wire screen one. I would like to get an opinion from some one here. Perhaps it is not necessary for us to carry a stock of both kinds. We have been trying to standardise as far as possible. Mr. Brainard: Yes, that is desirable, but it is also a difficult thing to do. Under Exhaust Systems, should we elaborate a little more on that? Here is another case where we refer to the pamphlets. Chairman Tefft: Yes, there as well as under other items we have mentioned only the National Safety Council pamphlet covering the subject. Mr Brainard: 1 think that we should mention exit*. They are important. You might think they would be properly marked and looked after as a matter of course, but it won't be a complete code unless we take care of such items. Do you think there should be anything in this code about rooms in which ammonia containers are located having at least two exits? Mr. Barr: In any room where you have a refrigerant such as ammonia coils, you should have remote entrances. Chairman Tefft: Shall wc say that two exits shall be provided where excep tional hazards exist ? Mr. McClellan: You don't want them in the same end of the room. 252 Nineteenth Annual Safety Congress Chairman Tefft: Well, we will say two, at least, easily accessible exits, at op posite ends of the room. Mr. Brainard: Yes, I think that is very important. Mr. McClellan : Under this heading Floor Openings, do you think the informa tion given is sufficient ? Mr. :Brainard I don't think it is. Mr. McClellan: I think we should elaborate more fully on the subject. 1 have in mind, for instance, an opening where you have a trap door, using it to lift stuff up and down. Mr. Clover : Shouldn't floor openings be placed in the same class with well holes and elevator pits? I believe it shouldn't be under Belt Guards at all. Mr, McClellan: I suggest the subject be referred back to the Accident and Fire Prevention Committee to decide. Chairman Tefft: Under Gas Ovens you suggested rcntilatioo with outside air. Would that mean a hood just over the oven? :Mjc McClellan Yes, that's the idea. Chairman Tefft: 1 had best say also, "Place a hood over the oven and ventilate with outside air." Mr. McClellan: I don't think we have covered the subject Gasoline Torches enough. Mr. Bp.ainau>: I think that ought to be referred back to the Accident and Fire Prevention Committee. You can have a bad catastrophe with gasoline if you don't watch out. I read recently where a whole town was wiped out up in Wisconsin .by a gasoline fire. Many of these plants receive gasoline in tank cars. They unload the tank cars by means of gravity systems instead of ptamping them out. Sometimes when other cars come in they bump the gasoline car and break a connection, and you have gasoline spilled all over the street, with a good possibility of a fire. Mjl McClellan: I think that subject should go back to the Accident and Fire Prevention Committee. Chairman Tefft: All right We will take care of that Under Guns (Spray), you made a notation. What did you have in mind, your chemical respirators? Aft. Barr: A cartridge respirator, or canisters. It is covered in the National Safety Council Safe Practice Pamphlet, but 1 think it should show more information than we do under this caption. Mr. Brainard: 1 have this note ou Hand Tools: "Do not bold a chisel with your land when the chisel is being driven by a sledge hammer. Always use tongs or some special chisel holder." Mr. Tefft: Perhaps we had better put it in the positive form and say: "Always use chisel holder." Mr. Barr, you have a question noted about approved type of Hasher Bowls. What is it you do not understand? Mr. Barr: What are approved types of bowls? :Chairman Tefft Well, we know of two that are all right Mr. Barr: I put the question there so you would bring it up today. You say to use the approved type of bowls, but you don't say where a man can find what is the approved type. And approved by whom? Mr. Fries : We had to put a big frame around ours, and you can put more meat in it now. It ts approved by the Pennsylvania Department of Labor. Mr. Bam : I tyauld suggest that be referred back to the Accident and Fire Pre vention Committee to be made right. Let them decide that. Crairman Tefft: All right, we will do that Mr. McClellan : Yes, the hasher bowl Is a very important thing in the industry, and it also is a very hazardous implement. 1 think it ought to be covered very thor oughly. Packers and Tanners Section 253 Mr. Barr: We don't permit oqr employees to feed hashers by hand. We provide them with hand paddles. Chairman Trrrr: Yes, but do they use them? Mr. Barr; In most cases, yes. Chairman Tefft: You can't rely on them, though, can yon? Mr. McClellan: No, you can't. It is simply another case of where you must rely on the human element Chairman Tefft: Well, now, let's go to Ice Crushers. They are dangerous machines and it is a wonder that more injuries haven't occurred around them. Mr. McClellan: A round table discussion on the hazards of Car Icing is sched uled in the Refrigerator Section today. I would like to hear it. It might be inf esting to some of the other gentlemen here. 1 think there should be something in the Code under the head of Icing Cars about accidents doe to gaps in cars. We have a way of handling such a condition that is pretty good. It may not be fool proof but we think it il good. I would like to find out what other people are doing in that respect, because it is a serious situation. Where we have a gap in the cars, we have a sign made, and as the man comes along pushing his bucket ahead of him. he will hit that sign, and it wilt jar him. It is placed about fifteen feet back from the end of the car. Of course, the physical layout of the plant makes for gaps at times, and 1 would like to get some information on how to better avoid accidents in these places. Our sign with the word "Stop'* is on the running board on top of the car. Chairman Tefft: Do you think we ought to try to develop something more on the subject of Icing Cars? Do you think we ought to elaborate oo it a little? Mr. Brainard: I think we should. Chairman Tefft: Well, I will try lo develop something on it for you. Mr. Brainard: Under Jacks I think wc ought to mention that lifting jacks .should be placed securely on a solid footing. And also a man should not be allowed to crawl under a load supported by only one jack. CHAtBMAN Tefft: So if one jack should give away, the other would stilt support the load. Mr. Brainard: There is danger in lowering the load. A man should keep his hands and feet clear. Sometimes a jack kicks back. Chairman Tefft: On Ladders, what have you to say? Mr. Owen: Under what conditions would you require safety belts and hooks as recommended at the bottom of psge 12? Mr. McClellan : Suppose a man Is working at the top of a thirty or forty-foot ladder, and has to ruse both his hands over his head to do the job. It is just the same as a pole climber who puts on his Mg leather belt, and hooks it around the pole. vl digs himself in with his spurs, and then docs hit work. That is what we had in nund here. Mr. McClellan: Don't you want to say something about hooks on the top of the Udders on a job like oiling shaftings? Very often a straight ladder is placed up against the shafting. Chairman Tefft: That is taken care of under Offing, Mr. Brainard: Just a moment before we pass on, please. I don't see anything about Manhole Covers. Isn't it possible that we might want to say something about that? Chairman Tefft: You mean work up some material on that? I will make a note of that We will also put a note under Ladders, "See Oiling." Mr. McClellan : I am not satisfied with Machines, especially Casing Cleaning. Chairman Tefft: We had a man lose an arm on the spoke hazard. Mr. McClellan : We have had three or four accidents. 254 Nineteenth Annual Safely Congress Ms. Bbainakp: Let's refer that back to the Accident and Fire Prevention Com mittee. Ur. McClellan ! I think we ought to do that. I think this whole Section of Machines ought to be given a lot of attention by the committee, especially under Casing Machines. We have put a new device on the Casing machine in one of our departments, so that we can stop the machine in a jiffy. We have a hand brake on it. Chaibman Tefft: Yes, they are bad machines, especially because of the fluted knife. Mu McClellan : Under Oiling, on page 14, there is nothing mentioned as to tlie particular type of can to be used. Chairman Tefft; You mean the long nose? Ma. McClellan: Well, 1 don't know about that, especially, but I recall we KaH a fellow who had to have a kidney taken out because he fell on a straight snoot and it punctured him. Ckaukan Tefft: It states here: "Provide long spout, gravity flow or forced feed oil cans to enable the oiler to stand in the clear of the moving machinery." Mr. :Dark When a small hand can is used the snout should be curved. Mr. McClellan : Either that or a flexible tube. Chairman Tefft: Very well, I will put something in there about that Mr. McClellan: On page 15, under Portable Electric Equipment, the notadoo should be made that such equipment should be looked after by the electrical shop. Mr. McClellan : Under Platform Loading the statcmoit is made: "Provide proper clearance for railroad cars," but no reference it made to the of the cars. Mr. Bratkard: 1 think we should call attention to the fact that clearances thooM be in accordance with statutory regulations. Ma. McClellan : The Interstate Commerce Commission Act requires that certain clearances between the cars and the platforms must be provided. What 1 hare in mind is runways from the cars to the platforms. Ma. Braixako: I think the Accident and Fire Prevention Committee ought to take that up. Chairman Tefft: Under Railroads had we better mention the color of the .flag? They usually use a blue flag. Ml Brainaad: Might we not suggest the blue flag which fastens to the trade, rather than the one you stick in the tie, because the latter is likely to be blown over by the wind, or it might not be set right so it can be seen. And again, nobody should move that flag but the person who has authority to do it Mr. Drews: Should we not also say to be equipped with a lantern for the night? Chairman Teftt: Yes, we certainly should do that. The lantern should be blue, of course, for the night work. Mr. McClellan : I wonder if anything more should be said with regard to Rail Switches for Overhead Rails. At one plant where a switch broke allowing a heavy load to drop, we had to install steel switches. Chairman Tefft: How would you reword the information given? Mr. McClellan : I think it is something for the Accident Fire Prevention Com mittee to work out. Mr. Barr : I think we might also insert there something about the inspection of overhead switches. Lots of times they become loose in pushing cars over the rail. I think the committee can draft something on that. Chairman Tefft: I don't think wc need to dwell on Prone Method given on page Id except to insert the Iteading Resuscitation. Everybody seems to be familiar with it. Packers and Tanners Section 255 Under Revolving Knives it has been suggested that we put in the following: "Or sheet metal guard with small screened opening to show position of knife." Mr. McClellan : Yes. That would be all right. Chairman Teftt: Gentlemen, this room is required for a luncheon and we will have to give up the room now. Mr. McClellan: I suggest that you mark the page where we stopped, and if it meets with the approval of the people here, let the Accident and Fire Prevention Committee go over the balance of the tentative code, at the time when they put in these new insertions we have talked about here today. Ut BralnAim: With the understanding that those here who have copies of the tentative code go over it later, and send any suggestions or criticisms to the Institute of American Meat Packers to be turned over to the Committee, and these ideas in corporated into the final code. :Chairman Tefft I hope that is understood by alL We will be glad to have the st*gestions. 1 think we have had a very interesting and profitable session here this morning, and I hope you gentlemen feel the same way about. ADJOURNMENT NINETEENTH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL m Paper and Pulp Section Officers 1930-31 General Chairman--VV, J. Brennan, St. Croix Paper Company, Woodland, Maine, f 'ice-Chairman-- A. S. Cook, Price Brothers and Company, Kenogami, P. Q., Canada. W. A. Gleason, Hammermitl Paper Company, Erie, Pa.' M. C. Hoyman, Kimberly-Clark Corporation, Necnali, Wis. W. H. Jennings, Bogalosa Paper Company, Inc.. Bogalusa, La. Annul Murilay, Container Corporation of America, Chicago, III. G. W. Phillies, Tlie Champion Fibre Company, Canton, N. C. Secretary--II. G. Gilson, Oxford Paper Company, Rumford, Maine. Membership Committee Chairman--N. F. Bartlett, Hollingsworth and Vase Com pany, Boston, Mass. Publicity Committee Chairman^-H. D. Banta, Hoberg Paper and Fibre Company, Green Bay, Wis. Statistic* Committee Chairman--E. E. Grant. Tiic Crystal Tissue Company, Mid* dletown, Ohio. Program Committee Chairman--W. A. Gleason, Hanimermill Paper Company, Erie, Pa. Poster Committee Chairman--D. C. Hunter, Oxford Miami Paper Company. West Cnrrollton, Ohio. Health Committee Chairman--Da. Lewis Frecktukg, The Champion Coated Paper Company, Hamilton, Ohio. Contest Committee Chairman--A. Scott Dowd, The Paper Industry, Chicago, III. Engineering Committee Chairman--J. J. Plzak. Consolidated Water Power and Paper Company, Wisconsin Rapids. Wis. Regional Directors-- H. D. Banta, Hoberg Paper and Fibre Company, Green Bay, Wis. W. J. Campbell, Northwest Paper Company, Cloquet, Minn. E. E. Grant, The Crystal Tissue Company, Middletown, Ohio. James J. Hastings, Port Huron Sulphite and Paper Company, Port Huron, Michigan. K. G- McConnell, Defiance Paper Company, Niagara Falls, N. Y. James M. McGivney, Brown Company, Berlin, N. H. Emilie I. Raur, Dill and Collins Company, Philadelphia, Pa. B. D. Rogers, Bird and Son. East Walpole, Mass. F. H. Rosebush. Nekoosa-Edwards Paper Company, Port Edwards, Wis. F. H- Scanlon, Powell River Company, Ltd., Powell River, B. C, Canada. Arthur E. Winslow, Hollingsworth and Whitney Company, Waterville, Mattie. 257 258 Nineteenth Annual Safety Congress Executive Committee:--Officers and K*.knexh L. Faist, The Champion Coated Paper Company, Hamilton, Ohio. John LundricaN, International Paper Company, New York City. W. J. Peacock, Northern Paper Mills, Green Bay, Wis. Samuel Pkuyk, Finch, Pruyn and Company, Inc., Glens Falls, X. Y. GtOMUE Roller, Rhinelander Paper Company, Rhinelander, Wis. oRetiring Officers '*n / Ceneral Chairman--Samuil Pruyk, Finch, Pruyn and Co., Inc., Glen Falls, N. Y. Secretary--N. F. Bartlett, Hollingsworth and Vose Company, Boston, Mass. ViceChairman for Canada--A. P. Costjcane, Ontario Ptilp and Paper Makers* Safety Association, Toronto, Ont., Canada. Vice-Chairman for South--G. W. Phillip*. The Champion Fibre Company, Canton, N. C Vice-Chairman for Extreme South-- W. H. Jennings, Bogalusa Paper Company, Inc., Bogalusa, La. Vice-Chairman for Middle West--F. H. Rosebush, Nekoosa-Edwards Papdr Co., Port Edwards, Wis. Vice-Chairman for East---B. D. Rogers, Bird and Son, East Walpole, Mass. ViceChairman for Pa^er Box Manufacturers--H. C. Sackkit, Alton Box Board and Paper Company, Alton, III. News-Letter Editor--W. J. Bbennam, St. Croix Paper Company, Woodland, Maine. Chairman Health Research Committee--J. J. Plzak, Consolidated Water Power and Paper Company^ Wisconsin Rapids, Wis. Chairman Poster and Slide Committee--A. Uubekhav, Fort Howard Paper Co., Green Bay, Wis. Chairman Contest Committee--A. Scott Dowd, The Paper Industry, Chicago, III. Chairman Engineering Committee--D. D. Thikkielo, The Sorg-Oglcsby-Smith Paper Company, Middletown, Ohio. Regional Directors--Maine-- Alvin Rxcord, International Paper Company. Chisholm. Maine. Massachusetts--A. S. Wilson, American Writing Paper Company, Holyoke, Mass. Michigan--C. E. Torrance, Bryant Paper Co.. Kalamazoo, Mich. New Hampshire--J. J. Trllmgton, Brown Company, Berlin, N. H. New York--R. S. Turner, West Virginia Pulp and Paper Co., Mechanicsville, N. Y. Pennsylvania--Emilte I. Raub, Dill and Collins Com pany, Philadelphia, Pa. Ohio--Ernest Augustus, The Mead Corporation, Chillicotlte, Ohio. Wisconsin Valley--Y. W. Braun. Employer's Mutual Liability Insur ance Co., Wausau, Wis. Tuesday Morning Session . September 30, 1930 SAMUEL PRUYN, Chairman Finch, Pruyn & Company, Inc., Glens Falla, N. Y. The first session of the Paper and Pulp Section of the Nineteenth Annual Safety ciNivencd with Mr. Samuel Pruyn, Finch, Pruyn & Co., Inc, Glens Falls, X. Y-. presiding. :Chairman Prcyn 1 was asked by Mr. W. H. Cameron to make some announce ment regarding the Membership Campaign conducted by the Council during the past year. You know, you were all asked to help out in it. A lot of form letters were sent out. both by the Council and by the chairmen of the various Sections, and the net result was an increase in membership of 877 for the whole Council, and a total increase in incoroe of about $22,000. Our Section showed a very small net increase, but we secured 40 new members, Paper and Pulp Section 259 the difference being made up by cancellations. Some mills cancelled because of consolidation with other mills. We have had plenty of literature from the Council, and we have had an excellent News Letter sent to us every month, and anybody reading this material is very well informed on the progress the Section has made. Last year 1 was so very much impressed with the work of BUI Peacock that I asked for a vote of thanks. I am going to ask for the same vote from this organi zation for Walt Brennan, who served for the past year as News Editor. W. J. Peacock (Northern Paper Mills, Green Bay, Wis.) : I'd like to have that cantata the heartfelt thank* of the chairman of the Publicity Committee. :Chairman Pruyn Motion made and seconded. AU in favor signify by saying "Aye". Motion carried. The first thing on the formal program today is the re ports of the Regional Directors. Report from Maine Regional Section By ALVIN F. RECORD Regional Director As Maine's Regional Director, I am very pleased to report **Continued Progress" from this section. On January 22nd of this year was held our Second Statewide Safety Conference. Like the first, this was held in the State House at Augusta. The following organi zations through their efforts and co-operation were responsible for this conference: Maine Department of Labor and Industry. Associated Industries of Maine. Governor's State Safety Committee--Industrial Group. Paper & Pulp Section, National Safety Council. American Society of Siafcty Engineers. We had at this conference some 12$ registrations representing sixty-two firms and organizations scattered throughout the state. Considering this meeting was held in mid-winter when roads were unsatisfactory for auto travel, we were agreeably sur prised at this registration. This conference was a one day affair and the subjects covered were of a general nature applicable to all industries. Interesting talks and papers were presented by Mr, Julien Harvey of the Council, Mr. Morris of the Liberty Mutual Insurance Com. piny, Mr. Noyes, Central Maine Power Co., Dr. Janies C. Graves, director industrial surgery. Travelers Insurance Company, and our own "Bill" Brennan, News-Letter editor for our section. We believe much has been accomplished through the two conferences which we Have held. In my estimation and others who are in even a better position to judge, the results accomplished will be far reaching. Wc have definitely interested a large group of men, numbered among whom, are many of the large employers of labor in the state and men of influence connected with business organizations. Our labor Commissioner reports that he can positively see a marked difference in his visits around the state, and that safety is growing rapidly. A Legislative Committee has been appointed from the Governor's Safety Council to add to the department of labor a Safety Engineer to work among the various In dustries to co-ordinate and supplement efforts already being made and to encourage new ones. It is the intention of this committee lo work up a set of safety codes which will later be incorporated in our Labor Laws. Also as a direct result of these meetings have been added several good member ships to the council. 260 Nineteenth Annual Safety Congress The general reaction throughout the state regarding these activities is excellent. In fact there is today a marked insistence on the part of those who have attended our past conferences to have another this fall, preferably in November before auto travel becomes a problem. I think this section can take quite a bit of pride in its part in these meetings. The co-operation of the Council through Mr. Burns and Mr. Harvey has helped greatly in making these successful. It is my hope and expectation to see Safety come into its own in our state in the next few years. The hardest part is over. Interest is growing. All is serene on the Maine front. James McGtvnev (Brown Company. Berlin, N. H.) : Mr. Tellington did not attend the Convention, and has asked me to report for him. As far as conferences go. the Slate Board of Labor Bureau has reported a slight decrease in accidents this past year in the State, and the Brown Company, on top of the SO per cent decrease last year, enjoyed 25 per cent decrease this year; that is, up to August 12th, and on that date the most serious accident, the Brown Company has ever experienced since 1868, when the company was started, occurred there, and because of its unusual character and tragic results I consider it a painful duty to say just a word about it. On that day, a vertical strap of the bottom course of a digester failed, causing it to explode, and two men were instantly killed at the time, and eight others were seriously injured. On the following morning another man repairing a steam pipe was seriously burned, and died ten hours later. An immediate investigation was started, and it was found that the steam charts and temperature charts, were normal, and that the digester had been inspected about a month before. The company retained two eminent metallurgists, and they worked in conjunction with the Research Staff and the Engineering Staff of the company. In various tests they found that the strap was of poor quality, had weakened, and that was the main cause of tfxr digester failure. About fourteen years ago there was a similar accident in Eastern Canada, from exactly the same cause, and I understand that since that time all digesters are now of the double strap variety; that is, they are nude of double strap instead of a single strap, putting a strap on the inside as well as on the outside, to hold the sections together. Cbaikmax Pruyx: Is that just since your accident? Mil McGr. NEt: Since fourteen years ago, but the digester that exploded was in stalled in 1906; and. incidentally, I understand a large majority of the digesters in the country are of the single strap kind. The shell of the digester was in very good shape. The ooty weakened part was around the strap, so the company plans to remove all single strap digesters and install double strap ones, and a complete report of the explosion will be out soon, and iwiM be of special interest to (his Section, and no doubt it can be obtained through the National Safety Council when it is brought ouL :Charuax Puyx That is very interesting, and I. am sure that report contains very pertinent information for many of us here who have digesters. \\\ F- Asnc (Thihnany Pulp & Paper Co, Kaukauna. Wis.): It is really hardly necessary for me to make a Fox River Valley report. Our Wild Irish Rose, over here. Walt Broman, gave a very complete report in his News Letter of the Fox River Valley activity. We had, on June 4tl. oar usual .Annual Safety Council Meet at Green Bay. The chairman of the Pulp & Paper Section was Mr. H. D. Buta, of Green Bay. and I hope his name is going to be presented to the Nominatnig Committee as Regional Director for Fox River Valley this next year. J think unquestionably we had the best safely conference to 1930 that we have Paper and Pulp Section 261 ever had. Not quite so large as usual. Of course we include not only the Pulp & Paper Section but also we have the Woodworking, the Metalworking, and Public Safety Sections. But in the Pulp & Paper Section we had a registration of 300. That means that alt the mills in the Valley simply stripped their mills of foremen on that day and sent them all to Green Bay. Our own mill, I know, did that. Wc had thirty men there, and from the registration from other mills I am certain they hadn't many left in their factories. Our foremen, when they came back from the conference, told me that they had never been to a conference where they got so much concrete information that was valuable to them immediately. A number of suggestions made tiiere, a number of ideas the fellows got, were put into immediate effect, and were of real value. Fox River Valley has had, now, six Annual Safety Conferences, and we expect to have about sixty more. R H. Scanlon (Powell River Co., Ltd., Powell River. B. C., Canada) : There are about 61 pulp and paper mills in British Columbia, Washington. Oregon, and California, and of the 61, a year ago 24 were members of the Council. After you boys all wished this job of Regional Director on me last year I persuaded my Com pany to stage a one-day Safety Meet at Powell River, which was done on February 12th of this year. We invited representatives of every pulp and paper mill on the Pacific Coast, from British Columbia to California, inclusive, to attend this meeting, and I want to say that distances out there between the mills are somewhat greater than between your mills jQ tlie east; and out of the 60 we did get 20 representatives to meet with us at Powell River, m a day of safety. It was a great meeting, and I organized a sub-committee to handle safety matters on the Coast. We had a Membership Committee, for instance, and one or two others, ' The results of the work of the Membership Committee were three new members. VVe got one out of British Columbia, the Westminster Paper Co., and two out of Washington, the Puget Sound, at Bellingham, and Shaeffer Box Company, at Tacoma, Wash. These are three new members in addition to the previous number of 24. We have quite a lew prospects, as you may well gness, and our company, the Powell River Company, has invited the delegates to .again convene with u$ next Spring some time, and I hope that that meeting will add more stimulus to the Safety work on the Pacific Coast. CaAnaas Paurw; That is fine. That is the first report we have ever had from the Far West. J. J. Puai (Consolidated Water Power & Paper Co., Wisconsin Rapids, Wis.) : For the benefit of those wlio probably were not present last year when I made my report on Chrysoidine Peach Color Dye, T will just review it briefly. Chrysoidine, as you know, Is an aniline dye, one of the aniline compounds, and as we all know continued and prolonged contact with aniline will cause anemia. It was for this reason tliat the topic, or tlat the research work in chrysoidine was chosen by me. This is the third year, and tle last year of the work. Tle report and research work is now complete. You will recall that the experiments that were conducted were undertaken first on white rats, then on guinea pigs, and then, later, on a human being himself. You may wonder about the latter, but that was a very simple matter, because the human being was handling the dye, and therefore it was very easy to have your test made on the human. Another year of experimentation on white rats and guinea pigs did uot reveal any thing new. It still showed that chrysoidine dye was excreted by the kidneys, and 262 Nineteenth Annual Safety Congress that it did stain the skin, and after the man handling the dye was off the me of the dye for that particular run for two weeks or so, the stain disappeared. As far as the medical examination of the human being is concerned. that was somewhat the same as last year. I wuo't burden yen with that long report again, but finally, after being off die dye about nine month*, our company discontinued the making of peach colored paper, and therefore vc had oo farther use for chrysoidine, and with no other companies sending me reports, 1 was unable to continue the work so far as human being* were eoocenacd. However, the experiments were continued on white rats and guinea pigsWhen the men had been off the dye far (doe months, f had the three men handling it checked up, and found that they were normal and that the variation in blood pres sure--you will recall there was a slight increase in blood pressure as shown in last year's experiments--that the blood pressure was normal, and practically the same as during the time that they were handling the dye, so I am willing to go on record now as saying that insofar as toy three years of research work on Chrysoidin*. goes, that it does not affect the worker or his hettth, outside of the fact that the dye itself is excreted by the kidneys, which is (he function of the kidneys. How many people here are making peach colored paper? (Pour hands were raised.) In what quantities? That is, docs one paper machine make it throughout the year? R. H. Scanlon (Powell River Co., Ltd, Powell River, B. C, Canada): So far as we Are concerned, we only make it occasionally. Mb. Puak: That is usually the way. Only two or three weeks at a time. Report of the Committee on Health Research By J. J. PLZAK Chairman You are all familiar with the work that is being done by the Industrial Health Section of the Nations] Safety Council, and you all, no doubt, are familiar with Or. G O. Sappington, who is the Director of the Industrial Health Division. For your information I have compiled some statistics that may amaze you. Now these come from our own mills, four mills, Wisconsin Rapids Mills, Baring Mills, Stevens Point Mills, and Rapidton Mills. I am not going into the details of each month as I have it outlined ltere, but t shall give you the total for the year 1928, for the number of days lost due to sickness by men in our mills. In 1928 we had an average of 985 workmen working in these four mills, and they lost a total of 4,452 days. In 1929 we had a total of 987 men working, and they lost a total of 4,478 days. For the first six months of 1930, we had an average of 1,115 men working, and they have lost a total of 2,050 days due to ill health. Kow, 1 wouldn't like to give our accident statistics, because you might feel that I was boastful about then, but I will say Out wc arc losing, in our mills, ten days due to sickness to every day lost due to accident; gentlemen, it is high time that we as industrialists should do something about the health of our workers, regardless of whether it is from our own plants or whether it b insofar as their own physical defects are concerned. Jn order to help this work along in the Industrial Health Division we have out' lined what is known as a "Health Work Plan*, which can be put, understand, oo a part-time basis. When we talk about Itealth work--and I mean when the Industrial Health Division talks--l will quote them rather than myself at the present time--we talk about it on a part-time basis, and we don't want you to picture a beg clinic Paper and Pulp Section 263 hospital in your plants with a doctor in charge and two or three nurses. What we mean is that you call in a doctor probably once or twice or three times a week, for an hour a day, and have him examine your men; possibly have a nurse hired for full time work. The minimum requirements for this work arc four; first, the health information for employees, through educational means, your plant publication, the National Safety Council material, posters, and many other forms and propaganda that can be used in circulating health information; second, physical examinations, that, of course, to be conducted by the part-time doctor; third, first aid to illness, that is, dispensary service, which would be of the minor type--for example a man complains of a headache in the morning, and you have a first aid station; the nurse, under the doctor's supervision, understand that I want that very emphatic, the nurse under the doctor's supervision probably thinks that he has a cold, and the doctor treats him for a cold that is coming on, and possibly 99 times out of 100 he is cured, whereas if you didn't apply first aid for illness lie might come down with a cold or pneumonia or any of the other diseases; fourth, referring the sick patient to the physician and chccking-up system. That is, the patient comes in and probably indi cate* by his symptoms some disease, and the doctor examining him refers him to his own family physician, with a complete diagnosis of what he finds in his case. After the family physician has diagnosed the case, and after tbe family physician has treated the case, then the company doctor, the examining physician, asks that this man return for a check-up in thirty days, or sixty days, or whatever the case may be. That is the outline of health work oo a part-time basis, and I really wish that we as a Section would do more along the industrial health way. And those of you wlio have any questions whatsoever on a system, please feel at liberty to write or call on Dr. Sappioglon. He will be more than glad to help you out :Chauscan Proym The next on the program is a report by the Committee on Paid Secretary. Report on Full-Time Secretary Progress By W. J. BRENNAN St. Croix Paper Co,, Woodland, Maine Upon the motion of Mr, John Lundrtgan at the Chicago Congress of last year the Pulp & Paper Section again considered tbe matter of a full-time secretary. Follow ing brief discussion the chairman appointed a committee consisting of Ernest Augus tus, M. K. Hoyman and W. J. Brennan to study the proposition and to report on ways and means of raising the requisite $10,000 annually. This is a report of com mittee progress. Before adjournment at Chicago several informal discussions were fold by the committee and the matter of financing considered from several angles. At the mo ment an assessment on the "per man employed" basis seemed most feasible. The full-time secretary question was next discussed at the Executive Committee sessions. National Safety Council, held in New York last falL The consensus of opinion seamed to be that a great portion if not all the funds would necessarily have to corns from the American Paper & Pulp Association and kindred organizations. In view of this plans were made to enlist die Section and particularly the Regional Directors in a drive upon regional paper associations and managers with the Idea of building up a favorable sentiment against the time when the matter would be submined to the National Association. The News-Letter gave considerable space to this and urged that speakers get before trade meetings, personal calls be made on executives and that each Regional Director be responsible for putting the idea over in his own territory. 264 Nineteenth Annual Safety Congress The Section is indebted to W. Dean Keefer, chief engineer. National Safety Council, for having volunteered to interview Mr. Jesse H. Neal, genera! manager, Ameri can Taper & Pulp Association. In an informal way and without any specific propo sition to present, Mr. Keefer spent nearly two hours with Mr. Neal and enlightened him considerably as to our aims, needs and the functions of the Council. Mr. Neal was Interested, agreed to discuss the matter with members of the executive board and later inquired of a Section having a full-time secretary as to his value to them. The ice has been broken through the commendable enthusiasm of Mr. Keefer. We arc indebted to him. A valuable suggestion of Mr. Keefer's should be acted upon by this assembly. HH suggestion is that a contact be made with the members of the A. P. P. A. Executive Board, either by individuals or by a committee and in chat way make it easier for Mr. Neal to sell the idea to them. Paving the way in this fashion will certainly make progress easier in the future. A few minutes spent with Mr. Neal when mem bers arc in New York will serve to keep the idea fresh in his mind and impress him with uvr seriousness. Jt would seem that the proposition at present resolves itself to the fact that a gen eral enthusiasm must be created throughout the paper trade for a full-time secretary and that the most prominent men in the industry must support the idea before the American Paper & Pulp Association. The committee cautions against a hasty action or presentation of the idea' without the requisite background of enthusiasm. A re fusal due to a poorly presented case or half-hearted support from the trade majority will postpone, if not completely kill, our chances indefinitely. All our guns must be brought to bear and the matter introduced by an outstanding figure in the industry if we are to succeed. There is a distinct undercurrent of feeling throughout the Section that the National Safety Council should be considered when recruiting funds, some feeling that a spe cific service would be more to the point than the general assistance now rendered. Our fees to the Council total $11,000 annually and come from 200 sources. It is not impossible that trade publications would consider a donation in view of the return they would receive from this news-gathering source. It is our opinion that nothing will come out of the proposition if the Section as a whotc does not get interested in this matter and do missionary work for the cause. The response to News-Letter appeals has been practically nil and no information is available even after a year of campaigning as to the attitude of tlie majority of mitlc. As we see it, the matter hinges upon widespread interest. The A. P. P. A. cannot refuse if an overwhelming sentiment demands it. This sentiment must be created by the hard work of each individual. We, as a committee, hope -that a radical change in the general interest in this matter characterize another year's work on this Important subject. Chairman Pbuyn: We have 233 members in the Paper 8c Pulp Section of the National Safety Council. In that 233, we probably have at least 185 or 190 paper companies, and I think that every one of us who is affiliated with the American Paper & Pulp Association should use his best efforts with the executives of our various companies, to at least get their reaction on it, and have them use their best efforts to put this tiling over. F. H. Rosebush (Nekoosa-Edwards Paper Co., Fort Edwards, Wis.) : Mr. Chairman, the thought that has been running through my mind U to what extent we can interest the American Paper & Pulp Association in having a man from this Section; whether the question is going to occur to them that they may, perhaps, be jpending a lot of money to help us out, and what logical reason are we going to put up to them that they should spend this mooey to help this Section out, unless the representation in the American Paper & Pulp Association and the representation in this Section is somewhat parallel? Paper and Pulp Section 265 W. J. Peacock (Northern Paper Mills, Great Bay, Wis.): I don't think we will get anywhere until this Section has some very definite plan of its own, and it seems to use, from the discussion that we hare had heretofore, that we arc not entirely definite in our own minds as to how we want to go at this. I took this matter up with our own company, and 1 think that the point that Mr. Brennan raised there, about the ground not being properly prepared for this, is very true. I think tliere's got to be enthusiasm before we can cither get the American Paper & Pulp Associa tion interested, if at all, or the members represented in this Section. Chairman Pawn: It seems a very close estimate will have to be made of the cost of a full-time secretary, salary, traveling expenses, etc., and then the Committee will lave to outline the exact benefits that can be derived from such a secretary. I think the new officers will continue this Committee, and get somewhere this >**. M*. Rmocss : Personally, I can't sec how we can ask the National Council to pal the money up for a secretary for this Section, nor can I conceive of their lower ing any dues for us. I don't believe they are making any money on this Section, and I think that la lw with what Mr. Gleason has said, what we can ask the Na tional Safety Council for is for advice, to point out how we should go at this, and to give us some help. But it seems to me that the money for this paid secretary has got to come through the efforts of this Section. I can't see any other source for it. If we can interest mills who are not now members, by proving to them that if we get a paid secretary we will have something to offer them, we may get donations from mills who are not now members, and, as has been stated here, incidentally get those mills as members. But it seems to me it is our job, and wc have to face it right here. Chairman Pruyk: The next thing on the program is an address by Mr. Fordyce P. Stanley, who is vice-president of the Glens Falls Indemnity Company. Address By FORDYCE P. STANLEY Vice-President, Glens Falls Indemnity Co., Glens Falls, N. Y. This idea of safety, to my mind, after studying it about fifteen years, has begun to produce results. Not so many years ago I remember when safety work in any industrial organization was a necessary evil. In the early days we had no one who took any great active interest in safety work, and I remember day after day, when I attempted to sell a safety idea to the business administrators of an industrial organization, they didn't believe it They had men working. If they were fools enough to hurt themselves, why let them suffer I That was about the attitude, and you know it I think probably the business in which I am engaged caused industrial leaders to give more thought to safety work than anything else. When you strike Into the coffers of any organisation and can prove to a man that he is losing money by failing to take recognition of the condition that exists, he is quite apt to listen to you. In the olden days, there had never been devised any way of crediting or debiting an insurable risk from an experience standpoint and I believe that Is where we fell down in our business, because there was no great incentive for the industrial man to protect life and limb- If you wanted to go hack still further into the history of this business, you could readily appreciate his attitude.* There was a condition brought to him over which he had no control, and, in fact, one which he fought with every ounce of energy he had. In the early days, industry 266 Nineteenth Annual Safety Congress amounted to very little. It was more of a family affair, where all banded together and did work under a common leader. Things progress' ! nicely on that basis, be* cause it was a family affair. Now that went along very well for a number of years, until the advent of mechanical equipment in industry. Naturally, with the fast-moving machines, with operators unaccustomed to their operation, there begun to mount up a large number of industrial accidents. The employer of labor in those days didn't feel that it was any of his business to be greatly concerned with industrial accidents, because they would happen; but the employee realized, and reasoned with himself and others with whom be was as sociated in industry, "Here is a machine, a piece of mechanical equipment in the plant, which, if it breaks down or wears out, the employer of labor is ready to spend no small amount of money to put again in operation. Here I am, a human being, arid if, because of the high speed with which this machine travels, 1 should lose an arm, a leg. an eye, elc^ I am thrown out on the street and caused to suffer without any compensation." Well, that condition prevailed for quite a while, until there began to float about (and in this, gentlemen, I am back farther than industry in the United States, right at this moment--I ara speaking largely of England), that condition prevailed for quite a while, until there began roaming around the streets nothing but human dere licts, charity cases, mendicants, with no means of livelihood, because industry had crippled them. It was not a good condition. Our standard of living in this country wouldn't per mit us to carry on that way very long, and regardless of the standard of living, in that country of this, commoosense taught the employee that it was up to him to make some organized effort to bring about a condition that would change all this, and he did. We had the advent of organized labor. You had the first organization of your labor union in England, and with it came a change in employment conditions. By this organization means were brought about eventually, much against the will of the employer, whereby he should give some thought to accidents in industry. He had something forced on him that he never wanted to come. I am not now speaking of organized labor. T am speaking of its results. He Had a con dition brought to him which forced him to give thought and recognition to the employee who was injured during his course of work, and he knew that would cost him money. The employer of labor decided that ''there was but ooe way to handle this thing, as long as he was going to be hdld responsible for accidents, ami that was by legisla tion. so he was able to have passed--and the first Act of its kind originated in Eng land. too--the Employers' Liability Act. The firsf Employers' Liability -Act in the United States was adopted in the State of Alabama. Now think that over--the one State in tins Union that had less industry than any other State was the first State to adopt some type of compensation for the employee. The Employers* Liability Act was going to cure all the evils of industry! There wasn't any question about it. It looked good. But you know the results of the Employers' Liability Act were almost nil. It resulted in nothing but trial after trial in the courts, because there was nothing in the Act that said that the employer of labor must pay; and with the old Common Law defenses there was probably ooe case out of about 800 to 900 that really wan clcarcnt, where ti'* Common Law de fenses could not be used, and where the employer was f- . pay without legal action. So that didn't secure results, and what happened? Organized labor again said Paper and Ptdp Section 267 'This is a farce. Now we have got to have something better than this", and then they brought on the Compensation Act; and that again, mind you, didn't originate in the United States. We just followed Continental Europe, tliat is all. Compensation imm had existed there well on to twenty years prior to its adoption in the Uuised States. The first State to adopt the Compensation Act in the United States was New York a 1911, awl if you remember it was declared unconstitutional, because it took a mao's rights away without due processes of law. In the year following, the first to pass aa acceptable Compensation Act was the State of New Jersey. Today* with the exception of three Southern States and two of the Middle West ern States, every State in the Union enjoys a Compensation Act. But the employer of labor didn't enjoy it, because it was compulsory. There were no Common Law defenses. The Law said "You must buy workmen's compensation." That is prac tically what it said. There were alternatives that if he didn't buy he could do certain other things. I mean by that, lie eitiier had to Insure or carry his own risk; but it didn't relieve him from payments stipulated by law. He said "This thing is going to increase the cost of production, We can't afford to pay this money out. We have got to get it back somehow. Sure, we'll charge it Into our product", but every time you put an overhead cost on a product U raises the cost of your product, but not in the same proportion, mind you, to what it costs you. Bear that in mind. So he never had any thought that this thing was a good idea. He didn't believe in H; and why should he be bothering about safety first? He had to pay It anyway. The Law said: "If a man is injured, you have got to pay it." Well, it didn't take us long, in the business of insurance, to realize that if we were ever going to break even on this thing we had to reduce accidents. We had a continually mounting frequency from an accident standpoint. The rate levels we were forced to charge for the busiuess could never catch up with the business, be cause the experience was always from 18 to 36 montlis behind. We spent about $1.50 for every dollar we took in. It was not a profitable business. We were governed by States in the making of our rates, so there was only one way that we could survive. Mind you, I am not trying to take credit for the insurance companies for the re sults obtained by safety work. Don't misunderstand me, because all we did was for the sake of self-preservation. That is all. I will take credit for the companies from the standpoint that they were instrumental in forcing- it. We merely told the employer "If you don't do certain things, we will not carry your compensation, and if we will not carry it, probably no other company will because of its bad experience". He didn't want to carry it himself, and the majority of employers of labor aren't large enough to carry their own compensation risks. So we brought about a condition which resulted in this, "If you improve the work ing conditions of the plant you can get a credit. If your experience is bad, however, you will get a debit." The real task began when an attempt was made to prove how a saving could be made In both man-power and dollars. It was a hard problem to get men to wear gaiters, goggles, etc., In the pouring of molten metal. They laughed at us. Tradi tions, customs, and beliefs of years gone by were so thoroughly inbred in the minds of the average employee that he couldn't believe in this idea of making & "silly" out of himself, to be ridiculed by his fellow employees. Just think what you as safety men have been through. Just think of the necessary education. You had to start with that man as you would a child, and teach him the fundamentals of safety; not tliat be was doing anything for you, because you never got to first base on that; not that he was helping you,,but that he was helping h.trwlf and his family to keep well and healthy. Now of course from that simple 268 Nineteenth Annual Safety Congress beginning there has been built up the present safety spirit in industry. However, I think you should keep in mind that within the next ten or fifteen years the little tot that is running around the house today is himself going to be in industry; and it is quite probable to .assume that he will follow in the footsteps of his father, and if his father is employed by your organization, no doubt the son will eventually be come interested in the same type of work. Now think of the great amount of effort to be saved if you could take that child and imbue him with the fundamental principles of safety in everyday life. We are devoting a great deal of our time iu our business in an attempt to educate the child in school to practice the principles of safety, and It is almost an insurmountable task. To begin with, we haven't organizations that arc great enough to cover the terri tory, but I do believe that you men who are looked up to in your communities, be cause your work is known, could take upon yourself a systematic campaign of safety in the public schools, by lectures, by pictures of your plant, showing what you have done for the protection of life and limb, and then teach the children the necessity of practising safety first in school, on the way to school and back, and in the home. You are the men who must do this type of work. 1 know you probably will get very little credit for it, and you will be damned at times, but what do you care if, in the final analysts, you can accomplish results? There is so much to it, men, that you could discuss it for hours. However, you have done more than any one ever expected could be done, fifteen years ago, but you haven't gone far enough in following the practice of safety work back into the home. I believe that if we could start safety work all over, we would start back in the home and work into the factory; and I think our ultimate results would have been greater, because if you can get a mind young, ready to absorb, in its embryo state, you can sell it an idea and have the idea stick much better than you can by tak ing the man past middle age, who already has become set in his manner, has ideas of his own, and attempt to teach him safety, when all his life he never practices it. You have probably heard this little axiom or slogan "an accident prevented is a benefaction; a claim compensated is an apology". It was originated by a very dear friend of mine in the insurance business, a man who devoted his life to this type of business; and is one which I think we could all well afford to keep in mind. Think it over. Gentlemen, I congratulate you in your work. I am proud to have just had the opportunity to be with you a few minutes. I am proud to be with men who are doing the type of work you are doing, and securing the results you are securing; and with all due respect to the clergy, they are doing no greater work in the world today than the man, even though he Is compensated for it, who day iu arid day out Is looking after the welfare of his fellow men. Chairuax Pruyn: We have another address this morning. Through the efforts of Ken Faist, we are very fortunate in having with us Dr. Louis H. Frechtling, who is director of the Department of Industrial Relations, The Champion Coated Paper Company, Hamilton, Ohio. Medical and Nursing Service in a Paper Mill By Dr. LOUIS H. FRKCHTLINQ Director, Department of Industrial Relations, The Champion Coated Paper Company, o. When the craftsman of yesterday laid down his hand tools and closed up his home shop to go to the mill and the factory, his life became more complicated, and the problems growing out of the grouping of individuals for industrial endeavor, likewise multiplied. One of these problems was the group medkal problem. For years it Paper and Pulp Section 269 was handled with only here or there a little more thought than was necessary to take care of certain emergencies that arose from time to time. In some of our mills we are operating the same way today. , ., Emergencies* in which some worker is injured, or the group is threatened with a contagious or infectious disease, are met with activity that extends over as much time as is needed to cover that emergency, and then the plant is back into the same routine as before the emergency arose. ... In these emergencies, some physician from the community is called in to handle the one then existing, and, this carried to completion, his services then cease until some new occasion arises. It may be argued that such service is sufficient as it takes care of the existent need. But is that true? Does not industry demand something more? Does it not demand a healthful, physically and mentally normal working force? I# not the employee justified in demanding a healthful, sanitary working place, tmeontammated by disease and fellow employees who, through physical de fects, cannot carry on the work? Do not business principles and a spirit of humam- tarianlsm demand the conservation of life and limb of your employees? We may well ask ourselves the question--"Why have medical and nursing service in a paper null?" We can answer it briefly by saying that through those agencies we can do more to attain those ends enumerated above, as well as others, than through any other agency. In approaching the subject it is recognized that It is much easier to organize a medical and nursing service in a large mill than in a small one that can neither use nor support a full time doctor or nurse. However, there are certain underlying principles and fundamentals that can be discussed profitably in the time at our disposal. , We venture this statement at this point, that the tune is not far distant when every industry will have some form of medical service. Smaller mills are going to fociu into groups and have some trained individual who will give full time to these gTOups and assist them in caring for their medical problems. The larger mills wifi find it profitable, if they have not already done so, to have someone give him full time and attention to "the medical problems which so vitally affect the success of any industry. . After management has determined to furnish medical and nursing service for tlw mills, the next important step is the selection of the proper individual as the directing who should be a physician that has been broadly trained. He or she must be more than a good surgeon, which to many seems to be the major requirement. Surgery will not make up more than one third of all the work. He must also be an internist, a diagnostician, an expert on sanitation, an all around medical utility man. His work will hue ever increasing ramifications aod he must be able to meet the whatever they may be. He must have in him the humanitarian spirit and must see all sides of any problem, not permitting his eyes to grow dulled to any one side. He must have a knowledge of social science and economics, for If he cothIwt** tm work well he will be a great influence on the social structure, notonly in the particular plant in which he serves but out into the community beyond, m an ever increasing radius. He will in time become, not a doctor to the ills of the individual, bat to the ills of society. To many of you this may seem almost utopian. I would not have you think that there Is any one medical service that is functioning one hzndrad percent in this fashion, but I would have yoil know that there are mnerom nwdieal services and nursing services throughout industry that are bringing m to factories and mills more and more humanitarian interest on the pert of aD parties m industry, and a keener understanding on the part of each to the individual problems of the other. The physical equipment of a medical department must be briefly disposed of in such a paper as this. Suffice it to say that the amount of space required will depend on the activities engaged in and the number of employees served. The department should be located as centrally as possible so that employees from all departments 270 Nineteenth Annual Safely Congress may come and go with the least loss of time. The ventilation should be ample as should the natural and artificial lighting. Equipment used daily should be so placed as to call for Lhe expenditure oi the minimum number of steps on the part of those who are rendering the service. We may now ask ourselves--"Of what should medical and nursing service in a paper mill consist?" The services may be divided into those which are remedial, the care of surgical and medical cases--and secondly, those which arc preventable. Under the first beading we have the care of accidental injuries. Whatever wc may say, this is the primary functiou of all industrial-medical 'departments, and is the only activity these departments have hi common in large and small plants. How ever, in the well functioning programs, the tail "prevention" is wagging the dog. An accident occuring, we are immediately faced with a number of problems. Kirst, "How can wc aid recovery in the quickest possible time?" Secondly, "How can we prevent the recurrence of the same or similar accidents?" Thirdly, "How can we prevent any permanent liability to the injured employee?" And lastly, "How can we avoid a fatality occurring in the injured employee's case?" The welfare of the patient, the protection of the other employees and the interests of the employer all demand that the very best thought be given to these questions. The successful medical service will 10 establish itself that the employees will gladly seek such service as they may require. It cannot be too strongly impressed upon the minds of the employees and employer, that even the ordirurilly considered minor injury, the pin prick, the slight scratch, require immediate attention. Permitling them to go untreated for a day or more often results in serious infection entailing great suffering and a loss of time and money. Often first aid outfits are placed at different locations throughout a plant Such a procedure is full of possible dangers. If such outfits are used, it should be insisted upon that the employee present himself or herself as early as possible to someone who is competent to judge whether the treatment used is sufficient. Often a treat* ment to a wound from a first aid outfit gives a false sense of security to the employee and later results in serious infections. We strongly recommend that no first aid outfit be placed for the promiscuous use of employees. Where they are installed, they should only be used under competent supervision. The medical department should also be equipped to care for acute medical cOodi* linns occurring in the mills. Much ahsentecis can often be avoided by the early attention to acute ills. The great function of the medical and nursing service is along the lines of prophylaxis or the prevention of injuries and disease conditions, and perhaps no more valuable means are available to gain this end than by physical examination. When a man or woman comes into our mills to seek work, they do so because they need a job and have the hope that we may be able to take care of that need. Yet not one of them would wish to have some preexistent defect aggravated by some particular kind of work. Thus the medical examination at the time of employment assists in taking care of the interests of all parties concerned on the job. The new employee, the fellow employee and the employer. In this way we (a) Prevent those with contagious diseases from mingling with healthy employees. (b) Prevent those wlio have serious diseased conditions from going to work, for their own protection. (c). Choose the proper kind of work for those who have chronic diseases or defects. 1 know there is still considerable feeling that physical examinations are made to the sole advantage of the employer. There may be some grounds for such feeling in certain cases, but by far the greater number of organizations in which a complete physical examination is one of the requisites to employment, the interest of all the parties--new employee, old employee and the employer are considered No examination that is made can be too complete, and we believe that there is no Paper and Pulp Section 271 : for making the first examination than before the applicant for a position is formally employed. If It is necessary to reject the applicant, he may be elim inated immediately and thus not in any way jeopardize the health and well being of other employee* with whom he comes in contact. Yon may be interested in knowing just what class of applicants are rejected in the majurhj of plants having an entrance examination I iVppla enls having one eye, or who have less than half vision in each eye. 2--A1 asm of infectious or contagious diseases such as tuberculosis, scabies, and venereal infections. of hernia in which the same cannot be held in place with a proper i which there is a heart disease which has gone beyond the the heart can no longer carry oo its work properly, ia which the blood pressure is excessive. a which there is exaggerated varicose veins or ulcers. not all of these conditions are chronic and it is possible for he has been cleared of the disqualifying condition to return d potential employment. In all cases them should be periodic * employees who are sub-standard. rwsuinrt that each employee, regardless of whether be is sub- himself for reexamination at least once each year with mind:-- the state of his or her health and to seek advice con- care as the state of health may require, disease conditions while still in the stage where they consult the medical department for guidance in securing medical service to take care of diseased conditions in > or those dependent upon them. Other phases of the work have to do with plant hygiene and plant sanitation. Under these bends we have ventilations* seeing that the workmen are supplied with the fwyin'u amoent of air of the proper temperature and humidity, removing dost haaards, that the lighting is ample to take care of the needs of the particular that the drinking water is of the proper temperature and safe to drink, that the toilet facilities are kept clean and healthful and that the cuspidors are dean and disinfected. To he of real value, the department must embrace a program of instruction to the employes on matters pertaining to health and personal hygioie. Exercise and recreation, conditions and home environment, personal hahhs, diet and rest must aD he presented. This can be done through personal interviews, bulletins, talks and articles appearing in die plant publication. If there is one, or on a mimeo graphed sheet. Efforts of this kind have an influence in most cases, far beyond what may be expected. What has been said here, has for the most part had to do with medical service, but little regarding nursing service. Some one has said, that "the nurse is the right band of the physician." This is certainly true in the field of industrial medi cine. The day that saw the passing of the old company doctor, also saw the passing of "the nice motherly woman" who served as a plant nurse. Today the industrial nurse is a well equipped and experienced Individual. To her is given the duty of preparing all dressings, the getting of all records and die keeping of special ones. She assists in all work and examinations and gives special treatments under the direction of the physician. In some mills the nurse is used as a visiting nurse--that is, she calls upon the employes at their homes either at their request or the request of the management when an unylnyet docs not report for work after a certain period, varying with 272 Nineteenth Annual Safety Congress the individual mill. Under such conditions the nurse can be oi value in sending nursing service to the employee or those members of his family requiring the services. Six can also give Instructions on personal hygiene and home sanitation, on the care of infants and children, and the like. Her services have become almost varied as that of the industrial physician. Finally, to be successful, medical and nursing service must have the cooperation of all parties in industry. This it will have, if it has the humanizing element guiding it. if it is above sordidness and stinting. It cannot be paternalistic but must lx in the broadest sense fraternalistic, gaining its ends, not by threats cither open or inferred, but hy its educational work, the why and the way. So administered, these services will do much in bringing about that something so earnestly longed for. a healthy, contended, safe group of workers, laboring at their respective jobs, be they office or mill. Chairman Pruyn: Dr. Frechtling, in physical examinations you say you elimin ate a man wtx> has a loss of sight in one eye, total loss In one eye. That is not considered total disability, and I was wondering what is going .to become of that sort of a man. We can't restore the sight of that eye, and that man must have a place in industry somewhere. The same with high blood pressure and other things of like nature. I wondered whether, in your organization, you didn't seek them out and find suitable jobs for them. Dm. Krkcjhtling: In the first place, understand that no examination is retroactive. That is, the man who may have been in our organization with a single eye, or vision in but one eye, is retained. The new man that comes in to industry, or is attempting, rather, to come into industry, who has one eye, is another problem. In fact, he quite a problem in industry. There are a great many of the States which are giving this subject more than casual attention. Tlx one-eyed man in industry has become almost an outlaw in those cases where there is a physical examination. That is due, perhaps, to the attitude on cases of many of the Industrial Compensation Boards, where a man is said to be taken as he is. In other words, if you take a man who has vision m but one eye, and he loses the vision in his good eye, you are immediately penalized with a complete loss of working ability. That is, at least, in most of our pApcr mills. There arc things that a blind man can do, but around most industrial organizations those positions do not exist. Of course the man with the high blood pressure becomes what 2 termed a `'potential employee"- He can go out, and if that condition is one which will respond to treat ment, he can go out and be treated and come back, and if everything is found to be all right, and thr job is open, he will be given that job, and that case should be handled with thought. That man or that woman should not be placed at any work which might possibly bring about-that increase in blood pressure. Chairman Pruyn: Tlxre is one more point on which I'd like to get specific in formation, that is drinking water temperature for a boiler house. Dr. Frechtling : I think the thing that most of us think of when we think of drinking water is having that water just as cold as we can possibly get it; but if that temperature is down around 60 or 65, I think it will be found agreeable, and sometimes when you have those cases among your workers where there is great thirst, in extreme heat and the like, the addition of just a small amount of common ordinary table salt to the water seems to relieve the thirst much more readily than just plain water. Chairman Phuyk : IIow can you get salt into a regular system? Da. FreCRTI.ing: Of course you can't do that. You wilt have to spread that information, and get the individual worker to place the salt in it himself. W. J. Pr.Acocx (Northern Paper Mills, Great Bay, Wis.) : I'd like to ask the doctor, arc you using yet, in your plant, the ultra-violet ray? Paper and Pulp Section 273 Da. Frzcsituxg: The ultra-violet ray, gentlemen, for those of you who may not be conversant with it, is an electric arc, mercury arc that is passed through fused quartz. Fused quartz is the only substance we know of, at the present time, that will permit anything like a fairly high percentage of the ultra-violet rays of a spectrum to pass through it, and this is used in two ways. One is the so-called ultra-violet lamp, in which the Alpine was the first produced, made by the Hanovia Chemical Corporation, and is an air-cooled lamp; and later they brought oat a water-cooled lamp, which is known as the Krohmyer. Now the Krohmyer Lamp is a watcr-coolcd lamp. This lamp is used over certain areas for the matter of disinfection, and is used for just short periods. Various types of quartz applicators are inserted into the handle of the lamp. You can Often abort boils, for instance, by the use of the Krohmyer Lamp, and you can effectually sterilize any tissue that lias been denuded or that has been opened, by the use of this lamp. On the other land, the use of the Alpine Lamp, or the air-cooled ultra-violet lamp, is more particularly for the building up of body resistance and building up in the blood stream the calcium content of the tissues that liave much to do with building up a resistance in the tissue. The air-cooled tamp has its value ' the treatment of conditions in which children are illy-nourished, and in tuberculosis. These agencies arc just a part of physio-therapy, which lias quite a place in the in dustrial medical plant. Besides the ultra-violet lamps, wc have the use of massage, and the use of the infra-red (amp, which is the other side of the spectrum, the chemical rays being the ultra-violet and the physical rays being the infra-red, and then we also have an agency that we use with quite a bit of success, known as diothermy. In which there is built up within the tissue heat. In the ordinary carbon arc lamp you get a certain amount, but a very small amount of the ultra-violet That is the ray that, if any of you have ever had occasion to look at the ordinary carbon arc, after a few hours you feel as though somebody had come along and thrown a handful of sand Into your eyes and your eyes became very red. Now there -is a small amount of ultra-violet in the ordinary carbon arc, but not enough to do any good. :Chairman Pruyn Is it not true that you should use the Alpine or Quartz lamp only under the direction of a physician? Da. Frbchtunc : Any of the quartz lamps should be used only- under the guidance of a phytkian. There arc some of them that are made for hotne use, and their efficiency is correspondingly small. Jambs McGjvnzv (Brown Company, Berlin, N. H.) : Tlave you had occasion to use the ultra-violet ray for extensive second degree burns? Dr. FtgCBTUNG: Yes, we have, and with some excellent results. The ultra-violet lamp, gentlemen, is about the only agency that we know of at the present time that effectually counteracts tlx old X-ray bum, and it seems to do that very well. Our results with both chemical and thermal burns in the use of the ultra-violet rays have been very satisfactory. We usually precede the treatment with the ultra violet with the infra-red. Your ultra-violet ray docs not penetrate very deeply, and what you do with your mfra-red is to dilate the cutaneous blood vessels in the skin, and then, by using your ultra-violet, you seemingly get better results. Mr McGivney : Following the digester explosion, there were eleven men seriously burned by gas and steam, and it was the first opportunity they had to try out the ultra-violet lamp for a real test, and they had very satisfactory results. K. H. Rosebush (Nekoosa-Edwards Paper Co., Port Edwards, Wis.) : In asking employees to take a yearly physical examination, suppose you had nothing to offer them In the way of correction* for ailments; after having found those physical con ditions, would you still continue to have yearly or periodical physical examinations ? 274 Nineteenth Annual Safety Congress What is in my mind is that many employees think that you are trying to get some thing on tiiem, and that if you have them examined and then have nothing to offer them to overcome their ailments, that you are simply getting the information that you are going to use later in letting them out of the plant, and i suspect it would create a feeling among employees of resentment toward physical examinations. 1 would like to know what the opinion and experience of the doctor and others U in regard to that Chairman Pkuyk : I think you have to build tip some sort of a system to take care of curable diseases, or in the case of hernias, that require an operation, either the company assuming part of the cost, or at least assisting the employee in the financing of the cost, at small weekly deductions from his pay. Mr. Lundrigan has something to say about that, taking out of the wages as low as 10c a week. Johx Luxmican (International Paper Co., New York): No fixed amount. Our rule authorizes all plant managers to guarantee the financing of any physical ills Chat require medical treatment in the case of an employee that he would ordinarily have hired if that disability hadn't developed. We let the employee personally write his own ticket as to the amount to be taken out of his wages. The company b supposed to be eventually reimbursed. Ma. Rossausa: What about the small plant that has no facilities of meeting the condition ? Mr. :Lundrigan I agree with Mr. Rosebush, and I think I agree with the doctor. U I remember the doctor's slaf ment on the subject of reexamination, it would be in the case of certain standing employees. One of our great difficulties is to impress the mill with the importance of doing their part in seeing that this recommended treatment b actually applied, because in most instances, where the disability b of a minor character, and the examining physician states that it will yield to treatment, and recommends the treatment, the employee is permitted to go to work. In the of. for instance, ihiectious disease or eye trouble that proper optical lenses will cure, under our system we purchase the necessary equipment for the employee, and put him to work. Chairman Pruyn: I think you have to sell the idea to the employee. The big job is to put it over, and right at the start you can find three or four employees with certain deficiencies, and correct those, and that will help along toward selling the other employees. But there are a lot of things that we .find out. An employee needs glasses and doesn't know it That b a very easy matter to take care of. There are other things, such as employees with very poor teeth. Many of them contboe along that way because they don't realize that they are not properly masticating their food, and a little later they get high blood pressure, which comes before indi gestion, and the majority will go along that way for ten or fifteen years, until il is necessary that they have the balance of their teeth pulled, very often, aod hate false teeth made for them. We had a physical examiner, a state physician, who was sent around to *^Tnfp industries and report to the State the conditions. He made rpfnmmf^^ny gjxl many of the employees followed them out, and were better physically when they got all through, so much so that since that time we had it followed up by other em ployees coming to us. He wanted to help one group that we picked out, and other employees came and said "Why can't we get this examination?" I think right at the start there is going to be a lot of dissatisfaction K it is adopted, hut it will sell itself if you actually do something for each employee. Ma. :Lundricax The one disability enumerated by the doctor on which he in sists- upon operating is that of hernia. A good part of our business is located in New York, and h is simply wasting your time talking about avoiding compensation on account of a hernia disability. Therefore, while we have drawn the tine and Paper and Pulp Section 275 "Thi* does not apply to men already on the payroll", we don't take into our employ a new man with any specific hernia or actual hernia cooditioa, until he first undergoes an operation for that hernia. IE it is so aggravated or developed that it won't yield to operation, he simply isn't eligible for our employ. Chairman Pruyn : Very often those hernias will be corrected by trusses. Ml Lundrigan: In Wisconsin we found it pretty easy to get out ol saying a hernia disability, provided you could establish that the hernia existed at the time the employee was hired and that it wasn't bothering him at the time. Mr. Rosbsush : The doctor spoke, in his paper, about holding out the man with contagious until those were cured. We'll say at 4 o'clock in the afternoon the employment department gets a rail for six men for next morning at 7 o'clock, to go into the Wood Room. You send out sex men in, and you examine them, but can you get all the data you want on coutagiocM diseases before those men go to work, or do you let them come to work and check up afterwards? For instance, with venereal diseases? Da. Fuamisc: All the venereal ones, you can get apparently. Chairman Pruyn: It seems to me you have to make one or two decisions, either to delay the delivering of those men at that particular time they are wanted, until they can secure physical examinations from the plant physician, or you must have a policy that new mm hired do not undergo an examination except in the first days of their employment. In the second case you are not absolutely sure. Ma. Lundrigan: We are met constantly with the proposition of having to hire a man who didn't have time to undergo physical examination; so our rule reads that this examination most be within twelve days, six days before and six days after employment, became you do have times when an* employed man is disabled. Now you say to him "Of course, if you are employed here permanently you are going to have to txidergo a medk~*l examination, and the next day he is examined and if rejected you have simply jeopardized your whole force. Da, FatcnTLKNG: May 1 just say one word in regard to the question Mr. Rose bush asked, as to re-examinations in the case ol the sub-standard man? Our en deavor Is then to find out whether the particular work he is doing is a came, or whether his trouble is aggravated by bis work. We do include a campaign of education, and through that educational campaign we find that many of them are responding. When we find such an individual, the basis of this work is simply keeping faith. We have got to keep faith with our men. I can cite a specific instance, in which one of our men came to us, a machine tender. He uid "I have been off, as you know, on two different occasions within the last few months, because of trouble with my legs. I have seen two or three, physicians, but they do not seem to be able to give me any help. I want you to go over me and find out jmt what is wrong." We went over this man from top to toe, and the last thing we did was to make some Impressions of his feet, and we found that he was flat-footed. There was the answer to his trouble with his legs! There was cmly ooe thing that could be dooe about his treatment, and that was to put **" on another job. We put him oo another job, and that fellow has come along; now, to where he is in charge of one of the large shipping departments, and he has his health, and is working every day. G. W. Phxluvs (The Champion Fibre Co., Canton, N. C.) : Dr. Frechttiag said yfre--t finwiiral bums. I wonder if any of the members of the Section are troubled with dermatitis caused by the action of chemicals such as caustics, oti--iu tod upon the skin. We have had a great deal of trouble in the last few years, and I am just wondering, if you don't have it, what preventative measures you use. W. J- Brknmak (St. Croix Paper Co., Woodland, Me.) ; Our chief dermatitis coodition results from hemlock baric, as discussed by Friend Plzak last year, which 276 Nineteenth Annual Safety Congress we treat with the lamps, and upon getting a recovery we attempt to use some sort oi a cream, or superimpose some sort of a water-proofing compound over the area as soon as the tissue is proper to receive it. Upon t!e next case coming back to us from the Medical Department, I am going to use the G. E. Cream. They developed a cream in their laboratory for their own use, to meet a peculiar need, I assume the handling of kerosene and gasoline in the washing of castings. They had this con dition of dermatitis, and developed this cream, which I suppose has a basis of wax, not soluble in any of the usual things, yet easily removed. So we are prepared to treat the next case with this protective coat of G. E. Cream, now on the market, after the Medical Department turns it back to us. Chairman Pruyn: I'd now like the Report of the Nominating Committee. K. I_ Faist (The Champion Coated Paper Co., Hamilton, Ohio) : Before I read the Report of the Nominating Committee, I want to say that you will note there arc several vacancies. The committee suggests that you make any suggestions you may have to the incoming General Chairman. Report of the Nominating Committee General Chairman--W. J. Bbrnnan, St. Croix Paper Company, Woodland, Maine. Vice-Chairncn-- A. S. Cook, Price Brothers and Company, Kenogami, P. Q,, Canada. W. A. Gleason, Hammcrmill Paper Company, Erie, Pa. M. G. Hoyuan, Kimberly-Clark Corporation, Neenah, Wis. W. H. Jennings, Bogatuaa Paper Company, Inc., Bogalusa, La. Arthur Murray, Container Corporation of America, Chicago, III. G. W. Phillips, The Champion Fibre Company, Canton, N. C. Secretary--H. G. Gilson, Oxford Paper Company, Rumford, Maine. Membership Committee Chairman--N. F. Bartlett, Hollingsworth and Vose Com pany, Boston, Mass. Publicity Committee Chairman--H. D. Banta, Hoberg Paper and Fibre Company, Green Bay, Wis. Statistics Committee Chairman--E. E. Grant, The Crystal Tissue Company, Mid dletown, Ohio. Program Committee Chairman--W. A. Gleason, HammcrmiU Paper Company, Erie, Pa. Foster Committee Chairman--D. C. Hunter, Oxford Miami Paper Co., 'West Car rollton, Ohio. Health Committee Chairman--Da. Lewis Frechtlinc, The Champion Coated Paper Company, Hamilton, Ohio. Contest Committee Chairman--A. Scott Dowd, The Paper Industry, Chicago; III. Engineering Committee Chairman--J. J. Plzajc, Consolidated Water Power and Paper Company, Wisconsin Rapids, Wis. Regional Directors-- H. D. Banta, Hoberg Paper and Fibre Company, Green Bay, Wis. W. J. Campbell. Northwest Paper Company, Cloquet, Minn. E. E. Grant, The Crystal Tissue Company, Middletown, Ohio. James J. Hastings, Port Huron Sulphite and Paper Company, Port Huron, Michigan. R. G. McConnell, Defiance Paper Company, Niagara Falls, N. Y. James M. McGtvney, Brown Company, Berlin, N. H. Emtt.ie I. Raur, Dill and Collins Company, Philadelphia, Pa. B. D. Rogers, Bird and Son, East Walpole, Mass. F. H. Rosebush, Nekoosa-Edwards Paper Company, Port Edwards, Wis. F. H. Scanlon, Powell River Company, Ltd., Powell River, B. C, Canada. Arthur E. Winslow, Hollingsworth and Whitney Company, Waterville, Maine. Paper and Pulp Section 277 Executive CommitteeOfficers and Kenneth L. Faist. The Champion Coated Paper Company, Hamilton, Ohio. John Luxdrjcan, international Paper Company, New York City. W. J. Peacock, Northern Paper Mills, Green Bay, Wis. Samuel Pruyn, Finch, Pruyn and Company, Inc., Glens Falls, N. Y. George Roller, Rhinelander Paper Company, Rhinelander, Wis. Mr. Luxdrigan : I move that the nominations be closed. N. F. Bartlett (Hollingsworth & Vose Co., Boston, Mass.) : Second the Motion. Chaducan Pruyn : You have heard it moved and seconded lliat the report of the Nominating Committee be accepted, and that the nominations be closed. All in favor will please signify by the usual sign. Aye. Contrary minded. No- It is n vote, and the nominees as reported by the Nominating Committee arc hereby elected to serve for the ensuing year. ADJOURNMENT 278 Nineteenth Annual Safety Congress Wednesday Luncheon Session October 1, 1930 WALTER J. BRENNAN, Chairman St. Croix Paper Company, Woodland, Me. The luncheon session of the Paper and Pulp Section convened with Chairman Walter J.. Brennan, St Croix Paper Co., Woodland, Maine, presiding. Chairmah Brennan; You alt know that the great moment has arrived. Through out the first six months of the year we liave one eye on our mills and one eye on this great occasion, which comes once a year, when some hard-working soul receives recognition for his work. Before introducing Mr. Dowd, chairman of the Contest Committee, who will pre sent the Award, I wish to read a letter which comes to us front a man who occupies a peculiar position in our Section. He has no official capacity, yet he is as much a part of the Paper & Pulp Section as a foundation is a part of the building; not only through the service that he renders, us, but by that good will, that spirit and that enthusiasm that makes things go in affairs of this sort. I am referring to Edward B. Fritz. In fact, a meeting can hardly be thought of as complete without that kiodjy gentleman present. . He is not able to be here, and that is our loss. I will read his tetter. "To the members of the paper and pulp section of the National Safety Council-- Greetings: "It is with a great sense of disappointment and regret that I find that I shall be unable to be with you personally at the 1930 meeting at Pittsburgh. I had planned for a long time that this was going to be one of my real pleasures during this year, but I find that circumstances beyond my control will prevent my being with you, as I had hoped to personally present die major trophy to the winning mill. "I am sure that Mr. Dowd can make this presentation better than I would and I have therefore delegated this pleasure to him. "The subject of Safety is one of the most important to manufacturing plants such as paper or pulp nulls. There are so many possible chances for accidents, which means the loss of life or limb, or at least the loss of time or suffering by men and their families. Jf we believe fin the Golden Rule, we certainly must be interested hi the subject of Safety, and every man in every mill should do everything possible, within his power, to help his brother man to keep from being injured, and causing suffering to himself and others. "This is the human side of Safety and it pays tremendous dividends to every manufacturing plant The other side is the financial side of the question, which, while important, is secondary to the human tide, but particularly in such times as we have been experiencing it is possible for. a mill where every man has in mind the ques tion of Safety for himself and his fellow man to have dieir costs considerably re duced from a milt where this question does not seem of so much importance. "We of The Paper Industry, believe in safety in the mills. We are getting real enjoyment from watching the score and noting that each year many milts show a record of fewer accidents than in former years. We are getting more fun out of it than most of the members or uien who devote their time to safety and each year we look forward to seeing a reduced record of accidents and suffering, as well as loss of money. "We get more real pleasure out of presenting this trophy than any mill could gat from receiving it, for we believe in.its presentation and with efforts of the mills to secure it, there a lessening of accidents and this is the one thing we desire most. Paper and Pulp Section 279 "It is our hope that this section may grow and thrive, until every mill in this country is listed as a member and until all mills have come through the year without recording accidents or suffering to any of its employees, or loss to its company. "With sincere best wishes for the future of the paper and pulp section, I am Most cordially yours THE PAPER INDUSTRY E. B. FRITZ Publisher. Continuing with the program, we come to the notation "Data on the Contest", by A. Scott Dowd, chairman. Contest Committee. Mr. Dowd is a familiar figure to most of us, but to the few new-comcrs here 1 think it proper and appropriate to introduce Mr. Dowd as editor of The Paper In dustry Magasine, the pioneer magazine in the cause of paper and pulp safety, a maga zine which goes out of its way to further the purpose of this Council, and the basic reason for safety. The Section. I don't think, fully appreciates our obligation to that magazine. They arc always willing and, regardless of the expense Involved, see fit to cover these things; never have refused a request, and have built themselves into our organization so that we can not dispense with their services. Without further remarks, except a word of gratitude to Mr. Fritz, Mr. Dowd, and his paper, I will introduce A. Scott Dowd, who will give you this year's material. A. Scott Dowd (The Paper Industry, Chicago, III.): 1 wish to respond to the note of gratitude for the very kind introduction which your Chairman has made. It is a pleasure to participate in these affairs. Our paper does everything that we can think of to further the cause of safety. We have an organization that is at your service to promote your very best interests. We have an Associate Editor of our magazine located in New York City. It is my very good fortune to have him present with me Here today, and I can speak for you that it is the good fortune of die Sec tion to have Mr. Thomas J. Keenan with us today, because he is the gentleman who will write the story of our meeting, I will ask Mr. fCeeuan to rise and let me introduce him to those of you who might not know him. Tom Keenan 1 Thomas J. Keenan (The Paper Industry. New York City): Thank you, Mr. Dowd. It ts very generous of you 1 _ Data on the Contest By A. SCOTT DOWD Chairman, Content Committees Editor, "The Paper Industry", Chicago, 111. It has been said that ninety-five per cent of the things we hear are forgotten; seventy per cent of the things we read pass from our memories, but less than five per cent of the things we actually do are ever forgotten. This leads us to believe that the growing success of the safety movement in our pulp and paper industry is due to the fact that the members of this Paper and Pulp Section of the National Safety Council are striving year after year dirough manual and mental efforts in their respective mills to lower their accident records by trying to improve upon their past experiences. The annual contests between mill members of this section during the past five periods have unmistakably provided means ami inspiration for making honest and intense efforts to reduce accidents. There is little doubt either but that the influence spread by these hundred and twenty active participants in our annual contests has reached into all paper and pulp mills throughout the land to the end that Safety Is 280 Nineteenth Annual Safety Congress now recognized as a most desirable and important spoke in the wheel of our business structure. Before touching particularly on the records of the mills which have been engaged in the 1930 contest, let us consider a few facts concerning the accident experience during 1929 of all members of the Paper and Pulp Section. Those of you who have read the National Safety Council's publication, "Industrial Accident Statistics/' 1930 edition, have noticed that the payer industry has again improved its accident record during the year 1929. .Lost time accidents in the Paper and Pulp Section, represented by the experience of 111 plants that have reported to the Council in each of the last three years, were 24.07 per million hours worked in 1929 compared with 24.73 in 1928, and 30.27 in 1927. Tlic severity rate also has declined and was 21 per cent less than in 1928 and 11 per cent less than in 1927. This is a record of which we can be proud, for our improvement in safety was outstanding in comparison with the cxperieiKe of industry as a whole, shown in the following: The records of about 1,100 plants in all industries reporting in each year from 1927 to 1929 show a reduction in the frequency rate of 11 per cent; our plants repre sented by the 111 establishments, have achieved a drop of 20 per cent during the same period. The severity rate for industry as a whole has increased from 1.92 to 2.02, but in our section, severity has been reduced from 1.99 to 1.78 or II per cent. The experience of industry as a whole also shows tliat the fatality rate increased in 1928 over 1927, and that the rate for permanent partial disabilities increased during 1929 over 1928. But through your efforts, our industry has been able to show lower rates for serious accidents during 1929 than for any previous period. The interest which die members of this section are taking in their accident problems is shown by the increase in the number of reporting establishments for 1929 in com parison with previous years--a gain of 29 per cent over the year 1928. The frequency rate for all plants in the Paper and Pulp Section reporting for 1929 was 28.45 and tl>c severity rate was 1.77. This compares with an average frequency rate of 25.53 for all industries represented in the Council's statistical publication. We, therefore, had about three more accidents per million hours worked in our industry than is indicated for industry as a whole. On the other hand, oar severity rate of 1.77 is 21 per cent less than the average severity of 2.23 for all industries. Among the 27 industries listed in "Industrial Accident Statistics/* 1930 edition, we rank seventeenth, on the basis of frequency. In other words, accidents in our industry are somewhat more numerous than in most. These comparisons emphasise the need for continuing our safety efforts which have successfully brought reductions in the past. Let us now examine the accident.situation in various phases of our own industry. Paper box and container manufacturing plants had an average frequency rate during 1929 of 37.76; paper goods establishments a rate of ooly 14.71, and paper and pulp mills, a rate of 29.42. I have already said that the average rate for the entire industry was 28.43 for the 215 reporting plants. Hazards, of course, in these different divisions of our industry vary, but 26 per cent of all reporting plants had frequency rates less than 14.99, or almost half the average rate for the entire industry. Plants from every division of our industry are represented in a group of 14 with frequency rates less thau 5.0. These plants, ranging in size from 25 to over 1000 employees, have demonstrated real achievement in safety. They have set a mark for the rest of (lie industry to shoot at, whether engaged in making paper boxes, envelopes and stationery, or newsprint. Referring now to the fifth annual Safety Contest of mill members of the Paper and Pulp Section, let us consider some of the outstanding facts in connection with this. Mimeographed topics of the final ranking of all contestants as of June 30, 1930, are in your hands. There were 124 mills registered in 1930, compared with 123 tite Pafer and Pulp Section 281 year before; 122 in 1928 and 119 mills in 1927. A number of the mills failed to send in their monthly reports and they were consequently withdrawn from the Contest in compliance with the rules, leaving a net number of 98 mills in the combined three groups that finished the contest. The total number of persons and man hours worked in the 1930 Contest aver aged 1310 hours per person, compared with 1348 in each of the two previous annual contests, and 1296 in the year 1927. There has been a steady decrease in the number of accidents in contesting mills in the past four years; also in the amount of lost time. Frequency rates of the contesting mills by years are as follows: 1927--33.514 1928--28.422=37.9% decrease 1929--26.337=26.7% * 1930--20*26=20.9% The severity rates by years are as follows: 1927-- .649 1928-- .553=26.8% decrease 1929-- .5045=14.1% 1930-- .475 5.8% It is noteworthy that frequency and severity rates made by those competing in the contest were lower than those summarized from the reports of all pulp and paper mills in the section. In the year 1929, this comparison shows: Frequency Severity All mills (full year, 1929)..................................29.42 2.89 Mills in 1929 Contest (6 months).....................26.337 .504 This is an indication of the fact that it pays to create and intensify interest in the prevention of accidents. The number of mills in the 1930 Contest that had frequency and severity rates below avenge was less thau in any previous year, but in 1930 there were 11 mills that com pleted the contest without a lost time accident as compared with six mills in 1929, eight mills In 1928 and six mills in 1927. We arc making excellent progress but it is also evident that there is still plenty of room for improvement. There is now substantial proof in the records to show that these contests in tlsc Paper and Pulp Section are a great inspiration and stimulant for the reduction of accidents. At the last Congress, it was suggested that the terms of these contests should be extended from six months to one year, beginning with July and ending on Jime 30th of the following year. I therefore present this to you again at this time in connection with same recommend that we hold one more six month's contest ending June 30tU of next year in order that trophies can be awarded at the 1931 Congress; understanding therewith that immediately following the close of this next contest, the 1932 Contest will begin on July first for a period of twelve months. The Paper Industry magazine ts grateful for the privilege it enjoys of talcing an active interest in the affairs of this Paper and Pulp Section. The friendships that have been established, the splendid co-operation it receives from the National Safety Council and the members of this section, and the thrill and satisfaction it receives in the realization of progressive accomplishment bom of a good idea, combine in making our association with you a great pleasure. Chairman Brennan : Sections are uot always favored by having with them a man in the capacity of the next speaker. The fact that we have made outstanding results, shown outstanding success in our work, has given us a status with the Coun cil that demands, perhaps, the best they have to offer. The Western Electric Company is as familiar to you as any other of the great ten corporations of the country, and from that organization we have the Superin tendent of Public Relations, who will present three trophies this afternoon, Mr. C. W. 282 Nineteenth Annual Safety Congress Bergquist, Vice President of the National Safety Council, and superintendent of Public Relations of the Western Electric Company, who has favored txs with his presence, and will proceed with the business. National Safety Council Trophies By C. W. BKROQUIST Vice-President, National Safety Cocndl, Chicago I am glad to be here, and I greatly appreciate your warm welcome. I know comparatively little about the paper industry. 1 am almost ashamed to say that, became in my business paper constitutes a very large percentage of the raw material, wfcidi we use in the manufacture of telephones. As I have been going about, from room to roam, to these several hocrfy daring the past four days. I have been impressed by the diversity of industrial representa tion. I have been impressed by the independence of one industry and the other. Few people realise that there is paper in the telephone. 1 suppose the average mm m lie street would never dream that the Western Electric Company is the buyer d hundreds of thousands of tons of paper, and that practically every bit of the caMr and the wire carrying your voice from your office or your home lo another prim would be impossible of manufacture if it were not for the product which yew nsahr and sell to us. A very gratifying bit of information comes to me, showing that the average sever ity rate in your industry is only .475. That is indeed an excellent record, end I am glad to be associated with the National Safety Council when there are people soth as you, who give of your time, give of your intelligence and your application so An reduction of accidents. Alt of this makes for economy of operation in every business that is mocattl with you. If it were not for the fact that you paid attention to the acridrm tam in your industry, we would pay you more for paper, and consequently w'd haw ts charge, through the Bell operating companies, a higher rate for your oonunanieation service. Our chairman tells me that it becomes my privilege to present three ircipftk s. me m each class, there being three classes. A, B, and C. You are familiar wish she classification, which provides that plants employing more than 500 esployecs are m Gass A; Class B includes those of 200 and up to 500 employees; but Class C in cludes those who employ under 200 people. The Kimberly-Clark Company, of Appleton, Wisconsin, receives the trophy to Class A. Mr. Van Lowe, it gives me pleasure to present this trophy on behalf of your company for winning first place in the Contest, Class A. Fhf.d Van Lowe (Manager, Khnberly-Clark Paper Co, Appleton, Wis.): I'd like to say this, first, that the people really responsible for this remarkable record sent two delegates here in the hopes of receiving this trophy. I'd tike to Introduce them and hand this trophy to them. Miss Sigma Evanson and Mr. Howard Adlerhold. About half of our employees are of the fair sex, therefore we have the fairest of the fair with us today. Mr. Bfroquist: The award in Group B goes to the Crystal Tissue Co., of Middleton, Ohio. Chairman Brennan: No more had E. E. Grant arrived here than be was called home on a sad errand. Before leaving he expressed his regret, and delegated Mr. Pippcrt, of Charter Bros. Machine Company, to do the honors. It was a most uu- Paper and Pulp Section 283 fortunate situation, because Crystal Tissue had risen from the bottom to the win ning class. Mr. Bergquist: Allow me to congratulate you, sir, for the National Safety Coun cil, as a representative of the Crystal Tissue Company. Charles H. Pippert (Charter Bros. Machine Co.. Middletown, Ohio) : I ap preciate the fact very much that this is going back to a paper city, called "A city with s soul", end J am mighty proud to feel that J can convey this tablet back to our representative, or our nearest neighbor, Mr. E. E. Grant, Safety Director, The Crystal Tissue Co. Mo. Bercqujst; Port Huron Sulphite & Paper Co,, of Port Huron. Mich., takes the prize in Group C. Mr. Hastings, it gives me pleasure to present this trophy to you, sir, on betulf of the National Safety Council. J. J. Hastings (Port Huron Sulphite & Paper Co., Port Huron, Mich.): I assure you, in the name of the Port Huron Sulphite & Paper Co., that the em ployees surely appreciate this honor. For a long, long while wc have been doing tilings up there, and wc have already started the campaign of 1931. Thank you. Mjl Bocquist: I just want to say this, that I know that the Managing Director awd the Officers of the National Safety Council feel that it Is a privilege indeed to make these awards. The work which they do, especially the national group in Chi cago gets its inspiration from efforts such as we have Iward about today, and just m long a* yon people cooperate and do for yourselves what we are trying to enonnge yew to dot those of as who are giving our time gratis, as well as the paid crgRnccaciow, w91 fee! amply repaid for the effort la adtfckw to those awards, there have always been certificates; certificates have mmg neafag, as well as the first prizes. We must have that competition; some one wait be second, some otic must be third, and some one must be last. The Council sees fit to recognize not only the winner, but the fellow who ran car to bin and furnished him that incentive to go over rite top. We shall now present the certificates in an informal way, and the representatives, as called, will please step forward and take these certificates. The Champion Coated Paper Co., Paper Mill No. 2, Hamilton, Ohio.. Kimberly-Clark Corporation, Kimberly Mill, Kimberly, Wis. St. Croix Paper Co., Woodland, Maine. Container Corporation of America, Ogden Division (from my home town, Chi- ago). International Paper Co., Webster Mill, Orono, Maine. * Bird fit Son, Inc., Phillipsdale, R. T. Marinette & Menominee Paper Co., Menominee Mill, Menominee, Mtch. The Upson Company, Lockport, N. Y. International Paper Co., Livermore Mill, Livermore Falls, Maine. The United States Gypsum Co., North Kansas City Mill, North Kansas City, Mo. International Paper Co., Riley Mill, Riley, Maine John Lunthugan (International Paper Co., New York City) : This mill has set us all a wonderful example and a tremendous precedent. Their last lost-time acci dent was on the 17th of March, 1926. Mr. Bergquist: That is a most excellent record; an unusual record I United States Gypsum Co, Gypsum Mills, Gypsum, Ohio. Continental Paper & Bag Corporation, Greenwich, N. Y. Chatrmaw Brennan: And now wc come to the climax of this occasion. As you know. In addition to the awards already passed out, there is that major award given by The Paper Industry Magazine, and usually presented by Edward G. Fritz. It can be considered a recognition of a performance that is the ultimate for the year. To the tmU receiving this award, this gathering can extend nothing but their 284 Nineteenth Annual Safety Congress highest praise. Tlie industry a# a whole must necessarily look up to them. Tliey make themselves a leader and a national figure. In lieu of Mr. Fritz, who can not be here, we have A. Scott Dowd, Editor of The Paper Industry, to do the honors, and to culminate this occasion with the grand award. Mr. Dowd. Award of Major Trophy By. A. SCOTT DOWD Editor "The Paper Industry" Chicago, 111 Rule 12 of the Contest reads: "When the winner of each group has been definitely decided, the judges will award by a majority vote to the one of these three, having in their opinion, established the best record based on frequency and severity, man hours worked, physical conditions and any other contributing factor, the grand prize donated by THE PAPER INDUSTRY of Chicago." There are five judges of this contest whose names are listed in Rule 15- Letters were accordingly received from the Kimberly-Clark Corporation, whose Badger-Globe mill won the Group A trophy with a record of one accident involving five days' lost lime; The Crystal Tissue Company, which won the Group B trophy with a perfect score of no accidents, and the Port Huron Sulphite & Paper Gx, whose pulp mill also made a perfect score with no accidents. Each of these letters exhibited splendidly organized systems for maintaining in terest in Safety. The character of the hazards is quite different in each--one having a number of tissue papermaking machines and a converting plant; another having a larger number of paper-making machines, and the other having the hazards incident to a wood room and a sulphite pulp milt. These conditions were studied by the judges and their decisions were in due time forwarded to the National Safety Council. Mr. George E. Burns, secretary of the Contest Committee, has authorized me to announce that the mil! which has received die majority of the votes cast and is thereby declared the winner of the major trophy of the 19.30 Contest, is the Crystal Tissue Company, Middletown, Ohio. Mr. Pippert, I shall have to ask you to convey tins message to the Crystal Tissue Company, and compliment them on their achievement in safety. Please convey the congratulations of The Paper Industry for this magnificent acluevement, and tell them it is our hope that this will hang on their walls as *. lasting inspiration for continuing their excellent work in safety; and. as they put it here, as an inspiration in their crusade against accidents. W have a picture of a crusader on here, gentle men. and I thought it was most appropriate, because we are all engaged in a crusade against accidents, and 1 think this should be a lasting inspiration and amemento of that thought, and I hope it will act in that way at their mill. Charles H. Pippert (Charter Bros. Machine Co, Middletown, Ohio): I thank you. Mr. Chairman, there is just'one thing I want to say. We have just started in this safety work, about a year ago, but I only hope I can come back next year and carry a!) of them away I N. F. Bakti.ett (Hollingsworth & Vose Co., Boston, Mass.): The one personality today that is missed is none other than Mr. Fritz. For several years,--this ismy sixth,--we who have attended the Congress have always found that gentleman with a smile and a kind word. Now conditions have presented themselves whereby he can not be present. Now gentlemen, would it be consistent if we did not, as a body of men, send a telegram to Mr. Fritz, expressing our regrets that he was unable to be present with us today, and \hanking him for the many courtesies which he has extended to us? Paper and Pulp Section 285 I am offering that for my own self, oo my own initiative, and I'd also like to say this, to save time, if you find it consistent. A young man was here Sunday night, with high ambitions of receiving this trophy tnxn the hands of our distinguished guest of the Western Electric Company, the vice-president of (he National Safety Council. He received a telegram which neces sitated his absence from this meeting, but l know full well that Earl Grant's heart is with ns today. Why not, as human beings, as brothers working for that common cause, send that young man a telegram congratulating him. from the boys of the Paper tt Pulp Section, on his victory, that he has attained in the Safety Contest ? Gentlemen, I mean it, and it is up to us to try to render something while we are living to those who will receive a kind word. CsAiaMAir Brennan: I will take it upon myself to delegate Mr. Bartlett to at tend to those matters, please, in behalf of the Section. ADJOURNMENT 286 Nineteenth Annual Safety Congress Wednesday Afternoon Session October 1, 1930 WALTER J. BRENNAN, Chairman St. Croix Paper Company, Woodland, Me. The third session of the Paper and Pulp Section convened with Chairman Walter J. Brennan, St. Croix Paper Co,, Woodland, Maine, presiding. Chairman Bmmnam : I have been talking a great deal all day, and so I might as well go on with the good work by reading a paper and introducing myself. Achieving Built-in Safety By WALTER J. BRENNAN Safety Director, St. Croix Paper Company, Woodland, Malm Safety is a mental habit The ultimate in safety is that happy condition when, re gardless of supervision, warnings or safety devices, the individual and the group precede every act with a thought of the hazards involved. This state of safety conscious ness I call "built-in" safety. For after all the only kind of safety that really brings about a steady decline in acci dent numbers and costs is that kind emanating from an automatic brain functioning. Spasmodic bursts of record-breaking an be brought about by drives, contests and by high-pressure tactics, but invariably the pendulum swings nearly as far the opposite way when high-pressure ceases. This ebb tide of safety has a most pernicious in fluence upon both men and management. Psychology deals with human thoughts and actions. Does not the scope of safety involve the same? Because no outstanding results will ever be had by the safety director who neglects this angle of his work we must necessarily be practical psycliologists- For like the horse who can be driven to water but not made to drink, safety cannot be driven down the throats of men, but must be carefully offered them. Men must be "sold" on safety to sweat and suffer for Its furtherance. If mt touched by its humanitarian aspects they must be made to realize its economic features. They must one and all champion your cause, and feel that it is the greatest single blessing to come into their industrial life. To attain this psychological ideal is to attain "built-in" safety. To suggest a few approaches is the purpose of this paper here today. When we realize that the bulletin boards are the medium through which we speak' to the men, we appreciate the importance of taking advantage of the many psy chological angles Involved therein. A little time spent in picturing ourselves in the other fellow's shoes will teach us that there is a moootony. a mental fatigue resulting from an endless display of warnings. To the weary feflow coming off tour and occupied with thoughts of troubles at home, our beautifully printed and illustrated commercial posters look about the same. A poster reading "Safety Pays" or "Safety is Your Best Friend" will not register through the brain-fag. At best such material serves only to remind constantly because of its obvious indefinitencss. To reach the man who is not receptive we must supply "punch" to our boards. One of the best metliods is to utilize sheets of newsprint 17x23 indies in size, splashing on brief messages packing a wallop. A camel's hair brush and several brilliant inks will produce a poster, striking because of its crudeness, and attractive because of it color and departure from the commercial type. And how else can we convey those special messages? There is a psychological moment following every accident and Paper and Pulp Section 287 every narrow escape when the minds o( men are particularly receptive and responsive. That k one time to placard the plant with powerful posters of most distinctive na ture. As the metropolitan newspapers rush their special editions to the streets so should we rush our warnings, teachings and safety news to the boards at critical moments. Utilize the accidents of the other plants to build up an immunity in yours, posting dippings from plant publications and the daily press on special display sheets, no two the same. Personally 1 find a great value in the use of current news pictures as an attraction to the boards, posting the news pictorial between two safety messages. The habit of stopping is quickly cultivated and will prevail no matter how weary the worker may be. In looking at the center picture he instinctively scans those to the right and left. I will dose the discussion of bulletin boards with an example of their application to built-in safety. A poster was placed in the machine shop reading, "There's a Safety Slacker Here--Too Tired To Wear Goggle*--Good-Bye 730 NoAccident Days I" An hour later three men reported to the safety department, one apologetically, one shame facedly, and the third indignantly 1 Every safety director will meet a real obstacle in his work to build the safety attitude In the heads of his men if there are a few "oppositionists" about, forever proclaiming the fact that the management Is advocating safety for their own profit. Nothing dampens the enthusiasm so much as this. Therefore, it would seem the wisest procedure to make no mention in any way of the saving resulting to the company. Rather dwell upon the saving to the worker, show the pay lost as com pared to the trivial compensation. Don't forget the home angle where the cherished automobile, the youngsters' education and the plans for the future are often swept away by one moment's carelessness. Make men realize that $1,000 paid by the com pany for an arm will not drive them into receivership, yet that same missing arm will assure them of a cold reception at the next employment office. A pet expression of mine is "With thousands of two-armed, two-legged workers hunting jobs what chance would you have with but one of either?" When your company has spent $5,000 to guard completely and perfectly a series of machines, you can strike a terrific blow at the "company profit" theory by posting a sign, "$5,000 Spent For Your Protec tion--Appreciate, Cooperate, Suggest." One of your best arguments to place safety firmly in its true status In the minds of the men is to paste a check for the proper amount on a placard. Over it print "Compensation Check," under it in heavy type. "Here's what you get when you lose your oral Will this check earn a living for you ?" Another essential factor in the attainment of our psychological ideal is the creation of a conviction among the men that the executives really want safety, that they really believe in it, and that they practice what they preach. No greater harm can be done a safety engineer's work than to have a foreman, superintendent or manager pass a * bulletin without looking at ft, step over a board bearing nails upright, or going about the plant with an undressed wound- On the other hand, a ttoy compress on the finger of the general manager creates a lasting impression, an example and a proof that he of the white collar and limnmine isn't forcing anything on the fellow in overalls .that isn't good for both of than. My own general manager has contributed a tremendous good-will to the work by often borrowing a hammer to repair a dilapidated rail, wrestling a casting oat of a passageway or stepping to the foot of a ladder when some worker is about to climb. Scattering his pats on the back for jobs well done has accomplished more in the attainment of a safety morale than could be done by scattering ten-dollar bills. Judgment must be used in reprimanding as well u in reporting men to foremen for unsafe tactics. I do not believe that a program benefits greatly when a safety man breaks into a crew to scold an unsafe worker, holding him up as a bad example before his mates. If you are to be "ripped up the back," you expect it to be done in private. The yapplies to the man in the crew. Some might say the entire gang 288 Nineteenth Annual Safety Congress profits by the lesson taught at the expense of one; 1 prefer to believe that the enmity of one man is far more detrimental to your safety structure than i.i the slight return from the education of the remainder of the crew concerned. I doubt if safety is ever again sold to a heart that nurses a grudge against safety and you. Hunted up later in the day. the offender can be given to understand the reasons for the delay, and talked to in a friendly hut firm way. Thus the violator is as thoroughly rebuked ami corrected as if you had ''shown him up" before his crew, yet he leaves you id a friendly mood with appreciation for your consideration in his heart. A heart warmed toward safety will furnish the incentive for many valuable suggestions you would not otherwise get. Perhaps, too, a guard will be replaced rather than receiving but a shrug of the shoulders. Perhaps the surest way to get into difficulties in a pulp and paper mill is to play off one department against another. Ho two have the same degree of hoard, tame number of employees, or men of Identical mental equipment. A machinist, by nature of his profession a high mental type, will work among gears for years without in jury. He wall also work longer with the yard crews safely than will the regulars there. Matlwmaiical corrections may be had for varying numbers, perhaps for vary ing degrees of hazard and exposure, but nothing can be utilised to show a coriuiioa tor mentality. Furthermore, contests conducted in such a way as to lequii? correc tion factors are futile in that the majority of competitors are neither able or willing to resort to mental gymnastics in order to ascertain their standing. Lade of mderstanding breeds confusion, misunderstanding and Itsdcstnet). AH three being con tagious. it is better not to entertain them at all. To develop departmental pride is another thing. When crews such as we know n the pulp and paper industry exhibit the enthusiasm of college boys, you know you arc getting safety through their skulls. This can be encouraged by a faithful posting ui special signs l*aring the number of consecutive days without accident I find a standardized blue-printed poster of exceptional value. In some cases a man will be found whu has hut a vague conception of the intent and scope o! the National Cootest, and but a lukc-wanu interest in Bonus Contests. In his departmental record he centers his pride and enthusiasm, and for this type wc must be ready to give some special display. The photographing of the crew at intervals of 500 days, the me of blinking lights to attract attention to a lug record, aod the careful drawing of visitors* attention to the total all serve very well to build in the gospel The finest case of devotion to departmental safety endeavor occurred recently when, following an injury to the bones of his foot, a man came out of ether mumbling M~-erast get hack in the morning--can't spoil the record for the gang--1.400 days now." An impromptu indignation committee is certain to call upon, the safety department if each day's score is not faithfully posted or if an error creeps into our calculations. When crews resort to calendars and laborious mathematics to make their total read one day more, you may be sure there's a psychological advantage to be had in de partmental records. There arc no limits to which men wifi carry themselves in safety achievement if proper play is made upon pride and their love of competition. Following a period of high-presSurc safety activity such as characterizes National Safety Contests, there conies, a distinct let-up, a relaxation that is often decidedly trying to the safety man. It 1$ natural that workers* enthusiasm dulls when the incentive to strive is no longer before them, 1 find it well to strip the bulletin boards and stop selling safety (or at least a month. The momentum of ajuersonnel whose safety is deep-seated will carry on much longer than the month WfMout a ripple or a misstep. Safety can be over-done to an extent that crews sour upon the subject Have you ever heard a song over the radio so often as to disgust you with radio in general ? Apply that to the men whom we expect to absorb our safety gospel month after month. The fairest plant contest and a life-saver for the let-down period following the National Competition is the division of pay-roll into two teams, odd pay-numbers Paper and Pulp Section 289 making up one, and even numbers the other. In this way each departuiciit is equally divided and the problem of varying degree of Hazard, varying mentality and other obstacles are overcome. It means that a carpenter may be an "Even" while his helper is invariably an "Odd." A moment of carelessness by an Odd, resulting in lost time injury to an Even, invokes a penalty upon the Odd to die extent the sufferer's injury demands. A scaffold built by an Even that fails and yields a broken leg for an Odd means a huge set-back for the Evens. The difficulties of making men realize that self-safety is not sufficient arc admirably overcome by this contest. One hun dred Man-Years (achieved about every six months) is the goal, and $5 in gold is given every team-member who has worked 60 per cent of the period of the award. Ten roan-years are taken for every lost-rime accident, and 100 days for each day lost after the first. Injuries of any sort not reported at once to the First Aid Room an chargeable for 300 days. Any man invoking a penalty for his team is denied the award if carelessness, negligence or disobedience can be proven. You may ask what this has to do with built-in safety. No one phase of our work is so fruitful as this Bonus Contest. Each man has, by virtue of the $S gold piece, a legitimate interest in the other fellow's conduct. No longer do men feel that dangerous tactics are not. their coocern so long as they are not exposed to Injury. A safety man's heart is cheered to hear the explosive remarks coming from by standers with an eye on the gold piece when a fellow-worker takes a chance. You automatically fill your mill with safety engineers when you put on such a Bonus Contest, and night and day they work for you. Lay-offs, trips "on the carpet," and even discharge have no horror like that resulting from half a mill's personnel turning their longues loose on some luckless individual who snatched the gold from tlieir grasp in a careless moment Such a Bonus Contest teadies team-work, directly places safety responsibility, and utilizes the tremendous influence of public opinion to get under the skin of the worker who is just tuke-warai on safety. The interest taken in pictures can well be observed by watching the Sunday papers being torn to pieces for the rotogravure sections or by noticing the crowds hesitate before the display case of the professional photographer. We can profit by this love of the pictorial by putting the plant camera to work. A man may have worked twenty years for your firm without losing a day from injury, yet never has given the matter a thought. Upon seeing his picture posted with appropriate comments, he develops an abnormal pride and becomes a pillar of your program. Again, when unsafe practices of a chronic nature seem to exhaust your resources and patience, turn to the camera for relief. Suppose trucks are repeatedly left in passageways. Show a truck with man approaching, arms laden with material. Next a spill, with man, truck and material in a heap. The final episode can show the stretcher bearers at work. There is no need for comment; the three pictures tell the story. Credit for ingenious safety devices, jobs of guarding done voluntarily and the gratifying praise for safety suggestion contributors are but a few of the potentialities of the camera. I believe that if a plant publication served no other purpose than to print names of those men who prove their interest in safety by doing things to farther it, it would more than pay its way. When we consider that not only praise, but rebuke; instruction and a different angle of presentation are available through the plant paper, we should insist on ample space. A little sheet supplementary to the regular plant organ and devoted entirely to safety has been used with great success at Nekoosa-Edwards Company. Safety material in a plant publication is absorbed at a time of leisure, being read at home. The family unconsciously develops an interest in thir breadwinner's safety welfare, and certain angles cam be developed to an extent not possible on bulletins. I feel that those of us who neither write a great amount of safety material into plant publications nor have a supplementary sheet arc denying ourselves one of safety's greatest assets. 290 Nineteenth Annual Safety Congress No one needs a double-dose of safety psychology like the new employee. Coming to us with no idea of the intensity, of our accident prevention program, it often happens that disaster results before he gets the idea. The psychological moment in the new man's case is when hired. He is given to understand by the employment super visor that he must be a safe worker, that he is on trial, and that a complete safety service record is kept. Promotion depends upon this record equally with ability and ambition. Being anxious for work and grateful for a job, the new employee's mind is very receptive to any safety requirements the employment supervisor may impose. Immediately following employment, the man should be sent to the safety director for a detailed instruction in rules, contest and first-aid requirements. I find some such approach as this is effective. "You are joining a crew who are rabid safety fans. They have a record of 1,400 days without an injury, and built it up by carefnt work. Some of them suffered to keep it growing, getting to work in spite of painful in juries. You are going to be under suspicion and will be watched closely. Men have been taken off crews because the rest wouldn't tolerate their carelessness to the endangering of their record There's uo hurry when danger is present, and there's no place here for careless men. That precious record of theirs is in your hands. If you add to it, you're O. K. If you ruin it by carelessness--just take your own chances." This year has seen a heavy influx of new men into our plant to take care of diffi cult construction jobs of a "rush" nature, yet not one of the new-comers has had even a narrow escape. Much credit is due Mr. Irvin, supervisor of employment, and here today, for his psychological sessions with the new-comers. The otter destruc tion of morale resulting in a crew of safe workers when a new-comer dashes their precious departmental records and hopes is most disastrous. The accident is but a minor factor, for I have no doubt the old saying "Accidents happen in threes" can lx: attributed to the depressed safety morale resulting from such discouragement. Uo we fully appreciate the safety potentialities of our plant nurses ? No one can know the source of injuries as well as the person who treats wounds, and if this pers*m is possessed of tact and the ability to win the good-will of her patients, she can contribute nobly to our work of accident prevention. To those who are prone to f( that a nurse cannot liave an understanding of process and hazard, 1 would advise a trial. Many such ideas arc exploded on experiment. You will all remember war-time psychology when men pleaded and stormed for recruits to get nothing but experience. Yet teu minutes later we have seen die tail-board of a truck stormed by volunteers, iu response to an appeal by a woman. So, too, can your plant ourse break down the sullen reserve some men hold for your program. Merely to treat injuries it not all we should demand from our plant nurses for in the time necessary to do a dressing the nurse of proper qualifications can extract much valuable in formation. Memoranda come in a steady stream to my desk from the first aid room. A safely suggestion lias not been put into effect, a worker believes he has been treated un fairly. a partner is very careless or troubles at home distracted his attention from the job at hand. The remedies are obvious, but were it not for the plant nurse these confidences would never have come to our attention. You and I can scold a man and perhaps win nothing but a secret resentment. Your nurse can reprimand and get results. But she must have a thorough knowledge of your plant, processes, hazards and most important, a familiarity with your activities. She must necessarily know you have safety suggestion contest rules if she is to obtain suggestions for you. So, too. must site be thoroughly grounded in the details of the National Safety Contest if she is to appeal to men to lose no time from an injury being treated. Praise from attractive nurses has supplied stimulus when all other approaches have failed. A nurse's use of practical psychology is fully as fruitful as is the application of her Paper and Pulp Section 291 medical knowledge. Her ability to comprehend and contribute to your work is as much a requisite of an industrial nurse as a nursing diploma. In the last analysis accident prevention will he preeminently successful only when the men in overalls want it so. Owners, executives and safety directors can provide money and direction, but the vital spark must be supplied by the men. That spark must be good-will towards the safety program. The guarding of machinery con tributes about as much as does good-housekeeping. Both are essential, yet neither will yield astonishing returns in safety. On the other hand, crews working absolutely without benefit of guards or orderly surroundings will work as safely as those who have every protection. If, therefore, good-will is the soul of safety achievement we must devote thought to the getting of it When crews look upon the safety director as a detective, snooping about the detect violations of rule, an antagonism develops which is poison to hopes. On the other hand, the safety worker who in his trips through the plant goes out of his way to call a man by his first name, asking for a sick child or exchanging a few words on the fellow's pet hobby, will win friends hoth for himself and his work. To besiege a foreman incessantly with complaints of minor nature is to annoy him to the point where his reprimands arc harsh beyond need. The sting of such an unwarranted rebuke will be charged against you and your program, and will result in a counter current of antagonism you will be at a loss to account for. Men can not be made to send in safety suggestions nor can tltey be made to preach the safety gospel. These things must come from good-will. When the men believe you arc doing a great work in their behalf and that you are not a company scout, they will come to you with their little confidential tips that help so much. Too often men disapprove of certain unsafe practices only to be kept silent through a fear that the safety director will have someone discharged. Knowledge that every man will get a square deal and even "get the breaks" from the safety man nips many a dangerous practice in the bud. Work for good-will even though you suffer temporary loss of efficiency. Get friendly with and study in dividuals if you would have them enthuse over something you wish them to do for you. In conclusion 1 might say that to many of you present this paper offers nothing new, being a review of routine practice in your plants. Yet among us are some whose success has not been so marked or whose program is in the doldrums. To these men I offer these psychological approaches as having great possibilities and worthy of use. However successful any of us may be, none can dispute the fact that guards, good-hottsekeepiug and supervision are but accessories to that fundamental preven tion factor, safety consciousness. Accidents originate in the brains of men. When the same brains turn to the prevention you have built-in safety. R. G. McConnell (Defiance Paper Co., Niagara Falls, N. Y.) : Mr Brennan, do you find that the spirit of enthusiasm gradually grows in the minds of the men as you throw out this various inspirational propaganda in your own way? Do you find that the foreman backs it up f :Chairman Bunnan The inspiration most assuredly does grow in the minds of the men, and I know of no other means to plant this seed of safety consciousness other than by the use of those tactics such as touch the finer .natures of the men, and at the same time become lasting in their minds. I don't believe that a foreman has any great appreciation of our psychological en deavors with the men, and 1 feel that the foremen themselves will learn as the men learn. I tried to emphasize here that It must go through the foreman to the individual, with the foreman doing work for you in excess of what you expect from others, simply because he is hired for that; whereas tire man is not hired--you can't con vince the man that he is hired to do safety work, because you can't get it out of him. 292 Nineteenth Annual Safety Congress The foreman you approach from another angle--your job, your duty--and 1 find enthusiasm grows just exactly as you are able to think up new approaches. Just like a kid playing with new toys, when you fail to furnish new toys for the men you can't expect them ;o carry on. Ma. McCokxell: Don't you think that the men are enthusiastic about this safety proposition, but in many respects tack the ability to express themselves in the proper way? It is in their minds, and they are somewhat embarrassed about it. :Chaoxax Bunxak The best way with that situation is to put yourself in the man's place; imagine his mental capacity, and that sort of thing, and make it easy for him to do these things. For instance, is my safety suggestions 1 require no writing. He can stop me or any of the laborers, Mr. Irwin of the Employment Department, and give US but an idea. We will do the writing and take his prize to him. We want the basic idea, and we don't care how we get It. Mr. Bartlett: Here a week ago I had a foreigner who wanted to take out his naturalization papers. He asked me if I'd be a witness; and I met him at the naturalization headquarters in Boston, and secured the final papers. Gentlemen, on the back of the Iasi paper was a letter which I had written him in 1927 when he represented the beater room on the Safety Committee at our West Gordon, Mass., mill. At Uut time I wrote and congratulated him on the excellent work that he had performed as a member of the safety committee in his department. And, you know, that man thought so much of that letter that he attached it as a reference to the naturalization papers, which went through Boston and Washington. He had written on the bottom, "Mr. Bartlett has known me for 15 years." Bartlett was nothing to him, but what appealed was the recognition of his sendee that he rendered in the beater room in those six months on the safety committee. \V. F. Ashe (Tbilmanv Pulp & Paper Co., Kaukauna. Was.) : Mr. Brennan, 1 don't want to pass your paper without saying that I think it h one of the most valuable contributions that has been made here in this Section since I have known the Section. 1 like your human engineering, idea. I have no disagreements with you whatever on your paper, except to say this: Human engineering is an art rather than a science, and your paper is intended, I believe, for this group, to be a matter of suggestion to men in handling their own jobs of human engineering, rather than a treatise on ways and means of doing it. E. Douglas Walker (Quebec Manufacturers Service Agency, Montreal, Canada) : You mentioned that the foreman was not so brisk to take up accident prevention work or safety work. Now I think we are led to believe that the cost of accidents is part and parcel of the cost of production, as much as the actual producing work itself. Well, now, we know jolly well that i( the foreman does not come -up to the line in the matter of production, he is jolly.soon stepped on, and pretty heavily, too. Therefore, don't you think that the foreman, being the key between the manage ment and the men. that man sliould be stepped on in the matter of accident preven tion? It is only a matter of discipline. Chairman Brennan: When you are talking to management, as I had the op portunity, some weeks ago, I would say "When you want safety, Mr. Executive, you will get it, and your instrument of getting it will be your willingness to go down into your pocketbook and to your foreman". I don't think that a foreman is capable of doing our safety work for us. Other wise he'd be a safety engineer--no more arc the safety men capable of making paper or running a machine shop. We must strike a happy medium, making the man agement open the safety ball with the statement "Foreman, you are paid for safety and production." Safety men cooperate, aid. but do their intensive work with the individual who is, after all, the one who gets injured. Paper and Pulp 5>cftofi 29.i That is my personal idea, and it may be at variance with the best practice, but I say that for the safety inert "Work on the individual" and tltc management "Work on the foreman". Naturally wc have to utilize our foremen to carry out the many safety functions they are capable of, but because you have, through management, a grasp upon the foremen, it does not seem that there is the necessity for such intensive work. Wc sliould always remember that, whereas (he foreman is paid for producing safety results, needing only the usual instructions, the individual, who can not be made to do anything, we have no grasp upon, and consequently it would seem that the work with the individual is the most productive work. Management will lake care of the shortcomings of any supervisor with whom you can not cope. F. H. Rosnusia (Nekoosa-Edwards Paper Co.. Port Edwards, Wis.): Let me put this question to you men. Why don't you expect as much of your foremen in safety as you do of production ? Why bottle up safety in this drawer and put pro duction over here in this other drawer? We arc talking about safety and produc tion. When we talk about safety, to my mind. 1 am talking about a clean plant, I am talking about good tools, I am talking about good methods, and if I can't have a foreman that is just as good a safety man as a production man, somebody is falling down on the safety joh. It may be tl>c safety engineer. It may be the superin tendent. But I have come to believe that we can no more expect good production in a dirty plant than wc can get black fur off a white goat. And that is why 1 don't just agree with the Chairman's first statement about having a dean plant and good tools and poor workmen and poor psychology. Good psychology, to me, means a good plant, good tools, and means a high class foreman. Now. aren't we laying ourselves open to the criticism that wc are not doing enough with the foreman? I claim that we have got to expect tins foreman to handle that job. safety, production, the whole works. That is what he is put there for. Now if Iw has fallen dowu on one of those jobs, safety, production, housekeeping, or whatever H is. somebody has fallen down there. I don't like die idea of putting safety in a separate category, and having the fore man say "I am a good production man. but not a safety man." If you have a safety inan. isn't he bound to be a good production man? Mr. Lumbucak : 1 certainly am in most hearty accord with practically all of the subject as presented by the chairman. We practise, in our organization, a group of fundamentals that seem to us absolutely necessary. Some of the things that we consider absolutely essential can be summed up under the general term "good plant housekeeping". It means cleanliness and order, which, of course, includes proper lighting, both natural and artificial lighting, and then teaching the individual employee how to do the job you hired him to do, the way you want it done, and insisting that the supervisor of his work sees to it that that advice oral instruction is carried out. Mr. Brennan is undoubtedly right, tlial a great many foremen are almost an ob stacle to a modem safety program, because of a condition that we have all passed through, and those of us who haven't will have to pass through to get anywhere. A foreman going into the paper and pulp industry, up to very recently, and prob ably to a very large extent at present, is selected and promoted to supervisory posi tions, sometimes of considerable importance, on account of his knowledge of conversion processes in that plant. Sometimes his promotion is measured by his years of service. A good many of the foremen in our company are sixty years of age, or over. They were foremen exercising arbitrary authority on their jobs, hiring and firing, long before industry had to actually pay for industrial accidents. So that man has the usual amount of human ego that I think we arc all blessed with. I know some foremen in our service that probably tvoukl continue to be fore 294 Nineteenth Annual Safety Congress men, very dear personal friends of mine, that in my judgment I can often see, in the back of tlicir heads, that they believe this whole thing is a sort of a fad, and that some white collar fellow got up some kind of a job where he could tell people what to do. Now the most difficult task that was ever undertaken by humans anywhere is un learning a man who has occupied an authoritative position, has become settled in his judgment, in his habits, and all that sort of thing. I rather think that is the type of foreman that Brother Brennan had in mind when he talked about the foreman. As I see the duties of the safety man--call him engineer or what you will--it is very largely that of education and cooperation. We have purposely and deliberately, even in our very large plants, where we have to have two individuals, we have coupled the job of accident prevention responsibility with our employment service.* The object of that is to throw into the hands and under the jurisdiction of one man the contact, particularly with the new employee, and having some say and authority in suggesting or recommending the transfer or change in occupation for individual employees who may not possiblj' be fitted for a particular occupation that they happen to fall into at ihe time they were needed, or because some one thought that they were fit for some position where it afterwards transpired they were not. But wc do feel that there can be no possible w*y in which you can take away from your department head tlie actual interpretation of the company's policy toward its employees in accident prevention, and in discipline. Mr. Rosebush : My own position with my company is in the personnel department, in which is included the safety work, and I have a lot to say about the per sonnel side, the training of foremen in the things that 1 have mentioned, house keeping and other things that enter into it, and that is why, perhaps, from my position, I look at this a little differently from a man who might be engaged solely in safety work and felt that he had no contact such as l have in my work. But I still feel that foremanslup training, if taken in as a subject altogether, of which safety is a part, which links itself right in with the others, and, as 1 look at it, I can't draw a line and say Safety is on this side, production here, and housekeeping there. It all goes in together lo the qualities that make good foremen. H. G. Gilson (Oxford Taper Co., Rumford, Me.): . You spoke of a belief you had tliat if a mill was in terrible physical condition, no guards, no supervision, very poor housekeeping; that still and all you could eliminate accidents. Now whv I question that is this. As you are aware, I had the pleasure of visiting at your mill. That condition which you say you believe docs not exist in your mill. Where did you ever sec it, to gain your belief? Secondly, you said that it is very good practice--I believe you said you did it-- to strip your bulletin boards for a month, as sort of a let-down from the pressure of vour work. First the belief; second why, or, rather, just how you strip those boards, and wliat do you use on them. Chairman Brennan; I knew we'd get somewhere. He says my mid isn't dirty, l*ut is in good order and all tint sort of thing. I quoted that as a comparison, or rather a choice. If f were to have my choice between two conditions, and had no other choice, 1 would select that personnel in Its dirty surroundings, in its hazardous surroundings, knowing that that spirit to go on and carry through would prevail, over that perfectly appointed mill where the men feel no sense of good will toward the program. I will prove my source of information. Some couple of years ago, while putting un a new roof on our plant, necessitating a false flooring over two paper machines, a fire started, caught the flooring, caught the sheet, and. in an instant, tar pots and everything had the big machine room ablaze. The men left their machines because of tar smoke alone, and in not more than ten minutes the entire roof was down on Paper and Pulp Section 295 two machines running 850 feet a minute. That was a mess I Before tlic debris was cooled, a master mechanic and his gang were into it with a crane. Now imagine the debris of two .856-ft. paper machines, smeared with a roof and att of this false flooring, and the work necessary lo build a new roof, piled over the machine. There could be no guards, and it certainly was not good housekeeping. It was the worst housekeeping imaginable, and certainly the most hazardous job that they will ever undertake. Five months later they turned over the driers on that job, without a single day lost. There is the source of iny statement that guards and good housekeeping are contribu tory'. hut not essential to safety success. Relative to stripping the boards, when the 30th of June, midnight, comes around, the whole mill breathes a sort of a sigh, in your plant and in my plant they breathe a sigh, and they don't want lo come in the next morning and sec the same old highpressure stuff on the boards. So we give them a change of diet. I mean stripping. I mean alt high-pressure selling is stopped, and this accumulation of material that comes from the National Council, but which is accumulated from that month--gen eralities and a few of those--are put in the place of that tremendous broadcast that we carry on for six months, easing the pulse of the mill to normal, rather than trying to over-shoot the program to the detriment of the men's interest. 1 mean stripping. I mean letting down to the barest minimum, so that every board should have one simple generality on it. Mil Gilson: After the Contest? Chairman Brennan: For one month. Mr. Hoyman : I was thinking about your statement in regard to foremen. As evidence of what we think about it, you may regard the folks we bring to the Congress year after year. Last year it is true that we won the prize at the Niagara Falls Mill. We had a bunch of foremen at the Safety Congress, but we also had the Manager; and year after year, if we bring anybody at all, we bring the Manager-- not that he may get an inspiration so much, but as a reward. Our safety starts at the top; we get just as much safety as I am able to sell the management in the first place, which is 100 per cent, because the management is not hard to sell. In oilier words, we get just as much safety from the managers as our directors want. The managers get just as much safely from their superintendents as they instill them with and demand of them. Likewise, the superintendent get* from his foremen and the foremen from his folks. We haven't any foremen ltere today. We have the manager and two employees from one of our mills. CHAIRMAN Brennan: I think I had better qualify myself for the sake of the record. I repeat that foremen are, in my mill, equal to any, hut I did not choose them. They were chosen before safety was inaugurated, and because they were fit for production, or because they attained their position after a long period of service, which does not for a moment prove that those men either have the will or the ability to present safety to their men in its proper form. That is no reflection upon the foremen, but I do repeat that J think that this in sistence upon foremen keymen and that surt of thing is over-rated. I realize the things Mr. Rosebush puts forth, the relation of production to safety, and the foreman to his position. No one could do the things that we have done in the past without them; but 1 do not place my sole dependence upon the foremen, nor do I stop my program at the foreman, nor do 1 insist that die foreman do a great deal of teaching. I will present the material from this angle, which he docs not understand. That is my job. I will expect the management to keep the foreman yielding me that en thusiasm that he gets paid for. But this paper is intended far tlie individual. Who gets hurt in your plant, the foreman or the individual ? How can the foreman possibly function when two men are working on a digester and the foreman is in the bag mill at the other end of the plant ? 296 Nineteenth Annual Safety Congress I hope that is clear, for purposes of record. The foreman has his place. He is paid for occupying that place; but l don't demand too much of him. Chables H. Pippert (Charter Bros. Machioe Co., Middletown, Ohio) : I have been in safety work only since the first of the year, and I find that in the past six months wc have cut down over SO per cent of our accidents. What I find is this. We have a meeting with our foremen on the first and fifteenth of each month. We get out literature, pamphlets, etc. Wc read them, we discuss them, and then wc have our foreman go out and put it to the men. Wc also have put up on our bulletin boards our different arguments; that is, dif ferent literature, for arguments, and tlten at the next*meeting we can again discuss them. But what I have been doing in the past six months is this. I- have been insisting on the foremen getting into this thing, getting interested in the affair all the way through, so they can go out and preach this thing to the men for the betterment of mankind and the organization concerned. :Chatrmax Bren.vax* Wc now go into an address entitled "Selling Safety to Employees" by a man whom, if we haven't heard or seen, wc know through his literature. We are fortunate in having Mr. C. F. Otto, safety engineer, with the Employers Mutual Liability Insurance Company, Wausau, Wisconsin, who will now speak to you. Selling Safety to Employees By C. F. OTTO Safety Engineer, Employers Mutual Liability Insurance Co., Wamay. Wis. Selling safety to ti*c employees is a difficult problem, mostly on account of indiffer' cncc and also because we are dealing with abstractions rather than anything con crete : and so, in setting safety to employees, I atn inclined to think that the method that we use has been very, very successful, because we appeal to a man's emotions rather than to his logic, and in demonstrating to you how I proceed in selling safety to employees, 1 am just going to ask you to imagine that you are an employee back there in Use shop or tlte mill, earning your daily bread by the sweat of your brow. Safety is something that is good for you, for me, and for everybody else, because safety means the saving of fingers, the saving of hands, of eyes, and lives, and all the pain and all the suffering and all the sorrow that goes with it. When I say that Great Britain spent, during the War, $34,000,000,000, it is pretty hard for you and me to imagine a sum so vast; but it means this, that for every minute since the birth of Christ--there are only 1.000,000,000 minutes that have passed since the birth of Christ--for every voe of those minutes Great Britain spent $34. That gives us some idea of what $34,000,000,000 realty means. The Vatican over mi Rome has 10,000 rooms. It is impossible to conceive of a house having so many rooms, but it means just this, that you can live in a (Efferent room in that Vatican every day, and not live in the same room twice, and it would take you over forty years to make tlie rounds. If yoo went out to the Stevens Hotel in Chicago, which has 3,000 rooms, it means that you can live in a different room every day, and it would take you over ten years to complete the rounds. So when we say. in America, that 96,000 people lost their lives in accidents, it is pretty hard to imagine a vast army of men so large, but it means if those 98,000 people were to file past tlie door of this room Iwre, four feet apart, you would spend two days and two nights watching them go past. So safety, men. is your problem, and it is a big problem. An old Chinese saying is this "One picture is worth 10,000 words,** so visualization is much better than mere words and talking. Paper and Pulp Section 297 Safety becomes your problem, and it is your problem now. Now is the time to think of it more than you ever thought about it before. Tomorrow today will be yesterday. There is no time to lose I Once the eye is lost, it is out for good. It is always better to say "I'm darned glad I did" instead of "I wish 1 had". When you put it off you are apt to get into trouble. A fellow came into the shop (me time with a black eye. He said "1 got that by kissing a bride after a wedding ceremony." "Well," the boss said, "Isn't that the usual thing to do, to kiss the bride at a wedding?" Bill said "Yes, but I was three years late." He put it off too long, and got into an Awful lot of trouble. if we put the thing off, we are apt to get into an awful lot of trouble. I want to call your attention to just a few things in the matter of safety. You read about the big things that happen. An explosion gets on the front page o( a newspaper, but you and 1 in our daily lives forget the little things in life ; and after all, it is the little things in life that count. The days arc made up of many, many glorious sunbeams; nights arc composed of many, many glorious little stars. Niagara Falls, that beautiful waterfalls, is made up of liny little drops of water, it is the little things in life that count, and it is the little things in the plant that produce Reddents. Back in 1911 a fellow named Robert Lynch went over the Niagara Falls in a barret and lived to tell the world about it. A few years later he was lecturing in one of our Middle Western cities, and walking down the street he slipped on a banana peel and broke his leg. He went to the hospital, but infection had set in, and they tried to save him by amputating his leg, but in vain. Here is a man who goes over the Falls in a barrel but loses his life as a result of slipping on a little banana peel I That little cut, that little scratch or bruise, that the average man pays no attention to, lets it go, and then along about the third or fourth day he feels a pain and throb, and he hurries to a doctor, who is just about able to save his arm. Many men and women lose their lives because they pay no attention to that little cut, scratch, or bruise, or little sliver. It is the little tilings in life that count. There is only one thing to do. Any time you have any cut, scratch, or bruise-- prompt first aid is the only solution, because it prevents the loss of an arm or leg. and you lying in the hospital, suffering the agonies of Hell. Just a little thing, but very, very important. History tells us that it rained on the night before the Battle of Watcrlooo. That prevented Napoleon from moving his artillery. As a result, he lost the Battle of Waterloo to the Duke of Wellington, and the loss of that battle changed the map of Europe and changed tlie entire history of the world. Just a little thing, but very, very important That little something in the eye, which (he average man does not pay much atten tion to--a dentist draws a tooth; a piece of the tooth struck the dentist in the eye; infection set in, and he lost his eye. A farmer fed his hogs from an old barrel. A piece of rust flew up and struck the farmer in the eye. Infection set in, and he lost Ills eye. Giving a talk down in Warwick two years ago, I came to the eye subject, and noticed that one of the fellows sitting in the front row started to cry, and I knew I was on a tender subject so far as that man was concerned, and X got off It as fast as I could T asked the superintendent about it, and he told me the story about this man, who had just been married about three nr four years, and one Sunday afternoon they went out to visit some relatives on a farm outside of Waukegan. They played indoor baseball games. This woman became very warm and went over to cite pump and put her head under the pump, while somebody dashed the water over her head. It paralyzed her optic nerves, and that poor woman became stone blind. The eye hazard is everywhere. 298 Nineteenth Annual Safety Congress Now you can afford to gamble 10c in pinocle. It is a fine thing to take a diance, but wc can't gamble with the best thing that God ever gave man. 1 have seen fellows taking toothpicks at their eyes, and if they can't get it out that way they take a comer of their handkerchief and twist it all up nice and sharp, and after they get it all dirty and covered with germs from their fingers, they rub it into the eye. What is the result? 99 times out of a hundred they may get by, but the hundredth time the eye will become infected. The only solution is prompt first aid; a few drops of Mercuruchrome to prevent infection, and goggles to preserve eyesight. Jiut close your eyes for about two seconds and think what would happen if never again you could open up your eyes! It means you can't sec any sceuery; can't go hunting; can't see a baseball game or do any thing in life that you love to do; and, what is more than that, men, it means that never again will you be able to look upon the face of your mollier, father, sister or brother, wife or children. That joy, that beauty, is gone forever. Just a little thing, but very important. Good housekeeping is always good safety. A place for everything; everything in its place. Just a little thing. If you have a plant of 300 or 400 men and 250 leave their tools in order and believe in good housekeeping, and the other 150 do not, it means those 150 are making it tough for every man in that plant, including them selves. ' Why noi good housekeeping? You men know that when you go home tonight, if you go and throw your hat on the radio and hang your coat on a chair, friend wife is apt to take you by the nape of'the neck and lead you around until you put those tilings where they belong. She believes in good housekeeping. Good housekeeping in a plant is just as important as in a home in New York, Chicago, or wherever it may be. if you don't believe in good housekeeping you are apt to get into trouble. A certain fellow did this. A minister was giving a sermon one day, and said "All who want to go to Heaven, please raise their hands'*. All hands were raised except that of one man. "Don't you want to go to Heaven?" asked the minister. The fellow* said "Not me. I want to go to Hell." "Why do you want to go there?" the minister inquired. The fellow said "Because I want to. It is mine. It belongs to me." "How do you account for that?" asked the minister. He replied "My wife gave it to me last night." So that is what we are apt to get if we don't believe in good housekeeping, which is good safety; a place for everything and everything in its place. The little things in life. Just a few last words. You know Uk books are full of famous last words. Reumnber Pershing when he said "Lafayette, we are here", and Nathan Hale, "I only regret that I have but one life to giye for my country." And the words of the Master, "Father forgive them, for they know not what they do." A lot of famous last words; but 1 think these words arc used more in industry than any other expression: "Oh well. Ill lake a chance!" The chance-taker is always the acddcnt-msdcer. It is in the little things, and in your particular line of industry, you men, forgetting for a moment tint you arc employees back in the shop, you have bulletins, approaches like this, calling attention to specific hazards, to the things that really cause hazards m tiie paper and pulp industry, moving rollers, falling material--good housekeeper^ comes in there also--and strains in lifting, the right way and the wrong way, pictur ing to the man so he knows and can sec which is the right way and which is the wrong way. So far as the safety records are concerned let's aim f< this perfect safety record, not for the idea of making a record, but for the idea of eliminating accidents from the plant and from industry a* a whole. Now you hunters know darned well, when you go out to shoot duck, that jtm can never kill a duck or a deer l>y aiming at a jack rabbit. There is only one way. Paper and Pulp Section 299 and that is to aim for it. There is only one way to have a perfect safety record, and that is to aim for it; only one thing that can put it across, ami that is the biggest, best, and finest word, 1 think, in the English language, and that is Enthusiasm. Nothing worth while in life was ever accomplished without enthusiasm. Individuals, as we gather here this afternoon, if you were to sell your body f. o. b. to the nearest drug store do you know what you could get for it? Just exactly 98c. Let me illustrate. There is enough lime in your body to whitewash a hencoop; iron enough to make a ten-penny nail; enough sugar to fill a small receptacle--and all the other chemical elements, if you were to sell them in the open market, the most you could get is 98c. But you instill in that body life, faith, hope, love, enthusiasm, and everything in life that should go into it to make It worthwhile, and you immediately transform that 98c body into a body whose value you and I could never begin tu estimate. Aim for that perfect safety record, because accidents arc the static of production. Go home tonight, tune in on the radio, and you will hear a lot of buzzing, crackling, and a lot of noise. It is annoying, and you shut off the radio and turn to something else. So in a plant, let Joe, Mike, or John get hurt, and somebody has to fill in for them. It means a waste of time, loss of time, waste of material, production goes down. You can't have production without safety, and you can't have safety without production. They are Siamese twins. So with everybody getting behind it, cooperating for safety, and driving it across and being enthusiastic about it, putting your heart and xnul into the game, you will he surprised at the results. When Sir Christopher Wrcu was building Hut big cathedral in London, Sir Chris* topher wanted to get an idea of what the men thought about it. They didn't know him, weren't acquainted with the great architect. So he went up to one of the worktuea and said "What are you doing, my friend?" The workman replied "I am break ing stone." Sir Christopher walked down to the second fellow and said "What arc you doing?" He says "I am earning three shillings at sixpence a day." Sir Chris topher passed on to the third worker and asked the same question. He said "What are you doing?" The workman straightened up and looked Sir Christopher straight in die eye, not knowing to whom he was talking, and sakl "I am helping Sir Chris topher Wren to build this magnificent cathedral." There you have the three views of life, whether it is in tiic pulpit, behind the plough, in a factory, or on the street, on a street car, or in an office, we are either breaking stone, or making so much money a day. or we are builders. I say every tuan is a builder. We don't know what the scheme of the Great Architect may be. We know that we fit into his scheme of things, and no matter what your job may be, it is important and dignified. Build for safety mod happiness, and at the same time you build for safety you build for happiness. If you build for happiness you naturally build for safety. And so, for the home's sake, let's believe in safety and everything else that goes with it. Over in India they haven't got this thing. But there is a cobra there that each year kills enough people to populate a town of approximately 100,000 people. Why? Because the people over in that country will not kill the snake. They wor ship the cobra as a god. We have millions and millions of those cobras right over here in America, destroy ing homes every day. We call that cobra "Old Man Carelessness." So, for the home's sake, let's keep it safe, not destroy it because somebody forgot to remember, because somebody didn't care, because who suffers most if you get hurt? When the bread winner is taken out of the home, the wife and kiddies must struggle through life alone. Married men. you left home this morning' 100 per cent. You had all your fingers, both your hands, both your eyes. 1 want to tell you folks, they want you back tonight 300 Nineteenth Annual Safety Congress and every night just exactly the same way you left them in the morning. They don't want that tdcpftonc to ring and say that Joe or Mike or John was taken to the hos pital and they don't know how badly he is hurt. The reason why you want to make safety first tlie best pal and the biggest pal you ever had in your life is this: When the day's work is done the kids arc glad to meet father. When dad comes home, they are glad to see him there. I don't ore how black his face or torn his coat or dirty his shirt, that man is a man, and he is worth saving. When crossing the Channel to what is now known as England, Julius Caesar led Jiis soldiers to the top of the cliffs of Dover and had them look down, and this is tlK scene that met their eyes: Every ship that these soldiers had crossed the Charnel in was being consumed by the tongues of flame. Here they were, in a strange *d the land of the enemy, with all chance of getting back to the mainland cut off. There was but one thing for those men to do. and that is just exactly what they did. They marched on toward Victory. Members of the Paper & Pulp Section at the National Safety Council, and all the members here connected with the industry, may we, too, march on toward Victory* and finally conquer accidents! Chairman* Biunman: I thank you for that word of inspiration. I don't wonder that that man was selected to sell safety. That is the last number on this program for this afternoon. Unless there is some discussion--let's have some discussion; this man is* an outstanding figure in his line, and it behooves us to take advantage of his presence here, in order to give our mill their money's worth. He is willing to answer questions. ADJOURNMENT Paper and Pulp Section 301 Thursday Morning Session October 2, 1930 WALTER J. BRENNAN, Chairman St Croat Paper Company, Woodland, Me. The fourth session of the Paper and Pulp Section convened with Chairman Walter j. Brennan, St. Croix Paper Co, Woodland, Me, presiding. Chaoiuk BaEsf.vxx: The business earned over from yesterday's session consists of a discussion of the Safety Code for Pulp and Paper Mills. Mr. Altman, I believe, is not here but Mr. Rosebush wtU take his place. F. H. Rosrausu (Nekoosa-Edwards Paper Co., Port Edwards. Wis.): The ques tion that really Is coming before os. gentlemen, is the revision of the entire Code, or some of its sections. Now we hare had a committee which has been working in conjunction with the National Safety Council, this past year, and the Safe Practice pamphlet of the paper industry has been gone over, item by item, and compared with this Code. For instance, in that pamphlet has been written safe practices for the sulphate de partments, very little of which was in there before. I call your attention to the code. Part V, page 15, under Rule 500-C, which says "A grating with mesh of a size not larger than 8"x8", too small to allow a man to fall through, should be installed at the outlet of the Chip Bin." Also, on page 18, where you will find Rule 510, Section 51, "Sulphate and soda processes, since the hazards of these processes are similar to those of the sulphite process--the exception being that caostic soda U used instead of acid--the same rules shall govern. A copious supply of running water, boric acid, or vinegar should be maintained as a reagent for tannic soda boros.'* I know that many of you men wouldn't hear to having a mesh in the throat of your chip bin, to prevent a man falling through, because the objection is that it pre vents chips going through, and causes dogging. So now the question of the revision of this whole Code conies up. or revision of certain sections. I think that that is what Mr. Altman has in mind. Now naturally the question conies up. "What docs the Section wish to do in regard to the entire Code?** John Lundjugan (International Paper Co., New York City): It would seem to me that the question of revising this Code, if we are going to do it at all sys tematically or in a practical way, is something that ought to be spread over at least another year, and some definite agency, committee or individual, undertake what I would call suggested changes. I believe they would consist mostly of what I would term "bringing the Code up to date." All of us should and would be interested enough to criticise anything that appeared impracticable in the recommendations made, even though we weren't capable or willing to advance suggestions. Mb. UosxatJSH : You may remember that when this Code was adopted two years ago we discussed the very things that Mr. Lundrigan has been talking about; whether or not we would, as a Section, give our consent to the adoption of this Code and have the Government put their numeral on it and send it out as a Pulp fir Paper Code; and at that time a statement was made by some one that while it might not be an exhaustive treatise and cover all phases of the work perfectly, we felt it was the best that was in existence, and that until such time as it would be revised we would give our approval to it. Now it seems to me that we ought to go slowly; and yet, at the speed that is 302 Nineteenth Annual Safety Congress necessary to get something done. Personally, 1 think we sltould consult with the Council, to get their official backing to a revision of tlie Code* if that is necessary, and then have a committee appointed that would go ahead with this work. I think it is absolutely useless to try to ask the members to send in comments on this Code, and wait for any such procedure, because my experience this past year, with the Safe Practice Pamphlet Committee indicates that it has to be delegated to men who will get together and work on it. Walter A. Gleason (Haxnmermill Paper Co., trie. Pa.) ; I hadn't been aware that the Code was so much out of date that it needs to be revised at this time. Of course 1 realize that this Code does not take in the sulphate end to such a great extent ns is necessary at this time; but to try to revise the whole Code, after this com mittee and the Division of Documents in Washington have approved it seems quite unnecessary to me. Mr. :Rosebush Well, there are certain parts of it that seem to be capable of revision. Moderate Revision is Suggested M. G. Hoyman (Kimberly-Clark Paper Co.. Necnah, Wis.): On this Code, it wasn't my idea that it needs general revision, for it seems to me that is taking in a lot of territory. For one thing, it is hardly likely it needs it. There was a lot of work put in nn this by folks tliat sacrificed a lot of time.ill is doubtful if you ever again can give the time to it that Bob Altman and the others did in the beginning. It is utterly impossible to get committees scattered throughout the paper industry to work together. That is, you have to localize it into a few hands, and all it needs, perhaps, is a little revision, and supplementing it by these mills or departments or sulphate, or whatever it is that was left out in the first place. In order.to do that you will have to localise your committee, and submit it, then, through something like The Paper Industry; but you won't get many responses. I don't say "revise." I don't think much revision U necessary. More than likely it calls for supplementing this by some things that were left out. H. G. Gilson (Oxford Paper Co., Rumford, Me.) : Who first approached this subject of the change in the Code? Mg. RosEBUsn: Why, I think it came up about a year ago, or more, in the dis cussion of the change of Hie Code, and at that time, as I stated before, we were supposed to read it over and make our comments, and have it up for discussion this year. Ms. Gilson : Is it the general consensus of this body that that Code needs revision? Mr. Rosebush : It doesn't seem so. from what has been said this morning. ;Chairman Brennan We must never forget or lose sight of the fact that we arc supposed to lie the last word in safety. We are professional safety men, and get bread and butter for doing it. Therefore, if wc. neglect this thing, we approve it in whatever form it may be in. Being the last word in paper and pulp safety, it is perfectly natural for Labor Boards, State Governing Boards, to take this as it it, coming from those who should know. I think it is a matter of pride. We should have that engineering pride which goes with the last word in efficiency and in accomplishment. That would be my thought on (lie thing, that if we maintain a Code at all, then, in order to call ourselves en gineers or directors, we should have a Code which is uptodate, and actually the last word on the subject. The idea of presentation through the journal, through The Paper Industry Maga zine, of course is sound. It will show our executives that the Safety Congresses are Paper end Pulp Section 303 not hot air and a general hand-shaking session, but, rather, will show them that we have as much right to engineering prestige as mechanical engineers have. Let us, before we come to a decision, consider die fact that we stand back of sometiling which may not be up to the minute, and therefore stands as a reflection upon our profession. Either abolish it or revise it. but take some definite action, whatever the assembly may see fit to do. Let us not forget that angle; otherwise we can't use the term "safety engineer." Mr. Rosebush : Gentlemen, it does seem as though this Code is a fine piece of work, and it is a mistake to have it put away in the files, wliere it becomes mouldy and not used. And then there is also the fact that this Section has fathered it, stands back of it, and I can not sec any harm for it to be inspected by a committee, and those parts of it which may be obsolete, as Mr. Hoyman suggested, brought up to dale, if with nothing more than supplements. I read you two pans of it that 1 know there is a lot uf disagreement on, and while T think the Code, as stated, when it was adopted as a whole, was 'very acceptable, 1 think we ought to keep it uptodate as far as possible. Discussion on the Chip Bin Mr. Peacock : Referring to the wire screen, I have a superintendent who chal lenges that whole idea of any sort of wire or appliance at the opening of a chip bill; and furthermore, he challenges the right and the need for putting any man into t!>c chip bin at all except for purposes of repairs, when the chip bin is out of use. Mr. Rosebush: In writing over the Safe Practice pamphlet, the Question of a ladder going down into the chip bin was thrown out, because one of the mills reported that its ladder was rotten, a condition which did not show from above, and a man going down that ladder was apt to be injured, so they 9aid "Take the ladder out entirely.'' Now that is a condition that was found in one mil). There was quite a discussion on the fact that where this calls for a ladder to go down into the chip bin, taking out the ladder is the way I recall it. Wasn't that correct? Mb. Peacock: Yes. G. W. Phillips (The Champion Fibre Cn., Canton, N. C.) ; It seems to me that this thing can be made workable if we know all the conditions. Now with reference to the chip bin, dry chips, as you know, will feed into the digester without much trouble. Perhaps some of you are not using wet chips. Wc make paper from cbestnut wood, after the tannin has been extracted. These chips are put into the bin pretty wet, and they form a wall almost perpendicular. Now we do have a ladder. We feel it is necessary to have otic, a metal ladder going down into that chip bin, with a rope provided for the fellow to hold to with one hand as he goes down thereto stir up the chips, ft seems to me that any kind of a screen over that opening would certainly be out of place. Ft seems to me that a number of little things like this, if wc could just iron them out, note conditions, we can remedy them so that the Code would be all right; but it is pretty hard to convert a hard-headed superintendent, sometimes, when he knows it is interrupting the operations. Mr. Rosebush : Personally, I like die thought of having Lhis Code printed, section by section, in The Paper Industry, and I also like the tliought of having a supple mentary edition to the Code. You will notice on the first page that it says, "Bulletin, United States Labor Bureau of Statistics, 1926," and gives the names and addresses of those who were interested. The first name on there is the Chairman, Robert M. Altman, followed by A. B. Costigan. G. E. Williamson, etc. Walter A. Gleason (Hammermill Paper Co., Eric, Pa.) : Don't throw this Code away and attempt to make a new Code. 304 Nineteenth Annual Safety Congress Mk. Rosebush: I think we are getting the thing crystalized. Now will some one make a motion? Wc are pretty generally agreed on it. Wc ought to have the motion now. Mr. Ldnmican: I make a motion that the chairman of this section appoint a committee, including R- M. Altman ; that committee's duties being to cooperate with the National Safety Council, magazines like The Paper Industry, and various Gov ernmental and other agencies having to do with the present Code, in giving such publicity to the existing Code and proposing and considering such additions and amendments as in their judgment are necessary for the best interests of the industry. Me. Gleason ; I second that motion. Mr. Rosebush: Any other remarks on the question? Are you ready for the question ? All in favor please manifest it by saying "Aye". Opposed by saying MNo'\ It is carried. Mr. Chairman, I think that fulfills my obligation this morning. Committee Appointed to Cany On the Work Mr. Peacock: Chairman BUI, before we leave this entirely, would it be wise to consider some way of securing a redistribution of the Code? :Chairman Brennan The code can be obtained from the Government Printing Office, Washington, D. C., for 15c. I am sure the Government Printing Office will gladly supply all who desire copies. In accordance with that motion, I will appoint James Plzak, Consolidated Water Power & Paper Co., Arthur Murray, The Container Corporation of America, and A. Scott Dowd, Editor of The Paper Industry Magazine to work with R. M. Alt man, Marathon Paper Mills, and to summon aid from any and all who have the interests of the Section at heart, to carry on this work, not forgetting the News Letter Editor. As you all know, the National Safety Council work is characterized by practical men, and throughout the country a man by the name of Walter Darling has been traveling, preaching the gospel from a wealth of personal acquaintance. He Has been in the East and has received an overwhelming reception. His work is of the best. He has asked permission to come here aod speak to yon. He has been in the other Sections. He is to the point, and I now introduce Walter Darling, of Cincinnati, a very eminent lecturer on Safety. Walter Darling (Safety Lecturer, Cincinnati, Ohio) : I don't know whether 1 am capable of talking to you men this morning or not. My work, while it has been to about half a million employees of the United States, is usually not to executives. But I have made a few observations. That may sound funny to you,- for a blind man to say that he makes observations, but you know we aren't kidded any by scenery. We get things pretty much as they are. I don't know whether I can inspire you any, whether I can enthuse you any, or just what I can do here today, but I'd like to say a few little things about my experi ence. We all know that safe men in industry are men that make safety a habit, and that habits arc formed by constant practice. In order to get meo to practice constantly, they must be constantly reminded. But tmless their interest and attention are firmly established on a good, solid foundation, constant reminding won't get worthwhile results. A good foundation is, therefore, essential, and its value is governed by the degree of interest it arouses. I am of the opinion that a good foundation is to have a'safety department whose energy and enthusiasm pervades the entire plant. Safety in industry, like the morale of an army, doesn't bubble up from the ranks to inspire and influence its recognized leaders. Unity, harmony, confidence, and cooperation are all the children of good Paper and Pulp Section JOS parents, and when I say that I mean you men, safety directors: and k ** year children that you have to took oat far. Every plant can't have a perfect record. They don't have perfect records, but perfect records are ponNc. and they are worth working for. Work a the only thing that gets them. As I see it, the difference between the successful and the tmsu^essful is inddinc*. indifference, and inkinitmi 11 on one hand, and ambition, patience, and perserver- ancc on the other. I don't know bather yoa have noticed it or not. bid men who make record* seldom make excuses. 1 feci safe in saying that the most eloayucutly delivered atth Ant have ever pnmed the Sp* of men are echo** down the halls of ifcushimm and penal institntioas tfaroaghot* the land. They don't come from the men who are making records, making birtny aa safety. Constancy is the arid test that proves the mettle of the worthy, wd efiowntr* llte unworthy. While you may not be able to lay your finger immediately on the ttobfe in your particular i^iH. it can be found. I have heard people say that they had bad lack. A lot of people say that 1 have bad bad lock; bat bad hack, to me, men, a a dbconfoat note which vfteaaee only m die minds of the slothful, and good luck is simply the accrued interest on the efforts of the deserving. If we are to Id our ****** and our'ambitions rise no higher than our place in industry and our name* on the payroll, then, paradoxically as it may sound, we arc all very wcor uhl faSatte. I can't help tfedok of that little slogan, which is worth pasting into yoor hat or over your desk or lajfwhrrc else. It as just this: "A quitter never wins, and a winner never quits.** I don't know wleilei I can be an example of working hard or not. It isn't exactly a pleasure for me, and it is a lot easier task for most other people, but it is worth while, all of ft. :Chairman Brennan We are grateful to Mr. Darling for his comments here today. A man who has lost his eyes in industry can't help but have the proper slant on our problems. We now take op the Contest Rules for next year. 1 will ask Mr. A. Scott Dowd, because he is intensely interested in this subject, to comment on the last contest, and. if possible, suggest something to us. Discussion of 1031 Contest Rules A. Scott Down (The Paper Industry, Chicago) : I received a letter from Mr. Will iam Colvin, safety director of the Fibre Container Branch of The Mengel Company, Louisville, Kentucky, addressed to Mr. G. E. Burns, of the National Safety Council, Chicago, under ****** of December 20, 1929, in which be said: "Our mill does not manufacture the board which we use to make containers. This is shipped in to us from various nulls throughout the country. However, I do not think that this should entirely exdude u* from the contest. "I appreciate the fact that statistical reports made up from mills manufacturing different articles would be quite a problem, but our dues entitle us to membership in the Paper and Pulp Section. Do you not see some way that we can enter into this or another contest? "I am very anxkms to enter into something of this kind because of the interest I am sure it will stimulate in our employees.** Mr. Burns referred that letter to me. and I answered Mr. Colvin, including in my letter a paragraph which stated: "The rules for the 1930 Contest, as has been stated by Mr. Bums, were drafted 306 Nineteenth Annual Safety Congress by the Contest Committee oi the Paper and Pulp Section and endorsed by the Executive Committee. Therefore there can be no change made for the present year. However, this matter will be brought to the attention of the Committer at the next Congress, and if found practical, some modification that will permit more general participation on the part of all members of the Section might be effected at that time/' In "Industrial Accident Statistics'* 1930 edition, you will recall that there were 148 paper and pulp mills in the Section. The (taper box and container manufacturers constituted the smallest number of members, while the paper and pulp milts were greatly in the majority. The frequency rate of the paper goods manufacturing plants was 14.71 accidents for 1929, while that for the containers was 37.76 and paper and pulp mills had 29.42. I present this for the discussion of the meeting, as to whether it would be well to include all die members of the Paper and Pulp Section in the contest, or keep it for just the paper and pulp people. Chairman Brennan: You have heard this unusual request. It is up to us, now, to consider whether or not we will make a special provision for these fellows, or continue as wc are for fear of getting Into deep water. What is your pleasure? I might ask How many come within that status, Mr. Dowd--how many could possibly come into tlrnt category; enough to make a special department or special Section, or something ? The Various Groups of Plants Mr. Down: I have it right here. There is a small number of container manufac turers. The next larger group is the paper goods manufacturers, such as the towel manufacturers, etc. There arc 27 paper box and container manufacturing plants, 40 paper goods manufacturing plants, and 148 paper and pulp members that reported their accident experience in 1929 for the Industrial Accidents Statistics pamphlet. That is a total of 215, and that is considered the membership of this Section. Chairman Brennan: In your jurisdiction, Mr. Murray, have you some? Arthur Murray (Container Corp. of America, Chicago, III.) : We have our own safety contest, because we have so many box plants, both corrugated and specialties, such as ice cream pails and things like that, but we will not mix paper mills with converting plants. The experience is so much in favor of the box plant that it is easily 60 per cent better, both in insurance cost and frequency and severity rate, all the way through. There is no comparison whatsoever. The fact of the matter is, on our small box plants, and by small I mean less than 25 or 40 employees, I don't even let them into the contest, because they should run for three or four years without a lost time accident; no reason why`they shouldn't. If they have one a year, why there is something wrong. So far as the contest is concerned, as for a small box plant, I would say it would be ridiculous to disturb the present situation. The solution, as I see it, would -be the establishment of a separate contest for the target" converters, with 140 employees and up. You might even have two groups in it. Of course it would be a question of financing prises in that, but I really think the field is so big--it hasn't been touched at all--it would be worthy of at least an investigation. If we didn't have a contest this next year, why maybe it could be In the ensuing year; but f want to emphasize the fact that we should not mix the con verting plants with the paper mills, except under the present conditions, where they are inseparable and where they have the continuous process. R. G. McConnrll (Defiance Paper Co., Niagara Falls, N. Y.) : We happen to have .two mills, the Defiance No. 1 and Defiance No. 3, and we manufacture black hanging paper and some novel news and wrapping paper in those two mills, and we also have two wall paper mills. Now, as a result of the work that this Section has Paper and P%dp Section 307 carried on* and the aospiratiom that they have thrown out, it interested our Niagara Wall Paper Min. with an employees roll of from 120 employees to 170. We found out. a year or so ago. that it would be impossible for us to compete in this campaign, because the equipment in the wall paper mill did not meet the requirements of the rules. So we find ourselves standing alone in the wall paper class, although we have forty- three competitors, and I thought probably if you did have a special class it might be a means of bringing about some special accident prevention effort in those other wall paper mills. Chairman Bat* nan: That is worthy of consideration. We always have to think of our Section's 100 per cent representation if wc arc going to get anywhere in the Council and the latiuml mweutnt Mr. Dowd: It is quite a job to look after the clerical work of one contest In one Section. To divide that up into more than one would entail a lot of work that I don't know that the Ccxmcil would be willing to assume, without some thought on the matter and the right to say something. If wc intend to give a prize to the container manufacturers, we'd have to give a prize to the wall paper maaatactnrcr*. We'd have a number of different groups. They can get tg> contests among themselves, though, as far as that is concerned. Keep the of Fair Competition Mr. bURMKAR: The thing yon have to look in the face is this--we have it our selves, ammg our own companies. We make up, every three montlis, a table showing the experience of oaw of oar mills as compared with the others, and that, of course, is dUtrifaated to all of the men; and it is not only a common source of comment bat oftentimes they have expressed dissatisfaction that a fellow who has a wood pile and a strfyJute mill is pat on in even keel with the fellow who has neither. Now it seems to me that one of the worst things we can do is to make the big fellow feel that he t* an unfair comparative situation in competing with some one else. Wc have really thought of subdividing our fine mills, where we have no wbodpitc, which is the source of a good many accidents, and making a separate subdivision for them, as compared with our mills that make ground wood and sulphite. As a matter of fact* we have eight bag mills that we do separate. We make entirely separate subdivisions, and they are in no way, shape or manner compared with our paper and pulp mills. It is purely sentimental, and, to my mind, to some extent an clement of fairness in It. We have never seen our way dear to having a so-called "departmental contest," because our common sense and experience telU us that it is absolutely unfair, and there is no way of adjusting tle thing, that 1 know of, to undertake to compare your maintenance crew, for instance, with your finishing crew. For that same reason, what I'd like to see all of the companies do is, if possible, to come into this general activity, but it seems to me you are going to create dissatis faction with the fellow who thinks he has the larger problem. Mr. Down: I was obliged to bring this up before the meeting, in fairness to these other members of the Section, to see if there is enough sentiment here to show that it isn't fair to bring chose people into competition with paper and pulp manufacturers, so that we just can't engineer any way through a general contest. Some other means have to be provided. Chairman Brennan: You have heard the opinions of these men, who are really on the inside of this matter, and have actually considered it previous to this meeting. What is your pleasure? Do you wish to instruct Mr. Dowd to convey just what has happened here today, our sentiments and our reasons? As to whether or not wc are going to consider thdr admission ? 308 Nineteenth Annual Safety Congress Crmu.es H. PinttT (Charter Bros. Machine Co., Middletown, Ohio): Mr. Chair man, if I understand rightly, you are trying to build up this organization, are you not? What are you going to do with the rest of the men manufacturing paper, and also manufacturing paper equipment ? You are going to try to interest those people to get into this organization, aren't you? They are paying their dues into the National Safety Council; the firms send their men here, and spend their good money for tlie men to get something out of this, don't they? We all fit into the paper and pulp association, so far as that goes. I really think there ought to be some provision made to take care of the box board and the box manufacturers, waif board, or wall paper, rather, and the other minor industries that enter into the pulp and paper game. Ma. LundMCam: Well, I think you are right, if you are asking me, but it is just simply a case of "Should we add another element to this particular subdivision of the National Safety Council, insofar as this safety contest is concerned?" Ml Pirrarf: Why not? Mr. Lundrigan: As 1 understand the question, it is wUther this mu finishing wall paper or making Lily Cups or something of that sort, which are almost free of the industrial hazards that enter into the manufacture of pulp and paper, shoold be pat on an even keel and rating in the question of where he will stand, from the standpoint of accident prevention efficiency in this particular contest being carried od. Ml Pirrar: t see. Mil Lunmugam : That is an entirely different question from that as to whether be shall be a member and participate. Ml PiMfjrf: l see now. Possibly Another Croup Ml Hoymuw: We have three divisions now; we have A, B, and C Groups, which include just paper mills. Wouldn't it be possible to have one. more division, Grosp D, in our paper group ? That would take in, wholesale, these other converting com panies, where they would be competing only against themselves, and yet be a part and parcel of this contest. I think they are entitled to it, for the reason that they are paying dues the same as the rest of us. They are interested in it. We haven't anything to bring them, as members, into this Section, if we don't let them enter into the whole activities of die Section; and while that doesn't affect me very much-- we liave some converting, but it is usually tied up with tlw paper mill.--I think these other folks ought to have some representation, and they might be able to get it in that way. Those folks are entitled to consideration the same as we are. They are paying dues just the same. If we have a contest at all we should provide ways and means of taking them in. :Chairman Brrnman That was my thought, of adding another class. It is possible that there is a great discrepancy among these others in sire of equipment and nature of work, and I think that is Mr. Dowd's abjection. Mr. :Rosebush Mr. Chairman, it seems to me, from what I beard said yesterday, that it is rather a difficult problem to make the decision among the throe mills wfao win prises, os to who shall have the Grand Prize, and I really don't see the necessity of a Grand Prize. While it is nice to get prizes, I'd rather see that Grand Prize, the money it represents, I'd rattier see that used for the fourth Group, as Mr. Hoyman suggests, and give four* prizes, four first prices, and stop there, because if we allow the formation of Group D, why wouldn't those fellows be entitled to a look-in at the Grand Prize, the same as tle other three Groups. My idea is to do away with that Grand Prize entirely. Mr. Murray : I just wanted to confirm that suggestion, too. That was the im pression I got yesterday when two prizes went to one plant It really didn't mean any Paper and Pulp Sntion 309 more to them, but there u a Wai person in tlw audience who could have capital ized on that award ? it had been earned in sjbk other capacity. 1 do think it would be possible, if your mwc>i m run *m the twchre-osunths' basis, and you had enough exposure daring the whul* year'* taw. w have a fair and worthwhile contest among the plants, and yuo wold have w make some exclusions in the other Groups. You couldn't pm io Ciery ps iuling pfan* that had a few boa machines to set up boxes, but you would have to restrict a so cusmiting pUnts. ( don't see any big objection to getting into that field and making a wnty, seeing what members we have, first, seeing what the average size is, and mn>g what the possibilities are. 1 think our first step is to make a ml analysts <d our own Section and see what the possibilities ace, and then make a > n> tdaciun to the Safety Council, if those figures so warrant. Mr. Dowd: Just ui tuISuwang Ins remarks, perhaps there would be a motion In order, following this, to this effect, to have it effective perhaps in the next contest, so that this contest will go through, bat effective at the beginning of July 1, 1931, for the twelve-months' cocitot- So I feel that it would be worth considering, the idea of giving one prize instead of four, or perhaps two. Instead of creating another Group, perhaps your Group D and E, or whatnot, would compete for one prize only; one prize to the paper and pulp mills and one prize to the converting mills; became they are not comparable. Instead of having Group prizes, give Group certificates, certificates of merit for work well done; but one outstanding prize, decided and voted upon by the judges as they are at the present time, and only one prize. Then another prize, only one prize, to the converting group, and divide the converting group picture, if you please, or choose, into major divisions. 1 suggest that a motion be made to take that under consideration, and apply it in the 1932 Contest, allowing the 1931 contest to go along as it k. Change the Nature of the Contest? E. Augustus (Meade Paper Co., Chillicothe, Ohio) : I question very much, with out wanting to be contrary, Utc real value of this prize idea. I think the idea of contests is fine, in certain places, but in a group of manufacturing plants, such as the pulp and paper indnstry. with widely scattered mills all over the country, 1 question whether you art getting at the real thing for which you are striving, by the awarding ot a prize to one particular mill. It docs that null some good, but does it accomplish, to the greatest possible degnee, the real thing that you arc after? Mr. Faist has suggested that I bring up a little matter that we were talking about. My suggestion was, that possibly wc could get a whole lot more goud out of this whole contest idea if. Instead of setting up a prize for some particular mill that had made the best record, wc would establish a certain line and say--setting a goal-- "All mills beyood this line will get recognition, their name will be used, we'll give them a little certificate if they warn it"--but don't make it one mill. Then you will have fifteen or twenty mills out of your group that can reach that goal. They will take a little bit of pride in fc. The other way. one mill gets a cup and the rest of them are all in the position of saying "Oh well, what's the use?" I am not saying this because of any feeling of sour grapes at all, because we have never won anything, but. I believe that the real purpose of your Section in the Safety Council is to reduce accidents.' Now, then, the thing we want to get at is how we con best bring that condition about, and if we can gee more people into the contest who fee] that they have done something, giving them a little pat on the back, and take all of these different plants, your board mills and your container plants and your pulp milk, and paper and pulp, and bring them all in and say "Now we are all on an equal basis, trying to reduce accidents, and if you can come up to this line and better it, fine t" But don't say to 310 Nineteenth Annual Safety Congress the fellow who makes the best recurd *'Wc are going to give you a prize." Let's have all of them try to get a prize. Chairman Brennan: The idea being that the psychological effect of winning, prise-winning, be spread wider, perhaps, and thinner. Mjl Dowd: We have given the certificates, of course, to the perfect scores and 1, 2, and 3 mills. That is a recognition of their work. Chairman Brennan: 1 ciit to the-Council asking them to have somebody avail able for a number on die program that is to follow, relative to the full-time secretary. Mr. Cameron, himself, the Managing Director, saw fit to coroe, and wc are certainly complimented thereby. 1 really think I ought to review the contest discussion, in order that Mr. Cameron may get die basic idea of (his involved situation. As you know, the Pulp attd Paper Section has three prizes, together with the major award for the outstanding perform ance, regardless of size. Mr. Dowd has had a request from a firm of a class which Is not comparable with the manufacturing of paper. It is a firm of converters, and they don't have our haz ards, yet wc feel that their membership is as valuable as ours, and that their attend ance litre is just as precious. We'd like to satisfy them, and take them in, but we see a great deal of difficulty ahead, involving the establishment of a new class, and maybe subdivisions of that, in turn, because they aren't very likely to prove all.the same in their hazards either. It i$ not merely a question of prizes, but a great deal of bookkeeping, of which we demand a great deal now of the Council. So, while you ace here on another errand, I would like to have you comment oo that. How valuable arc- these mills, who desire to come into a contest and for whom there is no provision now, to you and to us ? Thousands of Plants Should Be in the Council W. H- Cameron (National Safety Council, Chicago, 111.): Why, of inestimable value l I wish wc could get into the membership or Into our influence every mill in the country. The society, of course, is very large, but there are a great many thousands of the smaller industries that we'd like to have; we'd like to have every paper and pulp mill in, and, of course, are only too glad to render such general service as we can. Mu. Hovsian: I think that perhaps everybody has expressed his opinion on the proposition, and in order to close up that problem, I make a motion that die Chair appoint two men to act oil the Committee with Mr. Dowd, with authority to make such decisions regarding this addition as they see fit, and that that will be conclusive fur all. A. Scott Dowd (The Paper Industry, Chicago, III.) : I will second that, Mr. Chairman- As an amendment--I make a motion that the committee be a local com mittee in Chicago, so that we can refer to (lie National Safety Council. We have the Container Corporation---no personalities in this matter; only a matter of expediency that I have in mind. Chairman Brennan : You have heard the motion, and heard the amendment. The motion has been seconded. All ia favor will please make it manifest by Use usual sign `'Aye". It is carried. Now as to tiie amendment, that they be located in Chicago. I don't think that that will meet with any objection, but tve'll vote upon that. All those in favor make it manifest by the usual sign "Aye". It is a vote. I will appoint Mr. Dowd, Mr. Murray, and Mr. Bums, the National Safety Council engineer. 1 will name you, Mr. Dowd, as chairman, and you will see the matter through and report that immediately to those mills concerned. Paper and Pulp Scclio\ 311 Mr. Dowd: Is it the sense of this meeting that the contest be an annua! one, be ginning January 1, 1931, for twelve months? It has to be automatic ; for instance, we have another contest ending in 1931, 12 months after July 1, 1930. Chairman Brennan: \V will take both matters together. It is moved that the next contest be a fix-months contest, but' that immediately on ihe first of July an annual contest begins. Is that the idea? And that shall continue until such time as we shall sec fit to change it. I will open that for discussion. Do I hear a second on that? Now wc open op for discussion, because there is a difference of opinion. I know, in this Section, as to an annual contest. Do you all want annual ? All those in favor, please make manifest by the usual sign "Aye". Opposed "No". No opposition; it is a vote. The next coolest wilt be a six-months contest, followed immediately by an annual contest. Mr. Peacock: Mr. Chairman, one other matter. I think we ought to vote on the matter that Mr. Augustus and I mentioned. 1 move that the Rules Committee of the Contest discuss, discover, and put into effect, some method of awarding certifi cates to all mills in the contest who, each year, exceed or improve upon last year's average. :Chairman Brennan- Some recognition. Mr. Augustus : 1 second that motion. The Motion is Carried :Chairman Brennan It has been moved and seconded that in the coming contest the Rules Committee make provisions for giving recognition to those mills who im prove upon fast year's average. If there is no discussion, I will ask for a vote. All in favor say "Aye". It is a vote. Mr. :Rosebush I'd like to make the motion that the suggestion mode by Mr. Augustus and Mr. Cameron, regarding recognition of all paper companies on a graded basis, such as is given to the railroads, be considered by the Contest Com mittee for 1932. Mr. :Aucustus Second the motion. :Chairman Brennan You have heard the motion. Seconded by Mr. Augustus. All those in favor of this motion make manifest by the usual sign of ''Aye". It is a vote. At the last session in Chicago, a committee was appointed to study ways and means , of raising money to finance a paid secretary, and we understood that the approach is everything. We went to Denver, went to the American Pulp & Paper Association informally, to present the General Manager idea. We all appealed to our members to get the individual managements' ideas, which some did. The depression, together with the lack of enthusiasm, perhaps, brought negligible results along that line. They could commit themselves to nothing. Our resolutions have.been to the effect that we must have enthusiasm throughout the nation, and that the only outstanding figure in the industry is the suitable person to present this matter tu the American Pulp & Paper Association. We also feel that other organizations should contribute in part. It is hardly fair to ask the American Pulp Sc Paper to do it all, and it doesn't show a general en thusiasm, we think, to have a sole subscription carrying on the work. In our Section, there is no use saying otherwise, there is a distinct undor-Current of feeling that perhaps Ihe Section is entitled to a specific help from the Council, rather than the general service which we receive. We would like you to tell us "Is it possible in any way for some portion of tlmse funds--$11,000 which we pay your Council--to come back to us, at least temporarily, to further this work, and use your name when we go before the national Association?" 312 Nineteenth Annual Safety Congress You understand that every one of these managers will say "We already contribute for that specific service. We don't fee! as though wc should duplicate the contri bution", not understanding your personal pr<d)lems out there. It is hard to make them understand your difficulties in raising money. Will you please set tlx Section right on this matter of whether you cnuld or wltether you could not, and why, w that we can go forward? Mr. Cameron : There is but one thing to do and that is to get to the directors who control the American Paper & Pulp Association--it is the directors who provide all this money. In the Petroleum Association, they didn't have any appropriation at all for safety, and yet through the directors, the men who legislated for that associa tion, they were convinced that the biggest thing they could do, from a public relations standpoint, was to get the oil industry into the proper relation with the public, lhcy wanted the public to know that the oil industry was behind safety. Seek the Support of the Association Directors That is my notion about getting to the American Paper & Pulp Association. Get tu your influential directors, and have Ukkc directors bring the matter up with the Association. In other words, to the directors it is not very expensive; $10,000 ap propriated each year through the association and appropriated by the members, etc., would not be so very large. How let me tell you the obstacle there is in the tiling. You ought to be familiar with the obstacle in order to be able to meet it. These trade associations, of course are organized for commercial purposes, and there are a great many subsidiary things that they might do for the welfare of the industry which they believe should be taken care of, and most of the associations do not think that matters of safety should be left to the association. The first approach would be to get to these directors, and you'd have to have some people of influence. Take Mr. Lundrigan; take your president. He is serving as a director on this particular Association. You get to him and sell him this thing, and he will make it a personal issue, believe in it. etc., and he will mix around with these other directors, and that Is the way it is done. You don't get up in the meeting and make an address* but you get to the individual directors; and it comes up spon taneously. For instance, up in Providence, Rhode Island, some years ago they wanted to organize a council, and they felt they couldn't do it without raising a lot of money. Henry Sharpe put his hand in his pocket and took .out $2500. Henry Sharpe's company was on old-time safety company, did wooderfut work, believed in safety, and he wanted to have council in Providence. He dug up $2500 and put it right on the table, which underwrote that proposition. Perliaps you can find some leading person of philanthropist in your industry, who would like to do so. At this time; for the wtxrie paper and pulp industry, a fund could perhaps be created, a memorial fund, such ns the Smith Paper & Pulp Memorial Fund, or something of that kind. Now the answer to this whole thing, of course, is to get some new money. We have got to get some extra money for these other general services. In other words, what I am saying to you now is this, that I don't see, at the present time, how we could divert any of our present income for the salaried secretary, for extra services. If we did it for the paper and pulp section, of coarse, the other sections would want the same thing. Most of the other sections want to have secretaries. Mi. Gleason: Mr. Cameron, how many of the sections have secretaries? Mi. Camkkox: Just one at the present time, the Petroleum Section. After this Paper and Pulp Section 313 Congress wc expect to have our second secretary in the Accident Prevention Equip ment Manufacturers' Section. Chairman Brennan: Are there any questions, now? We have the outstanding figure of the National Safety Council here. We want to get this thing straightened out because we are all sincere in the thing. Mr* Cameron has an international aspect. Of course, we come from hard-headed business houses, which have a more selfish interest. We feel that our management will say to us--we always fear they will question our membership and the use of the money. We want to belong. Therefore we often have to say "we must belong, because they give us so-and-so/' and we can't preach the international angle or humanitarian angle to our managements, who are hard-headed business men. By getting the assistance which we sought and hoped for, we knew that we could use that man to build the membership, which is the foundation of the Council, as arc stockholders of a corporation. He would spend a great portion of his time in bringing in new members, which would help enlarge the Section and satisfy m, and add to our treasury, which would satisfy you. I am giving you this as we discussed it. These fellows must be satisfied in order to hare them come back here year after year. A Secretary Cannot Do Everything Mil Cameron : There is a little point there. To show you how complicated this is, suppose you asked me how many memberships a secretary will obtain? Not so many. The memberships come awfully slow. I don't think it would be wise to employ a secretary with the expectation that you would have a third or a half of his salary come baric through new memberships. He would get memberships, of course, bol what he would do primarily would be to permeate the trade. Mr. Down: Wc were talking, this morning, about building up an intensive program this year, having all of our program take place in one day, dosing with an evening banquet, and leaving perhaps the next morning open for the discussion of the technique of the contest and various technical matters of the Section's activities, and considering the importance of having that program made up of executives, presidents and managers of our paper and pulp mills. Those men .could address our meeting. We hope to have Mr. Cameron on that day's program. Chairman Brennan: That is a happy inspiration, to have Mr. Cameron climax that meeting, to which we look forward, with all the executives, because we know that when our managers want safety we won't have so many refusals, and we'll get wholehearted support. We feel that perhaps we are a little hit weak, through ladr of appreciation on the part of the management. We shall keep that In mind. Our idea is to have an intensive program and get it over with; and then we can let those who wish to stay, stay for special features. Ml Gleason : Are we going to take any action on the paid secretary ? Mr. Dowd: I move that the matter of the paid secretary t>e left in the hands of the Program Committee of the Section, with the suggestion that they build a program So include executives and Mr. Cameron, and that the decision as to how to proceed in the matter be deferred until after our next Congress or next annual meeting. Chauman Brennan : I understand the present Committee is discharged and the work delegated to the Program Committee, to connect that up with the coming program, and that everybody, of course, is to work for enthusiasm in his own tnilL Do [ hear that seconded ? ft has been seconded by Mr. FaisL All in favor of this please make manifest by the usual sign of "Aye". It is a vote. 314 Nineteenth Annual Safety Congress E. Augustus (Meade Paper Co., Chidicotho, Ohio): The motion on the paid secretary is all right, but isn't there something we can do in the meantime, instead of deferring the action on Mr. Cameron's suggestion until our next annua! meeting? Chairman Brennan : You have just lcard Mr. Augustus, and you know what the report was, just to that effect, that the Committee hopes to work continuously. Mr. Hoyman: Just one thing might be done during this Coming year, and that is that at the annual meeting of the American Pulp & Paper Association, if some one could arrange to have Mr. Cameron confer or meet with the directors or the execu tives of that Pulp & Paper Association at their annua! meeting, and present this thing, it will fill in the gap very nicely. Mk. Lunmicas: I would move tliat the Chair request the American Pulp & Paper Association to Invite Mr. Cameron to present to them, at their next annual meeting, his reasons why a paid secretary would be of value to the Paper & Pulp Section of the National Safety Council. Chairman Brennan (St. Croix Paper Co., Woodland, Me.) : You have heard that motion, which was seconded by Mr. Augustus. Any discussion? Mr. Qceasux: I doubt very much if it can be arranged unless it is arranged in advaiKC. because ihcir programs are very full. I know I tried two or three years ago, through Dr. Baker, and at the time our Vice President was President of the Board in New York; and they Itad so many matfbrs to consider Ut they wouldn't arrange for it. Chairman Brennan: You have heard Mr. Gleason's idea on this thing. It would ' seem to the Clair that the attempt, coming from New York, and perhaps in the person of Mr. Gvaoitein, would get m through those doors. At least, it is worthy of a trial. Mr. Aucustus: Is this Section really in a position where we can request? Is there some way ve might get around that a little more diplomatically; instead of requesting or ordering them to do something, could we adopt a resolution recom mending or suggesting or something to that effect, rather than requesting? Chairman Brennan : Do you wish to change the motion? H. G. Gilson : 1 think Mr. Lundrigan's idea is very worthy, but I question in my mind "Who arc we to make that impression in the form of a request to the Associa tion, to get Mr. Cameron there for tins worthy cause?" Chairman Brennan: There is still a motion before you. Last Year's Committee WIU Continue to Function Mr. Lu.nwucan: I am perfectly willing to withdraw the motion. That was to get some action of some kind. 1 haven't any private opinion of this motion, but I think, after this preliminary work is done, wc still should leave tlie authority or the duty on our Chairman, to create the actual content. Chairman Burknak: Mr. Lundrigin has withdrawn his motion, so we are ready to meet any situation in that way. Now will somebody substitute a motion to cover that new' idea? Mr. :Rosebush I'd like to make a motion tliat the Committee which was appointed last year continue to function in conjunction with the Program Committee on this thing next year. Mr. Peacock: 1 second Mr. Rosebush's motion. Chairman Brennan: The original motion is withdrawn, and the motion of Mr. Rosebush is seconded. If there is no discussion, we will vote on that. All those in favor of this motion say "Aye". It is a vote. Mil Gilson : I move that tlie Program Committee for next year devote one of oar sessions, cither in the morning or the afteraoon, entirely to questions and answers. Paper and Pulp Section 315 Mr. Rosebush : Second the motion. CuAOUkiAN Brennan: It has been moved and seconded that next year this im portant matter, from which newcomers get tremendous benefit, and we all get a great deal of good, be given its proper position on the program. All in favor say "Aye". It is a vote. Chairman Brennan: 1 am grateful for being elected Chairman of this Section for this coming year, and I will do for you just what I attempted to do in tlie News Letter. I put everything I had into it, just as the other officers did, but I have got to lave support. I have to have your ideas. I can't satisfy any one unless I know what you want. I am going to send the News Letter, this year, throughout the country, defe^Rting it to different sections, and let you all have a crack at the News Letter. Let every one furnish material, as you were told in the previous Letter, and do it I Furnish your ideas in order that you won't find yourself coming in here with com plaints which we can't remedy. I am going to offer you a program which I call an intensive program, next year. I feel we come here for business, and I feel we ought to work as hard here as wc do in our mills, which is 8 or 10 hours without complaint. It will be short, snappy, to the point; a long-winded discussion will not be tolerated on inconsequential matters. I have nothing further to say, except that I hope you will cooperate with me and with the officers. J hope you will give me your ideas, in order that I may please you, and repeat that I am highly honored to be given this position in the short space of time that I have been associated with you. Thank you. James McGivnry (Brown Co., Berlin, N. H.) : As I glance over the questions, 1 find there are about thirty, and at two minutes each that would take an hour more, so you appreciate the fact tliat our discussions will have to be short and to the point. I am not going to read the letters in full, but just take the meat out of them. The first one has to do with infections. Part of this letter, by Earl It Grant, of the Crystal Tissue Company, reads: "Seriously, though, I do believe that pressure should be brought against infections which were not reported at the time of injury. Wc have been annoyed in the past by our employees getting splinters in their fingers or scratching flietr hands and not reporting for two or three days. We have been fortunate that these cases were not serious and we believe that the State Laws should protect the employer against such cases." I am very much interested in that myself, because wc had the same problem in the Brown Company. The first thing mentioned is to get after the men and have them report. That means 100%. It doesn't mean anything less. I was talking to a doctor yesterday and he said they have a committee that meets every week to discuss such cases, and if tlie information is brought out that a fellow has not reported the acci dent, pr tlie cut, he isn't paid compensation. What is the experience that you have had in that respect? Mr. Lunmucan : In New York State you will pay compensation unless you can prove that he didn't get it in the plant. Mr. McGivney : That is the experience we had. Mr. Lukmugak: I think you will pay it in any State unless you can prove he didn't get it in the plant. There are two excuses for not paying compensation; that is, proved drunkenness, which, of course, puts you immediately in the position of letting a drunken man work. The other is deliberately injuring himself, which you can't prove. There's no use talking about State laws. Mr. McGivney: Here is a letter from Walter Gleason, with three questions: "Is there an irreducible minimum in the prevention of accidents dependent upon trade risks of the different industries?" 316 Nineteenth Annual Safety Congress That is the first one. Chairman Been nan: We don't know that, because, with increased facilities and appliances and psychology in its application it is possible to go below that minimum which has often been set by well-meaning people. 1 was told, when I started safety work, that they absolutely could not reduce one accident in our mills, yet they had 170 accidents, and in the year just closing, on the 21 st of October, they have had just 3. The very best minds in our plant told me that. So I venture to say that zero is the irreducible minimum; but it is an ultimate thing, a Millenium. That really is the answer. Mr. Rosebush: I make a motion that we adjourn for luncheon, and those of us who arc interested can come hack after lunch and finish the session. Mr. Gilson : Second the motion. Mr. McGivney: All in favor signify by the usual sign, "Aye**. Those opposed, "No". The motion is carried. ADJOURNMENT Paper and Pulp Section 317 Thursday Afternoon Session October 2,1930 JAMES McGIVNEY, Chairman Brown Company, Berlin, New Hampshire The fifth session of the Paper and Pulp Section convened with James McGivney, Brown Company, Berlin, N. H., presiding. John Lunmugak (International Paper Co., New York City) : 1 suggest that the chairman read ail questions submitted and then we will decide how to answer and dispose of them. From W. A. Gleason: "How can foot injuries be prevented where sling loads of wood arc hoisted from hatches on boats and logs drop from the slings? Also, where sling loads, in being lifted from the hold, dislodge the logs in the hold, causing them to roll down and strike the men? (Bear in mind that sometimes when the hold of the boat is full there is hardly a place for men to get from under the loads when they are beiog hoisted.) "Would safety engineers get better results if they would devote less time to daily routine work, such as looking after repairs and correcting unsafe conditions, and more time to teaching the personnel of the organization safety methods, and by studying the operating processes and making suggestions for improving mctl>ods?" From A. S. Wilson (American Writing Paper Co., Holyoke, Mass.) : "The question most foremost in my mind is how can the National Safety Council or Section more fully or better serve members who in many cases feet that at present insurance representatives are doing more effective service. This brings up the matter of held or contact man from headquarters. Would like to be able to ace some one in the different sections of the territory at least once a year." From Ernest Augustus, of the Mead Corporation: "Our most frequent type of accident has to do with the mashing of fingers on nkitiis, super-calendars, and rewinders. I presume that this same condition botts true in practically all paper mills. ~We bate been experimenting for some time with various types of guards to be need a presenting this type of accident) but so far we have been unable to work out Mjnblng satisfactory. It seems to me that this might be a very important problem Car octr Section to consider in connection with the Pittsburgh meeting. Ha* anybody as yet designed a satisfactory guard?" Fnaa Mas* U. A. Barth, of Fibreboard Products, Inc., San Francisco: ~i* there any connection between accidents and wage payment systems which are barod on the unit of production rather than on the time clement? In other wfc, i( a man's wages depend upon how much he produces, is he not inclined to bmij ao the extent that he is more apt to injure himself?" Fra R. H- Scanlon: "What is the most advanced method of keeping accident cost statistics?" From M. G. Hoyman: "How long do you count absence when employees are off sick ? How do you time lost because of sickness?" 318 Nineteenth Annual Safety Congress One that has no name signed to it: "Ho# far do we investigate accidents? "Should 'safety engineer' approach employees direct or through tlie foreman? "Should a foreman be held responsible for accidents taking place in his depart' ment? "Do we reduce accidents by drastic measures, such as dismissal or suspension or by a system of trying to educate careless workers? "What are accidents Y* Mb. :Luxorican That is quite an interesting lot of questions, but, of course, the difficulty there is that to answer that kind of questions so as to produce any real benefit to the rest of us, we ought to have them at least several days before the meeting. That is the reason why I figure that if those questions were in a New* Letter or in the call for the convention itself, or something of that sort, nearly all of us wlio have some ideas on most of them, and some of us have actual knowledge on a good many of them, on account of our own experience--a fellow comes in here with his pockets empty and his miud occupied with probably other things. It is pretty difficult for hint to anticipate just what kind of questions are going to be asked. Some of those are simple enough. McConnell's question, it seems to me, could be answered by stating that he hasn't got the right kind oi foreman. Discharge the foreman and get another. The foreman today who doesn't realize that safety is efficiency and efficiency is safety, and that personal injury accidents arc a cost, simply doesn't realize what his job is. On the other hand, our foremen aren't supermen. A lot of them were born and raised in tire town where the mill stands. A lot of them served dteir entire journeyman experience in that plant. They never saw nor had any occasion to study other folks' experience or improvements, and methods in machinery, different ways of educating men. That is why and what we provide this, safety service for. Now it is no use. even for a small plant, saying they are giving their foremen the benefit of the National Safety Council, when they have a bunch of books and tell him to read them. They say "Our plant is too small; we can't afford to have a salety engineer." My answer is that the smallest plant in existence can afford to have a safety engineer if their accident problem justifies paying for membership in the National Safety Council; because two of these plants in which wc got a certificate of merit for no accidents, their safety engineer probably devotes 25 per cent of his time, or less, to the actual work of studying wrong conditions and wrong practices, and advising with foremen and managers as to how to overcome them; but tliat is the preferred 25 per cent. He must not use pressure oC other duties as an excuse for neglecting that 25 per cent. But the manager wlto has the proper conception of his job will soon see that this man takes only 25 per cent of Kis time for this, and he assigns to him enough additional duties which he can perform and which some one must pay for, such as inspection, elimination of waste, testing of various raw materials and finished product, etc.. All those kinds of things. So the excuse that your plant is small and you can't afford a safety man doesn't appeal to me at all. Chairman McGivnry : I think that is a mighty good suggestion if it helps to create interest and it assures some special interest, sume special problem in every News Letter during the year. While I am 200 or 300 miles away from Chairman Brennan, I'll be glad tu take these letters along with me, get in touch with him, and in some way distribute the Questions and send tlie special questions to some Paper and Pulp Section 319 experienced man who has had experience in the particular problem, and get his answer and publish it in the following issue of the News Letter. Ms. Lu.vmmcak : It seems to me that is the very best way, as long as wc haven't had time. Mr. Gleason is just 100 per cent right. It is presumptions on our part, here, to undertake to answer ail of these, or even any part of them, or at tlie length that they sitould be auswered. On top of that, wc are putting them into a record, here, that the people they arc intended for may never read. It all resolves itself down to this, if our Plant Manager isn't interested enough to read those News Letters--in the first place, if his safety engineer isn't interested enough to point out to the Plant Manager tliat he should read them and use them in hit conferences with the foremen, of course, to that extent wc arc wasting our time, because it is just going to mean some ink and paper, and tlie fellow who figures he t$ going to be automatically saved without working out his own salvation; of course, be is doing the worst thing in the world He is kidding himself. When you start on yourself--Goodnight 1 Chairman McGivney: I was asked to put out one issue of the News Letter, and it seems to me it is a pretty good way to handle it. Mr. :LujudbicaN I make a motion that the stenographer transcribe those questions so that they appear in consecutive sheets of paper as questions, you see, and that the information be made tlie basis of a part of the monthly News Letters tliat arc sent out by the various authors and editors. Mr. Gleason : Second the motion. Chairman McGivney: Motion made and seconded. signify by saying "Aye''. Those opposed, if any, "No". Alt those in favor please Tlc motion is carried, and this meeting is adjourned. ADJOURNMENT NINETEENTH ANNUAL SAFETY CONGRESS NATION AL SAFETY COUNCIL l+A Petroleum Section Officers 1930-31 Executive Committee: General Chairman--R. E. Donovan, Standard Oil Co, of California, San Francisco, Calif. Vice-Chairman--D. J. Wallace, Mid-Continent Oil & Gas Association, Tulsa, Okla. Chairman, Atlantic Division--E. R. Alden, Vacuum Oil Co., New York City. Chairman, Great Lakes Division--J. C- Bernd, Sinclair Refining Co., East Chicago, Ind. Chairman, Mid-Continent Division--H. W. Boggess, Sinclair Oil & Gas Co., Tulsa, Okla. Chairman, Gulf Division--J. T.. Rising**, Magnolia Petroleum Co., Beaumont, Texas. Chairman, Rocky Mountain Division--D. J. Griffin, The Ohio Oil Co., Casper, Wyo. Chairman, Pacific Division--C. P. Anderson, Richfield Oil Co., Los Angeles, Calif. Engineering Committee: Chairman--R. A. Hartsns,. Standard Oil Company, (Indiana), Chicago, 111. R. W. Black, Standard Oil Company of New Jersey, Elizabeth, N. J. J. H. Herbert, Standard Oil Co., (Ohio), Cleveland, O. C. B. Swanner, Texas Pacific Coal & Oil Co., Thurber, Texas. H. E. Dischingxr, Shell Petroleum Corp., Houston, Texas. B. V. Osborn, Standard Oil Co., (Indiana), Casper, Wyo. Barton Cater, Standard Oil Co. of California, Los Angeles, Calif. Publicity Editor--C. L. Hightower, Texas Pacific Coal & Oil CoH Thurber, Texas. Chairman, Program Committee--R. B. Roarer, Humble Oil & Refining Co., Houston, Texas. Chairman, Statistics Committee--J. W. Myebs, Standard Oil Company (New Jer sey), New York, N. Y. Chairman, Health Committee--Dr. C. M. Aves, Humble Oil & Refining Co., Hous ton, Texas. Past General Chairmen; R. S. Bonsib, Standard Oil Company (New Jersey), New York, N. Y. V. R. Currie, The Texas Company, New York City. E. J. Senne, Vacuum Oil Company, New York, N. Y. Geo. F. Prussing, Union Oil Company of California, Los Angeles, Calif. C. W. Smith, Standard Oil Company (Indiana), Chicago, 111. Secretary--H. N. Blaxxslee, American Petroleum Institute, Dallas, Texas. 321 322 Nineteenth Annual Safety Congress Retiring Officers Executive Committee--General Chairman--C. W. Smith, Standard Oil Company (Indiana), Chicago, 111. Vice-Chairman--E. D. Murphry, Mid-Continent Petroleum Corporation, Tulsa, Olda Chairman Atlantic Division--. A. TruM, Standard Oil Co. (N. J.), Bayonne, N. J. Chairman Great Lakes Division'--Frank Harrison, Pure Oil Co., Chicago, IU. Chairman Mid-Continent DiviiioiH-H. W. Boccess, Sinclair Oil & Gas Co., Tulsa, Okla. Chairman Gulf Division--fL B. Roaper, Humble Oil & Refining Co., Houston Texas. Chairman Rocky Mountain Division--B. V. Osborn. Standard Oil Co, (Indiana), Casper, Wyo. Chairman Pacific Division-- W. C Lynch, General Petroleum Corp., Los Angeles, Calif. Engineering Com mittee--Chairman--J. C. Bebnd, Sinclair Refining Company, East Chicago, Ind. F. L. Ntvcoui, Standard Oil Development Cou, Elisabeth, N. J. F. W. Lau, Standard Oil Company (Indiana), Whiting, Ind. C. H. Martin, Phillips Petroleum Co., Bartlesville, Okla. H- E. Dischinrsr, Shell Petroleum Corp., Houston, Texas, T. N. Shaw, Midwest Refining Co., Casper, Wyo. Barton Cater, Standard Oil Co. of California, Los Angeles, Calif. Publicity Editor--S. W. Camber, Tide Water Oil Company, New York, N. Y. Chairman Program Committee--Q. L. Hxgbtower, Texas Pacific Coal .& CHI Co., Thurber, Texas. Statistics Committee Chairman-- J. W. Myers, standard Oil Company (N. J.), New York, N. Y. Health Committee Chairman--Dr. C. M. Avrs, Humble Oil 8t Refining Co* Houston, Texas. Past General Chairman--R. S. Bon&zs, Standard Oil Co. (New Jersey), New York, N. Y. E. J. Sennk, Vacuum Oil Company, New York, N. Y. D. J. Wallace, MidContinent Oil & Gas Association, Tulsa, Okla. V. R. Currie, The Texas Company, New York, N. Y. Gro. F. Prussinc, Unioa Oil Company of California, Los Angeles, Calif. Petroleum Representative and Secretary--U. N. Blakeslee, National Safety Council, Chicago, 111. Tuesday Morning Session September 30, 1930 GEORGE P. PRUS8INO, Chairman Unioa Oil Company of California, Lot Angeles, Cal. The first session of the Petroleum Section of the Nineteenth Annual Safety Con gress convened with Mr. George F. Printing, Union Oil Company of California, Los Angeles, presiding. Chairman Piussmc: Mr. Clyde Smith, our chairman, is unable to be here, be cause of illness in his family, and as our vice-chairman is not here the duties of chairman have been wished on me. The first paper on the program is the report of our chairman, which I am going to read to you. Our Goal By C. W. SMITH Director of Safety, Standard 03 Company (Indiana), and Cliairman of the Petroleum Section Our goal is to make the petroleum industry one of the safest industries in which a young man may be employed. This has been our goal ever since the Petrlocum Section was organized some nine yeors ago. What has been accomplished in making the industry safer during this time? Eight years were spent without showing Petroleum SceUoii 323 * great reduction of accidents throughout the industry as a whole but in the meantime certain companies have reduced accidents to the point where they are almost uncommon and unusual occurrences. 1930 is different. Petroleum companies all over the United States and from South America reporting to the National Safety Council are showing a remarkable reduction in accident frequency. Forty-one units in the 1930 Petroleum Section Safety Contest went through the six months of the contest without a single lost time accident. Only three of the 11 trophy awards ia 1930 are won on other than perfect no-accident records. The 1930 Contest shows a reduction m accident frequency of 29 per cent over the 1929 contest and 39 per cent over the 1928 contest. 196,796 petroleum workers partici pated In the.1930 Contest--an increase of 34 per cent over last year and an increase of 127 per cent over those competing in 1928. Summary of Annual Petroleum Section Safety Conteete No. of No. of No. of Acddoit Accident Years Units Workers Accidents Frequency Severity 1928 98 86,638 2698 27.06 No Record 1929 . 180 146,395 4342 24.79 2.15* 1930 308 196,796 4316 17.35 236 * Incomplete. Of course it must be admitted that slowing down of operations in the petroleum industry has had something to do with the improved record. However, there have been periods of restricted activity before but never with such a noticeable reduction it. the number of accidents. If the industry continues to reduce accidents during the last sex months of this year as they have been reduced during the first six months, we expect the annual summary report for the year to show a frequency rate of less than 20 lost time accidents per million hours worked. It was in 1927 when the American Petroleum Institute undertook to further the cause of accident prevention in the petroleum industry by financing a petroleum safety engineer on tlie staff of the National Safety Council. It was in May of that year when our Petroleum Representative was employed. Shall we review the conditions revealed by the annual accident summary for the years 1927, 1928 and 1929? As we all remember during these years there was a mad stampede to see who could produce the most oil and who could produce it first. Attempts were made at rationalization by the industry which have become actually effective only in the past few months. The conditions which have existed lave been most trying to safety engineers. The rush of construction and development was the cause of many acci dents but even during the hustle and bustle accident frequency and severity in the companies making annual reports were reduced. Summary of Petroleum Section Annual Reports Years 1927 1928 1929 No. of Companies 22 38 79 No. of Workers 88^72 99,477 226,280 Accident Frequency 3J.15 27.33 26.78 Accident Severity 2.65 2.69 2.49 The 1927 accident frequency rate reached 31.15 accidents per million man hours reported. The highest accident rate which has ever been reported by the section. The year 1928 showed a reduction of 12*4 per cent and 1929 showed a reduction of 2 per cent over 1928. The severity rate in 1929 declined almost 1 per cent from the 1927 accident severity rate. According to National Safety Council statistics the 1929 accident 324 Nineteenth Annual Safety Congress severity rate for all industries had increased almost 5 per cent over the 1927 accident severity rate. We are hoping and expecting the petroleum industry to again lower the accident severity rate in 1930 and prove that accident severity doesn't necessarily go up as accident frequency comes down. In the June issue of the Petroleum Section News-Letter appeared a tabulation of the Annual Summary Report of the Section covering its 1929 experience by departments of the industry and the six geographic divisions of the Petroleum Sec tion. In the all department summary the geographic divisions were ranked according to their respective accident frequency rates. Division Rocky Mountain Great Lakes Atlantic Pacific Mid-Continent Gulf AD 1930 Contest Kk Accident Frequency 1 9.23 2 9.43 3 I2J01 4 18.18 5 19.26 6 29.88 17.55 1929 Contest Rk Accident Percentage Frequency Improvement Not Se^e^ted 1 1SJ2 399b 2 17.32 3 27.56 4 36.97 31% 34% 48% 5 39.76 25% 26.78 34% The figures for the 1930 Contest have also been distributed in a like manner and a comparison made. Ranked by accident frequency the. contest docs not change the ranking positions of the geographic divisions. In percentage of improvement for the first six months of this year compared with 1929 the Mid-Continent Division leads with a 48 per cent reduction in accident frequency followed by Great lakes Division with 39 per cent reduction; Pacific Division, 34 per cent reduction, Atlantic Division. 31 per cent reduction and Gulf Division with 25 per cent reduction. .The contest rate was 34 per cent less than the 1929 accident frequency rate. These tabulations by geographic divisions definitely show where die accident situation needs the most attention. Mr. Division Chairman you will probably want to study this tabulation and see where your division stands and then get action by the companies m your area to put your division up among the leaders. Keen competition among the divisions as well as among companies will help toward our goal. That the chairmen of the divisions have been busy Is evidenced by the excellent Petroleum Section News-Letters which we have received during the past year. Each divisional chairman produced two of the monthly issues. Twenty-four posters have been produced by the section with an average circulation of 3.000 copies which means that these posters were well received. The membership of the section as of September 1, 1929, was 143 companies. On September 1 of 1930 the records showed 166 companies and over 300,000 workers receiving service through the Petroleum Section. During the year. 34 names were added to the section and 11 removed. Of the 11 removed, 6 represented mergers without losing the service of the section and 5 firms, none of which were Urge, cancelled their memberships. During the past year many of our members have assisted the Service Extensiou Department of the National Safety Council by recommending membership to nonmember companies. I know that our service is of such great value that all of our members will cheerfully use tbeir influence to bring others Into the section. The Atlantic Division (Chairman E. A. Timm. Standard Oil Company of New Jersey) assisted with the work of the Newark, N. J., Safety Council and arranged for petroleum section meetings at the Eastern States Safety Conference in Newark April 24. F. L. Newcomb, Standard Oil Development Co. and our Petroleum Representative Petroleum Section 325 H. N. Blakeslee met with the Fire and Safety Marshals of the National Petroleum Association in their Annual Meeting at Pittsburgh in January. At this meeting Mr. Newcomb presented a paper on Preventing and Fighting Fires in Refineries; it has been published in several petroleum trade journals and in the NATIONAL SAFETY NEWS. E. J. Senne of the Vacuum Oil Co. presented a paper on "Engineering versus the Human Equation" at the Greater New York Safety Conference February 26. Mr. Senne was swamped with requests for copies of this paper and had it mimeo graphed to supply the demand. The Great Lakes Division (Chairman Frank Harrison, Pure Oil Co.) arranged a Petroleum Section meeting as a part of the program of the Eighth Annual Mid West Safety Conference in Chicago, March 16. The Petroleum Section program was devoted exclusively to marketing problems and the papers presented brought out much useful information. The papers have since received considerable publicity in petroleum trade publications. The Mid-Continent Division (H. W. Boggess, Sinclair Oil and Gas Co.) arranged an interesting Petroleum Section meeting in conjunction with the Central States Safety Congress in Kansas City, Mo., March 25. Also with the assistance of the Safety Division of the Mid-Continent Gas and Oil Association a special meeting for oil company supervisors was held at Ponca City, Okla., November 22. Mr. Boggess, D. J. Wallace of the Mid-Continent Oil and Gas Assn, and our Petroleum Repre sentative spoke on the program of the Drumright Chapter of the American Petroleum Institute at Drumright, Okla., April 15. Petroleum Representative Blakeslee and D. J- Wallace spoke on the program of the Oklahoma Utilities Association at Tulsa, Okla., March 14 and Mr. Blakeslee served as director of the Associations first First Aid Meet. Blakeslee also acted as one of the chief judges at the Industrial First Aid Meet held at the International Petroleum Exposition in Tulsa last October. The Gulf Division (Chairman R. B. Roaper, Humble Oil and Ref. Co.) started off with a bang after the Congress last year. Charlie Coleman of the Gulf Refining Company arranged a special meeting at Port Arthur, Texas on November 4 for oil company supervisors and Charlie stirley wasn't disappointed in the attendance for the meeting room was filled to overflowing. Charlie also arranged a schedule for the speakers on the program and had them address the employees at various plants in the vicinity. J. L. Risinger, Magnolia Petroleum Co. of Beaumont took advantage of the presence of safety oigtncers at the Port Arthur meetings and staged a safety week in Beaumont by putting safety speakers on ail luncheon club programs, and by organizing special school work and industrial meetings. Special meetings for oil company supervisors were arranged at Pampa, Texas April 17--120 attended. Borger, Texas April 18--200 attended. Ranger. Texas April 21--300 attended. Wichita Falls, Texas April 23--175 attended. Wink, Texas July 18--120 attended. Luling, Texas July 28--125 attended. Houston, Texas July 30--225 attended. Usually three speakers appeared on each program and presented infonnaticc on a hazard in the particular locality, the good business of accident prevention, and the necessity of leadership iu accident prevention work. D. J. Wallace and H. N. Blakeslee were speakers on all of these programs. J. L. Risinger, C L. Hightower, R. B. Roaper alternated in serving as third speaker at various meetings. Undoubtedly the joint work of the Safety Division of the Mkl-Cohtinent .Oil and' Gas Association and the local chairmen of the Pttroleum Section have* dofie much' 326 Nineteenth Annual Safety Congress good in accident prevention in Oklahoma and Texas, in showing operating super visors their opportunities to further their own interest and the interest of their companies by preventing accidents. The Safety Division of the Mid-Continent Oil and Gas Association, directed by D. J. Wallace, very efficiently assisted in holding the Fourth Annual First Aid Meet at the International Petroleum Exposition at Tulsa last October, and its Shreveport Branch with the assistance of Louis Lyons of the Louisiana Oil and Refg. Co. arranged a successful first aid meet in Shreveport, November 11. The Petroleum Safety Council sponsored by the Safety Division of the MidContinent Oil and Gas Association has established chapters at Shreveport, Fort Worth and Houston. These chapters provide for monthly meetings of safety engineers in each locality where accident prevention problems can be discussed and ideas exchanged. D. J. Wallace and H. N. Blakeslee spoke at the Plant Operators Meeting of the Natural Gasoline Manufacturers Association at BrcckenrJdgc, Texas, April 22. The Rocky Mountain Division (Chairman B. V. Osborn, Standard Oil Company (Indiana) arranged two luncheon meetings in conjunction with the Rocky Mountain Oil and Gas Association, November 22 and November 23 at Casper, Wyoming. Seventy operating executives attended each meeting and listened to four practical safety talks. On April 1 an evening meeting was held at Casper for operating executives. About 250 attended and showed great interest in the talks and in a demonstration of first aid which was put on by a crack team from the Mid West Refining Com pany, Midwest, Wyoming. Chairman Osborn says "At no time in the history of the Safety Movement has this work been accorded such whole-hearted support as it appears to be getting from the various oil companies at this time." The Pacific Division chairman, W. C. Lynch, General Petroleum Corporation of California, has served also as chairman of the California Oil and Gas Assn Safety Committee. Three meetings of the joint committees were held during the year devoting attention principally to producing department safety. Under the leadership of Barton Cater. Engineering Committeeman, the whole Pacific Division is working on data for the pamphlet "Safety in Rotary Drilling." A real exhaustive study of this problem is being made. The committees are also working closely with the Industrial Accident Commission of the State of California in the development of safety orders. The Petroleum Section held the only separate industrial sessions at the Annual Pacific Coast Safety Conference in San Francisco, May 16. Interesting and in structive papers were presented. The paper "Exploding Old Ideas instead of Tanks'* by M. B. Anfcngcr. Fire Prevention Engineer, Standard Oil Company of California, was published in the August issue of the NATIONAL SAFETY NEWS and also in various petroleum trade publications. Comments and inquiries reoeived by Petroleum Representative Blakeslee about this publication indicate that Mr. Anfcnger*i article has exploded some old ideas. The Engineering Committee :(Chairman J. C- Bemd, Sinclair Refining Co.) reports another year of progress. The Petroleum Section boasts the first Safe Practices Pamphlet of the National Safety Council published in a foreign company. The Caracas South American office of the Carribbcan Petroleum Company furnished the Spanish translation of Petroleum Pamphlet No. 5 "Safe Sales Truck Driving" and 5000 copies of the Spanish edition have been used by oil companies io Spanish speaking countries. Petroleum Pamphlet No. 8 "Handling Cleaning and Filling Drums and Barrels'* drafted by J. C. Bcrnd was published. Petroleum Pamphlet No. 9 "Cleaning Petroleum Tanks'* is ready for publication and Petroleum Pamphlet No. 10 "Unloading and Storing Gasoline at Bulk Marketing Plants'* is nearing completion. Petroleum Section 327 Data being gathered on Safety for the Petroleum Industry Welder Safety for the Refinery Mechanic Safe Field Truck and Tractor Driving Safety in Rotary Drilling The eight Petroleum Pamphlets which have been published continue to be popular. New members in the section are distributing them for the information of employees and older members continue to order them for presenting information on accident prevention to the new employees. The Publicity Committee chairman, S. W. Candec, Tide Water Oil Company should be proud of the publicity the section has received during the past year. In the May issue of "World Petroleum", an international publication, appeared a 4-page "Prevention of Industrial Accidents" by our Petroleum Representative. The July issue of National Safety News carried an article "Petroleum Men Measure Safety Progress" describing the activity of the Section, by your chairman. The August issue of NATIONAL SAFETY NEWS carried three articles by petroleum safety engineers. Almost every issue of the NEWS contains an article on petroleum safety and in the Safety Exchange Pages of every issue from one to three kinks developed in the petroleum industry are written up. Articles produced by our safety engineers published in trade publications are too numerous to mention. Editors arc frequently writing feature stories concerning accident prevention work. We do appreciate the support given us by the petroleum trade press. We all know the value of the Statistical Committee work (Chairman J. W. Myers, Standard Oil Co., N. J.). Early in this paper you were told of the progress made in accident prevention based upon the Annual Summary and the Contest reports. The Health Committee chairman Dr. G M. Aves, Humble Oil and Refining Company has reviewed pamphlets produced by the Health Division of the Council and has kept in touch with information produced. The Program Committee Chairman C. L. Hightower, Texas Pacific Coal and Oil Company need make no report. The program speaks for itself. However, we do want to compliment Mr. Hightower for his good work and assistance with the meetings for operating executives. Petroleum Representative H. N. Blakeslee has done his usual amount of traveling, assisted with meetings for operating. executives, visited members, contributed to news-letters and Safe Practices Pamphlets, aided with posters, bandied inquiries from other industries regarding safety in handling petroleum products, and handled the details of our contest. Letters recently received from many of the members universally endorse petroleum section contests, the safe practices pamphlets, and the news letters,^ as outstanding contributions in the accident prevention work of the section. Quotations from sonjc of the letters express the sentiments regarding this work and the Petroleum Repre sentative : "Last fall your representative, Mr. H. N. Blakesfee, paid a visit to our plant and gave.a very interesting talk to. all.of our employees. His statements and illustrations seemed to stick In our boys' heads and they certainly have done wonderful work in preventing accidents during the last year." "Inasmuch as pur representative is an oil man and knows the problems we are up against we get information which we get in no other way. His personal visits always bring up some very interesting discussions. He is a source of new ideas which he has picked up in his peregrinations. If we did not have a -representative to call on I question where we would turn for our information." "It would be quite impossible to manage the affairs of our section In con tinuous growth and usefulness without the services of Mr. Blakeslee or a man his equal. I, trust nothing may interfere with the orderly progress of our future work." 328 Nineteenth Annual Safety Congress Letters received have suggested that special meetings be held throughout all parts of the U. S. lor operating executives, that petroleum safety engineers give more atten tion to combining fire prevention work' with accident prevention work and that special safety contest propaganda be prepared by the Council to help contestants interest their employees in the annual Petroleum Section Safety Contests. All of these suggestions are good and will help us toward our goat of accident prevention. It is my conclusion that accident prevention in the petroleum industry is more effective right now than ever before, that we have more and better petroleum safety engineers than ever before, and that the fire .and accident losses are going to be smaller in the future than they are even now and that we are going to continue to make progress to our goal Chairman Prussing: I think that's a pretty good report, men. I'm sorry that Clyde Smith could not be here to give it to you himself. That boy's worked 1 The first official paper on the program Is "Solving the Pipe Line Casualty Prob lem" by Mr. A. W. Brrcland. safety director of The Lone Star Gas Company of Dallas, Texas. Solving the Pipe Line Casualty Problem By ALBERT W. BREELAND Safety Supervisor, Lone Star Gaa Company, Dallas, Tex. Since accident prevention In pipe line construction, maintenance, and operation is still in its infancy, and since a great deal of information has not been compiled oo this great problem, one must of necessity draw to a. large degree from his own expe riences for assistance in preparing a paper on this subject. In this paper, therefore, I shall attempt to outline the accident preventiou program which has been and is now being followed by the company with which I am associated. Since there is a saturation point in papers on this topic, I have endeavored to make this paper as brief as possible discussing, first--the organisation, second--the selec tion and training of employees, and third--the application of mechanical safeguards and protective devices. Organisation Accident prevention work, like any other problem in the pipe line industry, must be well organised and properly executed to be effective. To begin with, the management must be thoroughly convinced that accident prevention pays substantial dividends, not only from a humanitarian but also from a financial standpoint, and must give its un qualified support in the work. Next to the management, and possibly the greatest factor in solving this problem, is the foreman-or key man. My experience has taught me that the foreman is the man upon whose shoulders rests the greatest opportunity for controlling accidents. It is the foreman who directs the individual efforts of the men, and from whom the worker receives his instructions. I say opportunity because it should be die desire of each good foreman, or worker for that matter, to -take advantage of every opportunity to aid his company. What greater opportunity eoujd befall a roan than to be able to save the life of or to prevent a personal injury to his fellow worker or one of those employees for whose work he is responsible? Safety rules and regulations are useless if not enforced. It is the foreman who must see that these rules are enforced. In my company our foremen are taught that accident prevention work is just as much a part of their job as laying and operating pipe lines and I am glad to say that without exception they treat It as such. Next to the foreman, and serving as a "connecting link" between him and the Petroleum Section 329 management, is the safety engineer or supervisor. That the safely supervisor must be thoroughly aware of the responsibilities and obligations resting upon his shoulders is self-evident It is the safety engineer who must, with the approval of the man agement, compile and promulgate safety rules and regulations; with the aid of the foremen and other supervisory officers, and with the approval of the management, he must conduct safety meetings, compile various statistical data on the company's acci dent record and claim costs and attend to various other duties. In addition to being well trained for this type of service, he must be a student of human nature, sincere, and full of enthusiasm. His is the guiding hand of accident prevention work. In addition to the organization outlined above there should also be a medical officer whose duties consist of making a physical examination of each employe, rendering and supervising first aid to the injured, looking after the health of the men, and super vising the sanitation of company camps. The qualifications of a physician for this type of work, in addition to his training and experience, should be honesty, sincerity, a sympathetic understanding, enthusiasm, and a good knowledge of human nature. We feel that the success of our own physicians has been due to their ability to secure and maintain the confidence of the foremen and the workmen. Selection and Training of Employee* In selecting the casual worker, or in fact, all the workers, or man power oi the organisation, we encounter possibly our greatest problem. I make reference to the casual worker because it is among this class of workmen that we have our greatest number of accidents. Now that we know what our hardest problem is, how are we going to solve it? In the first place, the prospective casual employee should be given a thorough physical examination to determine whether he is physically capable of performing the duties to be assigned him. Unfortunately the doctor is unable to tell much about bis qualifications above the eyes. Those qualifications must be de termined after he is on the job. After the doctor has put his approval upon a man's physical qualifications, the foreman, under whom he is to work, should instruct him in the manner m which his particular job should be done, should also acquaint him with the hazards in connection with the job and teach him how to avoid them. He should be taught how to make proper use of protective devices, and the reason for such devices. At this time the foreman can do his most effective work in starting the new man rightly, aod by rightly I also mean safely. At this period when a man's mind is more open and receptive, he should be told of the organization, of its employee rela tions and activities, and last but not least, of its safety and accident record. He should be made to understand that he is also expected to be a safe worker. If every casual worker is considered as a potential permanent employee and given the proper training in the beginning, we will have made a great stride in solving this problem. It is a very difficult task to instill company pride and "esprit de corps" in a man who knows that he is employed only for a few days. For this reason, it ic very im portant to make the casual worker feel that he is a potential permanent employee, and that his becoming a permanent employe depends entirely upon his ability and application to duty. In hiring a new man, if the foreman uses the same degree of care in attempting to select the right type of man as he does in selecting equipment and materials, he will soon discover a vast improvement in the efficiency of his organization, to say nothing of the reduction in claim costs. Unfortunately not all of our foremen use the same degree of care in selecting workmen as they do in selecting material and equipment. Here is another problem to be solved in controlling accidents but not a very difficult one. After a man is put to work the information given him at the time of his employ- 330 Nineteenth Annual Safety Congress menr should be followed up to sec that be hai retained it and supplemented with further instruction. Circular letters and bulletins can be used successfully in our training program. They can be used to publish safety rules and regulations, to impart information re garding specific hazards, to give notice of safety meetings,, and for many other purposes. In my company we have no regular schedule for circular letters and bulletins; they are sent out only as the occasion demands. Posters are also very effective in employe training since they aid in keeping the safety idea before the men constantly. Here as elsewhere, it is extremely important that proper material be used. Posters must not be selected in a slip shod or hap hazard manner but only such posters that carry a positive message or thought ap plicable to operations in the industry should be used. There are two principal types of posters, one showing the ill effects of carelessness and lack of right thinking, and the other showing the rewards of a safe worker. Both types should be used since all men do not respond to the same kind of appeal. It requires the horrible and grue some effects of accidents to arouse the safety and right thinking habit in some men while others respond to the brighter picture. Any discussion of bulletins, circular letters, and posters would hardly be com plete without some comment on bulletin boards. I believe that one of the most sadly neglected factors in our wltole accident prevention program is the bulletin board. At least, this is true in my company and I am of the opinion that the same condition exists in other organizations. Bulletin boards are sufficiently important to be uniform in size, well constructed, protected from the weather, and they should occupy the most conspicuous location in ally plant or shop. Posters should be placed on the board regularly in a neat and orderly manner and should not be allowed to remain longer than one week, except in case of special posters. In. our company m new poster is placed on each bulletin board on the system every Monday morning and at the same time the old poster is removed and destroyed. At the present time we are using the National Safety C .v>* roater service. Ex cellent results can be obtained from the use of home-made posters, especially if they are built around accidents or incidents with which the entire organization is familiar. If a company has a house organ or employee magazine it can be used to a good ad vantage, especially since it reaches almost the entire personnel of the organization. In our own employee magazine, "The Blue Blaze", the safety department is allotted one full page in each issue. Using the house organ enables us to put safety sug gestions and appeals into the home where they will be read by the wife, mother, and children. It might be truthfully said that "safety, like charity, should begin at home". The family of a workman is vitally interested in his safety and there can be no doubt but that it can exert a strong influence for safety over him. Since the minds of men are more easily changed or swayed through a personal appeal chan through any other method, the safety meeting is almost indispensable in training men to be safety minded. In order to be successful, safety meetings must be well advertised before must start promptly as advertised, must be conducted in an orderly manner, and interest must never be allowed to lag. If possible, they should be held at regular intervals, however, construction work and special conditions might arise necessitating special meetings. In our organization we have not as yet gotten down to a regular monthly schedule but are now working toward that end. During the past two years we have been doing so much con struction work that we have devoted a great deal of time to holding meetings for construction crews. Our practice has been to hold a meeting as soon as possible after the job was organized, and to follow it up by other meetings at irregular intervals. In our own meetings we attempt to have a few short talks, followed by discussion from the men and then a review of accidents which have occurred since the last meeting and suggested means of prevention. Occasionally we show moving pictures Petroleum Section 331 which are well received. We usually hold the meetings at night and try never to keep the men over two hours. When possible, we endeavor to hold the meetings down to an hour and a half. Frequently the wives and families of the workmen are invhed to attend the meetings when we hold mass meetings. It is surprising the number of wives and children who come to these meetings. Once in a while we have occasion to take the foreman to task or to offer criti cism and for this reason we sometimes hold safety meetings for foremen and gang pushers only. Otherwise we usually hold mass meetings. We have been criticised for holding so many mass meetings but on account of the type of men in our organization, all of whom have a great deal of pride In their company, we feel that under ordinary circumstances we obtain possibly better results from mass meetings than we would from committee or supervisory meetings. The majority of our workmen take so much interest in our safety meetings that they usually plan a social affair to follow the regular meeting. In addition to our safety meetings, we hold numerous foremen and employe meetings and twice a year a general foremen's meeting is held in the general office. In all of these meetings, we attempt to present safety and accident prevention mes sages. We are now instituting district foremen's meetings which will be attended by general foremen, assistant foremen, and gang pushers. These meetings will be held about every three months and are held for the discussion of various problems. We will also have a talk by a safety supervisor or engineer at each of these meetings. In fact, we do not hold a meeting of any kind at which safety does not always have an important place on the program. In order to keep the men informed of the progress being made in accident pre vention and of their standing as compared to the other divisions or plants and to the organization as a whole, a monthly comparative statement or chart should be put out. In my company we make up and send out a chart at the end of each month to each plant and division, showing the total number of lost-time accidents and frequency rale for the entire company. The plants which have a perfect record for the entire year and receive an honor roll certificate are very proud of their record. Pride m that accomplishment is usually reflected in the succeeding year's record. We issued fifteen honor roll certificates last year, which was the first year tny company had an organized ac cident prevention program, and I believe that number will be doubled in 1930. I do not think the employe training program complete without first aid instruc tion. While we have obtained very satisfactory results from the excellent instructors of the Bureau of Mines, we feel that to make a training* program 100 per cent it is well to have the Bureau training supplemented by work of the company inslructors. The men trained by company instructors can later be examined by the Bureau's examiners and if a man is able to pass a satisfactory test, he will be issued the regular certificate of first aid instruction. In addition to gaining the benefits de sired from a knowledge of first aid, a man seems to appreciate more fully the sig nificance of accident prevention work as a result of his training. Mechanical Safeguards and'Protective Devices ( am convinced fropi experience that not more than IS per cent of all accidents in our industry are due to lack oi mechanical safeguards and protective devices, the other &5 per cent being due to the human element. In spite of this fact a company should provide every practical safeguard and protective device. With the knowledge we now have of the operations in the pipe line imfnstry. we should have little or no diffi culty in providing safeguards and protective devices to prevent at least 95 per cent of those accidents occurring because of the lack of such apparatus. There are so many places where mechanical safeguards and protective devices should 332 Nineteenth Annual Safety Congress be used that time and space wfll not permit me to enumerate them. I shall, therefore, mention only those places and operations where safeguards and devices will have the greatest effects. There are so many hazardous operations in the pipe line in dustry that I beliere it would be most difficult to select the most dangerous from a personal injury standpoint Possibly one of the most hazardous operations is the transportation of men to and from work because of the potential loss of life and injuries to so many men at one time. The method in use by the majority of companies at the present tame is to load the men on a truck with a platform body, the men sitting on the bed with feet hanging off. Picture, if you please, a truck with a platform body going along the highway or over rough roads with thirty or forty men sitting on the bed with feet and legs hanging over the sides and end and it will not be very difficult for you to imagine what could happen if a passing car should get too near or should skid into the side of the truck or if the truck should bounce over rough spots at a fairly moderate speed. What chance has a man to protect himself under such circumstances? None! We have learned from bitter experience what can result from such an unsafe method of transportation of employes. To overcome this hazard we built a frame truck body approximately four and one-half feet high, with an cud gate of the same height, boomed at the top and about twelve inches from the bottom with two electrically welded steel chains, very similar to those used in booming pipe. This frame, better known as the "Bull Pen," is collapsible and is easily removed when the truck is needed for hauling material that cannot be conveniently handled with this type body. To load and unload the men, the end gate is removed. When the first body was in stalled it was painted out by some of our men that it would greatly decrease the utility of the truck, but on the contrary, it was found that for practically ail ma terial with the exception of pipe. It greatly increased the utility and load efficiency of the (ruck. On welded line construction. 1 have seen a truck with a normal load of oxygen and acetylene bottles topped off with a load of hay and feed stuff for the skinners' teams or a load of rubber for nuking fire bends, and sometimes with both. The results have been so gratifying that all of our trucks on construction work are now equipped with this type of body. Before these bodies were installed accidents were common occurrences and during the past three years two accidents, both re sulting from cars and tracks being sideswiped, forcefully impressed upon us the need of a remedy. One of the accidents cost a man the loss of both legs and practically the toss of his mind, while the other cost the injured the loss of one leg just below the thigh. I am glad to say that accidents from this source have been eliminated. A very important piece of equipment in pipe line construction is the tractor. One t>pc of tractor, the wheel type Fordson, which my company used exclusively until about two and one-half years ago, was tlie cause of many accidents including three fatalities. The greatest danger in the use of this type tractor was from kicking over or bucking which resulted usually from gunning the motor too rapidly when changing from high to low gear while making a hard pull up an incline and oc casionally on level ground. To-eliminate this hazard an outrigger or guard was ..dcwgiwr'wbich prevents tKctractor from reaching the overbalancing point. It was / claimed by some critics that this device would prevent a tractor from going up steep inclines or crossing wide ditches, as the tail would drag when the front wheels were approximately 24 inches above the level of the rear wheels, but climbing steep inclines is one practice we try to avoid and this device greatly aids in prevention of it. Two fatalities resulted from the drivers attempting to drive their tractors up short steep inclines. As to crossing wide ditches, this occurs so in frequently that the loss of efficiency is practically negligible. We believe that with the aid of this guard, we shall have no more accidents from this source. During the last two years, however, we have-purchased only the heavy caterpillar Pcli'ctcum Section 333 type tractor. We have found this type of equipment to be lar superior to the wheel type equipment for pipe line construction. It will not only do more heavy work but also eliminates the hazard of tractors kicking over. Another hazard in connection with pipe line construction is the old fuse and cap method of blasting. Thanks to science and ingenuity of man this hazard can be reduced to a minimum. The old method was to drill the holes, place the charges, light as many fuses as the powder "monkey" could light, and still have time to get in the clear before the first shot went off. It was at this point tlial one of the hazards existed. The powder "monkey" did not always calculate his time correctly and the charges would begin to go off before he was in the clear. Then there was no way to determine whether all the charges had gone off except by counting and occasionally a miscount was made with disastrous results. One of our shooters went back to the ditch to investigate after he was supposed to hove counted all the charges and just as he was about over the ditch a charge went off. He managed to pull through with his life but lost one eye. In another instance, a shooter lost both eyes because he deliberately disregarded all caution and went back to the ditch to light a fuse which he thought had gone out or had not been iighted, before the charges began to go off. With the old hand firing method there was also the danger of tome outsider or animal approaching about the time the charge was ready to go off. There was also the danger of a charge which had failed to go off being exploded by contact with a workman's pick or the ditcher or rock excavating machine. With the modem or electric method these hazards have been eliminated. All the charges go off simultaneously and the fire can be held until everybody is in the clear. After the charge has been exploded any wire that is not entirely clear or in any way looks suspicious can be tested with the aid of a small instrument known as a galvanometer to determine whether the charge failed to go off. If the instrument shows a circuit the charge has failed to go off and can be recommended to the blasting machine and fired as in the beginning. I might add that during the year and one-half that we have been blasting by this method wc have had very few instances where all the charges failed to go off at one time. I might also add that since we commenced using the machine method of blasting we have had no acci dents from this source. In addition to being a safer method of blasting, we have found it to be more efficient and more economical than the old method. With the fuse and cap method of blasting there is the hazard of crimping caps, as previously mentioned. Many men Have lost their lives or were maimed for life as a result of playing with dynamite caps. With the new or electric method of frlptMigv this hazard is eliminated as - the blasting caps are attached to the wire by dolled workmen in the factory. There are a number of operations in the pipe line industry in which tlwre is an ever present hazard to the eyes. We can not eliminate all the hazards but we can provide a means of protection. Almost 100 per cent." of the eye injuries now occurring in the pipe line industry can be prevented if the workmen wilt wear goggles. The problem is to make a man realize the danger of an injury and to persuade him to wear goggles. We tried suggestion and obtained fairly good re sults but did not get the desired results until the management issued instructions that goggles must be worn by workmen engaged in operations. in which there was * the slightest possibility of an injury* to the eyes. Since the issuance of these in structions we have purchased more goggles than ever before but our eye injuries are now negligible. In compressor stations, all fly wheels, belt and gear drives, shaft couplings, and all moving machinery which presents the slightest possibility of an injury should be well guarded. We now have a living reminder of the lack of proper flywheel guard rails. A man was oiling an engine when his foot slipped through the guard rail and was so badly mangled that amputation was necessary. We do not believe h lit 334 Nineteenth Annual Safety Congress \ that an accident of this kind can recur as our present "standard'* guard rail is practically fool and accident proof. Rubber mats should be placed before all switchboards even though it is for only 110 volts as men have lost their Jives from contact with even so low a voltage. There is one mechanical hazard dial exists in practically every company operating in the Mid-Continent area, especially in those districts where an adequate water supply is a problem. This hazard is the gear driven pumps in isolated water pump stations with the gears unguarded, and probably receives less attention than any t. other. This Is probably the last hazard to come under the observation of the safety inspector. I think the hazard is made greater on account of the fact that the stations are, as a rule, operated by one man and should he fall into (he un guarded gears there would be no one present to shut down the engine or render any assistance whatsoever. Last August one of our men was overcome with heat while operating an isolated water pump station and fell into the gears. As he started to fall he had the 4- presence of mind to throw out the clutch. The gear stopped in time to save his life; hut not soon enough to prevent a painful injury. 'i Gate boxes, orifice pits, and hot wells should be protected with guard rails and all pits and boxes deeper than three feet should be provided with steps. Main line gate boxes should be protected with a small house or heavy metal lids. Our company uses heavy metal lids except at locations where two lines parallel each other and we have cross-over gates. At such locations, wc have small galvanized iron Itouses over the boxes. c Many of the larger gate valves are equipped with spur gears to facilitate the . opening and closing of the gate. These gears should be covered with a guard to fit the contour of the gear, preferably to cover both the drive and drivgo gear entirely. We have had several injuries from this hazard, one man losing his right index finger and another the use of his index finger. We are now building guards for ^all o( our spur geared gates. ""^Where it is necessary to cut out sections of pipe for making repairs, there is the ever present danger of fire and -explosion and of injury to the eyes of the workmen from flying pieces of steel. To overcome this hazard and to facilitate the work of cutting out a section of pipe, which was a laborious task by the old method, our master mechanic designed a portable cutler for cutting large pipe in the field which is far superior to any other cutter we have been able to obtain. This apparatus, unlike all other cutters which are on the market, has four cutters. It is collapsible and is set up on the end of the joint of the section to be cut and two men can make a cut through twenty inch pipe in fifteen minutes after it has been placed on the pipe and adjusted. Placing on the pipe and adjusting requires less than thirty minutes or less than an- hour is required for the complete operation. With this cutter it is not necessary to wait imttl the line has been completely drained to make the cut and also it eliminates the two hazards mentioned above. In conclusion I must reiterate that only a small percentage of our accidents are due to the lack of mechanical safeguards and protective devices, and that the vast majority' are due to the human element. It is not a difficult problem to provide proper mechanical safeguards and protective devices but. to control the human element is the problem confronting us. To this task we must apply our energies and accumulated knowledge. (Following the paper, moving pictures were exhibited, showing equipment and operations of the Lone Star Gas Co.. Dallas, Texas.) CraIvsias Pkussixc: I think you have been looking at what is in the nature of an experiment. Mr. Miller, who made the pictures, tells me that this is his first attempt at taking industrial pictures with a small moving picture camera; and I think you will agree that it adds tremendously to the value of a paper to have it illustrated in this manner. Petroleum Section 335 Mr. Barton Cater, Safety Engineer of the Southern District of the Standard Oil Co. of California, has been ooe of the most active Safety men in the state, lie is, at present, directing the preparation of what I believe is going to be the outstanding safe-praeticcs pamphlet of the Petroleum Section--that on "Rotary Drilling"--a really stupendous piece of worj^ as those of us know who have attempted to con tribute our share toward its preparation. Mr. Cater will now speak to us. Merely Some Personal Ideas on Safety By BARTON CATER Safety Inspector, Producing Department, Southern District, Standard OU Company of California, Los Angeles, Cal. It is possible that a great many of us have an idea that safety is something set apart from the ordinary work, something rather vague and mysterious, something that the Operating man may not know a great deal about. Perhaps we may believe that in order to obtain resuits the safety man must be held responsible for all unsafe conditions; that he must make frequent and very detailed inspections; that he must make long solemn reports regarding a missing toe board and send them back to the Lease through official channels, or that he must be given Police Powers to enforce Safety. Such ideas arc wrong. Safety is purely and simply a direct operating problem, and. as such, it should be handled personally in the field by the foreman. If wc are willing to accept this thought, then the safety man should become the personal aid of the operating man, rather tlian his instructor. The Standard Oil Company of California has proved in every department that it is not necessary to clothe the safety man with authority. . As a matter of fact, we are given to understand that if we cannot obtain results without authority then some one has made a serious mistake in selecting us. The safety ifian who secures results is primarily a salesman, regardless of whether or not he recognizes the fact. He is selling "good workmanship" under the rather misleading label of "Safety First** Suppose that we set up as a parallel a national salesman who is representing his factory for a brand of goods that is widely advertised, an article that is well known throughout the entire United States. The most simple organization tliat wc could think of would be; Factory; Sales man; Distributor. This salesman would take the product given him by his factory and sell it in wholesale Jots to the Distributors. He cannot reach all of the ultimate consumers personally and must depend upon the efforts of his distributors, plus such assistance as he can give them thru national and local advertising, occasional personal contact with the ultimate consumer, and such other help as the distributor may require from time to time. In the final analysis die results secured have been due to an interest created in the distributor. Suppose that we substitute "Safety" for the brand of goods, the company policies for the factory, the safety man for the salesman, the foreman for the distributor, and the rank and file for the ultimate consumer. The first thing that the Safety Salesman must do is to analyze his product and determine what he has to sell. He may come to several different conclusions; but if he -will go dreply and thor oughly into his subject, he wilt find two basic ingredients: Good Housekeeping, and Good Operating. 336 Nineteenth Annual Safety Congress Good housekeeping can be very easily defined by using an old saying: "A place lor everything and everything in its place." . Of course we roust be willing to make a distinction between old dirt and new dirt a distinction between odds and ends of material allowed to accumulate over a period of time and material piled in confusion on account of an emergency repair job; and a final distinction between normal operating conditions and operating condi tions that are unusual. If we can create a desire upon the part of the Foreman to maintain good house keeping under normal conditions--then we have planted a suggestion that will event ually lead to good housekeeping under any condition. Good operating is performing any certain operation in a workmanlike manner. Wc must bear in mind that there are always several good ways of performing any operation. Quite often, however, we find that there is one particular method that is better than any other. The particular method adopted may be largely controlled by local conditions and the basic method must be modified or enlarged to meet the local conditions. Good operating is always safe operating. Before we go any further, let us make a little test of this theory that the Foreman is the all important man to reach. Let each one of us assume that we have been placed in charge of some particular piece of important work. Pick out the operation with which you are the -most familiar. There is a time limit on this job. It is going to be one of the show places on the lease, and the construction and operating costs must be kept down. Make a mental note of the foreman, above all others, that you would like to have working directly under you on this particular job. Now'--I am going to make three very definite statements: 1. Your foreman is a good housekeeper under any and all conditions. 2. He understands his business thoroughly; he is able to plan ahead; his men like him; he has that happy faculty of being able to explain what Iw wants dooe; and he doesn't blow up when things go wrong. 3. If you do not already know, check, and you will -find that the Foreman you have picked out has a wonderful Safety record for himself and his crew. The second step is to determine the type and character of your product. You should at once assume that it is not a by-product but the very best article that your Company can manufacture at the present time. With this idea firmly fixed in your mind, you can devote your entire energy to selling the product to the Foreman. To a certain extent, the quality of the goods furnished the Salesman is going to affect his sales volume. He can, however, take a very inferior product and create such a demand for it that he will force his factory to install more and better machinery to take care of the increased demand. This generally has the effect of automatically raising the standard. The final step is to know what your product will do and where and how it can be applied. It is not a good --In argument simply to tell a Drilling foreman, either verbally or through a written report, that unless a guard is placed over the low gear, the driller will erentmUy be injured. The foreman knows that already. But if you can offer a guard that not only meets safety requiraneats but also increases the efficiency ft his rig--then yon have a prospective sale for every rig he has charge of. If vu have the knowledge of the particular operation, you can work oat such a guard or a good operating practice with the assistance of the foreman and hi* men. Vine times out of tea you will fail if you try to handle it by yowseU. Guard* and safe practice* narked out with the .assistance of the luniun and Petroleum Section 337 his men might be termed composite guards and ideas. As such, they represent the ideas of a number of people rather than those of an individual. Such guards and such ideas are "babied" thru experimental stages because the men using them have a personal interest by right of participating in their creation. It is hopeless to assume that you can learn all of the detail of the various opera tions of the Producing Department. You can, however, acquire a good general knowledge of the department and, by constant plugging, accumulate some definite detailed information. The more definite detailed information you can secure the more intelligent LISTENER you become. No foreman wants to talk to the safety man regarding safe operating when he knows and feels that he is not being followed intelligently. Whenever we start talking salesmanship, someone always brings up "personality" as an absolute necessity. Most ot us assume that it U a certain rather indefinite characteristic that makes us likeable. A former boss of mine once defined `'personality" as; "An ability to make a person do gracefully something he had no intention of doing." If we are willing to admit that the last statement has an essence of truth--then "personality" is not that rare thing that is supposed to be part of us when we are born. It is something that can be acquired through a study of human nature. It means merely shoving your own personal likes and dislikes into the background and concentrating on what the individual may or may not be interested in. One of the most important phases of good salesmanship U the approach. I have found that the first aid kit gives me a legitimate excuse for calling at any unit at any time. This kit (exhibiting kit) contains a cloth roll-up with all neces sary first aid supplies. I carry about eighteen extra roll-ups in my car. It only takes a few minutes each morning to refill them. When I step out of the car at any location, I always have a freshly-filled kit in my hand. It acts as my catting card. If the foreman or driller docs not know me by sight, the kit identifies nte as the safety man. It carries the suggestion of a direct personal service--presents a reason for my being there and makes a contact that always leads to something on Safety before I leave. First eid training to small groups of men offers a wonderful opportunity to im plant safety ideas. That first aid training and a falling accident curve are very definitely linked to gether is an established fact. No one, however, seems to care to hazard any definite opinion on the subject. My idea is that the rather terrifying injuries discussed--the mental process that the man goes through while applying bandages and splints during training--the emphasis placed on the necessity of knowing how to stop arterial bleeding--and the possibility of converting a simple fracture into a compound fracture all combine to form such a vivid mental picture that the man unconsciously forms a mental resolve to be a safe worker. The most satisfactory training classes I have ever had were classes of four men each taken from one well-pulling crew. These classes were held on the same day each week for four consecutive weeks. Classes started at seven a. m. and lasted until fifteen minutes past eight. Starting at seven a. m. U rather tough on the safety man, especially if the Leaseis thirty miles from headquarters, but it has this tremendous operating advantage. You simply delay the starting whistle for that particular gang for one hour and fifteen minutes. This allows the Production Foreman to lay out his work and start his free crews on the best wells that are down. When the crew receiving miffing is released, it can be sent out on the less important jobs. Suppose that we had trained at the convenience of the safety man. He sets the 338 Nineteenth Annual Safety Congress time to train Jim Smith's gang at 2 p. m. Perhaps Jim is working on a "parted" job on a 500-barrel well. He has his "fish** and could get oat of the hale and hack in again and the well on the beam by quitting time. But--no--at about 1:30 they **hang her up" and start to wash up and come in for training. The Production Foreman wants that 500 barrel well back on the beam. He has to hunt up a gang working on a less important well and send it over. Everything is disorganized, and no matter how much the foreman believes in safety he resents the inconvenience caused his Lease. Every weD-pulling gang on four major leases were trained under the seven a. m. method. There was no undue disturbance of operating conditions. The foremen were satisfied and want more of this sort of training. It was slow work but the results were lasting. One more word--the training all revolved around a sterile compress and an iodine ampoule. The men were taught to improvise the balance of the supplies required from material that could be found around the location. While it is impossible to know the name of every man in your department--the more men you make friends with and can call by name the greater chance you have of putting over your ideas with the foreman. We have about 2,000 men in our De partment. On a recent test, I found that on going thru the payrolls, that the names of over 500 men were able to create a mental picture for me whereby the man could be definitely placed. The average foreman believes he has the best crew in the country. He likes to talk about them--tell you How good they are and he Is pleased if you know their names and history. He reserves to himself the right to bawl them out--shake them up a little and in general exercise the divine right of foremanship. But let some one else try these tactics and you have a private war on your hands immediately. Don't kid yourself that the foreman doesn't ask his men what they think of you and your work and, gentlemen, his final acceptance of you is guided largely by what his men tell him. If you high-hat his men and try to exercise authority that rightfully belongs to him--look out. Never, under any circumstances, see such a thing as a man asleep on duty or a disregard of any operating rule that does not involve the safety feature. The foreman and his men both feet that such *a condition Is a "family affair" and outside help is resented. When I drive up to a location, I make it a point to stall around a few minutes and give them a chance to take care of any situation that might be embarrassing to cither of us. They know exactly what you are doing. If they will slip a guard back into place--clean up the floor or any one of a dozen other things, you have gained some thing that you could not get by having to ask them to do it after you landed on the rig floor. The safety men must be able to determine instantly when his presence on the Lease is embarrassing to the foreman. Frequently I have landed on a' Lease and immediately left for the other end of the district. This may seem a strange statement from a safety man, but supposing that the foreman has started a job that has suddenly assumed dangerous working conditions where chances have to be taken by both the men and the foreman. In a great many instances the particular conditions could have been prevented by more careful initial thought aod planning. You can't do any good standing around--the chances are your limited practical knowledge won't be of any value--and your presence makes the crew nervous. That identical moment is a poor time to talk good operating to the foreman. If you will simply get out, he will appreciate it and do his best to get through without an accident. Nine times out of ten be will be glad to talk to you the next day and lay plans to avoid a similar future condition. Petrvleum Section 339 We have a very strict rule regarding smoking and I was required to turn in any man I caught smoking in forbidden territory. That meant that the first man I turned in was my "Death Warrant" as far as popularity with the men (and also the foreman) was concerned. The following proposition was put up to every division superintendent and ac cepted by them. "The first time \ caught a man smoking, I was to talk to him per sonally as man to man, explain our reasons against smoking and tell him that a second offense means that I had to protect my own job." That plan has been , in effect for five years. A great many men have been caught the first time, but I Can honestly say that l have never caught the same man the second time. We have aaved some good men for the company and cut smoking to a large extent You can use your camera to wonderful advantage in several different ways. Pv taking a picture of some well-designed guard or an operating kink you can get a great deal of attention at some other point in the district. The foreman can see something much better than you can describe it. Generally you secure two different results. The foreman who originated the device is pleased with the advertising and credit he is getting thru showing the photograph: and you are planting a suggestion in the minds of the other Foremen to whom it is shown. He may not use the identical lay-out, but lie has been shown a basic idea which he can enlarge or modify to meet his own local conditions. I have succeeded time and time again in making fast friends of drilling crews by taking a snap-shot and passing out a few prints. It would appear that the average man (tho he will seldom admit it) likes to sec his name in print and be photographed. Generous use. should be made of visits from general office men and inspectors of the Federal, State, or County services. Take them over the various leases and introduce them to every matt you meet. I can't explain the reason, but I do know the men tike it. If you know your district and your men--when you introduce Driller Bill Jones, you can tell your visitor in front of Bill that Bill was the originator of the idea of placing a platform to stand on while changiiig the connections on the mud hose. It's really a petty thing to do and you are actually exploiting Bill's vanity. Bill knows what you are doing just as well as you do, but he likes it just the same. Several years ago I made the interesting discovery that a good way to get a guard turned down is to try and sell it to the foreman by sliowing him a detailed blue print. Unless we are accustomed to reading blue prints, they mean very tittle to us, yet for some reason we hate to acknowledge this fact. We are unable to visualize the final product. Not understanding just what it la going to look tike, we often play safe and turn it down. If you will have your engineering office make you up a set of isometric drawings, you will have something you can take to the Field and show to your Foreman with out any possibility at causing him some secret embarrassment. If you are the contact safety man, it is absolutely necessary that you dress in such a manner that you need not be afraid of a tittle oil, grease or rotary mud. I do not mean that you should not be neat. The men seem to expect that, but wear clothes that can be easily cleaned. Again, I cannot give you the reason, bat I have proved over and over again to my own satisfaction that it is impossible to get close to the men in a white collar and a business suit. And finally in closing, I want to say to you, who are Safety men--your Foremen are doing to-day, gracefully, willingly, and voluntarily, a great many things that five years ago they told you COULD NOT BE DONE and operating costs kept within reason. During this period of time you have seen your accident curve drop and drop. Nineteenth Annual Safety Congress As you encourage your foremen to train their men in good housekeeping and in Wood operating, there will eventually come a time when the producing department of your company will be the safest place in the oil industry for a man to work. xMr. Cater also showed a film strip on rotary drilling operations.) B. V. Osborn (Standard Oil Co. of Indiana. Casper. Wyo.): I wonld like to ask if it would be possible to get pictures of the pipe-cutter he mentioned. Ma. Bheeund : At the present time we are working out a cutter which is an improvement on the old cutter we have been using, in that it can be used for dif ferent sized pipe. It will cut eight, ten, or twelve-inch pipe. It has interchangeable cutters. And if you will drop me a line, I shall be glad to get pictures for you. H. D- Keitel (Standard Oil Co. of New Jersey, Camden, New Jersey): I'd like to ask if it would be possible to get a picture of the safeguard for the back of the tractor. Mil Breeland: I'll be glad to get you prints and pictures too. Chairman Pbussinc: I'd like to ask Mr. Breeland what their experience has keen in servicing those small tractors on the job. I suppose the small tractor won't last through the day with one filling of gasoline and it becomes necessary to service it while it's hot. Mr. Breeland: We have had no fire experience from that source, but occasion ally, in attempting to start the tractor, instead of using precaution, the operator will open the manifold door, and sometimes a drop of gasoline will get around the spark plugs. We have had one or two pretty bad firds from that source, but not from refilling. Chairman Prussinq: The ordinary tractor of that type, it has been our ex perience, is quite a serious fire hazard if gasoline is spilled on the exhaust manifold, not because the manifold is hot but because, apparently, it frequently contains glow ing carbon. We had a man killed in San Diego a year or so ago with a tractor similar to those you showed in your pictures. The man was servicing a tractor for a road gang and had passed a bucket of gasoline to the tractor operator, who had poured it into the tank through a five-gallon square funnel; and our man had turned his back to go to get another one when the tank overflowed. The gasoline ran down on the manifold; and, apparently because there was no exhaust pipe on the mani fold, ran into the manifold and came into contact with some glowing carbon and Hashed. The tractor operator, a Mexican, picked up the funnel and threw it, and it struck the tank truck driver in the back. He was burned to death. Twice this summer on other road jobs, tractors being serviced by our men have flashed from overflow of tanks. We have a definite instruction that no tank truck driver servicing motor equipment may pour the gasoline into the equipment, but must hand it to the operator of the equipment. That is done as a precaution for our own men. I'd like to call your attention to a chart on one of those bulletin boards. The Petroleum contests and the statistics prepared by the National Safety Council are prepared under code. Out on the Pacific Coast some of us conceived the idea that it might be interesting to know what the other fellow was doing. Someone in the Standard Oil Company asked Bob Donovan "Where does the Union Oil Co. stand with respect to the Standard Oil? How good or bad are we?" And Bob immedi ately determined to find out. He wrote a circular letter to the rest of us on the Pacific Coast, and asked if we had an)* objection to telling our codes. Of course, we hadn't, and immediately an interchange of code numbers took place among Pacific Coast Companies. It has had a very interesting effect. I had a graphical chart prepared showing the petroleum statistics of . this section lor the past five years. Those statistic* were purely line graphs in which do were mentioned. They were merely code. However, in order to show oar own. people where we stood, year by year and department by department, Idrew the line representing our company doable width and sent those out When Bob got Ids Petroleum Section 341 code numbers identified for the Pacific Coast, I identified the lines representing the other Pacific Coast companies on this diart, and sent them out to the rest of the gang, and also to - o'-n Safety Men; but not for any public dissemination. Since we have be' h ^ at the Congress, those of us from the Coast have gotten together and we have decided we could afford to pass that on to the members of the section, with the suggestion that perhaps other sections might care to do the same thing. It's therefore on the bulletin board, this master chart, which shows the lines representing each company by its departments for the last five years--it'f just one sheet of paper and I have put on it the names of those Pacific Coast com panies who have contributed their code numbers. We hope to get no benefit on the Pacific Coast from knowing which company in the Saat Is represented by which line; but we certainly fed, from the experience we have had, that you may benefit by doing the same thing In your own geographical division. ADJOURNMENT 342 Nineteenth Annual Safety Congress Wednesday Morning Session October 1, 1930 GEORGE P. PRUSSING, Chairman Union Oi2 Company of California, Lot Angeles, Cal. The second session of the Petroleum Section convened with Chairman Prussing presiding. Chairman Prussing: 1 have a letter here from Clyde Smith, addressed to Mr, Blakeslee, which I would like to read to you: "It was with sincere regret that 1 found it impossible for me to attend the National Safety Congress this year. "To the officers of the Petroleum Section suid to other members I wish, to ex tend my greetings and know., tliat they -must be enjoying the excellent program which is before them this year. "To all the members of the Petroleum Section I also wish to extend my thanks for their hearty support during the past two`years, and I can only say to the new chairman and other incoming officers that all that will be needed to make our Section a successful organization is to continue to receive the wonderful Itclp and support that 1 have received while I had the honor of being your chair man. "Yours sincerely, "C. W. SMITH" I think Mr. Lynch has a resolution to offer. W. C. Lyncit (General Petroleum Corp., Los Angeles) : Inasmuch as Mr. Smith has been our chairman for the past two years, during which time the Section has achieved its greatest strength and accomplishments, I suggest that the following message be sent Clyde Smith: "Your friends in the Petroleum Section take this opportunity to express their appreciation of your leadership during the past two years. We deeply regret that you could not have been with us, and pray your anxiety is being, replaced by confidence for the future.0 I submit that as a resolution. H. D. Kettle (Standard Oil Co. of New Jersey, Camden, N. J.): I second the motion. (The motion was carried.) Chairman Prussing: This is Refinery Day in our program, and I present to you as our first speaker Mr. E. M. Lyons. President of the Tiona Refining Co. and also President of the National Petroleum. Assn. The Executive's Opportunity In Accident Prevention By E. M. LYONS President National Petroleum Association, Philadelphia, Pa. There were nearly 100,000 people killed by accident in the United States during 1939, and it is estimated that there were about 10,000,000 disabling injuries during the same period. About 35,000 of the fatal accidents occurred in industry. An authority estimates thru 98 per cent of the industrial accidents are preventable; that 88 per cent of all accidents are due to supervisory causes and that 10 per cent are due to physical causes. Under supervisory causes are listed the following: faulty instruction; inability of employee; poor discipline; lack of concentration; unsafe practice; mentally unlit and physically unfit. Petroleum Section 343 Under physical causes are listed: physical haxards; poor housekeeping; defective equipment; unsafe building conditions; improper working conditions; improper plan* fling and improper dress or apparel. The 98 per cent of preventable industrial accidents may be greatly reduced through cooperation of employer and employee. Before considering the opportunities which an employer or an executive hi* in accident prevention, let us consider whether an employer has any responsibility for accidaits. Before the enactment of workmen's compensation laws, the liability of employers for accident to workmen was recognized under what are known as Employers' Lia bility Laws. To determine liability It was necessary, however, for the injured to sne in court. The employer had to provide a safe place of employment and safe equipment, competent workers and proper supervision- Kf, in the eye of the law, tbe employer had not been oegligent, the injured employee had small chance of re ceiving compensation. If, however, the employer had been negligent, the compensa tion or damages awarded the injured employee might be a relatively small sum or might reach a very substantial amount, depending largely upon the jury hearing the Large corporations were more subject to large damages than small companies. Evidently the juries felt that the large corporations were more able to pay substantia! amounts than small companies. The employers' liability laws were unsatisfactory to both employer and employee. These laws were enacted when factories were comparatively small and before our present large factory system, with its complicated machinery, was in operation. The enlargement of industrial activity, the ever-expanding use of machinery and tbe in creasing frequency of industrial accidents, made necessary more definite laws cover ing the liability of the employer in accident cases. The outcome of this dissatisfaction with the employers' liability laws has been enactment of what are known as Workmen's Compensation Laws, the first of which were passed In 1911. Now practically every state in the Union has compensation laws, having for their purpose the compensating of those injured in industries. The employer does, therefore, have legal responsibility for accidents. The em ployer's risk is usually carried by an insurance company. Many employers are not satisfied with carrying only the workmen's compensation insurance which is required, nor with the payments to the injured, which are provided by law. They wish to provide for further financial relief to workers. They do this through wlat is known as "Group Insurance." In the year 1911, when the first workmen's compensation laws were enacted, the first group insurance was written. At the end of 1912, the amount of group insur ance in force was over $13,000,000. In 1916, it was $152,000,000 j but at the end of 1926, the latest year for which figures are available, 75 companies were writing group Insurance and the amount in force was estimated at $5,600,000,000 and the figure is rapidly approaching the $10,000,000,000 mark. Tlie principal reason for the carrying of group insurance by the employer, or jointly by the employer and the employee, is due to the humanitarian spirit of the employer. Under the workmen's compensation laws, employees are paid for lost time accidents, total disability caused by accidents, and for accidental death. The group insurance policies cover employees and they are paid the total amount of the policy if they become totally disabled from any cause, before the age of 60 years, and the total amount of the policy is paid in the of death from any cause. Even with workmen's compensation insurance and the possible added group insurance, the heart of every employer is heavy when a preventable accident occurs. In the itnaller fields of employment, the executive knows, personally, oil of the employees, their families and their circumstances. Take, as a typical case, that of John Smith. John Smith has been employed con 544 Nineteenth Annual Safety Congress Petroleum Section 345 tinuously with one company for fifteen years. He was a fine young man when he got his first job. He has been a conscientious worker and has earned (air wages. He married shortly after starting work. He and his wife bought a modest home, reduces the cost of production, irrespective of whether the employer is a self-insurer, or buys insurance. The lessening of accidents reduces ph3*sical offering and in creases earnings. Employers, therefore, are also interested in accident prevention on which there is still a substantial mortgage. They have five children, ranging in age from 4 to 12 years. They are happy and contented. One day the superintendent reports that John Smith has been fatally injured while at work. Investigation shows that John had not been careless--it was a preventable accident. The employer knows the amount which will be paid Mrs. Smith as "compensation", and he is thankful from an economic standpoint. It is reported that the United States Steel Corporation, from 1906 to 1928, reduced its serious accident rate by more than 64 per cent, thereby saving $8,000 employees from serious Injury. Although the expenses of reducing accidents were great, the company freely admitted that its safety program saved it $1,000,000 annually. Other that he has provided "group insurance" which will give her about $1500 additional. Then he thinks of the mortgage, of the ftmeral expenses and of the amount which companies have reduced accident rates as much as 73 per cent in a single year These records are the result of scientific study, the removal of conditions which cause will be necessary to provide for the family until the children are "raised*1 and edu cated. The total funds available will be far from sufficient even with the utmost fru accidents, and the education of workers in safe methods. The employer's opportunities in accident prevention may be classed under four gality, and the heart of the executive is sad, even though the requirements of the general headings: law will be fulfilled by the payment of workmen's compensation and a further sum 1. Safeguarding employees from avoidable accidents. that will be given to the family through the group insurance. The conscientious em 2. Formation and adoption of safety rules and regulations. ployer will confer with his superintendent and foreman and will try to take advantage 3. Education of workers in accident prevention. of every means possible to prevent a similar accident. He may' reason along the following lines: 4. Enforcement of safety rules. One writer on accident prevention, who views the subject primarily from an eco "Self-preservation is nature's first law.'* He likens this phrase to the modern version "Safety First." SeU-preservation in its narrow sense, means that the indi nomic standpoint, says: "Our thinking on injury prevention has been colored by machine guards, safety vidual looks out for himself, regardless of others, which in another old saying is bells and stop signs. They are the only visible tools by means of which work is phrased "Every man for himself and the devil take the hindmost." In its broader performed. The real motive power is the willingness to provide the tools. The en sense, self-preservation means the conservation of life, or "Live and let five**, and is gineering and educational ability is not lacking. It can effectively reduce the human the primary basis for what is referred to as accident prevention. hazards of industry if only given a chance. This opportunity, in some cases, has The employer also reasons that man has five senses sight, hearing, smelt, taste and touch, and a mind or intellect to record and weigh sensations produced by each. come at the employer's request; in other, compulsion seems necessary. This com pulsion can be exercised by the State by virtue of the fact that It determines com Instinctively, a man tascs his senses to avoid injury, hut by the senses akoe man can pensation policies. If the government would move industry to practice safety, it not always avoid serious or fatal accidents. For instance, a workman who is Ignor ant of the power of electricity would not hesitate to brush aside a highly charged electric wire which may lay in his path. He could not ascertain by sight, hearing, smell or taste that danger lurked in it. His sense of touch would determine the dan must speak the language of industry. It must make its appeal felt from a business standpoint. That is, it must make the issue a financial one, expressed through the medium of costs. In short, safety must be made the counterpart of savings, and in dustrial casualties the cause of business losses. It is the savings or losses---this dif ger. but if he tried to use this sense the mind or intellect would not interpret tbe sen ferential between any one firm and its competitors--that the possibility of additional sation in time to save that particular man from death. Certain gases not detectable to the senses, will snuff out life. Gams of diseases are, likewise, not detectable by injury reduction lies." the senses, except with the akf of scientific instruments. Safeguarding Employees from Avoidable Accidents. The worker needs education to supplement instinct. Every man employed in use ful occupation is a worker, from the chief executive down to the most ordinary laborer. It is true "The burnt child dreads the fire", hat how much safer and saner it is to teach the child the danger of fire; rather than to have it suffer from actual experience. Education of the worker is necessary in accident prevention. Employers are interested in accident prevention primarily through the spirit of humanitarianism; industrial injuries will never be entirely eliminated. "Accidents wifi happen", but their frequency, can be largely reduced. Studies of accidents in industry show the economic losses which they cause. These losses run into millions of dollars. An employer imbued with the spirit of humanitarianism and alive to the economic benefits to be derived from accident prevention, will safeguard his employees from avoidable accidents. From both viewpoints, it pays. Large employers of workers have already made rapid strides m accident prevention, as was noted in a few cases previously referred to. It appears that the most progress in accident prevention has been by the large' corporations. An authority in a recent work, says: "The reasons why the safety movement has not progressed faster are many, not the least important of which is the failure to iuterest medium-sized and small concerns. As a matter of fact, the `hit-skip' organ H. \V. Heinrich, of the Travelers Insurance Company, analyzed 5,000 accident cases, taken at random from the files of his company, and found that the indirect losses from accidents are four times as great as the direct losses. The Bureau of Labor Statistics estimates that wage earners in this country lose more than one billion dollars a year from their pay envelopes as a result of industrial accidents and, supporting the figures of Mr. Heinrich, the Bureau estimates the total loss to. all interested parties at four times as much, or four billion dollars per year. Definite figures are not available because many states do not require records of accidents. The prevention of accidents is a problem of social and economic conservation; it izations and the factories which consider themselves too small to have accident prob lems, account for injuries wholly out of proportion to the number of workmen employed." The educational work beiog done by the National Safety Council and other bodies engaged in accident prevention, is rapidly increasing the number of executives taking an active interest in this work. When the interest of the employer is truly awakened to the possibilities, accident prevention is made comparatively easy. Little progress I will be made without the whole-hearted and continuous support of the employer. Statistics show that unguarded machinery in defective plants is responsible, to a large extent, for the serious industrial accidents. To make the place of employment 346 Nineteenth Annual Safety Congress safe is the first consideration of the employer. The requirements of the Workmen's Compensation Law will have to be complied with. The employer, his safety engineer, his superintendent and foremen will invest!gaatc every accident and win derise means to prevent recurrence. They will place safeguards around every place where acci dental injury is liable to happen. They will study report* of atuikms is factories similar to their own and the means taken in these factories to prevent similar acodeuU. They have available the advice of trained safety ergnetn to aid them for* tlier. Having the determination to make the factory safe, the accompli*!unewt comparatively easy. With the factory safe, the next step is the; Formation and Adoption of Safety Holes and Regnhrtiona. Rules should be adopted which, in die judgment of the employer, safety engineer, superintendent and foremen, will best protect the workmen from accidental ifljwy. The National Safety Council has taken a leading part in accident jwercsdioa in this country, and the petroleum industry is particularly fortunate m haring ia dm National Safety Council, the Petroleum Section. The petroleum industry took definite recog- nition of the work of the National Safety Council when it arranged, through the American Petroleum Institute, to support a petroleum safety cngiurci on the staff of the Council. The Petroleum Section has published a number of pamphlets on safe practices, as the result of careful and scientific investigations by a petroleum repre- sentativc of the Council and a staff of engineers. These safe practice pamphlets are as follows: 1. Safe Practices in Pulling Wells. 2. Safety in Gasoline Service Station Operation. 3. Safe Practices in Loading Tank Cars (Gasoline). 4. Safe Practices in Handling and Laying Pipe. 5. Safe Sales Truck Driving. 6. Safe Practices in Cleaning Petroleum Stills. 7. Safety for the Oil Field Pumper. 8. Handling, Cleaning and Filling Drums and Barrels. The Engineering Committee of the Petroleum Section contemplate* the publica tion of additional pamphlets as follows: Cleaning Petroleum Tania. Unloading Tank Cars and Storing Petroleum Products at Marketing Stations. Safety for the Petroleum Industry Welder. Safety for the Refinery' Mechanic. Safety in Natural Gas-Gasoline Plants. Safe Field Truck and Tractor Driving. Safety in Rie Building. Safety in Rotary Drilling. The United States Bureau of Mines has published a number of Safe Practice Bul letins, many of them dealing with different branches of the Petroleum Industry. The Safe Practice pamphlets and bulletins are available to the Petroleum Industry and may be adopted in whole, or in part, as the employer thinks best Having the factory safe and a code of safe practices formulated, tlie step In the safety program is the: Education of Workers in Accident Prevention. Safety work, guarding and expenditures for safety go mostly for naught, the worker himself understands the safety problems, the causes for accident and his responsibility for accident prevention. Interest in safety must be aroused: hut more than that, interest must be sustained. A continuous educational program must be Petroleum Section 347 maintained. In large organizations, this work is sponsored by the Safety Depart ment. but in smaller ones, the inspiration must come from the executive and have the hearty cooperation of the superintendent and foremen. The latter arc the key meAncctoidepnrot mporetevesnatfieonty ceadnuncoattiobneallewaronrekd. in one lesson, nor in several lessons. It asst be studied constantly and be revised to meet conditions as they arise. Every plant should have a well trained first-aid department If possible, every employee should have first-aid training. The petroleum industry is fortunate in hav ing available the experience and services of the United States Bureau of Mines in first-aid training. The Bureau has trained nearly 400,000 persons in the mineral and (Xtiokim industries in first-aid and mine rescue methods. During the period bcshuiing January 1st, 1927, and ending July 1st, 1930, the Bureau has trained 37,931 men employed in the petroleum industry: 9,673 persons connected with the petroleum rimtry received first-aid training certificates during the year ending June 30, 1930. Thfe first-aid training is available to all petroleum workers. The course requires 13 boiri oc actial instruction and practice and covers the study of the circulation of the blood through the body, and the control of bleeding; physical shock; artificial respiration for persons overcome from gas, electric shock and drowning; treatment and care of wounds to prevent infection; treatment and care of burns; dislocation; simple and compound fractures and the proper method of handling and transporting injOurneed lpaergrseoncso.mpany in the petroleum industry has kept a careful check on em ployees who have been injured and has found that four men who have not had firstaid training are injured to one man who has had the training. First-aid training is a wonderful help in accident prevention. The worker who has had first-rid training realties forcibly the effects of accidents, because of his knowledge of the care neces sary to relieve the injured. This knowledge makes him careful in his own work and soTlichiteouNsaotifonthael wSaeflfeatrye Coof uhniscilfehlaloswbeweonrkpmuebnlis. hing safety posters for a number of yean. About 800 different posters are carried in stock and new ones are being issued at the rate of 47 each month. These posters, placed in conspicuous places throughout the factory and changed frequently, will prove of great educational value to^the workers in accident prevention. Group meetings of employees, presided over by the safety engineer or by foremen, serve to maintain interest in accident prevention. "No-accident" contests between different departments in plants is an excellent means of stimulating interest in acci dent prevention. Safety magazines provided for foremen and workers, safety leaf lets enclosed with pay checks and other printed messages on safety all appeal to workers. New employees should not only be instructed In their regular duties, but should also have instructions in accident prevention. Accident prevention should be considered as much a part of each man's work as any other of his duties. To lave safety educational work effective, inspiration roust come from a responsible head of the organization and every worker, from chief executive to the lowest laborer, must be a firm believer in accident prevention, and be ever on the alert to avoid accident*- Every one must assume, to some degree, the responsibility for accidents, but the primary responsibility rests upon the employer. He can, by the education of his workers in accident prevention, pass on to them a measure of the responsibility. Every honest worker likes responsibility and as part of the responsibility for acci dents is placed on the worker, be will assume his share and accidents will decrease. Employees should be physically and mentally 6t for their jobs. The workman who U ill. or who has financial or other worries, will not be as safe a worker as one who is well and contented. Foremen can do much in accident prevention by observing the physical and mental condition of the employees and delegating to them that work foTr hwrheiechotfhethyearEexbeecsuttivfiett'esd.Opportunities in Accident Prevention have been dealt 548 Nineteenth Annual Safety Congress Enforcement of Safety Ruin- In order to have accident prevention carried out most successfully, it is necessary that safety regulations be enforced. An army will not accomplish its objective unless every man obeys instructions. Accident prevention will not be effective; unless safety rules are obeyed. In most plants, it is the duty of the foreman to see that the safety regulations are complied with. Minor infractions of safety rules should cause reprimand to the offenders. More serious violations should call for suspension from work. When safety rules are frequently violated, it is best to discharge the offenders. Serious workers who realize that safety rules and regulations are created for their own benefit, will gladly cooperate with the management in the observance of these rules. Most students of the subject of accident prevention in industry have come to the conclusion that the larger companies have done the most to prevent accidents. It is true that many small companies have done equally as well, hut it appwt that the greatest opportunities in accident prevention lies largely with the executives of the smaller companies. Educational work of the National Safety Council is rapidly showing the cxecu* tii es of companies who have not wholeheartedly taken op accident prevention work, the advantages to be gained by not only complying with the existing laws, bat by gmoininimg ufmar. beyond and doing everything possible to reduce industrial accidents to a In 1926. 20 petroleum organisations reported their accident expcriotces to the National Safety Council; 22 reported in 1927; 39 reported in 1928, and 79 reported in 1929. Progress in accident prevention has been steady. Many petroleum com panies are proud of the records which they have made in safety work. As these results continue to be made known, it will stimulate otter companies to snore intense activities in accident prevention. It wilt not be long before every meutirt grasps the opportunities which be has to prevent industrial accidents. Now. 1 also want to tell you about some of the work which the National Petroleum Association has been doing in accident prevention. The executive* found, in 1920, they were having a great many fifes in refineries; so they thought H would be a good idea if the fire marshals ot the different plants would get together and exchange ideas and determine the causes of fires, methods of putting them out, and .vi forth. As a reside an organization, known a* "The National Petroleum Fire Marshals* Association", was organized in 1926, in Pittsburgh. There were 22 mem ber companies represented at the first meeting; but, before the end of the year, over 70 companies had representatives in the organization. The only requirement for membership was the appointment by the member company of a fire marshal to the Fire Marshals* Association. Group meetings were held, and one of the duties of the fire marshals was to make regular inspections of refineries. In one group there were nine refineries, with ame fire marshal*; and these fire marshals inspected one of the refineries at intervals of about every two weeks. All the men went completely through the plant, made observations as they went through; and after they had finished their inspection, dis cussed the hazards, and instructed the secretary to make a written report of the recommendations and findings. Not only did they send the recommendations to the company whose plant was inspected that day, but each of the other eight companies in that same group received the same report; and that had a very good effect on cleaning up the situation regarding fire. The fire marshals made such good progress in fire prevention, particularly in good housekeeping and eliminating some of the other hazards, they wanted to do more work. They thought they could work on accident prevention and first aid. and we called on our friend, Harry Blakeslee, who had recently come with the Petroleum Section, for advice and suggestions. Mr. Blakeslee gave us very helpful suggestions. Petroleum Section 349 Now the reports include not only the fire hazards, but the accident hazards as well; and we still get the reports of the nine refineries. When we get a report that shows there is something wrong with a plant, we want those other eight refineries to know we are correcting it. so we do correct it immediately. _ In tricing up the first-aid work, we had the United States Bureau of Mines send a first-aid team to one of oar semi-annual meetings to put on a demonstration for our executives; because we felt that the executives had to be educated even before the workmen. They demonstrated five or six different problems in first-aid. and created a great deal of enthusiasm. The result was that the members of the Fire Marshals' Association took up the first-aid work. Then they changed tlieir name to "The Fire and Safety Marshals' Association." and they continue to take up those three problems--fire prevention, accident prevention, and first aid. A year ago two of the member companies' teams which had been trained by the Bureau of Mines, competed at Cambridge Springs. Last April we had five teams competing. Jim Herbert, formerly with the Conewango Refining Company, was responsible for the first-aid work up in that plant, and lud a very fine team trained for the contest. But just before the contest was held, Jim went to the Standard Oil Company of Ohio, and that company had entered two teams. It was rather queer that Jim's old team, the Conewango, won the first prize, and his contestants hi Cleveland each received a med&L After that last contest, the executives felt they should show their appreciation of this good work; so they decided to put up a bronze trophy for the teams to com pete for, and I brought that here today so that you might see that some of the ex ecutives are really interested in the first-aid work which is really in line with acci dent prevention. That plaque was won by the Conewango Refining Company last April. Csaziuan PaussiNc: Mr. Lyons, I want to thank you, and 1 trust that our Publicity Department will make use of your paper so that some of the executives who haven't yet gotten into this movement will see what it looks like from the point of view of a man in your position. The operation of cracking equipment has brought a catastrophe hazard into the industry which can only be met by highly trained technical men. That catastrophe is. to a large extent, utterly beyond the ordinary safety man who deals with the every-day hazards of refinery and field. I am glad therefore to be able to introduce to yoo at this time Mr. E. M. Matson, safety engineer of the Universal Oil Products Company of Chicago, who will speak to you. Vigilance Makes Oil Cracking Operations Sale as Straight Distillation By K. M. MATSON Safety Engineer, Universal Oil Products Company, Chicago, m. Safety in the operation of cracking plants has had the attention during the past few years of some of the best technologists in the designing, engineering, chemical and metrihargicri fields. It can be said therefore with assurance that cracking equipment today is operated generally in a far safer manner _thao is much of the atmospheric distillation equip ment in the pctroleom refineries, The very fact that inherent hazards attend the cracking operation Is responsible for the great amount of study that has been put on the subject and the consequent reduction of those hazards to a minimum. to safe operation of cracking equipment, the following basic facts must be con* sidered: 350 Nineteenth Annual Safety Congress 1. In the handling of flammable liquids, and in their processing accompanied by the generation of gas or vapor, there is involved the danger of fire and explosion. 2. The liquid or vapor is heated to a temperature which when brought in con tact with the air will produce self-ignition. 3. The liquid or vapor usually contains corrosive compounds destructive to con tainer and conductor equipment. 4. Under the temperature conditions prevailing in a cracking plant, the strength of the equipment is materially reduced. 5. The boiling range of the cracking stock is in excess of that of water. 6. When pressures are above atmospheric, boiling points are raised and storage of potential energy is increased, and consequently the possibilities of equip ment failure are also increased. Other factors hhve an influence upon the hazards of cracking equipment, but they are dependent upon these basic fads. In order to promote safety for any given cracking installation it is necessary to recognize tlie possible dangers involved, analyze them, evaluate them, and determine how, when and where any particular possible danger may make itself manifest. When this is done the necessary remedial measures may be applied. These measures may he found in the principle of the operation, design, materials, the actual operation, or the maintenance. In this presentation no attempt will be made to show where, when and how any of the basic dangers in any given cracking installation may become manifest To do this, it would be necessary to analyze, in detail, the principle involved, the equipment, materials, "liook-up", method of operation, maintenance, etc, of each installation. Furthermore, for any given Installation there may be variations in individual units dftc to local conditions. This work should be done by specialists who analyse re finery operations in detail, from the safety viewpoint which is quite apart from analyzing for increased thrupjut and improved products or greater efficiency. Since the advent of commercial cracking the designers and manufacturers of materials have made rapid strides in recognizing the bask dangers. In this con nection it may be said that although metallurgy has never been confronted with more difficult problems than those presented by cracking, great strides have been made by the metallurgists in improving alloys and equipment. Regardless of liow well the basic dangers may be guarded against nr minimized in the design, the materials and equipment, these precautions may be nullified by unintelligent operatioa Therefore, the actual safety of any cracking plant is some what beyond tlie final control of the designer and constructor. In the last analysis it rests with Lite refiner and the character of operation he requires of his crews and the supervision that is applied to. insure safe operation. Constant vigilance is re quired for safety. Even with proper design and materials, and careful operation It cannot be said that all dangers are eliminated from cracking 'operations, because there remains the very important factor of depreciation in the strength of the equipment, which re quires its inspection, and maintenance beyond the stage of doubtful conditions. Investigation of a Cracking Plant Assuming that from the safety viewpoint a cracking plant has been properly de signed. and constructed with the best available materials, and is properly "hookedup", the following is presented as an outline of the subjects or hems that require investigation. A. Personnel:-- (l) Operatives. (a) Operators. Petroleum Section (b) Cleanout men. (c) Inspectors. <d) Maintenance and repair men. (c) Substitutes for sick, special or vacation leaves of absence. (2) Qualification requirements. (a) Physical. (b) Mental. (c) Previous experience. (3) Character ol instruction. (a) Practical. (b) Process classes. (4) Shift changing-days off-doubling shift. B. Supervision:-- (1) Operatioa (a) Charging and testing. (b) Starting-up. (c) On stream period. (d) Shut down. (2) Cleanouts. (a) Disassembly. (b) Cleaning. (c) Reassembly. (3) Inspections. (4) Maintenance and repair. C. Safety equipment and devices:-- (1) Steam smothering lines and hoses. (2) Fire extinguishers. (3) Blankets, goggles, helmets, masks. (4) Alarms. (5) Quick descent devices. (6) Remote controls. (a) Dampers. (b) Process valves. (c) Steam smothering line valves. (7) Dead and live unit signs. (8) Safety valves. (9) Dropout lines. D. Potential hazards and their safeguards:-- (1) Water. (2) Vapors. (a) Toxic. (b) Inflammable. (3) Ignition sources. (4) Ofl spillage and pools. (5) Corrosion and natural wear and tear. (0) Drainage. E. Safe praetkes:-- (1) In operation. (2) In cleanout. (3) In inspection. (4) In maintenance and repair work. F. Inspections:-- (1) Furnace. (2) Tube bank. (3) Vessels. 351 352 Nineteenth Annual Safety Congress (4) Piping. (5) Valve*. (6) Drains and traps. (7) Dropout stxnp. (8) Tanks. (9) Pumps. (10) Instruments. It is believed that an investigation following this general outline, will disclose any existing weaknesses in the physical condition of the plant, its personnel, opera tion, maintenance, safety equipment, and also any dangers that may exist While only a comparatively few will be discussed at this time, each item when analyzed opens a very interesting and constructive field for thought. Personnel In selecting men to perform any task it is reasonable, before making any selection, to determine the qualifications that applicants should have in order to give uniformly intelligent efficient and safe performance of duty. This is the key-note to success in modem industry and is justified on the basis of large investments in machinery and equipment which must be handled intelligently in order to be profitable and safe. Therefore simple minimum qualification requirements should be established. These should cover age, physical and medical examination, simple menial tests and previous experience. Men selected as operators shook) be in good physical condition and without dis abilities, have good sight, hearing, and sense of smell; be able to read, write, and make rudimentary calculations; be free from nervous disorders; be able to adjust habits of sleep and recreation so they will be fresh on all shifts; be of a mechanical turn of mind, and have previous refinery experience. The same qualifications may be applied to maintenance men, inspectors, ami cleanout men. Id addition, the main tenance men should have wide experience as regards mechanics, and the inspectors should have or develop that painstaking, searching, inquisitorial mind which investi gates beyond "surface" indications.' Cleanout men, if they are to be promoted to any ot tfte operating positions should meet substantially the same requirements as op erators. Training Regardless of how well the men making up the various crews comply with qualifi cation requirements, it is unreasonable to expect that there will be uniformly in telligent operation by the three crews (8 hour shifts) throughout the 24 hours of a day unless tite crews are carefully and uniformly instructed and brought together at regular intervals to review the hook-up, complete cycle and results of operation, causes of and remedies for irregularities, emergency shutdowns, safety measures, first aid requirements, etc. Certain features of operation of any type of unit should be fundamental and spe cific. and others susceptible to modification by the operator in charge as circum stances and conditions require. But, before such latitude is given or allowed it should be determined that the operators have a very intelligent understanding of the operation, the irregularities that may arise, and the remedies that should be ap plied. To insure the best performance of duty a regular class should be established to meet at stated intervals so that all men may be instructed uniformly and gain the same understanding of the operation. To this class all questions of operation and irregularities should be brought and there discussed. Not only will this result in H3iv 40 nowos m tgtoj & Petroleum Section 3 s fe s ,r* sIsl*fM>l'*ia*iJ3 9 til ?m * * a 5 5 353 .354 Nineteenth Annual Safety Congress greater safety but it will also result in maximum throughput, greater yield, improved products, and reduced depreciation. Although tiie operatives of ft cracking plant may be wed trained and competent insofar as their individual duties are concerned yet their combined effort wilt not be productive of maximum safety unless properly guided and supervised. This is particularly true because of the fact that in the cycle of operation (fire to fire, or stream to stream, as the case may be) several distinct and different groups of men are involved, each one of them requiring strict adherence to definite safety practices and methods. In addition there are three separate shifts in the operating crew, with the ever present tendency, unless supervised, to apply individual personal ideas in the operation hoping to demonstrate superior operating ability. These groups may be classified as follows; A. Operation. (1) Charging and testing. (2) Starting up. (3) On stream. (4) Shut down. B. Cleanout. (1) Disassembly. (2) Cleaning. (3) Reassembly. C. Inspection. (1) Preparation. (2) Tests. D. Maintenance and repair. An analysts will show that the safety of the men employed in each of these groups is dependent not only upon their own individual performance of duty but upon that of the men in the other groups as well. This then emphasises the need for coopera tion and coordination of effort on the part of the entire personnel tn the furtherance of safety' to all. This can only be accomplished by proper supervision. The supervision should be of such a character that there is specific assignment of duties with undivided responsibility for proper performance on the part of individuals, crews, or foremen of crews, and that the source of authority over the plant as a whole is centralized. Divided responsibility and decentralized authority Introduces self-interest on the part of crews and individuals, lack of consideration for the safety and welfare of others, and indifference toward established methods, safe practices, and plant regulations. It is a deterrent to the knitting together of a group of em ployees of divergent duties into a smooth working organization imbued with the purpose of sate and efficient accomplishment. Supervision, to be of value, must select the indices of improper operation or maintenance and make corrections at frequent and regular intervals. Supervision that functions only when something goes wrong is misleading and of no value. * Inspection Periodic inspections of the equipment comprising any equipment employing high pressures at elevated temperatures, are essential to safe operation. Particularly is this true of a cracking plant in which the material being processed contains corrosive compounds, which is typical of practically all cracking stocks. Experience has taught the futility of attempting to forego periodic inspections of cracking plant equipment and it has now become a most important phase of plant operation and maintenance. Upon it depends, in a large measure, the safety of the operators and uninterrupted operation of the plant. The personal equation is a large factor in the value of an inspection. This re quires a man with an appreciation of the responsibility of the work involved, sound Petroleum Section 355 judgment, and a thorough knowledge of the requirements of ilic duty performed Some knowledge of the behavior of metals under the conditions imposed, corrosion, temperature and pressure, is necessary. The inspector should develop an experience record of depreciation and accidents, not only in his plant but in outside properties also. Even for a thoroughly competent inspector, a definite outline for the procedure to be followed in making an inspection should be in effect and standard forms for the reporting of his findings should be used. Such reports will give a good picture of the condition of the plant at the time of the inspection and will in addition serve as a record of plant conditions for future inspections and compilation of data. A series of reports will be a valuable aid in determining the intervals at which inspec tions need be made of the various parts of the equipment and will also provide a means of anticipating the probable life so that materials for replacements can be secured in advance, thus obviating the need for shutdown of the plant which might otherwise be necessary. An inspection of the cracking plant to be complete should include not only those parts which may contain or conduct oil and vapors and therefore subject to oorro$*on and erosion but also pressure and temperature instruments, mechanical equip ment such as pumps and flue gas equipment, automatic and remote controls, furnaces, including brickworks, dampers and other auxiliary equipment, ventilation of en closures, drainage about the process area, tankage, and any other feature or equip ment which may have a bearing on the safe operation of the plant. The requirements in connection with some of these will be touched upon in following paragraphs covering potential hazards. No attempt will be made here to describe a procedure of making a complete in spection and to discuss the factors upon which recommendations for repair, replace ment or renewals are based. Suffice to say that piping should be removed upon a reduction in thickness of a predetermined amount consistent with operating pres sures. temperatures, and respective pipe sizes, and that the maximum allowable op erating pressure of a plant should be adjusted as the need demands based on the weakest element of the plant. Potential Hazards and Their Safeguards ' Water Is perhaps the most important hazard in cracking operations. The element of danger from this source lies in its sudden and almost instantaneous expansion into steam when subjected to the temperatures normally employed in a cracking unit, this expansion and the resultant pressure being quite likely to be beyond the usual un loading capacity of safety valves with which the plant is equipped and hence sub jecting the equipment to possible rupture. It is appreciated that water may or may not be dangerous depending upon how and when the water is put into the unit and how the unit is operated. However, the limits within which a unit may he operated safely with water in the unit or in the charging stock are so narrow that the possibility of wrong operation under such conditions makes it a dangerous element. Therefore, the safest and smoothest opera tion can only be seojred by excluding water at any and all times. Precautions there fore must be taken to prevent it from being delivered to the process as well as to withdraw such water as may reach it, from low points in the process into which it may accumulate. So far as is known water may be introduced into a unit in any one of the ways as shown in the accompanying chart. As precautions against the introduction of water to the process from any and all of the sources shown in the foregoing the following may be cited:-- (I) That after an emergency or forced shutdown, if the unit haa been steamed or water cooled, the system be completely drained. 356 Nineteenth Annual Safety Congress (2) That the danger front water being charged to a twit be eliminated bj the installation of at (cast two or more charging stock tanks, each baring a capacity equal to at least a 72 hour supply. (3) That no charging stock be charged to a unit until it has settled at least 24 hours and the tank thieved and drained of any water accumulations. (4) That in thieving tanks standard thief be used. (5) That in draining tanks the drain valve shall not be opened more thau one quarter of full opening to avoid false indication due to vortexing. (6) That charging stock shall not be contaminated with slops, with skimming? or other water ladened oils unless these have been previously settled in special tanks and dehydrated. (7) That still bottoms and charging slock from foreign plants be settled out in auxiliary settling tanks for at least 24 hours before being delivered to the charging stock tank. (g) That such auxiliary settling tanks be thieved and drained of any water accumulations before transferring to the charging stock tanks. (9) That no charging stock be charged to a charging stock tank from which operating units are being supplied. (10) (11) (12) That recirculation from a unit being placed in service be to a recircul*tkm stock tank and not to the regular charging stock tanks. That charging stock tanks shall have water tight roofs, manhole and gauge bole hatches dosed, independent suction connection to suction Mot of charging pumps, suction connection attached to the side of tank at least 4 feet above the bottom, and without extension, on the inside, of any kind; steam coil for heating shall be made up well, preferably of welded construction, and provided with substantial supports at frequent ntcrvaU; the filling connection shall be independent of the ctmertkw to the Metka fine and preferably on the opposite side of the tank. That when the acoonotation of B25- in charging stock tank reaches a height of If* the task shook! be cleaned, (13) (14) Tfc the neat cod he drained and water drawn from die charging stock tanks by one of the crew of cracking plant when coming on dmy# That suction mmrrtwun for ram pomps be from the suction bander cf the charging pomps. (15) That if a special stock mat be used from ram pump the ram pass tioo be rr,mtr+mA as for charging stock tanka and the ante inspection and supervision be applied to such ram pump stock tanks. (16) That die distillate receiver be examined for water and if necessary drained periodically if distillate is returned to plant as a refluxing *{"-- (17) (18) (19) That all valves in steam connections to the unit be inspected rigidly for condition and tightness. That condenser and cooler coils be examined for tightness, during each run. That an independent filling pump be provided for filling the unit. (Using filling pumps for other -services or general utility pumps for filling, may prove dangerous). (20) That surge lines of surge type hot oil pumps be tried for water after charging at least hourly until unit is on stream. (21) That emulsified stocks running 1.0 percent or more of water content be dehydrated before charged to unit. A detailed investigation of individual plants may disclose further sources of water. We have merely attempted here to show some of tlie sources to point out the pos sibilities for its introduction into the units as well as their safeguards. To further preclude any danger from water in spite of the precautions which may be taken as Indicated in the foregoing, low parts, or pockets, of the unit should be drained at frequent intervals for the withdrawal of water which might possibly ac* Petroleum Section 357 cumulate therein until the temperature in that part of the unit is above the vapor ization point of water consistent with the pressure in the unit prevailing at the time. If the operation of the unit is such that recirculation of oil is employed during the starting up period of the run the drawoff connection shall be at the lowest point in that part of the plant from which the oil is being withdrawn. Furthermore, this recirculation should be continued until the temperature and pressure conditions are proof that water as a liquid is no longer present. This temperature, it must be re membered, is not the boiling point of water at atmospheric pressure (212*F.) but as referred to before will vary with the pressure on the system at the time, ms well as with the character of the stock with respect to emulsions and the temperature required for their break-up. Vapors and Oases Hydrocarbon vapors and gases may be dangerous both from a standpoint of in flammability and toxicity, la the former instance precautions must be taken with respect to their presence:-- (a) In the system at the start cf a ran. (b) In the system daring repairs and inspections. (c) About the proems area and b the trenches. (d) In receiver, pump house, eootrol houses, and other such enclosures. With respect to their toxicity we are concerned primarily with items (b), (c), and (d). The only danger in the presence of air in the system at the start of a run lies first in its admixtuie with vapor? at sufficiently elevated temperatures and in the proper proportions to produce spontaneous or self-ignition and second in its admixture with vapors and their contact with glowing pyrophoric iron sulphide scale or glow ing carbon which in this irmanrr provides the source of ignition. In either event an explosion or fire may result the character and extern of which will depend upon relative asr and vapor proportions of the mixture, die total vapor volume and the <f tire expsnsioQ of the combustion products. It is obvious that cer tain precautions mast be taken daring the starting op period to avoid the possible ignition of air vapor mixtures. The expulsion of air from the system may be accosnpGshed in various ways. For instance:-- (1) By cold liquid displacement. (2) By displacement of liquid during which time the liquid is being heated. (3) By displacement with vapors evolved by heating the oil charged to (he system. (4) By vapor or gas introduced from an extraneous source. It is obvious that the safest and most fool-proof method that can be used for the displacement of air is by cold liquid. The other methods either may or do produce air-vapor or air-gas mixtures. The source of ignition of all of them may be provided by pyrogenetic action of iron sulphide scale or glowing coke from a previous run. The methods involving the warming or heating of the liquid may produce tem peratures of vapors sufficient for self-ignition brought about by operating irregular ities, inattention to duties, and carelessness. It is realized, of course, that all of these methods may be used safely and without accident for considerable periods of time before a combination of circumstances may arise to produce any HI effects: A knowledge of the following facts may be instru mental in avoiding, to a certain extent, the culmination of such circumstances. The tendency to create an air-vapor mixture in the explosive range varies:-- (a) Directly as the pressure. (b) Directly as the molecular weight of the hydrocarbon vapors. 358 Nineteenth Annual Safety Congress In further explanation it may be said that due to residual or applied heat enough vapor is formed under low pressure so that the air-vapor mixture is usually so rirh in hydrocarbon as to be beyond the explosion range. If the pressure in the system is increased (above atmospheric) this tends to decrease the percentage of hydro carbon vapor and increase the percentage of air in the mixture and for this reason the air vapor mixture is more likely to (all within the explosive range at the higher pressures. The possibility of ignition by the presence of iron sulphide is dependent upon the corrosiveness of the stock being processed and the frequency with which the equip ment is cleaned. Without knowing the conditions existent at each and every indi vidual cracking unit the only method for the expulsion of air which can be advocated is by the use of the coldliquid displacement method. Should one of the other methods be used it is of paramount importance that the operators be fully aware of the pre cautions to be exercised to avoid a combination of circumstances which might result in a fire or explosion. If after a plant is shutdown, men are required to enter for cleaning or for repairs, vapors therein become an element of danger from the standpoint of toxicity and inflammability, ft is assumed that after a shutdown, the plant is emptied, drained, and steamed and that all of the vapors in the system have been expelled. However, it may not remain free of gas and vapor during the entire cleanout period. The possible sources from which oil, vapor, or gas, may come into the unit are raw oil connections, tower refluxing connections, common connections to gas control headers, and from distillate remaining in low parts of condenser coils. These are merely mentioned to cite examples. It has been proved that oil and vapor teaksge through connections to shut down units have been the sources of vapors into parts of the equipment where men have worked, thus subjecting them to toxic poisoning and the hazards of fire or explosion. There is but one way to remove these evils and that is: (a) When a unit is down, break all connections through which oil, vapors, or ga$ might enter the unit or can enter the unit for normal operation. Pri marily this will include raw oil lines, distillate or other refluxing lines, distillate or Anal product lines, and uncondensable gas connections. This precaution should be carried also a step further , in that when workmen are employed in vessels it is important to see that alt pipe connections thereto which normally carry oil or vapors to or from that vessel, are disconnected, unflanged, or blanked off. An element of danger with respect to vapors also lies in its presence about the process area, and in trenches where it may serve as a propagaot of flame from furnace fires, torches, etc., on the outside area into enclosures where a number of men may be on duty and where the operating controls are located. The possible sources of such vapors are leaking or ruptured valves, piping, fittings, pomps, liquid level and sample lines, and discharge from relief valves. The only way to approach immunity from leaky or Impaired, valves, fittings, and piping is to make sure that proper materials hare been used and that the equipment is inspected periodically so that repairs and replacements can be made before breakdown. Pump packing should be frequently examined and taken up to avoid leakage. Misoperation of pump discharge valves should be avoided to prevent excess pressure in pump cylinders with possible fracture of cylinder head or gaskets. Relief valves should be connected to discharge lines that will conduct the vapor outside the immediate plant area. Sample and liquid level drawoff lines connected to the hot side of the unit should be provided with ample capacity cooler coils. The sources of vapor in enclosures include those mentioned with reference to out side area* hut the hazard element can be considered to be of greater consequence due to their confinement and more or less continued presence of workmen. Petroleum Section 359 Aside from the factors mentioned as being the possibte causes for the presence of vapors on the outside, we also have in addition on the inside of enclosures, sample sinks, and distillate receiver tanks. Sample sinks should have a waste pipe discharge Into a combined sump, seal and trap located outside the enclosure so as to prevent a flash from the sewer system extending into it. Adequate provisions for flushing such sinks should also be pro vided. Distillate receiver tanks and connections thereto are a common source for the escape of vapor due particularly to the character of the product. In addition, fre quent operation of valves and sample lines involve the escape of this vapor. Breakage of gauge glasses is another factor. It is difficult to insure freedom from such vapor at all times and therefore care and supervision and such safeguards as can be adopted should be provided. In order to reduce and isolate the danger of vapors and gases from distillate tank enclosures it is recommended:-- (]) That wire glass windows or partitions between the control house and the distillate receiver tank house be no larger than is necessary for the controlman to make his observations. (2) That these windows be m fixed sashea so as to cut the control house off from the distillate receiver tank house and that the wire glass panels be kept in good condition. (3) That the handles of all control valves including those on the gauge glasses be extended inside the control house, and where the stems pass through the glass or panel, suitable vapor tight stuffing boxes be provided. (4) That i 1^ inch steam jet be installed in the distillate receiver tank house with control valve outside the control honse. If these recommendations are executed the control house will not be involved, the controls on the distillate tanks will not be in the vapor zone and therefore the men will not be exposed and in case of a serious discharge the steam will serve to purge the receiver tank house and diffuse the vapor so as to reduce the possibilities of ignition. As mentioned previously a danger of petroleum vapor in the system during clean out and repairs and about the process area as well as in enclosures, lies in its mere existence through contamination of the air the workmen breathe. This danger is of coarse more pronounced in the enclosures. In addition to the precautions that have been mentioned in eliminating the source of such vapors, ventilation should be provided to remove such vapors as may be present through failure of the precautions to completely stem their source. Such ventilation should be designed to remove the vapors from low areas and trenches and other dead pockets into which vapor may settle. Insofar as vapors with respect to their inflammability are concerned, a source of ignition must be provided to render them hazardous. It becomes necessary therefore to eliminate, if possible, any and all sources of possible ignition. Of these we have:-- (1) Electrical devices and equipment. (2) Open flames and welding torches, furnace fires and torches for their ig nition. (3) Sparks from tools and static discharges from armored steam- and air hoses. With respect to electrical devices and equipment, bells, telephones, switches and attachment outlets, and inside enclosures, as well as extension cords for portable lights it is well to bear in mind the following:-- (a) The rules and regulations of the National Board of Fire Underwriters and the National Fire Protection Association, prohibit the installation of any spark producing devices or equipment in buildings that contain or may contain inflammable vapor. 360 Nineteenth Annual Safety Congress (b) Electric bells, telephones, switches, and attachment outlets are spark pro ducing' devices and for this reason they should not be installed in enclosures. Where installed inside of control or pump houses they constitute an ever present danger that may, under a gas and vapor condition provide the spark that will touch off a bad fire or explosion. (c) Extension cords for portable electric lights are a necessity around the refinery premises. They are indispensable for inspection and repair work. They are exposed to serious wear and often abuse. When made up of proper materials, properly assembled and regularly impeded they are safe for use.m atmospheres- that may contain inflammable vapor. Extension cords should be made up of extra heavy metal shell plugs; extra heavy reinforced, rubber covered flexible cable; Keyless metal sockets; vapor proof globe and substantial non-abrasive metal guard, with hook and wood handle, In assembling this equipment the ends of the flexible cord should be soldered, then fastened under the terminal screws in the socket and plug and then soldered to the terminal. Inside of the socket and plug, the cord should be knotted or taped so as to avoid-any strain on the terminal. In addition, the attachment plug and the socket or guard should be equipped with a damp or other mechanical means for taking mechanical strains off of the terminals. (d) It should be the duty of the electrician to keep a memorandum of the distribution of such extension cords and lamps and he should be required to maintain supply of extra extension cord* and lamps (complete). The electrician should also be required to collect all extension cords at regular intervals (say monthly) and make a careful inspection of each and such repairs as are necessary. (c) Employees should be instructed against using portable lights unless they are in good condition and never used unless the vapor-proof globe and metal guard are in place. These items may seem of small consequence but the tiny sparks they produce or may produce have caused many fatal accidents and large fires In atmospheres of in flammable vapor. Occasions also arise requiring the use of welding about the plant during main tenance and repair work. It is necessary too that torches be used to ignite furnace fires. These are unavoidable and emphasize the requirement of care in elimination of the presence of vapors as previously outlined. The occurrence of sparks brought about by the handling of tools or the use of improper tools must also be guarded against. In addition, sparks doe to static dis charges from improperly grounded armored steam and air hoses are also possible occurrences. Wlutevtr the source they are an element of danger where hydrocarbons may and sometimes do exist in spite of all precautions to prevent it. CorrqaioQ of Equipment Undoubtedly the greatest hazard problem of the petroleum refining industry today is corrosion, and it is particularly vital with respect to the safe operation of cracking plants. Corrosion of cracking equipment is doe primarily to the action of hydrochloric arid produced by hydrolysis of magnesium chloride, and hydrogen sulphide formed by the thermal break-down of sulphur compounds in the oil. This latter, a gas, not only corrodes but as referred to before, deposits a pyrophoric scale on the equipment which lu contact with air may glow or burst into flame. The fact that certain of the sulphur compounds are stable at cracking temperatures while otliers readily undergo decomposition to form hydrogen sulphide precludes Petroleum Section 361 foretelling with any certainty the corrosiveness of the charging stocks based on sulphur content. The action of these two corrosive agents is quite different. Hydrogen chloride is apparently quite harmless in the absence of water and is therefore most active in the cooler parts of the equipment where water cau condense, such as condensers and heat exchangers. Hydrogen sulphide is not particularly active below 500F. and accordingly is most corrosive in the Itotter parts of the system, namely, furnace tubes, return headers and caps, reaction chambers and vaporizers transfer and vapor tines, hot oil pumps, dephkgmators. pyrometer wells, etc There are a number of substances other than those cited which may contribute to the corrosion of cracking equipment, but their influence is either negligible or has not been proven. In addition, there is some electrolytic corrosion where unlike metals are used In the presence of water without regard for tlie different electric potentials. Oxidation may also be mentioned with' respect to the deterioration of furnace tubes and tube supports. The extent of this corrosion is dependent upon furnace con ditions, temperature and excess air, together with coke deposit within the tubes and the temperature rise in the tube metal accompanying it. It is not particularly serious on the tubes as long as they are kept dean and comparatively cool by proper oil velocities. . Although considerable effort has been centered in the preliminary desulphurization of charging stocks, no economical method has as yet been devised. Other means have thus been resorted to in combatting its influence. Generally speaking these may be grouped as foflowa:-- 1. The use of non-corroding metals. 2. The use of resistant metallic linings. 3. The use of non-metallk lining. 4. The injection of chemicals. Corrosion with regard to the frequency of replacement of equipment is a matter of operating cost. However, with respect to equipment failure it is a matter of operating safety. Therefore, no investigation of a cracking plant, from a standpoint of safety, can be considered complete unless it includes the element of corrosion both as to its character, severity of attack upon the respective parts of the plant, and the measures taken to combat it. With such information further remedies if available may be suggested to overcome or at least minimize this evil. Space does not permit covering in detail the various methods of combatting corrosion other than as touched upon in the foregoing. Suffice to say that there are methods available to prevent it or alleviate it. In considering for adoption the use of any method it must be remembered that economical considerations do not always justify or make feasible the use of any of these remedies. In this event careful periodic inspections of the equip ment are probably the only alternative safeguard against corrosion failures and the attendant danger to life and property. Plant Practices Conductive to Safety In addition to the safe practices mentioned in the foregoing paragraphs with respect to water and vapor there are many others which are worthy of attention. Some of these are cited below:-- (1) Expulsion of air from the system should be completed before the self ignition temperatures of an air-vapor mixture are possible of being es tablished. (2) Safety valves must be tested and reset if necessary for releasing pressure prior to each run. A periodic test pressure one and three quarters times the safe allowable operating pressure should be applied at least once a month or prior to each run when the length of the runs exceed a month. V 2 Nineteenth Annual Safety Congress (3) The plant shall not be charged until the operator foreman has made an examination as to the setting and workability of valves, damper controls, etc., and completeness of the reassembling; and in addition has had plant formally turned over to him by the cleanout foreman. (4) Furnace fires shall not be lighted until the furnace has been steamed for a period of IS minutes to expel any vapor or gas present in order to prevent possible flashback or explosion. Lighting torch shall be ready for tise before fuel burner valves are opened. (5) Torches for lighting furnace fires shall not be carried about the process area. (6) Burners shall be disconnected and removed after shutdown to preclude entrance of the gas or oil through possibly leaky burner valves. (7) During the coming-on-stream period low points in the process shall be drained at 15 minute intervals for withdrawal of water which might pocket therein. (8) Transfer temperatures during the starting up period shall be increased only at a rate consistent with pressure to prevent premature vaporization in the coil and coking of the tubes which condition is deleterious to operating results and may lead to overheating the tube metal and finally tube rupture. (9) An hourly log record shall be kept of operating temperatures, pressure; and other control conditions from the time of firing tlie plant. Unusual plant conditions or irregularities shall be noted on th* sheets and the relief crew shall be informed thoroughly, thereof. (10) Hot spots on furnace tubes are a forerunner of tube ruptures. They should be watched carefully. If they become worse the plant should be shut down: (11) In case of tube rupture the plant shall be immediately dumped and proper valves adjusted to isolate tube bank from rest of system. (12) In case of leaks in the wall of bursted piping all operators shall make their immediate exit from proximity thereto And assume position of protection. The plant shall then be brought down in the usual manner. Quick dumping and sudden release of pressure will produce a shock to equipment, the effects of which may tend to change small leaks to large ruptures, in which event extreme danger may result (13) Steam or water for cooling prior to cleaning shall not be introduced until plant pressure is well below steam or water pressure, and then under careful control. (14) When shift changes are made the relief crew dial! be on duty ready for service 15 minutes before the change hour. Each man shall accompany the one he is relieving on a last tour over the plant for a joint inspection of the equipment in operation over which he has had or will have juris diction. The relieving men shall ask lor and receive full information regarding the performance and condition of the equipment in connection with their duties. In short the men taking the unit over should know exactly what they arc getting and the men being relieved know what they are turning over. Thus .the responsibility is fixed and stimulates the men to a more careful performance erf duty. (15) Tobe cleaning tools shall be kept moving within the pipe being cleaned whenever the rotor element Is in motion. To hold stationary even momen tarily will wear down and weaken the pipe wall. (16) Unbolting or loosening flanges when hot (frequently called hot bolting) shall be done only with exercise of extreme caution and after pressure has been released. Casket failure and joint leaks may result in the discharge of hot vapor or liquid through the joint. (17) Return bend plugs, caps and holding members shall be replaced in the same fitting from which they are removed. Before replacement they shall be properly cleaned and lubricated. Petroleum Section 363 (18) men shall --k sure that tubes have been drained and thoroughly T*ramr,f *wt pressure released tekxt attempting removal of plugs or caps. (19) Cleanout men shall asMtnr peo--cted pultun whatever chamber manhole covers are dropped. (30) During cleaning operation nginring the presence <rf men in chambers or dephlegRBtors. one m shall be stationed outside to furnish and summon aid if necessary m case <rf injury or accident to those within. (31) Safety valves in hoe term stefl be inspected and cleaned during each sh^dtam. This is true also erf other valves installed in lines to prevent flow of oil and vapors mfr* the furnace during tube ruptures. (22) Before any vessel, ran of pipe, furnace Tube. etc., is headed up, cleancut foreman shall inspect and check o ofihoa. (23) Dropout lines and relief luw* shall be steamed after use to purge the oil or coke which might otherwise restrict or plug them when cold. (24) The use of automatic control equipment shall in no way be considered an excuse on the part of operators for inattention and laxity on their part and failure to maintain smooth operating conditions. (25) The cleaning of clothes as well as other items with gasoline, distillate, etc., shall not be permitted in or about a cracking plant process area. (26) Operatives and others shall not be permitted to congregate in groups in process area of the cracking plant. (27) Clothes worn by all cracking plant operators shall be clean and free from oil. (28) If a unit is to be shutdown for a prolonged period of time it sliould be completely drained of oil and adhering coke and then filled with a sulphur free oil. Valves which permit of draining the system shall be locked closed. Pumps shall be opened, cleaned and greased and then reassembled. This applies also to valves. Temperature and pressure instruments shall have all parts thoroughly cleaned and protected against moisture, vapor and dust. (29) If a plant is to be placed in operation after a prolonged period of shutdown a thorough inspection shall be made of all parts regardless of how the unit was prepared for the shutdown. (30) If at any time it becomes necessary to shut a plant down prematurely because of leaks in piping, fittings, valves and connections, it should be drained, cooled and steamed in the usual manner for a normal shutdown, before repairs are attempted. (31) Coming-on-stream period of a run which follows major repairs shall be extended, over the time required in normal practice, so as to permit of more than ordinary observations of the effectiveness of the major repairs. (32) Steam should preferably be used in fighting oil or vapor fires due to leaks in hot process equipment. The amount applied however should be enough only to smother the flames as an excessively large volume applied directly to hot equipment, valves, fittings, etc., may produce cooling or contraction strains sufficient to enlarge the leaks and thus aggravate the condition. (33) A pressure certificate sliali be posted in a conspicuous location to show the maximum allowable operating pressure, the test pressure, and the releasing pressure of safety valves with which the unit is equipped. (34) Steam connections to the system shall have check valves, in addition to the usual block valves, to prevent back flow of oil or vapor into the steam supply lines. (35) Block valve shall not be installed in relief lines. (36) Only cracking plant operatives shall be permitted about cracking plant area, unless special permission is obtained. 364 Nineteenth Annual Safety Congress Safety Equipment and Devices It is needless to state that in spite of well trained, and well supervised crews, accidents are liable to and sometimes do occur, if for no other reason than human frailties. Therefore, it is of paramount importance that provisions be made to retard and combat their ill effects by the use of auxiliary safety equipment and devices. Among these it has been found particularly advantageous to include the following A. Steam smothering lines and hoses at strategic locations. (1) About the process of fires and flashes following exposed equipment failures. (2) Inside enclosures, control and pimp houses for fires following ignition of air-vapor mixtures, possible accumulation, or accidental release therein. (3) In tube and header compartments of furnace for fires caused by tube ruptures and-return bend failures. B. Chemical extinguishers, both land and carriage type or better yet central station type at points of easy access and availability. Portable equipment located inside of structures shall have notices to that effect posted on the exterior of these structures. Caution should be exercised in applying cold chemicals to hot leaky equipment to avoid sudden contraction strains. C. Sand barrels and shovels at suitable locations for use in preventing flow of oil spillage to points of possible ignition as well as for combatting oil spillage already ignited. These barrels, painted red, should be supported horizontally on saddles, and have their open end dosed off with loose brick. The shovels also should be painted red and marked for emergency use only. D. Blankets, woolen or asbestos for smothering ignited clothing. . Quick descent devices to permit safe escape from elevated positions about the plaot In case fires below cut off the normal means of descent. Such devices may be of tubular chute or guy wire type with either sling or platform. It is essential that such devices be periodically used so. that in times of actual requirement the men will be thoroughly familiar with their use. This applies particularly to the guy wire slide device type.' F. Remote controls for the manipulation of dampers, process valves, and steam smothering line valves, to obviate the necessity of workmen entering the fire zones in time of emergency. (1) Damper controls should be of the two-way type so that a balanced pres sure condition may be maintained in the furnace in case of tube rupture or header failure and thus prevent the entrance of air and the exit of flame through air openings, inspection doors, cracks in settii^s, etc. (2) Process valves, remote controlled, shall be those used in emptying tbe unit and in isolating_ those portions in which pipe or equipment failure may have occurred so as to thus shut off or minimize the quantity of oil or vapor which can possibly reach the opening and discharge Into the the process area, or outside confines of the process. (3) Valves in steam smothering lines for discharge of steam in buildings and other enclosures shall have remote controls located outside so that in case of ignition of flammable vapors therein the occupants need not hesitate within to manipulate them. Their first thought should be of egress. G. The posting of "dead" and "live" unit signs to indicate the operating status of the unit. ^ The opening and closing of valves on the wrong unit with the thought that a "live" one* is a "dead" one and vice versa has taken place with serious consequences. Tbe recurrence of such an act is po$s&le. The presence of signs at control points about the units to tel) the men whether a certain unit is on the line or down for cleanout will help to preclude misoperation of this kind. Because of the character of the raw stock and tbe products manufactured all installations possess the potential possibilities for fire or explosions. So far as is Petroleums Section 365 known at this time there is no way of eliminating all such dangers but many of them may be eliminated and others mitigated and controlled. Weaknesses in the operation of a cracking plant can be discovered only by a proper analysis of the cycle of operation, equipment, "hook-up", personnel, supervision, inspection and maintenance. With this accomplished the dangers and weaknesses can be determined and corrected and the methods of inspection, supervision, aad maintenance, arranged so as to keep the plant in the safest possible condition. CHAtkMAN Paussurc: I think you will agree with me that Mr. Matson has de livered`here something which can be referred to during the coming year by our operating men with a good deal of profit to themselves. I know that the proceedings of this Section are used not only for one year, but often for many years tn the various plants of the oil industry, as textbooks for the training and supervision of personnel. And I know that this paper will be among our valuable contributions this year. At this time every year we hold our annual election of officers, and IM like to introduce Mr. E. J. Scnne, who is chairman of our Nominating Committee--Mr. Sense. Report of the Nominating Committee E. J. Sexnk (Vacuum Oil Co., New York) : The Nominating Committee has carefully considered names for officers for the coming year. We trust the names submitted will meet with the approval of all, and we sincerely bespeak for these gentlemen vour fullest support, The following are the nominations submitted tor your consideration: General Chairman--R. E. Donovan, Chief Safety Engineer, Standard Oil Co. of Calif.. San Francisco. Vice-Chairman--T>. J. Wallace, Director. Safety Division, Mid-Continent Oil ft Gas Assn., Tulsa, Okla. Chairman. Atlantic Division--E~ R. Alpex, Vacuum Oil Co., New York City. Chairman. Great Lakes Diinsion--J. C Bund. Safety Director, Sinclair Refining Co., B. Chicago, Ind. Chairman. Mid-Continent Division--H. W. Bocoess, Sup't. of Safety, Sinclair Oil & Gas Co., Tulsa, Okla. CAoiVwon, Gulf Division--J. L. Rjsinceb, Safety Director, Magnolia Petroleum Co., Beaumont, Texas. Chairman, Rocky Mountain Division--D. J. Gatrrtx, Safety Engineer, The Ohio Oil Co., Casper, Wyoming. Chairman, Pacific Division--C. P. Anderson, Safety Director, Richfield Oil Co., Los Angdes, Calif. Engineering Committee:-- Chairman--R. A. Harttzell, Standard OS Co.. (Ind.) Chicago, III. R. W. Black, Safety Engineer, Standard Oil Co. (New Jersey), Elizabeth, New Jersey. J. H. Hubert, Safety Engineer, Standard Oil Co. (Ohio). Cleveland, Ohio. C. B. Swanner, Safety Engineer, Texas Pacific Coal ft Oil Co. H. E. Dischinger, Safety Engineer, Shell Petroleum Corp., Houston, Texas. B. V. Osborn, Safety Engineer, Standard Oil Co. (Indiana), Casper, Wyoming. Barton Cater, Safety Engineer, Standard Oil Co. of Calif-, Los Angeles, Calif. Publicity Editor--C. L. Hightowu, Safety Director, Texas Pacific Coal ft Oil Co., Thurber, Texas. Chairman, Program Committee--R. B. Rcater. Safety Director, Humble Oil ft Refin ing Co., Houston. 366 Nineteenth Annual Safety Congress Chairman, Health Committee--On. C M. Avis, Medical Director, Humble Oil & Refining: Co., Houston. Chairman, Statistics Committee--). W. Myers, Standard Oil Co. at New Jersey, New York City. Secretary--H. N. Blakeslec, American Petroleum Institute, Dallas, Texas. Chairman Prussing: You Uvc heard the report of your Nominating Committee, gentlemen. The chair will now entertain further nominations. T. N. Shaw (Midwest Refining Co.) : I move that the nominations be dosed, and that the Petroleum Section go on record as unanimously in favor of the report of the Committee. The motion was duly seconded and unanimously carried. Chairman Prussinc: At this time I want to introduce a man whom most of you know and to whom we on the Pacific Coast owe a considerable debt of gratitude, per sonally and professionally. When Bob Donovan left the Bureau at Mines to go with the Standard Oil Company, he had already endeared himself to the petroleum group on tlie Pacific Coast He had trained a good many of our men, not only die workmen in the fields, but a good many of our potential safety men, in the elements of safety and first aid. And it is fitting that with that background, I should introduce as our incoming chairman for the following year Mr. R. E. Donovan, the dean of petroleum safety engineers on the Pacific. Coast (Chairman Donovan accepted the gavel from Gjairman Pruning.) Chairman Donovan: Members of (he Petroleum Section, 1 sincerely thank you for the honor that you have brought to my company and to me, by electing me Chairman of this Section; and my only hope is that I can make as great a success out of the chairmanship as the past chairmen have. Early this year when I was extremely anxious to get some information regarding the cleaning of "sour crude" tanks, everyone referred me to Jack Roaper. Therefore, I think it is very fitting that he should be selected to give the paper on that subject this year. The Business of Cleaning Sour Crude Storage Tanks By R. B. ROAPER Safety Director, Hqmblc OB and Refining Company, Houston, Texas Deaths resulting from the handling of sour crude have given executives and safety men of the oil industry many a sleepless night. One of the most dangerous operations in connection with the handling of high sutphur crudes is the cleaning of tanks. This paper outlines the method of cleaning tanks used by the company with which I am associated. Other companies may have different or even better methods; however, we have found that our present plan is giving good results. The process of cleaning so^r crude tanks has developed to such an extent that nearly every department in the refinery has some part to play In the operation. This work has developed so extensively within the last few years that we have found it to our advantage to have one responsible man assigned to the supervision of tank cleaning work, and his duties are confined entirely to this work. When inspection reports indicate that it is necessary to clean a tank a request for mechanical order is sent to the Mechanical Department where an order is prepared covering the necessary work. Each Department which takes part in this work is furnished with a copy of the mechanical order. The first and perhaps the most important operation in cleaning a tank is the blanking of all lines connected to the tank with the exception of the steam line. Numerous accidents in different refineries have emphasised the importance of this procedure. A recent near catastrophe In one of the eastern refineries particularly Petroleum Section 367 emphasizes the importance of blanking lines when cleaning tanks. This particular tank was located adjacent to a pump house and it was deckled to use a pump in the pumphouse for removing the residual oil and water in the tank instead of placing a portable pump at the manhole. All other lines except the line to the pump had been blanked. This pump, however, was manifolded with a number of lines. The operation progressed smoothly until after the noon hour during which time the workers had shut down the pump. During this period a leak apparently developed in the manifold and a small amount of sour distillate with a high hydrogen sulphide content found its way to the tank. The men returned to work and re entered the tank. Not only were several workmen in the tank but another foreman had accompanied the cleaner foreman into the tank to explain some particular oper ations. All of these men were overcome before they could get out of the tank. The man On watch at the manhole sounded the alarm and the men were pulled out of the tank. Artificial respiration saved their lives. Not only is it necessary to blank lines connected to tanks when cleaning the tank but also while performing any other operation. Two mechanics were recently installing a pipe flange on a new tank is New Mexico. Some lines had already been, connected to this tank. The gate valve on one of these lines apparently leaked, and hydrogen sulphide entered the tank. Both men were killed. After the fines have been blanked and the manhead plate removed, the next operation is to float the oil and as much of the residual matter as possible out of the tank by placing & high pressure water hose through the manhole. A portable pump is then set outside of the tank to remove the water and oil from the tank. A pit is then dug near the shell of the tank at the point where a door sheet wilt be cut out. Steam is turned into the tank and after steaming 36 to 72 hours depending on the concentration of combustible hydrocarbons and hydrogen sulphide remaining in the tank is indicated by tests. Two door sheets are then cut out of the bottom ring of the tank as nearly diametrically opposite as possible. Large rivet busters requiring three men to operate are used in cutting the rivets in this operation. One tack rivet above the liquid level on each up-and-down rivet column is left intact in order to hokl the sheet in place until the other rivets may be backed out with a small oneman rivet buster. Wooden pegs are driven in the bottom holes to prevent the oil from running out Steam is continued in the tank during this cutting out process as an extra fire hazard precaution; however, as soon as it is completed the steam is turned off and the tank allowed to cool. After the tank is cooled a sample of the gas is taken for analysis in order to determine the percentage of combustible hydro-carbons and hydrogen sulphide gas. We obtain a gas sample by using a pipette, approximately 9 Inches long and 1)4 inches in diameter (250 c.c ), with rubber tubing attached to both ends. A screw clamp is attached to the tubing on the top and bottom of the pipette. The tank tester, equipped with gas mask, lowers by means of a twine through the top manhole on tank the pipette which is filled with water. Before lowering the pipette the bottom screw clamp is removed and the upper clamp is slightly opened. This allows the water to run out of pipette and at the same time gas is drawn into the pipette. After pipette is empty of water, it is drawn to the top and the screw clamps are fastened to both end*. The pipette, with the representative gas sample, is taken to the laboratory to be tested. The sample is first tested for hydrogen sulphide. To do this it is necessary to run a blank test as follows. A graduate pipette is filled with a very weak starch solution, about 1)4 grams per 1000 c.c., and 100 c.c. of fresh air is drawn in pipette, displacing almost all the starch solution. Approximately 1 c.c. of iodine solution (0.003 normal) is admitted to pipette and contents shaken. This gives a bluish color solution and is kept in test tube for comparison with the test gas sample. The above is repeated using the gas sample in place of air. If 1 c.c. of Iodine solution makes a weaker color than that of the blank, the sample shows hydrogen sulphide 368 Nineteenth Annual Safety Congrats and the tank ii rejected. If the color is similar or stronger (fan the blank, the test is free of hydrogen sulphide. In testing the sample for combustible gam an N. D. Portable Combustible Ap paratus. manufactured by the Standard Inspection Laboratory of Nor Jersey is used. Approximately 100 ex. of the gas sample * dra oao mercury filled <CUM tube of this apparatus and a reading is noted on a seale wfaadb is grtdtttted in centimeters. Then the sample is -fired" vitfa electric <u>W <23 amperes) which flows through a platinum vke which glows white hoc The wire a kept glowing for abom 2 minutes and current is stmt off and gases arc tBowwi to cool for about 2 minutes. A reading again is noted and if a contraction of more than 03 cc. the tank is tm-ned down. An 0l5 cx. contraction equal to 12 per cent of combustible gas figured as pqtanc. This figure ts obtained from curve olbrsuf for each apparatus. The lower limit of inflammability of gas h an b L3 per cent pentane by volume. This amount of pentane is equivalent to a eocftneSsen of XI cx. Thus it can be seen that these tests are very severe but up to date we have ex* pcricnced no fires nor gasing of men for any caries which have been tested. Tt has been our practice to have not more than Arse earn equipped with cannister type gas masks enteT the tank at one time. We cmderstand that some companies have not used masks on all tank cleaning operations: however, it has been our experience that stirring up the bottom sedimmt in a tank frequently Iterates gases which might be dangerous to the workers. For this reason we have "*** that be used regardless of laboratory report. The question of* proper inspection, adjustment and time records for gas masks has been discussed by peevinos papers. L therefore, will not take time to consider this phase of the problem. The owpuiy also supplies hip boots to men doing this tank cleaning work. After the two bottom plates have been r"i-H the men cater the tank with wooden drags built ior the purpose of pushing the major part of the liquid BS through the openings into the pits at the sides of the tank, it is pmnped frean these pits to the most convenient point where it can be used as faeL Afer as much of the BS as possible has been removed by this method a nmway is bdh into the task and the remaining BS is removed by the use of wheelbarrows and slop carts. This runway is built so that a laborer can wheel the loaded wheelbarrow out of the tank, up a slight incline and dump it into a slop carL The slop can is then hauled to the boiler house pit where the BS is used io Duncan burners as furl. After all the BS has been removed from the tank bottoms not more than six men equipped with cannister type masks are sent into the tank to do the neces sary scraping and sand blasting. Regular roofing buggies axe erected with ride scaffolds on one side six feet apart, and a platform on top with hand railer, for safety of men working on the rig. The scaffold is necessary, of course to reach the side sheets and structural steel. These buggies are bush on wheels so that they can be moved about to all parts of the tank Brwnae or a u.a* ipa/\iiq metal is used, exclusively, in scraping the tanka. Occasionally it is necessary (p sand blast these tasks. In such eases the men doing this work are supplied with regular sand Hast hrhnm These helmets are equipped with air blowers which are operated through a rs firing valve from the main air line. By this means the air is maintained as a uniformly ter prnurr. Men doing this operation, work in 30-minute relay*. When the tank has been properly cleaned and approved for service the door sheets are replaced. An angle bracket 4x6xK inch is mod to secure a 2-con howl in rivet hole 28 inches above the sheet which has been cut out; the other end is meured to the sheet with shackle bolt and nut, the nut being placed ou the node of the tank ; the sheet is then drawn up In place and redriven with cold rivets. In doaag this particular part of the operations in connection with tank cleaning, extreme care must be taken. This has been impressed upon ns reiy forcibly by a sad experience at one of our refineries where the men were attempting to replace a door sheet that PetroleumSection 369 had been removed to clean a tank. The sheet was being put back into place by the use of moucum bars, and after it had been gotten back against the tank the men attempted to remove the moucum bars by raising the sheet with spud bars. There was a slight wind blowing at the time and when the sheet was raised high enough to place back on the tank the top of it leaned outward. Four men were raising the sheet, which weighs approximately 3000 pounds, and when it started falling they were unable to hold it. Three of them were fortunate enough to get out from under it, but one of them was not quite able to make it and the sheet fell across his back fracturing his pelvis, from which he died about ten hours later. Hydrogen sulphide gas reacts with iron or iron oxide to formiron sulphide. This presents another problem in tank cleaning. Most of you have seen these large chunks of iron sulphide which are dark brown or black in color. This formation of iron sulphide not only corrodes the steel work in the tank very rapidly but it also presents a very grave fire hazard. Iron sulphide combines with the oxygen of the air to form iron oxide or rust and sulphur dioxide. This reaction is accompanied by the liberation of considerable heat. As a matter of fact, if a blast of air is blown across a quantity of iron sulphide it will glow, or at times even burst into a flame. A number of disastrous fires have resulted from the fact that an excess amount of iron sulphide has been permitted to accumulate in tanks. This experience has em phasized the importance of removing this iron sulphide and takinfc every possible pre caution to prevent its deposition. So far wc have not been able to develop any method which is 100 per cent successful in this respect. Some companies have used rub shell paint successfully; others have used aluminum spray; and still others have used plating methods of various kinds. None of these, however, have been 100 per coit successful as far as our experience is concerned. Iron sulphide docs not oxidise in the presence of moisture, and this characteristic can be utilized in cleaning a tank. It is kept moist during the cleaning operation and a large percentage of the scale can be removed by placing a high pressure hose upon it This method Ideewise reduces the fire hazard. Every man who is called upon to work in cleaning sour crude tanks should be thoroughly instructed in the Shaffcr-Prone-Pressure method of artificial respiration. A man who has been overcome by hydrogen sulphide gas has one, and only one, chance of life, and that is by the application of artificial respiration by his fellow workers. AJ#rRNMENT 370 Nineteenth Annual Safety Congress Wednesday Luncheon Session October 1,1930 R. E. DONOVAN, Chairman Standard Oil Company ol California, San Francisco, CaL A luncheon session of the Petroleum Section, at which the 1930 Petroleum Sectkm Safety Contest Trophies were presented, convened with Chairman Donovan presiding. ;Cbauman Doxovax We have now come to what is to some people the most important part of the whole conference; that is, the awarding of the prizes for the Third Annual Petroleum Section Safety Contest. I think that the Petroleum Section is very fortunate every year in being able to have the president of the National Safety Council come to our' luncheon meeting and make these presentations. You want to hear who won those prizes, so I'm going to introduce to you Mr. C. E. Pettibone, President of the National Safety Council. Presentation of the Safety Contest Trophies By C. E. PETTIBONE President, National Safety Council I don't know that you're very fortunate in having the president here. That's what you make him president for--it's just his job to come around and be shown off. I, personally, am very much interested in this question of contests and trophies. It seems to me it's a very desirable thing to keep up. More and more, as I study people througtout America, I think we are getting to the place where we don't like to be forced to do things. We kind of object to too many laws and too much en forcement and too many rules. I believe absolutely in discipline and law and enforce ment. But more and more 1 believe we can get people to do things by some other method and accomplish much more by it. I think a great deal of our public safety-- tle automobile problem, for instance--is to get the people to want to do things. You can arrest a lot of people, but you can lead them a lot farther. You've got to have discipline, you've got to have order, and you've got to have organization; but there is a lot you can accomplish by simply leading. Then there is one other characteristic of American people, and that Is the love of sport--the love of competition. We'd do anything in competition. It seems to me right there you combine in these awards yearly two essential char acteristics of the American people,--the love of competition and the love of being led.--and I think yon accomplish a great deal more than you would in any other way. Tliis being president of the National Safety Council is quite a job; and 1 think none of us, no matter how long we arc connected with it. realizes all the functions and ramifications and work of this Council. The outstanding thing I have learned this year (after having served with the Council as Vice-President and on the Executive Committee for a number of years and thinking I knew all about it) is that I knew very little about it, and that the Council goes on not because of its presidents but because of the volunteer officers and the staff. So, not being able to know all about it. I hunted around for those things that apparently needed attention. And the one thing that didn't need any attention was the Petroleum Section. From every report I got this section was being run absolutely marvelously. I had nothing but the best reports. But, frankly, I don't know as much about the Petroleum Section as I ought to; so I am going to follow my old system of making the secretary tU you about the Contest. H. N. Blakxsux (Petroleum Section Representative, National Safety Council): Petroleum Section 371 1 have prepared a memorandum to help Mr. Pettibone along in making the presenta tions; but he said he'd rather I'd stumble through it than for him to try to, so I'll proceed with the memorandum; The Third Annual Petroleum Safety Contest, for which 11 trophies and 35 certifi cates are bang presented today, has been the most outstanding of the Petroleum Section Safety Contests, both in numbers of companies and in totals of workers who have competed and in accidents prevented. This is die third of the Annual Contests, these contests covering the first six months of each respective calendar year. A total of 196,796 petroleum workers participated in the contest tliis year, which is 34 per cent more than competed in the 1929 contest, and 127 per cent more than the number who competed in the 1928 contest. In the 1930 contest accidents decreased 29 per cent as compared with the 1929 contest, and 39 per cent as compared with the 1928 contest. Among these 196,796 petroleum workers in the 1930 contest, 4,316 accidents occurred as compared with 4,542 accidents among 146,596 petroleum workers in the 1929 contest. In other words, 226 fewer accidents occurred in the 1930 contest among 50,200 more petroleum workers than occurred in the 1929 contest The first trophies to be presented will be to the Class A and Class B winners in the Manufacturing Department It might be well to mention here what is the best no-accident record known to have been made in the Manufacturing Department. The Wood River Refinery of the Standard Oil Company (ItxL,) which last year won the Manufacturing Department trophy for refineries working 100,000 man-hours a month or over, actually worked a total of 2,080,869 man-hours without a lost-time accident, which is the best report so far received by the National Safety Council. The Class A trophy this year, to the refinery among 41 contestants with an ex posure of 100.000 monthly man-hours or over, goes to the Casper, Wyoming, refinery of the Standard Oil Company (Ind.). During the first six months of 1930 this refinery worked 1,410,127 man-hours without a single lost-time accident. (B. V. Osborn here accepted the trophy on behalf of the Standard Oil Company (Indiana) Casper, Wyoming.) BMil lakeslee: The closest competitor of the winner was the Norco Refinery of the Shell Petroleum Corporation of Sellers. La. Hie Norco Refinery worked 1,192,025 man-hours during the contest without a single lost-time accident; and in recognition of this accomplishment the National Safety Council presents it with a certificate of merit. (L. W. Dawson accepted the certificate for the Norco JRefinery.) Ma. Blaksslkb: Next in line comes the Bayonne Works of the Vacuum Oil Com pany which worked 648,213 man-hours and completed the contest without a lost-time accident. To the Bayonne Works goes the distinction of having completed the 1929 and the 1930 contest with perfect accident frequency records; and in the 1928 contest it won (he Manufacturing Department trophy with a frequency rate of 2.63. The Bayonne Wovks wins a certificate this year. (I. B. Lobb accepted the certificate for the Bayonne Works of the Vacuum Oil Company.) Ma. Blauslee: Also to the Vacuum Oil Company goes the distinction of making the lowest accident frequency record in the Manufacturing Department for more than one refinery. The frequency rale for the Bayonne, Rochester, Olean and Paulsboro plants combined, and employing 3,600 wot heis for the period of the contest, is 2.22. The second best record for a company grouping of refineries was made by the Union Oil Company of California. The frequency rate for its Oleum and Los Angeles Re fineries. employing 1,200 men, is 2.59. The third best record for a company grouping of refineries was made by the Standard Oil Company (Indiana). The frequency rate for its Whiting. Wood River, Casper, Sugar Creek, Greybull and Laramie Refineries, employing 7,300 workers, is 3.93. 372 Nineteenth Annual Safety Congress The trophy to the refinery which showed the lowest accident frequency rate among 31 contestants working less than 100,000 man-hours monthly goes to the Inglestde Refinery of the Humble Oil and Refinery Company with a record of no lost-time accidents for 547,997 man-hours worked. (G. L. Farnard accepted the plaque for the Ingleside Refinery of the Humble Oil tk Refining Co.*) Mr. Blakeslee: Thirteen other refineries in this group completed the contest without a single lost-time accident. They are: Bamsdall Refinery, Inc., Bamsdall, Okla.--268,176 man-hours worked. Next with a perfect record is the Vacuum Oil Company, Rochester Works--203,176 man-hours worked. (E. R. AIdea accepted the award for the Rochester Works of the Vacuum Oil Co.) Mr. Blakeslee: The next perfect record in line is Standard Oil Co. of New Jersey, Camden Works--196,293 mao-hours worked. (H. D. Kettel accepted the certificate for the Camden Works of the Standard Oil Co. of New Jersey.) Mr. :Blareslee The next record in line--Conewango Refining Co.--101,360-man hours worked. (C. H. Lindberg accepted the certificate for the Conewango Refining Co.) Mr. Blakeslee: The next is the Panhandle Refining Co.--109,858 man-hours worked. Mr. Blakeslee: The next goes to the Bakersfield Refinery of the Standard (Ml Co. of California--95,264 man-hours worked. Mr. Blakeslee: Next is the Standard Oil Co. of Indiana, Laramie Refinery-- 89,711 man-hours worked. (B. V. Osborn received the award.) Mr. Rr.ARxsuet: The next certificate goes to The Texas Co., Pryse Works--* 88,489 man-hours worked. (V. R. Currie accepted the certificate foe The Texas Co., Pryse Works.) Mr. Blakeslee: We have another certificate for the Bamsdall Refineries, their Wichita Plant--82,646 man-hours worked. The next in line is the Humble Oil & Refining Co., their Neches, Chilton & San Antonio Refineries 68,938 man-hours worked. To prevent jealousy among the re fineries, we issued a certificate for each one of the three. (R. B. Roaper accepted the certificates.) Mr. Blakeslee: The next certificate goes to The Texas Company, Cody Refinery ---Cody, Wyoming, I believe--59,443 man-hours worked; ai^l also there is ****** for the El Paso Refinery of The Texas Co.^50,614 man-hours worked. (V. R. Currie accepted the certificates for The Texas Company.) Mr. Blakeslee: Next, and the last perfect record in the Manufacturing Depart ment, is the Associated Oil Co., Watson Refinery--28,104 man-hours worked. These perfect records in the smaller refioerics indicate that many small refineries must be exceedingly well managed. In comparison, the 41 refineries working 100,000 monthly man-hours or over, show an average accident frequency rate of 12.46; while the 51 refineries working less than 100,000 monthly man-hours show an accident frequency rate of 32.10. This comparison would seem to indicate that as a whole the larger refineries may be better managed from the viewpoint of accident prevention. The trophy to the Sales Division, among the 52 competing units In the Marketing Department group with 100,000 man-hours or over monthly, has been won by the Kansas City, M,, Sales of the Standard Oil Co. (Ind.)--1,226,511 man-hours were worked without a lost-time accident. (B. V. Osborn accepted the trophy on befall of the Standard Oil Company o( Indiana.) Mr. Blakeslee: The Green Bay Sales Division of the Standard Oil Co. (Ind.), Petroleum Section 373 working 889,758 man-hours: and the LaCrosse, Wis^ Sales Division of the same company, working 869,931 man-hours, completed the contest without a lost-time accident and are receiving certificates from the National Safety Council. (B. V. Osborn accepted on bcltalf of the Green Bay and LaCrosse Sales Divisions of the Standard Oil of Indiana.) Mr. Blakeslee: The entire Marketing Department of the Standard Oil Co. (Ind.) employing 23,000 workers, went through the Contest with an accident frequency rate of 328. The Marketing Department of the Standard Oil Co. (N. J.) comes second, with an accident frequency rate of 7.60 for 7,400 employees. The best record of the units of the Standard Oil Company of New Jersey was made by the Charles ton, S. C., Sales Division, with an average frequency rate of 4.80. The Minneapolis Sales Division of the Standard Oil Co. (Ind.) has the distinction of having worked 1,987,200 continuous man-hours without a lost-time accident which is the best Market ing Department record known. This record was made previous to the 1930 contest. The trophy of the Sales Division, among the 34 contestants in the Marketing Department working less than 100,000 man-hours monthly, has been won by the Huron, S. D. Sales Division of the Standard Oil Co., (Ind.) with no lost-time accidents for 546.705 man-hours worked. (B. V. Osborn accepted the trophy for the Huron Sales Division.) M .r Blakeslee: The Southern California Sales Division of the General Petroleum Corporation of California, working 361,960 man-hours completed the contest without lost-time injuries and a certificate is being presented by the National Safety Council for this accomplishment. (W. C. Lynch accepted on behalf of the Southern California Salts Division of the General Petroleum Corp. of Calif.) Ms. Blakeslee: While Mr. Lynch is here, I discovered that the Arizona Sales Division of his Company also worked 27,736 man-hours without lost-time. Mb. :Blakeslee The Western Sales Division of the Shell Petroleum Corp., working 289,950 man-hours, also completed the contest with no lost-time injuries; and a certificate is being presented for that accomplishment. (R. C, Byars accepted on behalf of the Western Sales Division of the Shell Petroleum Corp.) Mr. Blakeslee: The trophy in the Producing Department, among the 25 con testants working 100,000 man-hours or over monthly, goes to the Midwest Refining Q--which worked 810,280 man-hours with an accident frequency rate of 2.47. The Midwest Refining Company won the Producing Department trophy last year with an accident frequency of 8.31. (T. N. Slaw accepted the trophy for the Midwest Refining Company.) Mr. Blakeslee: The closest competitor of the Midwest Refining Company this year was the Hope Construction and Refining Company, with an accident frequency of 6J7. Tie trrrhf to the Producing Department, among the 36 contestants working less tea 1(0000 mao-hours monthly, goes to the Arkansas Producing Division of the rwu OQ <~^pany which worked 95,553 man-hours without a lost-time accident. (J. P. Sutton accepted the trophy on behalf of the Arkansas Producing Division of the Obio Oil Company.) Mg. Blakeslee: To the Indiana Producing Division of the Ohio- Oil Company, the presents a certificate in recognition of 66,834 man-hours worked during the contest without a lost-time accident. (G. W. Bell accepted the certificate.) Mr. Blakeslee: The Tonkawa Division of the Comar Oil Company, a subsidiary of the Shell Petroleum Corp., holds the distinction of the best known record in accident prevention in the Producing Department of the Petroleum Industry, This division, employing over 200 men, had worked 1,259,023 man-hours without a lost time accident as of August 1st of this year. This record was started November 23rd, 374 Nineteenth Annual. Safety Congress 1928. Congratulations and best wishes are due Superintendent Copeland of tfat Tookawa Division of the Comar Oil Company. It ts to be hoped that may continue and that the record may bo reported as unbroken at the Annual Safety Congress next year. Had the Tonkawa Division been entered as a separate unit this year it would have been among the prize winners. The trophy to tiie Natural Gas Gasoline Plants, among the seven contestants work' >ng 50.000 man-hours or over monthly, goes to the Midwest Return^ Company. Midwest, Wyoming, which worked 302,008 man-hours during the contest without a lost-time accident. The best known record made by a Natural Gas Gasoline Plant shows 654,712 man-hours worked without a lost-time accident. This record was made by this year's trophy winner, the Salt Creek Division of the Midwest Refining Company. (The trophy was accepted by Mr. T. N. Shaw.) Mr. SUREtLit: lhe Standard Gasoline Company of the Standard Oil Company of California, last year won the trophy, and placed second this year with an acodeat frequency of 6.44 for 1,241,528 man-hours worked. The trophy for the Natural Gas Gasoline Plants, among the 14 contestants work* ing less than 50,000 man-hours monthly, goes to the Hope Construction and RcfinSc^ Company which worked 175,712 man-hours without a lost-time accident. (O. O. Perry accepted the trophy for the Hope Construction & Refining Co.) Mr. Blaxeslee; Winners of certificates in the smaller Natural Gas Gasoline Plants for records of no lost-lime accidents during the contest are: The Ohio Oil Co., Illinois Plant--100.B99 man-hours worked. The Ohio Oil Co., Rocky Mountain Plant--85,004 man-hours worked. The Ohio Oil Co., Texas Plant--45,828 man-hours worked. The Ohio Oil Co., Louisiana Plant--41,742 man-hours worked. (G. W. Bell accepted the four certificates.) Mr. :Blakeslee A certificate goes to the Texas Pacific Coal & Oil Co.--+4,173 man-hours worked. Shell Petroleum Corp., Brown County Plant--17,129 man-hours worked. (L. W* Dawson accepted the certificate for the Shell Petroleum Corp.) Mr. Blakeslee: The trophy to the Pipe Line, among the 24 contestants working .10,000 man-liotirs monthly or over, goes to the Lufkin Pipe Line of the Gulf Com panies which worked 317,343 man-hours with an accident frequency rate of 3.15. (L. A. Braucr accepted the trophy for the Gulf Co.) Mn. Blakeslee: The nearest competitor for this trophy was the Oklahoma Pipe Line Company, with an accident frequency rate of 3.36 with 893,310 man-hours worked. The best known record in the Pipe Line Department for no lost-time accidents Is held by the San Joaquin Division Pipe Line of the Standard OH Company of Cali fornia for 334,000 man-hours worked. The trophy to the Pipe Line among the 14 contestants working less than 30,000 man-hours monthly, goes to the Southern Pipe Line of the General Petroleum Cor poration of California, which worked 172,560 man-hours without a lost-time accident (\V. C. Lynch accepted the ttophy on behalf of the General Petroleum Corp. of California.) Mr. Bmkeslee; While Mr. Lynch is here, just let me add that two of the cer tificate winners among the pipe lines of this group are: General Petroleum Corp. of California. Mountain Pipe Lines--115,216 nian-hours worked; and General Petroleum Corp. of California, Northern Pipe Lines--111,200 man-hours worked. (Mr. Lynch accepted the two certificates.) Mr. :Blakeslee A certificate also goes to the Shell Pipe Line Corp., riJinois & Indiana Pipe Lines--154,673 man-hours worked. (L. \V. Dawson accepted the certificate.) Mr. Blakesl.ee: A certificate also goes to the Associated Oil Co., Southern Cali fornia Pipe Lines--138,464 man-hours worked. Petroleum Section 375 To the Midwest Refining Co. goes a certificate for 149,536 man-hours worked. (T. N. Shaw accepted the certificate for the Midwest Refining Co.) Mr. Blake&leb: A certificate goes to die Standard Oil Co. of New Jersey, Inter- Refinery Pipe Lines--61,600 man-hours worked. (R. W. Black accepted the certificate for the Standard Oil Co. of New Jersey.) :Ml Blakzslke Among seven tanker fleets competing in the Marine Department, the Atlantic Refining Company came out in first place and won the trophy with a frequency rate of 15.04 with 797,840 man-hours worked. The Marine Department is the only department which did not contribute to the 29 per cent improvement in accident reduction as shown by the 1930 contest. The Atlantic Refining Company won the Marine Department trophy last year with an accident frequency rate of 11.65. Some one missed an opportunity to make a lower record in this department. (J. S. Hunter accepted the trophy on behalf of lhe Atlantic Refining Co.) M .r Blaxsslee: The 1930 Petroleum Section Safety Contest has demonstrated what the petroleum industry can do through concerted action to prevent accidents. It is hoped that there will be no resting on laurels obtained and that the same stride which bas been set in this year's contest will be continued for the remainder of the year, thereby making 1930 the most outstanding^year thus far in accident prevention work in the petroleum industry. It is also hoped that this improving stride will con tinue through the years to come. :President Pettibone I do want to say for the National Safety Council, or, rather, its Executive Committee, that we are awfully glad to be able to furnish the trophies and certificates for the awards. Certainly, all the credit in the worM is due to the winners, and yet I can't help but feel that this is one contest where, even if you don't get a trophy or certificate, you haven't lost. Anyone who has tried and competed for one of these certificates or trophies has unquestionably done a great deal to save lives and prevent injuries; so you have won even though you have lost And I hope that many of you will be in here next year to take the trophies away from the people who got them this year. J. W. Myers (Standard Oil Co. of New Jersey, New York City) : Just one point that Mr. Blakeslee hasn't mentioned, and that I think throws a lot of light on the significance of our work--the industry. As a result o the last three years' work, our frequency rate goes down now to 17, as compared to 25 for all industries con nected with the Council. So that, despite the hazards of the petroleum industry in all its branches, which we know only too well, our rate is one-third below that for all industries. I think we can have every reason to be proud of that, and we can take that message back to our executives as a further incentive to bring the rate still lower. ADJOURNMENT 376 Nineteenth Annual Safety Congress Thursday Morning Session October 2, 1930 R. E. DONOVAN. Chairman Standard OU Company of California. San Francisco, The third session of the Petroleum Section couvcned with Chairman Donovan presiding. :Chaaicam Donovan I'm going to introduce to you Mr. Leopold F. Adaraialc, Mining Engineer of the Polish Bureau of Mines, who will to na oa "The In vestigation of Petroleum Industry Accidents by the Polish Bureau of Mines." Investigation of Accidents in the Petroleum Industry by the Polish Bureau of Mines By LEOPOLD P. ADAMIAK Mining Engineer. Polish Bureau of Mines. Poland Almost every kind of human labor exposes man-to some danger, which, however, can be averted. Safety from hazards depends both on caution on the part of the individual and the establishment of such methods of routine work as would prevent accidents; in other words, safety rests on experience. Routine operations in the oil fields being particularly hazardous, the prevention of casualties m the petroleum industry requires searching investigation of the sources of accidents. This is the slogan of the safety organization in the Polish Bureau oi Mines. The Development of Polish Petroleum Industry Polish petroleum industry developed in Small Poland, the southern part of the present Republic of Poland. Up to the close of the World War this part of the country was annexed to Austria as the result of the temporary bss of independence of the Polish nation and the partition of the ancient Polish realm. No conqueror rule was ever favorable to the interests of the people, and this proved emphatically true in the case of Poland. In the sixties though, due to a general change of policy of the Austrian Empire, Small Poland (then termed Galicia) was given limited autonomy rights which, in spite of the many restrictions, allowed a certain range of action to the native genius and initiative. Beginning with this period the situation of the southern part of the land became by far more tolerable than the fate of Central Poland under the Russian sway and of Western Poland (Great Poland) under the regime of Prussia. The early stage of the Petroleum Industry in Small Poland goes back to 1855. The climax of the production was reached in the years 1905-8. owing to the dis covery of the Boryslav basin where some of the wells-yielded an output reaching 10,000 barrels of crude oil per day. Special mining authorities were constituted in 1874, approximately corresponding to the Bureau of Mines in the states of your Union. The organizing of these authorities was one of the many features bearing evidence to the native spirit of initiative as soon as the people were enabled to do things by themselves. After the re-establishment of independent Poland, these local mining authorities were substituted by the Mining Authorities of the Re public (the Polish Bureau of Mines). Petroleum Section 377 Organization of the Polish Mining Authorities The Polish Mining Authorities are organized on the general principles of gov ernment administration. Their supreme executive power is vested in the Mines and Fotxidrses Department of the Ministry of Industry and Commerce, in Warsaw. The next link down the executive ladder consists of three >o-called High Boards of Mbn. fnh of these exercising authority over four District Boards, the total thus "g to sixteen components. The District Boards of Stanislavov, Dro- hobycz and Jaslo supervise areas where oil fields are the prevailing feature. These District Boards of Mines have immediate control of the safety work, and they are empowered by hv to issue regulations for accident prevention and enforce these regulations. The District Board of Mines extend complete supervision in the oil fields, they oversee permissions to drill, drilling, shutting off water, producing, mine sta tistics. etc. The staff of the District Boards consists exclusively of mining en gineers subordinated to the chief of the office. Foremen and Drillers Under the Oil Mining Act issued in 1908 each routine operation in the oil fields has to be directed and supervised by the foreman (tool-pusher) and the driller. The District Board of Mines decides on the number of wells assigned to the care of each foreman, this is usually under five for die drilling period and sixteen to twenty, on the average, during pumping or swabbing. The assignments vary in accordance to die local safety conditions and. in no lesser degree, to the education and experience of the foreman. The requirements in this respect are at present pretty high. In order to qualify the foreman candidate must Have graduated as mining or mechanical engineer, possess a thorough knowledge of mining laws and regulations, and a two-year credit in practical work, reported to the Board of Mines at the beginning and the close of the term. The driller has to be a graduate of a special school, the curriculum of which covers two years and includes instruction in safety. The practical work required of the driller candidate is a three year's term, at the least. Moreover, he has to pass an examination before a committee consisting of a delegate of the District Board of Mines as chairman and two members, a mining engineer Ind an experi enced driller. Upon passing the examination the candidate is given his dritler certificate. The and qualifications of all foremen and drillers within the district are ikH in die books of the District Board of Mines. The foremen and driller* are held personally responsible for casualties in the ofl field. On enuring upon his duties the foreman has the right to require the of adequate safety equipment In the case of a refusal on the part of tW oal operator, the latter is the person responsible for eventual accidents. "Sickness Cheats" injured while employed in the oil field are cared for; in the by the so-called "sideness chests." These are semi-state in- by the independent state of Poland, not by any of the previous tta. Membership io these. "Chests" is obligatory on all working chests take care not only of the working man but of his de- 378 Nineteenth Annual Safety Congress State Accident Insurance All working: men have to carry accident insurance. They are insured in the State Accident Insurance Institution which has been organized on thoroughly modem principles by the present State of Poland. The insurance rates are paid in, one-half by die policy holder (the workingman) and in the other half by the oil operator. In cases of permanent disability the Accident Insurance Institution pays the injured nun a yearly pension. In the case of death the pauion is paid to the widow and the children. The working man who sustained a serious injury in an accident charged to the oil operator has the right to sue the latter in court for a lump-sum compensation* Classification of Accidents Under the penal law in the Republic of Poland the injuries sustained by the working men while employed in the oil field are classified as serious in the case of (1) resuiting into deformation of the body or the loss of a limb, (2) necessitating 20 days and up of mediv&l treatment. The first case comes under the heading ``Direct seri ousness of injury", the second one Is "Serious injury due to the length of necessary treatment" Casualties calling for less than 20 days of medical treatment ore classified as tight injuries and do not involve punishment of the persons responsible for the accident. Office of 8tate Attorney A state attorney office is attached to each District Court in Poland. In cases of actual or suspected transgression of the obtaining penal laws, the state attorney con ducts a preliminary inquest to be followed by prosecution in court on the grounds of sufficient evidence. In the absence of such evidence the inquest is dropped. In fatal and serious injury cases, charged on ascertained evidence to inadequate safety equipment or any other indirect cause of the given casualty through the fault of those held responsible, the latter are punished under the provision of the penal law. The state attorney and the court are guided In their judgment of the case by the opinion of the District Board of Mines. Reporting of Accident* Accidents in the oif field have to be immediately reported to the respective District. Board of Mines. Each particular report has to be issued in four copies, all of them signed by the foreman. Report forms used in the Polish oil fields are almost iden tical with those in use in the United States. Fatal cases must be reported over the telephone, this to be followed by the written report. The District Board of Mines forwards one of the report copies to the local "Sick ness Chest** and another one to the State Insurance Institution. The state attorney for the district must be advised of all serious injury cases: this is being done, as a rule, upon the investigation of the accident by the District Board of Mines. How ever, in some particular cases the District Board of Mines would send a copy of the accident report to the state attorney witlaout investigating the given accident. This happens in the cases of injuries which do not involve any serious harm to the indi vidual but, due to aome secondary cause, might require over 20 days of medical care. Here is an example to illustrate such occurrences. The casualty may be an insig nificant wound on the man's finger, coming by its nature into the class of light injury, but it may develop infection which demands a treatment longer than 20 days. Such a casualty does not by itself demand investigating by the District Board of Mines, yet should the treatment outlimit the period of twenty days, the cose becomes one of Petroleum Section 379. serious injury calling for the punishment under the law of the person responsible for the accident. Hence the need of advising the state attorney who has to step in upon the lapse Of the 20 days of medical care. The doctor of the local "sickness chest" is the one who opines whether or not an injury of this class requires more than 20 days cl treatment a__!!../< nf Uint d*Watp^ Investigation of Accidents The delegate of the District Board of Mines investigates all the details of the acci dent right on the spot for the purpose of, (1) establishing the cause of the accident, (2) finding oat to whose fault this cause should be charged. The establishment of the accident cause contributes to gathering material for prevention work, the finding out of the one responsible for the casualty constitutes the foundaiou for the District Board of Mines opining on the given case, this opinion to be sent io writing to the state attorney. The investigation by the delegate is conducted in the presence of the witnesses to the accident, the foreman, driller and the injured man himself, hb condition per mitting him to attend the process. The delegate of the District Board of Mines interro gates the witnesses, makes drafts and takes pictures of the accident's spot. He has the right to have the drilling operations in the oil field stopped for the time of the inquest. He is empowered to order a demonstration of the process of the accident, so far as is possible. The foreman and the driller make depositions regarding the cause of the accident, wherein they should be guided by their experience in the oil mining. In especially complicated cases the District Board of Mines has the right to employ the sendees of experts for investigating the accident. The selection of such experts rests with the District Board itself. The delegate of the Board of Mints draws a protocol of the proceedings over the signatures of those present at the investigation. In the case of the injured man being at the hospital the delegate has to examine him there and to commit his answers to writing. The District Board of Mines does also investigate the accidents as distinguished with tbc Board's opinion on the case, to the State attorney for the district. A report on the accident It sent in to the respective High Board of Mines. The District Board of Mines does also investigate the accidents as distinguished from casualties, vis, the unforeseen occurrences in the oil fields which although no mjury has been caused might have turned to be the cause of injuries. Investigating fires in the oil fields is also the province of the District Board of Mines. This is being done almost exclusively for prevention purposes, not with the view to estab lishing the responsibility for the accident or the fire. Prevention of Accidents The policy of the Polish Mining Authorities is to base the accident prevention work on the total of obtainable experience, to wit: the accident statistics and the investiga tion of accidents on the spot On the basis of data thus provided the District Boards of Mine* in Stanislavov, Drohobyca and Jaslo issue circulars and instructions for their respective oil mining areas, and the High Board of Mines in Cracov issues safety regulations binding in die petroleum industry throughout the country. Early this year the Polish Mining Authorities, with tbe cooperation of the Polish Oil Mining Engineers' Association, in BorysUv, started on the important work of standardizing the Polish cable drilling devices. At present.the Polish Mining Au thorities are also cooperating with the so-called "Time and Motion Investigating 380 Nineteenth Annual Safety Congress Bureau" which is doing: for Poland what Henry Ford`has done for America. The scheme is the standardization of the work methods of the derrick crew. Regulations for Sfficknt Accident Prevention The following is a copy of a circular issued in April, 1930. by the District Board of Mines in Drohobycz; it may serve as an example illustrative of the supervision of the District Boards in the matters of safety: "There occurred lately many serious accidents at the cable and cable-pole drilling of oil wells. These accidents resulted from the defective handling of the job by some of the working mm. "Here is an instance. A fatal case occurred recently as a result of the faulty handling of lltc bull-wheel while the drilling bit was being changed in the derrick. "Furthermore, there occurred a few serious accidents in making up joints with wrenches, circular track and jack, also several accidents in handling bull-wheel ropes and one case of falling into the cellar. "In order to prevent such accidents in the future we do hereby issue the following regulations, based on Sec. 71 of the oil laws of this country (passed March 22, 1908) and agreeing with the resolution passed in these matters at the oil conference in Boryslav, March 27th last. "1. The important drilling operations, such as the handling of bull-wheel brakes should be assigned exclusively to skilled drillers and experienced assistants. *2. The brake lever of the spare bull-wheel (*) should be built in a manner al lowing the working of the brakes without the driller having to shift his position. "These regulations refer to drilling devices at cable and cable-pole rigs erected subsequent to April. 1920. It is also recommended that the above mentioned devices be installed on wells that were already in operation at the time this circular was issued. "3. The jacks used for making up and breaking out the drilling tools should be kept in perfect condition, inspected periodically. Sparc jades should be kept on hand. "4. The bull-wheel ropes should be:-- "(a) Provided with railing while in motion so as to prevent any of the working men coming in contact with bull-ropes. "(b) Fastened or hung up when removed from the bull-wheel so as not to be caught by the moving machinery. **5. A two piece iron grate should be placed tinder the derrick floor to prevent the working men from falling into the cellar when floor boards are in- porarily removed. No tools should be used for putting twist in drilling cable other than self-open ing keys, circular wrenches, etc, which are safe to handle by the workingman in the case of the drilling cable untwisting. *7. The workingmen should be instructed to stand at side of jack lever when uHDg circular trade and jack. "8. In conducting drilling operations inside the derrick some of the oil tools may happen to fall to the floor, in which case the only part of the derrick safe to stand upon is the one protected by platforms inside the derrick. Therefore standing on any other unprotected spot in the derrick shoutd be allowed exclusively to the working men who have to attend to some definite and special job. 1 "9. Detailed instructions should be worked out for regulating the operation of oil wells which are drilled by the cable-tool or cable-pole-methods. The workingmen should be carefully instructed how to attend to the most important drilling operations such as the lowering, pulling out and changing of the bit, the twisting, casing and so forth. "10. Special attention should be given to preparing instructions about the operating of the oil wells where the work is speeded up on account of a bonus being paid." WIl-whMl is tit--1 la Polish oil Gdda iht Is not mob la year country. Petroleum Section 381 It should be remembered that the Polish Mining Authorities, first organized in 1874. have over fifty years of safety experience to their cerdit. Upon the foundation of this long time experience they are working steadily toward ever better results. The circular just quoted indicates the ever increasing attention given to investigation of accidents on the spot. Detailed investigation of each case of serious injury is found to be of greater importance for accident prevention than the considering of statis tics. although the latter could not and should not be neglected in any way. The nearest future will doubtless be the era of many remarkable improvements in the industrial life of Poland, including the petroleum industry. The first ten years of the independence of the Republic had to be devoted to rebuilding the country out of the rains caused by the World War and the hostile alien regimes of the partition period. This task being accomplished the national genius of initiative is sure to namfest itself along all the lines of World Progress. Chaxxxax Donovan : 1 am sure that Mr. Adamiak's paper gives us a very thorough picture of what they are doing in Poland for safety. Now, Mr. Hartzell. assistant director of safety of the Standard Oil Co. of Indiana, was to have given us a paper on "Accident Prevention in Bulk Marketing Plants." Mr. Hartzell couldn't get here, and I understand that Mr. B. V. Osborn is going to pinch hit for him. Accident Prevention in Bulk Marketing Plants By R. A. HARTZELL Assistant Director of Safety, Standard Oil Company (Indiana), Chicago, 111. The subject which has been assigned to me for presentation to this representative body of petroleum men, is, I am sure you will agree, large and cotp^licatcd. The nature of the products handled in the petroleum industry requires a perfect understanding oo the part of employees as to the hazards that might be caused by improper handling, and hence the necessity of being preventive minded. The prevention of accidents is a never ending job. Even though success has at tended our efforts over a certain period of time, it is necessary to continue a stren uous program in order that all employees may continue to be alert to all the possibilities of aridrnt It is obvious that every precaution must be taken to prevent fires that will destroy our property and profits; It Is equally obvious that personal injuries must be avoided in order that the employee receive a full pay check, and keep, at the same time, our personnel intact for efficiency in our program of service. In order to arrive at this ideal condition, the officials and supervisory forces must adopt rales and principles governing the various activities of .the Industry, and im plant them iodriflrfy in the minds of every employee. Ftaibcnuore, proper construction of the fireproof type and up-to-date equipment are almost an absolute necessity to successfully operate such unite of the industry as marketing or plants. A continual program of improvement that removes obsolete buildings, equipment, and methods of handling is an important factor in keeping the Industry level with advanced ideas of efficiency. Assuming that equipment is kept in good condition, there is no greater hazard in petroleum products than in various other products in so far as storage and marketing are concerned, if a few simple rules are kept in mind and observed. It is necessary in any business to have some rules that are iron-clad because of the inclination of the worker to forget his instructions when charged with certain duttes. Rules are merely instructions put in writing as a basis for disciplinary action when instructions are forgotten or disobeyed. In the first every man In charge of such a plant must know, or devise, such regulations as are necessary, and then insist that every employee be thoroughly 382 Nineteenth Annual Safety Congress acquainted with, and obedient to, those regulation*. In other words, we are again mote dependat on the prevention minded employee* than upon mecHqnfcat safety. One great difficulty encountered in the organization and subsequent advancement of accident prevention in marketing, is the wide territory over which small bulk plant* are located. Most of these small storage and sales centers are in the charge of one man, an agent, who operate* the plant and delivers the products by means of a motor tank to various service stations and consumers in a specified territory. To insure proper operation of such units, the agent is first given complete in structions, and then kept up to date in all matters by supervisors in charge of gen eral sale* activities who visit these plants frequently. By enlisting each supervisor in the good cause of accident prevention, it is possible to carry on the educational program with these employees to a successful degree. These small bulk stations include, as a rule, a small warehouse, several tanks, a pump house, with either gasoline engine or motor equipment, tank unloading ap paratus, motor tank loading dock, and many other features to take into the same consideration as the larger plants. There are three outstanding features of accident prevention at bulk plants, that may he discussed at this time as follows: 1. Fire hazards. 2. Storage and handling. 3. Personal injury to employees. Each ot these subjects may be sub-divided in order to be handled with clearness to our listeners--therefore, let us first deal with fire hazards and sub-divide as follows: (a) Cleanliness and orderliness of the plant and premises. (b) Grounding and bonding. (cj Unloading Unk cars. (d) Equipment (ej Electric installations and control switches. < i) Automobile and tank truck exhausts. (g) Tools and spark producing instruments. The above headings bring about the following necessary precautions, regardless of the size or location of the plant. Ail grass and weed* should be kept closely cut and the cuttings removed from the premises. Oily rags and other combustible materials should be placed in a metal receptacle with a tight cover, furnished especially for this purpose. All oil spills ami simitar conditions should be cleaned up immediately, dry sand being a good covering of oily ground not possible to remove. Where paved yards or drive-ways arc installed, the spills may be wiped up with rags and then washed down with water. Good housekeeping should be in effect at all times inside of warehouses and other buildings on the premises. Storage of products should be given consider able consideration to enable employees.lo properly handle the packages without dan ger of injury, and to make it possible to maintain a neat, clean storage room. Grounding of pipe lines, unloading apparatus and rails of the skle track are con sidered a necessity to avoid danger ot sparks from stray current from such source* as electric railways, steam railway, signal circuits, power lines and electric systems of the city, or in the plant ilself. To protect plants from such stray current and static where overhead unloading* is done, rail bonds should be brazed to all rail joints of both rails of the side tracks serving the bulk plant within at least one half car length of both sides of the over head unloader. A strand of bare annealed copper cable should be brazed to the base of each rail and carried across to the pipes of the overhead unloader. This wire should then be soldered to ground clamps which have previously been sweated to the overhead unloader. When this installation has been completed and a tank car is spotted in front of the overhead unloader ready for unloading, it will be seen Petroleum Section 383 that all eight wheels of the tank car are standing on a bonded section and this section is electrically .equalized with the pipes of the overhead unloader. Then if tray current should flow it will follow the path through the cable rather than follow up through the tank car thence to the unloading pipes and down to the piping system. Therefore, no electrical sparks can occur at the top of the car when the down pipe is being inserted or withdrawn. Frequent inspections of bonds should be made, as the constant vibration and ex pansion of the inter-rail apertures is a strain on the bond*, which in time wears them out Stonge tanks, pipe liner and motors should all be grounded to bleed off all stray curreal from either outside source* or from defective equipment in the plant itself. Motor --prior to opening for loading, should be grounded by mean* of a separate clip to equalize any difference in potential that might exist in the tank and pipe used in loading. Stray current, or even static, might be present and came a spark if grounding is neglected, with resultant fire or explosion. It might not be amiss at this point to call attention to the danger of electric power lines over unloading apparatus and storage tanks. This should be avoided wherever possible, and in any event installation should be high enough to make any contact with took impossible. The unloading of cars entails several definite hazards from both personal injury aad fire standpoints. Slipping while opening the dome and placing unloader is always to be guarded against, especially during winter months when See and snow are -prevalent. The use of steel bars or hammers in opening domes is not advised. Oak bars, non-ferrous, bars, and, In case of necessity, a wood or lead hammer, are tools that will cause do sparks and are, therefore, approved implements. Care should be used lo handling the dome cover that it does not scrape on the car dome and cause a spark. A dome shook! not be left open during the unloading process. Sparks which may be emitted from passing locomotives or other sources might play havoc should they chance to drop into an open tank car. ft is a good practice to place water moistened burlap or canvas around the loading spout. Better still, a standard .adjustable cover of canvas lined wood has been designed by some companies for this purpose. If burlap or canvas is used, care must be taken to see that they are kept moist lest they become a hazard rather than a protective measure. There should be a strict ruk against tinloading cars of volatile liquids after dark, and therefore artificial light will seldom be needed. If it b necessary to bring a light Into use for the purpose of inspecting or looking inside of a* tank car only an approved type of flashlight should be considered. The folly of using a lantern or match is obvious. Almost as much to be condemned is the use of electric extension cords for this purpose. Short circuits too often occur, creating sparks that cause fire and explosion. Even when using an approved flashlight the contact to turn it on and off should be made only in the open and not inside the dome. It is scarcely necessary to mention that smoking by employees working about the tank car is to be forbidden. No leniency should be extended to the employee who sees fit to defy our code m this respect. It is our duty to eject the right-of-way trespasser and the casual loafer who chances to loiter about our premises, with nothing else to do but contendedly observe operations with a lighted pipe, cigar or cigarct in his mouth with no regard as to where he throws the ashes, butts or matches. In addition to the suggestions already made, every unloader or helper should be thoroughly acquainted with, and follow, the instructions of the Interstate Commerce Commission governing this work. 384 Nineteenth Annual Safety Congress The equipment used in handling gasoline, naphtha and kerosene must be given serious consideration. Under no circumstances should gasoline or keroseue be pumped through the same pipe lines, either in unloading cars or transferring from storage. Separate pumps should also be used in the handling of these two products. The use of the same pump and pipe lines for these two products allows a chance for mixtures in storage and resultant stock losses, if nothing more serious. This precaution should be observed at all points of distribution regardless of how small the bulk marketing plant may be, if these products are both handled at that point. The pumping units used are generally of two types, namely, the electric motor and the gasoline engine. The Utter type, still existent in some small bulk stations, is fast being replaced by the electric motor unit This equipment should be replaced in a pump bouse separate from all otlicr build ings and remote from loading and unloading operations, to eliminate the danger of ignition of gases escaping into the air while these operations are in progress. The pump house should, of course, be of a well ventilated type as well as fire proof construction. The vents from gasoline engine exhausts should discharge out side of (Im pump house and have a muffler to eliminate carbon sparks. Motors arc of various types, and should be inspected frequently to insure operation with as little sparking as possible. The explosion proof motor is, of course, the most desir able. Electric installations are, undoubtedly, a most important factor >o the safe opera tion of the bulk plant, and owing to the many fires and explosions caused by im proper or faulty electric installations the following suggestions are presented as effective in our organization. These suggestions concern hazardous locations. "Hazardous location*' means any location wliere a dangerous concentration of gasoline, or other flammable vapors, may exist, either in normal operation or by accident, such as the overflowing of a tank, breaking of a pipe line, or leakage from pumps. This covers such typical places as pump houses and looding equipment in stalled or operated inside of buildings or close to entrances. These hazards should be removed as far as possible by allowing no inside loading of flammable products, and the entire removal of equipment for this purpose installed outside and remote from other operations. AU electric switches, when operated, cause an arc when contact is made or broken, and are,' therefore, a menace where flammable vapors exist. Therefore, knife switches either open or enclosed, including so-called "safety switches", are dangerous, unless they are of the oil immersed type. They should be removed to a remote location where vapors cannot come in contact with them when operated. Push button and snap switdies are,equally dangerous, and should be remote from hazardous locations. Oil immersed switches often have thermal cut-outs, above the oil, and when these operate by reason of over-load there is the same danger as in an open knife switch. These parts, if not oil immersed should be removed to a weather-proof box remote from any vapors. All switching devices not oil immersed, fuse plugs and control devices, should, therefore, be removed from hazardous areas and placed in weather proof boxes. All electric wiring should be in rigid sealed conduit to prevent vapors getting into control boxes. Electric light installations should be vapor proof with switches of vapor proof type or removed to an outside location. Extension lights should not be used in hazardous locations because of the constant danger of short-circuits and consequent explosion and fire hazard. Use approved type of vapor proof flashlight only when artificial light is necessary. The exhausts of automobiles and trucks present considerable danger, and engines should be shut off when volatile liquids are being transferred in proximity to, or into, these vehicles. Also in case of spills while loading, the vehicle should be pushed Petroleum Section 385 away before starting the engine, as a carbon spark might ignite the vapors arising from the spill. Steel striking steel will produce sparks sufficiently hot to create a hazard of fire or explosion in flammable vapors, and, therefore, caution is necessary while doing repair work in the plant, especially around pump houses and tanks. The use of non-ferrous tools is advised where this danger exists. The next division of subjects is storing and liandling, which may be sub-divided as follows: (a) Tankage. (b) Valves and lines. (c) Loading docks. (d) Barrel filling. (e) Storage in buildings. Taken in the order named, the following precautions are advisable. Tanks should, first of all, be gas tight, and equipped with a relief valve for escape of excessive pressure. Also a safety check valve should be installed inside of the tank at the outlet pipe. The purpose of the check valve is to shut off the flow directly at the tank when all other valves may be open. These check valves can be opened and closed by pulling or releasing the rope which leads to the rod inside the tank. The purpose of the safety check valve is sometimes thwarted by the substitution of wire for rope on the outside of the tank. Should a valve be open at a time when a fire might occur reaching the safety check valve wire, obviously the valve stays open until the wire should melt. Rope would snap immediately and the valve close. These valves sliould not be allowed to remain open constantly; they should be opened and closed as often as a product is pumped from the tank. Allowing a weight to hold open the valve constantly, also defeats its purpose since the pulley wheel or lever on which the rope operates needs exercise to keep it in working order. All pipe lines should be painted to show the nature of the product handled by that line; that is, gasoline, kerosene, or other products. Previously, l have advised the use of separate lines for gasoline and kerosene, regardless of the size of the plant. Our gasoline lines are all painted red and kerosene lines gray. All valves should be tagged with the name of the product controlled by them. This includes the valves in the pomp house, at the tank, at the loading docks, and wherever there may be a possibility of confusion as to proper progress of the product to its ultimate destination. Loading docks should, in all cases, be outside and remote from other operations, and if supplied with electric light, the system should be vapor proof. No loading sliould be done without the grounding device, previously mentioned, being used. Barret filling with flammable liquids should be done outside of buildings, or at least where there is good ventilation. The handling of steel barrels, both empty and full, is the came of numerous personal injuries, and proper methods of handling should be provided. In case of inside examinations of barrels only a vapor proof barrel lamp should be used. Barrel explosions are usually serious. Storage in buildings in so far as flammable liquids are concerned, should be prohibited, except possibly in small quantities in sealed containers, such as samples. Other storage, such as barrel and box goods should be systematically arranged to allow handling with the minimum of danger from injury. Improper/ `oring of barrels and boxes often causes serious injury, either from collapse of tiers, or from difficulty in moving the goods. The third subject is that of personal injuries to employees, which sub-divided, include the following: (a) Handling material. (b) Mechanical. 386 Nineteenth Annual Safety Congress (c) Supervision. Handling material includes, for the most part, barrels, boxes, pumps, motors and tanks of various sues. The injuries sustained while performing this work are from the same causes that exist in almost all industries. Therefore, the hazards are not peculiar to the petroleum industry in any way. The precautions to take are the same that have been discussed at various times in the past, and require no further comments at this time. Mechanical hazards arc also of the suite nature as found in any machine shop, carpenter shop, garage, and repair shop, and are, therefore, not peculiar to our industry. However, all mechanical guards should be installed, goggles should be worn when necessary, and the usual educational activities be carried on. Supervision is the key to the success of any safety organisation, that their aim of 100 per cent accident prevention may be successful. The supervisor, or foreman, is the employee to whom has been given the duties of carrying on an economical program of work. His first duty is to properly instruct his men as to tlieir duties and procedure. He must then follow up these men to assist and teach them in regard to specific duties until he has a working force of safe, efficient workers, who make no mistakes and have no accidents to mar an economic production for the company that employs than. It is through these employees with executive power that we must expect to have our policies and rules implanted in the minds of the employees with a full under standing of the importance attached to them. Chairman Donovan: I am sure that paper was chuck full of safe practices in the Marketing Department; and, to prove that it works, all you have to do is look at the record of the Standard Oil Company of Indiana. H.Charles Fisher (Universal Oil Products Co.): I'd like to ask the speaker whether or not he believes it is advisable or necessary to ground a tank while being . loaded. B. V. Osborn (Standard Oil Co. of Indiana, Casper, Wyo.) : I think it is our practice, although you understand I'm not employed in the marketing division myself. But I believe they ground the tank wagons both while being loaded and unloaded. . Mr. Bond (Standard Oil Co. of New Jersey): I think it it most essential that it be grounded while loading, because a tank is insulated from the ground by rubber tires. Consequently, the tank acts as a condenser, and builds up charge unless it' is grounded. Isn't it safer to have your loading rack--your loading dock--without a canopy-- have it open? M. Osborn : Instructions have been issued in our company in the refineries, and I believe also in the Marketing Department, that all these loading racks, including our general gasoline loading racks at the refinery, shall be grounded--shall be insulated. George F. Prussxmg (Union Oil Co. of Calif,, Los Angeles)*. I think In certain locations the amount of electrical protection to be given to took car spots is entirely different from what is needed in others, and the discussion that we had in the Ameri can Railway Association and American Petroleum Institute bears that out If any body, however, doubts that the complete insulation of a spur track from a main track --from a main electrical railway--is essential, I can cite one instance where a serious fire almost occurred as a result of bridging an insulated joint, at a refinery where gasoline is loaded on a spur track served by die Pacific Electric Railway, a railway operating at about 600 volts at that point. The spur track is long, and the insulated joint which separates the spur track proper from the main railway is shorted out by the usual switch, so that the train may enter the spur. On this particular occasion a rather heavy string of cars was brought in, and the last car bridged the insulated joint. After the string of cars was dropped by the electric locomotive, the operators made sure that the switch had been opened which normally shorts out the bond .and Pttrolcum Section 387 the rails. However, he didn't notice that one pair of wheels was on the outside of the insulation. The car filler put the spout, which is of brass, down into the car; but, before that, went through the usual routine of putting on a grounding clamp on the lug of the dome. While the spout was in place and just as he was about to open the valve so that gasoline might enter the car, the electric locomotive on the main line started up with a heavy train. There was a surge of current through the return rails, and part of that current entered Uie spur track. Now that spur track was grounded ; that is, insulated from the main line, and it was bonded through the loading rack, which is of steel, and bonded to the rails. But in spite of that, due to the weight of the current, the bonding clamp actually melted off and a spark passed from the loading spout to the edge of the car dome sufficient to give the car loader the fright of his life- He jumped from the car. Now, it just happened that that car was apparently vapor free. It may have been cleaned out before it came in. but there are the facts. We have what is left of the bonding clamp as good advertisement for caution. But no fire resulted. Had it occurred a moment later--if that valve had been opened--you can readily sec what might have resulted. But there is a special instance which isn't common to steam railways. You don't get a surge of current like that with a signal system. And the question has been raised time and again whether it is necessary to insulate the spur track, provided that you thoroughly ground it There is no question, however, on the electric railway. G. F. C. Taylor (Shell Eastern Petroleum Products Corporation, New York): There is one point I'd like to bring out with regard to the control of internal valves on tanks. The paper read suggested that rope should be used. Why isn't it a belter practice to use a small wire with a fusible link on it. Then you've got something that will be positive in its operation. Mr. Osborn : The only answer I could give to that would be you can't always tell where the point of fire is going to come. It you were sure the point of fire would coroe where your fusible link was. you'd be in good shape, but you might have to have a rather lengthy fusible link there for that purpose. M. Taylor : The practice is to put a fusible link close to the ground, and use a very fine wire. We haven't had any fires around the plant, but we feel that is a practical proportion. The wire > just heavy enough to control the valve. It goes about as quickly as a rope. T. N. Shaw (Midwest Refining Co., Midwest, Wyo.): I would like to ask Mr. Pmssing if it's not only possible, but probable, that spur* from steam railways might, somewhere in their system, cross electric lines in. that city that might transmit a current. Mr. Pressing: I think there is no question about it, especially in a city served by an electric railway. Every dty with a street railway system has that hazard. There are, however, a great many locations where that hazard does not exist. Tlie railways have always been rather skeptical about the insulated rail joint because tlte rail insulation once in place is seldom tested and is subject to very rapid deterioration. It's not 100 per cent unless renewed occasionally. For that reason there's been a good deal of discussion as to how far one should go with the use of insulating joints be tween the spur track and the railway. However, if the spur track is even on a steam railway and within five miles of an electric railway raking the hazard, caution is certainly warranted. Mr. Taylor : We had an experience with a steam railroad that shows you can get a sufficient spark if the joint isn't properly made to cause a fire. One of our comparatively new bulk terminals was supposedly O. K. so far as insulation was concerned; but, when making up the joint, they insulated one side of the rail and didn't insulate the other. A car unloader was unloading by gravity. He made up his connection; an! there was a spark emitted from the hose. There was a slight 388 Nineteenth Annual Safety Congress amount of gasoline drippings on the ground, and tliere was a flash. Now that was from a steam railroad. They made an investigation and discovered the voltage on there which didn't exceed 70 volts. It was a leak from the .signal system, but still the voltage was enough to cause a spark that would, if someone hadn't been around to take care of the situation, have caused considerable damage. Even with steam railroads using electric signals, it's just as essential that your bonding be properly installed as on an electric railroad. Chauuax Donovan: Mr. Lloyd Stone; representing the University of Tulsa, Tulsa, Oklahoma. was*going to give us a paper on "Future Petroleum Executives Should Know Accident Prevention," and I understand our good friend, Henry Boggess, Sinclair Oil and Gas Co., Tulsa, Okla_ is going to pinch hit for him. Future Petroleum Executives Should Know Accident Prevention By LLOYD STONE Manager, Tulsa Safety Council, Tulsa, Okla. For years it has been an axiom in safety work that education is one, if not the most important, factor in accident prevention work. We have stressed, and heard stressed, this important fact over and over since we accepted the responsibility of cutting down our huge "life and limb" overhead in industry. Wc have spent lots of time in stressing the value of foreman-training, placement of men and the proper instruction of new workmen and this phase of safety work is bearing fruit. In establishing this course in Petroleum Safety Engineering in the Pctrulemsr Engineering College of the University of Tulsa, we are fust trying to give this education phase a practical chance to prove itself, and while it may oot cos or accident frequency rates down this year or next year it is bound to save hands and arms for workers in the oil industry in the futtwe. The men who are dernti^ their time and energies to this work will reap lower frequency curves in their vu pty--t and organizations through this new departure in industrial accident prevalMo work, and the entire industry, particularly in the Mid-Continent field, will benefit from it The oil industry, as we know it today, is an infant industry among the boRDtas giants of the nation. It is new and has hazards that are peculiar to itself. In Ass industry we find many hazardous divisions aixl from the day the drilling w*--s--a w staked until the gasoline goes out of the automobile in the shape of energy and exhaust vapors, the whole chain of production, manufacturing ami dtstribtgiau is fraught with unusual hazards involving millions of men dally. During the first few years, in fact clear down until now, the oil ha appealed to the adventurous. The dunce, glamour and dangers were a port of Aw picture. The big thing was to strijee oil, produce the wells. Speed was the bother the cost. Money was poured io without thought and they got oil rritamtj oil--but with this black gold came an enormous toll of life; limb and suffering. As economic cost that has never been fully determined. We built rigs and paid no attention to anything that resembled the thing we call the safety-factor. In the drilling field, accidents were as common as bad lunches. Drillers and tool dressers took the chances as a matter of coarse an] every wed, duster or gusher went down at a cost of two dollars and one a<ydqit per M. Then came the pipelineTM, with the attendant hazards in their work. Next we find the petroleum in the refineries, with the high pressure stills which are as teasermental as the gasoline they produce. All these are problems that enter into overhead cost of the gasoline you boy out side here at your filling station. Petroleum Section 389 The leaders in this industry were quick to see and the insurance companies quicker to point out that this cost was the big item in the industry. The far-sighted business leaders set about to bring safety into this industry. Consideration was given to safer methods, safety machinery and safer surroundings. Today we are finding this industry fast on its way from the place where a day without an accident was an accident Less than a week ago I was talking to a district superintendent of a large inde pendent oil company. We got to talking safety and I found a safety convert, I might say he was a rabid convert. He was telling me about the accident prevention work in his district It has been less than six montlis since this oil firm was refused accident insurance, at one time half of the men on this superintendent's pay roll were on the industrial casualty list. Then began safety work. Last month this super intendent had but four accidents, and none of these was a lost-time accident. This summer Henry W. Boggess, safety engineer for the Sinclair Oil Company and president of the Petroleum Safety Council, Don J. Wallace, director of the Safety Section of the Mid-Continent Oil & Gas Association, A. C Burnett, president of the Tulsa Safety Council and I, worked out plans for a University course in accident prevention work for which regular college credit should be given. Wc took this matter up with Chancellor John D. Finlayson of the University of Tulsa and Dean R. H. Langenhcitn of the Petroleum Engineering College, and worked out details for a two hour accident prevention course which has been in cluded as a part of the curriculum of the Petroleum Engineering College. It was adopted as a third year course and.required of all students graduating with the degree of Petroleum Engineer. Our first big problem was in providing a text book for this course, and in a hurry. We could find no prepared text or anything that would resemble such a thing. We got together and outlined the subject--Accident Prevention in the Oil Industry-- and after bisecting the whole problem, holding an autopsy over the body, we devel oped our outline for the course. Then we divided up the job of preparing the text in the form of class lectures. We called a meeting of a number of outstanding safety engineers and they have accepted the responsibility for this work. As soon as these lectures- are completed, they will be correlated and printed as a permanent text book for this couise of study. Helping in the preparation of these lectures and text are C. L. Swim, safety engi neer of the Skelly Oil Company; Arthur O'Dell, safety engineer of the Barnsdall Oil Company; F. F. Thomason, Dr. F. L, Flack, and Raymond M. Carr, all of the Sinclair Company; J. C. Young, safety engineer of the Tidal Oil Company; Harry C Mathers, safety engineer of the Independent Oil and Gas Corp.; Ray Miller, secretary manager of the Association of Natural Gasoline Manufacturers; E. D. Murphy, safety engineer of the Mid-Continent Petroleum Corporation; H. Y. McCants, of the E. W. Bullard Company, In addition to Mr. Boggess and Mr. Wallace. la this paper 1 am going to dwell but briefly on the chapter headings included la our course of study and series of lectures. The course begins with a brief history of modern industry and the scope of acci dent pretension work as a background for the course. Relationship of accident prevention work to the oil industry leads up to the particular subjects to be dis eased in detail. The work starts with employment management, the proper placemot of mo and foremanship. First aid comes in for considerable discussion not only for the value of first aid knowledge but to impress the students with the object lesson afforded in the treat ment of actual accident victims. We touch on the importance of design, construction and installation; on specific drilling hazards: on lease operation problems; on gasoline plant construction and operation; on pipe-line construction and operation; on atmospheric and high pres 390 Nineteenth Annual Safety Congress sure stills, treaters and filter houses in the refinery together with a discussion of the hazards of bulk stations and retail filling stations. The course is concluded with a thorough analyses of accidents, and the stressing of the importance of the compilation of these records. This course of study is now a part of the regular work In the University of Tulsa and is being offered during the present fall semester for the first time. This course of study is "something new under the sun" as far as we are concerned. We are watching the development of the course with the idea of contributing some* thing very definite in Accident Prevention work to reduce the toll levied on life and limb, and to reduce the wantom economic waste brought about through destruc tion of materials, equipment and loss of time. V. R. Cuiuufc (Texas Co., Texas) : I would like to ask Mr. Boggess who delivers these lectures. Mr. Boggess: We have selected rather arbitrarily six engineers in Tulsa, each particularly fitted to cover his particular subject; and they deliver them personally. And each man who is assigned a subject--of course, the six of us are assigned twentytwo subjects--each man who is assigned a subject must -have an alternate in case he'd be away. The Dean takes no part in it other than being present. G. M. Kintz (U. S. Bureau of Mines, Pittsburgh, Pa.) : Last year the School of Mines' here, during two weeks In May, put on a short course in Petroleum Safety for their Junior Engineers that were not on the trip. At that time they used the National Safety Council Safe Practices Pamphlets and the Bureau of Mines Safety Practice Bulletins. The Bureau of Mines put that on, with the help of local men. Chairman Donovan: You will recall that we postponed one paper from the first day, because there wasn't time enough left to give it. Mr. W. C- Lynch, manager of the Personnel Department, General Petroleum Corp., Los Angeles, Is now going to give us a paper. Prevention and Control of Oil Field Fires By W. C. LYNCH Manager Personnel, General Petroleum Corporation of California, Los Angeles, Calif. The problem of fire prevention and control in the oil fields Includes, often times, practically all phases of the oil fire question to be found elsewhere. In addition to the ordinary oil fire risk, we have the wells themselves and coupled together, a very complicated problem results in conjested areas. If we deal in this paper with the major problems of a conjested area like Santa Fe Springs or Signal Hill, we will touch on the more serious risks to be encountered Hi any oil field location. Wc have high pressure to contend with, many gas and oil lines, gas traps, oil tanks of all descriptions and sizes, absorption-plants, compressor stations, etc Frequently, much oil covers the ground, and gas, in large quantities, blows to the air. Numerous sources of ignition of oil and vapors abound and it often appears miraculous that we do not have more fires than we do in the more conjested locations. The uature of the work and the class of labor employed docs not lessen the risk to say the least. Of necessity, certain practices are carried on that we hazardous and the type of men to be found in the fields are, for the most part, prone to take a chance. This applies particularly to the new field in process of 'development.^tacc a field has settled down to normal production, we can breath easier because ^Bpre much more secure in our control of the sources of ignition; the man power employed and the general house-keeping conditions. But during the development stage of a new field, the rush of work makes for conditions of extreme hazard and one of the Petroleum Section 391 greatest difficulties in fire prevention and control measures in the fields is to incor porate such measures in the original construction work so that the two go hand in hand. Except for extinguishers, it seems for the most part, that fire prevention and control problems are left to be settled after the thing to be protected or guarded against actually exists and stands ready to give trouble. Of course' we realize that one of the principal reasons for this chronic situation is that an oil field is not an oil field until proven. Each well is a gamble and a most expensive one. Much money is risked and the spending of additional money to guard against oftentimes remote contingencies is subject to much argument. Then, too, a field will grow and in a manner most unexpected. No possible foresight can visualize just what most be protected against. Sooner or later conditions develop in a conjested field that are beyond hope and in the hands of providence. All that can be done is to try to pre vent the occurrence of a fire and if it occurs, to prevent its spread. The operations must be carried on, conditions often are impossible to change, and if boiler fires are against a derrick and an oil tank eight feet from the fire box, what can be done about it? After such things exist and the oil and gas are present, it is definitely estab lished that wc have a serious hazard on our hands and laws may be passed prevent ing future installations of this sort but by that time the field exists and abounds with hazards marvelous to behold. The construction in a new field starts with economy as a keynote. Wood is cheaper than steel. Short steam lines cost less than long ones. Fire hose and water pomps for fighting fire are a needless expense to start with. Each operator figure* the same and many operators have but a fifty foot lot on which to economize. Sooner or later a vast amount of kindling is in place with little means for extinguishing the fire when it occurs. Congestion The remark made above about a boiler fire in close proximity to derricks and tanks is no exaggeration. We have seen boiler stacks so close to wooden derricks that corrugated iron and asbestos board are used to protect the wood from char ring. and oil tanks receiving crude are, once in a while, placed only far enough from the boilers to provide passageway. On a fifty foot lot there - may be a derrick, oil tanks, boilers, compressers, gas traps, a sump, a don house, pumps, piping, etc. This is bad enough with a heavy crude that has to be pumped from the well, but when welts are in the gusher class,, under pressures of a couple of thousand pounds with large gas content, the situation becomes critical. Our fruitful sources of fire have been from hollers principally, and welding a close second. Numerous other causes are to be found as smoking, friction sparks, static electricity, spontaneous combustion, etc. While every effort should be directed toward keeping sources of ignition at a minimum, a very great benefit is to be derived from keeping the oil and gas confined within the tanks and pipe lines. If we could be assured of no escape of oil or gas to the atmosphere, our problem would be reduced to a minimum. Hbwever, breaks occur, wells come in unexpectedly, we get oil in the sumps and in the cellars, wells have to be pulled and tanks have to be rented. Also, men make mistakes. We can all imagine how fires can start and the majority of fires have very simple explanations. The three worst oil well fires that we have had at Springs occurred as follows: One wax a well being drilled. The weight of mud in the hole proved to be unequal to holding down the pressure and when the crew observed the mud coming out of the hole, the boilers a few feet away were immediately shut down. When gas and oil started to blow, oil began to run to the fire boxes of the boilers. Effort was made with extinguishers to prevent ignition but they failed and' the fire resulted. Another well came in unexpectedly. A steel derrick was in place and for twenty minutes or more the flow roared through the steel structure. An eye wit 392 Nineteenth Annual Safety Congress ness (the chief of the fire department) staled that he observed the ignition which occurred within the steel derrick and must have been caused by sparks from rocks striking the steel. The third tire was due to a double fault: an error in operation and one in design. The operating error was that of turning the full flow of oil and gas from a well into an oil tank and by passing the gas trap. The design error was in not providing an auxiliary relief on the tank of sufficient size to prevent bursting under such contingency. Then the tank burst oil and gas sprayed over the vicinity and took fire from some boilers. The resulting fire caused collapse of derricks, the breaking of flow lines under pressure, the Ignition of other tanks and a mass of flame that made it impossible to reach valves to control the pressure lines. As to preven tion of the three above fires--all were actually preventable. The first two could have been prevented by the proper installation of suitable blow out preventing equip ment, and the third by not passing the trap. We seldom find a fire that could not have been prevented by some simple means and it is surprising how often the incaos that could most easily be adopted, lies in the proper handling of the oil and gas to start with, rather than correcting the source of ignition. In one of the three cases above, the source of ignition was beyond control; that of frietkm sparks from rodrs in the sted derrick. Much stress, however, should be laid on the way the oil and gas are handled to start with. Another example to show unusual ignition, occurred at a sump. Three men standing on the walls of this sump observed this occurrence. The sump contained mud and water to start with. A well was about to come in and 2)4 inch piping was run from the well to the sump. Mud and water flowed into the sump with a grad ually increasing amount of oil and gas and all under considerable pressure. The 2)4 inch line terminated at the bank of the sump at an angle of 45 degrees and the flow was directed so as to cut slightly into this earthen bank. A small amount of oil had accumulated on the sump, when suddenly the entire sump ignited and the men on the banks who were watching'the flow had to jump for their lives. There were no boilers near and no one was smoking. The cause of the fire was attributed to friction sparks from small rocks in the flow line striking others in the embankment. Many other examples of fire occurrence could be cited, but there is little need to g<o into details of obvious causes with which we are all familiar. Means of Prevention The prevention of these fires lies in the proper handling of the oil and gas and fa) the elimination of sources of ignition. We are never perfect and so we find oil and gas escaping to the ground and atmosphere and frequent sources of ignition exist. We might take up a few of the more prominent possibilities in some detail which will typify others which we do not have time to go into. In the case of the oil well we have a hazard present throughout its life. WeHJ of the gusher class, where pressures are involved, should be equipped with blow-out preventers and hydraulic fittings and valves well in advance of penetration of the oil sands. The drillers should of course exercise great care in their work and be pre pared for bringing in the well. We know of several cases where wells have blown in out of control due to lack of blow-out preventing equipment and insufficient weight of mud in the hole. .Occasionally defective equipment is responsible for failure, and the only way to guard against this is to apply suitable hydraulic test to doubtful equipment before installation. This applies particularly to "home made" welded jobs. Welding is frequently done on casings and fittings of the wells and since here we have a source of ignition that is most necessary, the only thing to do to prevent fire is to make sure that no oil or gas is present. We have often found It advisable to spread foam liberally in the cellar before doing welding work. Welding is a frequent source of ignition In all branches of oil field work and should be carried on under the supervision of men familiar with fire hazard possibilities. Petroleum Section 393 After a well has been placed on production, it is of itself a comparatively safe affair usually. The dangerous periods, aside from exposure fire, are at the times when work has to be done such as changing of flow beams, pulling tubing and the like. Numerous fires have been caused by oil spraying to boilers or open fires, defective wiring, etc., from rods or tubing pulled into the derrick. Derricks are sometimes cased on two or more sides for this reason and there are devices on the market for washing the oil from rods and tubing as it is drawn from the well. At best oil is most liable to spread over the derrick floor and run around outside to some extent particularly when tubing is plugged and the stands are full of oil. Small earthen embankments outside of the derrick are often of value to keep oil from boilers or other source of ignition, and the derrick sheathing mentioned above is often not necessary. Men frequently build small wood fires to melt babbit close to wells--a bad practice in most cases. Quiet old pumping wells sometimes give trouble as in one case where the well sanded up and stalled the walking beam caus ing the belt to slip on a wooden pulley until friction caused the pulley and belt to take fire. In another instance a back fire from a gas engine ignited escaping gas. Sparks from electric wiring are a source of danger throughout the life of the well. We use conduit and vapor proof fittings for this reason. Oil left in the cellar gives much fuel for a fire, should one occur and cellars as well as the surrounding area should be kept free from oil. Sumps should be as small as practical, should never be filled to the top and should be kept skimmed. Tanks should be used in preference to sumps as much as possible. Good house-keeping should prevail. As to smoking, we require "no smoking within 100 feet of sources of oit or gas" which includes wells as well as all other operations in the field. Oil storage tanks are a fruitful source of fire. They should be made tight to start with and kept so. Roofs should be of steel and provided with self-closing gauge hatches and suitable vents. If subject to possible excessive flow of vapors, beyond ordinary venting capacity, emergency vents should be provided. If possible, tanks should be connected up to a vapor recovery system and a dry gas return line installed. This is usually a money making proposition and at the same time is a fire preven tion measure since it insures a minimum amount of vapor blowing to the air and keeps a vapor mixture in the tank that is too rich to burn, eliminating, to a large extent, the explosion hazard. Needless to say, piping should be secure and provided with swings for settlement and expansion. A levee is usually advisable, particularly in congested areas. Absorption plants and compressor stations are special problems. Skilled labor b of material assistance in the fire problems found here altho actually the original plant design plays the largest part in fire prevention, since the operations are more or leas cut and dried with little, that is excusable, to. cause fire other than failure of appa ratus---and this is often not excusable. A few actual instances of fire in absorption plants will serve to illustrate typical weaknesses to be guarded against. In a num ber of cases pressure storage tanks have failed; frequently look-boxes have liberated large volumes of vapors thru glass breakage; gauge glasses break oftentimes; once in a while a pump breaks and sprays gasoline about; surge tanks overflow, etc. During repairs and extensions, possibilities for fire are greatly increased. It seems particularly risky to break into a line since even tho pressure be relieved and the line drained, a small amount of oil is most likely to spill 'out. We had one man severely burned when about a cup full of oil ran onto a superheater from a sup posedly dry line. This point should receive careful supervision of the plant superin tendent. All cases where lines have to be broken into should receive hb OK. We prohibit the use of electric drills within both absorption plants and compressor stations. Portable electric extensioo cords and fixtures are hazardous to operate as a regular daily occurrence and should only be used under emergency conditions; not as daily routine, and not even then, when other arrangements can be made. Gas testing equipment requiring the use of motors driven by electricity should receive 394 Nineteenth Annual Safety Congress careful attention as to sparking hazards. Electric motors are used to a large extent and the type best suited to the job should be used; explosion proof, vapor proof or induction. Gas engines also are used and tbc exhaust, ignition and fuel arrange ments should all be of a construction to uunsmzc the hazards involved. In the case of gas compressors, particular, care should be exercised to prevent liquid getting into the cylinders. Numerous heads have been blown from compressors because of this and a fire usually results. The above is by no means a complete list of the points to be guarded against but it is thought that enough has been said to cover things in a general way. The pre vention oi fire is the thing to strive lor, but its accomplishment is usually something under 100%. We should bear in mind that flammable material kept away from fire sources, will not ignite; and also that sources of ignition should be held to a mini mum through intelligent study. Extinguishing Methods An oil or gas fire may or may not be easily extinguished. We have seen a 55,000 barrel tank of oil extinguished in less than one-half hour and a comparatively small stream of oil from a broken overhead line bum for several hours before extinguish ment could be effected. Oil well fires of large proportions burn for long periods under some circumstances while in others they might be extinguished in a comparatively short period. The gusher fires at springs have been' handled by controlling the flow of gas and oil while the fire continued to bum. It would not have been safe to extinguish these fires in their conjested locations and allow the gas and oil to blow free for even sliort periods since ignition would be sure to occur sooner or later and possibly cause great spread of fire over a large area upon re-ignition. In fact a pilot light consisting of a two inch gas line was used at one of the fires to insure its re-ignition at the well in event it were to sand up temporarily and then break loose again. Methods used to handle the flows from these wells without first extinguishing them consisted in tunnels driven to the casing underground where suitable connections could be made into the casing or tubing for conducting the flow away safely and also in the use of hood or valve devices for setting over the flow at the ground surface. This later arrangements were swung into place with a crane and when fat position the fire was automatically transferred to the top of the stack on the hood and men were then enabled to make tight connections at the casing above ground and the wells finally put back on regular production through conventional Christmas Tree fittings. Thus the oil arid gas was taken away from the fires and the fifes extinguished from lack of fuel. In locations where a flow of oil and gas. will not endanger surrounding property if ignited, such fires as these may be extinguished by blows with steam, mud water, etc., and by other novel means described in various government and other bulletins. In the extinguishment of oil pools,-sumps, tanks, etc., foam is the safest and best medium to use. in mo*t*ascs. The method of application of the foam is of utmost importance in efficient extinguishment A large surface of oil exposed to the air will burn with great heat and unless the foam is applied gently, progress in extinguishment is slow. In the oil fields we find crude oils of all degrees of gasoline content from that fresh from tlc well, to the tarry mass that accumulates in sumps over long periods. The light crudes burn quickly and are easily ignited and <fifficult to extinguish, while tire heavy sump oils do not ignite quickly though they bum fiercely once under way. they are comparatively easy to extinguish--assuming, erf course, that the gasoline content is very low and that we do not hare a serious heat wave formation to contend with. We find that a sprinkle of water will often extinguish tlie lieavy oils as soon as a slight heat wave has formed so that it forms a froth on the surface when the water hits it. It is the surface sprinkle that count*--not water under the oil, and nothing but fine sprays of water are of-much value in any oil fire extinguish Petroleum Section 395 ment The greater the gasoline content of the crude, the more difficult it is to effect extinguishment with water sprays, because the froth referred to, will not form in the light oils and dependence must be placed in the spray itself to exclude air and oxygen from the oil surface. Special nozzles are necessary for suitable sprays. We have made a great many experiments in the extinguishment of oil fires during the past six or eight years, using foam, water and other methods of control and we are satisfied that water, intelligently used with the right equipment has a very important place in oil fire work. One striking example of the intelligent use of water with ordinary equipment, occurred at Santa Fe Springs during a fire in a battery of 1500 bbl. tanks, One tank burning adjacent to another not as yet ignited, was extinguished repeatedly by the spray of water that was formed by the splash of a heavy water stream played against the tank of oil that was not on fire and which had to be kept cool. Cooling one tank and extinguishing another with one water stream is something for any fire department to be proud of and conditions must be more or less set for its accomplishment. The repeated extinguishment was due to re-ignition from flowing oil ground fires from a line break. In the use of water on crude oil fires, much care must be used to avoid a boil over, A gentle fine sprinkle of water on the surface for a very short period; a few seconds usually; is all that sitould be attempted. A strong flarc-up usually follows this sprinkle as steam is formed in large quantities. Much of this steam is trapped in the froth formed and no doubt assists in the extinguishment. If no more water be sprinkled on the oil than will be evaporated at or near the surface, it is obvious that a boil of serious consequence cannot result. However, it is so easy to put on too much water that there is a real boil over hazard involved and excessive caution is necessary when a deep heat wave has formed. Heavy streams of water are never to be used for this work; nothing but very fine spray sprinkling. Heavy oils respond nicely but light oils of greater gasoline content are difficult to handle with water. Foam is the medium for the lighter oils usually. The heat wave referred to, is a term applied to the layer of hot oil that forma on the surface of the oil as the fire continues to bum. This hot layer gradually deepens until eventually it may reach the bottom of the tank and if water be present on the bottom it usually is evaporated with such rapidity that oil is forced out with the steam causing the "boil over." Regarding the use of foam; as mentioned above, a gentle application is most essential. In the fields, dependence is, for the most part, placed in portable equipment Over-sbots for conducting foam into an oil tank should be equipped with a deflector plate or splash plate to prevent the solid stream of foam from forcefully striking the oil surface. In the case of large tanks, the asbestos tube with its basket, as developed by the Standard Oil Co. of California, is of great value for extinguishment. Its use is of greater value where the foam has to be conducted through the longer drops to the oil surface. The conventional round nozzle on a hose delivers a solid foam stream that is frequently advisable to make a spray of this sort of stream by using the hand or other means to break it up. In one instance the men used short sticks of wood to make a Spray of foam to control a gasoline ground fire after failure with the heavy notzle streams. Special nozzles are of value for spray streams and have a valuable place with any hose equipment. It is true of course that the spray nozzle breaks down foam to a greater extent than the conventional nozzle does, but the superior work that it will do under certain circumstances more than offsets the objectionable features. Another type of fire frequently occurring in the fields, is the one in which a flow of oil or gas issues with force from a break in piping or pressure apparatus, vents and the like. Usually the pressure can be relieved in some manner or other and extinguishment is then comparatively easy. Forceful streams of foam and mud, water or steam, together or separately may be used since the idea is to "knock" the fire out by forming a gap in the flow which the fire will not jump across and thus 396 Nineteenth Annual Safety Congress be extinguished for lack of continuous fuel. When such a fire Is complicated with other fires near at hand, the others must of course be extinguished first A fire of this sort occurred hi one of the absorption plants due to breakage of a lock box glass. Vapors flowed 225 feet to boiler fires and the general flash that followed ignited a number of places. Among others, fittings on the three pressure storage tanks became involved and casing head gasoline spread about the ground making a serious situation. This fire was finally controlled by flooding the ground with foam about the tanks and after knocking out the tank fires, the lock box near by was finally extinguished. Above are cited a few typical examples of oil field fires. Many others could be mentioned but in general the snetliods of control of the larger fires follow the fines enumerated. Any one fire may combine the various types mentioned and to handle them efficiently requires skill and intelligence. Those who have the fire problem to contend with, should first do all that 1$ economically practical to prevent the occur* rencc of fire and then see to it that the basic principals of fire control are understood, by those who will have active charge of fire fighting proecedures. Chairman Donovan: Mr. Lynch brought some pictures with'him on this fire fighting, and we'll show these now. (A moving picture of fire fighting in the oil fields was shown.) Chaibalan Donovan: Last year we had some committees appointed, and I am going to ask for reports of those committees now, or one committee in particular. E. J. Scnne (Vacuum 0*1 Co., New York) : As`no doubt the members here will recall, at the last year's session of this Section there was quite a dtcaussiom on the matter of compiling accident costs. The chair, at that time, appointed a committee to make a study and prepare a report to be presented at this time. Unfortunately, due to circumstances beyond the control of the committee, we were unable to prepare the report. The committee, however, did give the matter thought and study, and had some correspondence. I feel that the matter is of such great importance that a further study should be continued; and it is preferable to undertake this through conferences of a committee rather than through correspondence. I move you, Mr. Chairman, in order that we may continue this work, that you appoint a new committee, preferably of members who are so located that they can connect--from the one locality. (The motion was duly seconded and unanimously carried.) CnAiiuAN Donovan: I think Mr. Senne would like to see those in New York appointed on that committee so that they could get together and have conferences, and I'm going to appoint to that committee Mr. J. W. Myers. Mr. E. J. Scnne, and Snh Candee. to work that out. adjournment NINETEENTH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Power Press Section Officers 1930-31 Central Chairman--John E. Wai.tkms, General Electric Company. West Lyim, Mass. Viec-Chairuton i Charge of Program--E. G. Stahl, Transuc & Williams Com pany. Alliance. Ohio. Secretary--A. L. Kaems. Simmons Company. Kenosha, Wis. Chairman Poster Committee--Ciiasi.es U. Bryant, American Can Co., New York City. Chairman Membership Committee--E. J. ,Smith Western Electric Co.. Chicago, 111. Chairman Publicity Committee--C. H. Geruinc. Western Electric Co.. Chicago. 111. Chairman Statistics Committee--W. J. Larson. Clum Manufacturing Co.. Milwaukee. Wis. Chairman Engineering Committee--G. S. Thompson, Detroit Insurance Agency. Detroit, Mich. Chairman Health Committee--Dr. C. F. N. Schram, Fairbanks, Morse & Co., Beloit. Wis. Chairman Committee on SItries anti Safety Kinks--P. G. Hunter. Motor Wheel Corp.. Lansing. Mich. News-Letter Editor--VV. J. Graves, Michigan Mutual Liability Co.. Detroit. Mich. Executive Committee--The Officers anp Louts Buraks. Liberty Mutual Insurance Company. Boston. Mass. K. G. Marteh. National Enameling & Stamping Co.. Milwaukee, Wis. S. H. Slaymaker, Fairbanks Morse # Company. Beloit, Wis. J. W. Henninc., Automatic Electric Company, Chicago, III. J. E. Rockoff, Detroit Steel Products Co.. Detroit, M-ich, J. R. Gmsox. Western Electric Company. Chicago, III, T. O. Metsner. American Can Company, Chicago, III. Retiring Officers General Chairman--S. H. Slaymaker, Fairbanks, Morse and Company, Beloit, Wis. Fiee-Chairntan in Charge of Program--R. G. Martf.r, National Enameling and Stamping Company, Milwaukee, Wis. Secretary--W. J. Larson, Clum Manufactur ing Co., Milwaukee, Wis. Chairman Poster Committee--E. J Smith, Western Electric Co, Chicago, III. Chairman Membership Committee--M. .A. Kroukk. Chevrolet Forge Division, General Motors Corp., Detroit. Mich. Chairman Publicity Committee--J. C. MacLacan, J. H. Williams & Co., Buffalo. N. Y. Chairman Statistics Committee--R. L. Akdrrson. American Can Co.. New York City. Chair man Engineering Committee--F. J. Mares, Perfection Stove Co., Cleveland, Ohio. ChAirtnan Committee on Slides and Safety Kinks--J. E. Walters, General Electric Co., West Lynn, Mass. News-Letter Editor--J. B. Gibson, Western Electric Co., Chicago, III. Executive Committee--Opficehs and--'Lours Romaics, Liberty Mutual 397 398 Nineteenth Annual Safety Congress Insurance Co., Boston, Mass, W. J. Gkavzs, Michigan Mutual Liability Co., De troit, Mich. A. L. Kaems, Simmons Co., Kenosha, Wss. J. W. Henning, Auto matic Electric Co., Chicago, III. G. S. Thompson. Detroit Insurance Agency, Detroit, Mich. G. A. Kuechenmeister, Dominion Forge ft Stamping Co., Ltd., Walkerville, Ont., f-anada J. E. Rockoft, Detroit Steel Prodocts Co., Detroit, Mich. T. O. Meisnkk, American Can Co., Maywood, 111. C H. Germng, Western Electric Co., Chicago, III. Tuesday Afternoon Session September 30, 1030 S. H. SLAYMAKSR, Chairman Fairbanks, Morse ft Company, Beloit, Wig. The first session of the Power Press Section of the Nineteenth Annual Safety Congress convened with S. H. Slaymaker, Fairbanks, Morse ft Ox, Beloit, Wis consin, presiding. Chairman Slayslaker: The first paper today will be on a subject we haven't in die past touched on, as I remember, and tlie speaker will be Mr. W. E. Wide!!, Chief Machine Designer, American Can Company. Cincinnati. Press Clutches By M. E. WIDDELL Chief Machine Designer, American Can Company, Cincinnati, O. In discussing `pc*** clutches, we will confine ourselves to clutches used on medium size presses, approximately 10 to 65 tons capacity. Up to 1923 the American Can Co. used on these sizes of Presses almost exclusively the straight pin type of clutch, but with greater demand of production and consequent higher speed required of these Presses, the repair costs on the pin clutch became so great that it was decided to design a different type of dutch, and tlie result was what we call the Canco style of clutch. To begin with, we will endeavor to explain the difficulties with the straight pin clutch which were mainly responsible for the designing of the Canco clutch, which is of the hinged pawl construction. Figure No. 1. This drawing shows a plain view looking from the Press side through the clutch collar on the shaft of the so-called pin clutch. It will be noted that with the striking pin (1) in the fly wheel and the locking pin (Z), it is not possible to arrange for more than three striking points, which at high speed production is not sufficient, as while the press fly wheel may be running at considerable speed, nevertheless, the time lost between the tripping of the latch (3) and the engagement of the clutch pin with tlie striking pin is considerable. If the operator happens to trip the latch in such position of the fly wheel that it is necessary to wait one-third of a revolution before actual engagement between the fly wheel and the dutch takes place, and it has been proven by actual experience that with two operators of equal efficiency, the operator using a Press with the new Canco style of clutch having six engagement points produced so many more pieces per day, that the operator using a press having f**! i- f S Power Press Section 399 thrrr engagement points asked for more money per thousand pieces unless site was furnished a similar Press which her neighbor operated. It was then decided to switch the twO'operators and the result was found lo be the same, the press having six striking points in the clutch mechanism produced considerable more work with the same effort. Figure No. 2. This drawing shows a sectional view of the pin clutch in which (1) is the clutch pin proper, (2) is the striking pin and (3) the locking pir The disadvantage of pin dutch is mainly tliat it has an overhanging striking point and is difficult to liAncate. After being operated for some time, the hole or bearing in y*"fh J*"'h*ch P" operates becomes somewhat elongated at the point marked ^ * "***J* ^* a slight tendency of this pin to emboss itself on the upper inner _ B . When this embossing becomes too great, it is harder to beep the pin IdtriiSltd and as the fit of the pin itself becomes looser, it also makes it harder lor the fetch (4) to pull the clutch pin out of engagement with the striking pin (Z) aad quite often causes the breakage of either the latch itself or the bracket in which the latch operates. The press also becomes harder to operate, as it requires more power In poll the latch out of engagement with the pin, in starting the Press. Another disadvantage with this clutch pin is that sometimes, depending on the mo- 400 Nineteenth Annual Safety Congress ' ,v r-- Power Press Section 401 die, it was found necessary to use a so-called automatic latch release or safety trip. With this arrangement the treadle is connected to the releasc-latch (1) instead of as ordinarily, to the clutch pin latch (2) and tlw clutch collar is provided with a cant groove as shown at "A", which, after the automatic latch (1) lias depressed the pin clutch latch (2) properly through the engagement as shown at ' b", same is automatically disengaged by the cam action of the slwft against the roller (3), which action holds the automatic latch release (1) out of engagement with the pin clutch latch (2), until the crank shaft has made almost one complete revolution, at which time the cam roller (3) again descends into the cam groove "A" and permits a new engagement of tltesc two parts, provided the operator has released the treadle suf- -`i V ment at which the pin is disengaged by the latch, there is nut a full engagement between the clutch pin and the striking pin. the result being that the corners on both the clutch pin and tin; striking pin at "C chip off and shorten the life of tltesc parts, as after these corners have ham rounded off to a certain extent, the clutch pin might again slip out and over to the next striking pin. which is a loss of tin>e to the operator. The locking pin (3), which is being used to prevent rebounding of the slide when deep drawn work is used, is mounted in a steel bushing. Never theless. tltesc pins have to be replaced qiritc often, due to the rebounding aclion of the slid*.* trying to push the crank shaft up at a greater speed titan tlx: fly wheel is actually operating- on account of the cushion under the die used with deep draw work. Tlx; two springs (5). which iterate the clutch pin proper and (6) which oper ates the locking pin. must 1sq be properly balanced so that spring (6) is not too strong to allow the spring (5) to work tltc clutch pin into full engagement with the striking pin- Thi* i* usually properly done at the machine shops building Presses, but when repairs are nei led by the users of the Press, there is not always suitable springs on hand and if the locking pin spring (6) is too strong, it will prevent full engagement between the clutch pin and the striking pin. and cause both of these part* to wear out too fast. Figure No. 3. l-.ir the safety of the operator when doing such work as may require manual l.wation. either by bawl or the use of certain tools which sometimes come under the fictenlly for ti>e automatic latch release to engage the pm clutch latch properly this engagement )>eing effected by a coil spring (4), as the bearing or bracket into which the latch release (1) proper operates, is hinged at C. There arc numerous other safety devices used and while they nil work more or less satisfactorily, they never theless to some extent reduce production, as (lie operator must give the foot treadle n full stroke between each operation of the Press, which is not always done on certain classes of work, where-the operator, after becoming proficient, sometime* will let the pre> make several consecutive revolutions before stopping, therefore, a .safety latch of this type is not used oil Presses where it is not actually twc***ary. Figure No. 4. This is a general view of the so-called Cauco clutch showing the striking pawl (I) with die locking pawl (2) disengaged by (he latch (3) from the driving ring (4). which is securely fastened to the fly wheel, and sltown partly removed, to give a clearer view of the general construction of this type of clutch. This view also sinews how it is possible to have more engagement points between the fly wheel and tin: clutch proper than can he conveniently arranged for on pin clutches, as previously Power Press Section 403 Figure No. 5. This clutch on Figure 5 with tlx? striking pawl (1) and the locking pawl (2) dis engaged from the driving ring (4), shows at point "A'* bow the striking paw! (1), while being disengaged by the latch (3), also automatically disengages the locking pawl (2). A locking device (S) consisting of a small block or cam is so arranged that wlcn turned over as sliown on drawing, it is impossible for the operator to trip (he latch accidently or willfully wlten (his latch locking device is in position, as shown. explained. Incident!/, we might mention that the effective striking and bearing suriace of the striking pawl (l) is from 50 to 80 per cent greater than it is possible to obtain on a straight pin clutch withiu the same space and all the bearing surface is 100 per cent effective, due to there not being any overhanging parts of cither the striking pawl or the locking pawl. Pigtir* 5 Figure 6 Figure No. 6. This drawing shows the Canco clutch latch locking device No- 6 disengaged and the hinged latch (3) swung into position to allow the striking pawl (I) and the locking pawl (2) to engage the driving ring (4) as shown. When the latch is in this position, the striking and locking pawl engage into the driving ring by pins (6) and (7), which are actuated by a coil spring behind same, not shown on drawing. The piq (6), operating the pawl (2) would be sufficient for engaging both pawl (2) and (I) due to their contact at "A", but for the sake of greater durability, and quicker action, it has been found convenient to use one spring for each pawl. The pin (8) is provided for the purpose of backing up the press, as will be shown more in detail on Figure 7, and is necessary, due to the close engagement between the striking pawls (1) and (2) ainl the driving ring (4), as shown at MBM. Figure No. 7. As the engagement between the clutch pawls and the driving ring in the fly wheel is a rather clos. t . ' when setting dies and turning the press over by hand, it is necessary to have some play for the striking pawl to gain sufficient momentum of the fly wheel to carry tle punch past the die and alio means to back up the slide. For this purpose, a pin (8) has been inserted in the clutch in such manner that It 404 Nineteenth Annual Safety Congress Power Press Section 405 engage with a notch into a lever (2), which in turn is connected to the foot treadle, and when in position as shown, the combination connecting rod ami cam lever (l) is by a spring actuated pin (3> pressed into engagement with lever (2) as shown at "B". When in this position, the lever (2) may be pulled downward by tlie treadle connecting rod (4), causing tlie latch (5) to be tilted into position, as previously shown on drawing (7), thus allowing the pawls to engage the driving ring in the fly wheel. As soon as the crank shaft starts revolving, the latch connection (I) is pmhed backward thus allowing the latch (5) to return to its disengaging position of the clutch pawls, and it is not possible for tlie operator to effect another engage ment of the latch until the pawls have liecn fully disengaged from the driving ring V,c1 V figure 7 can be pushed into engagement with striking pin (7) in the fly wheel and permit backing up of the crank shaft. There arc also provisions made not shown on these drawings, so that the locking pawl (2) previously referred to, can be locked into disengaging position and the striking pawl (l) used to carry the punch over, which means that parts (7) and (8) shown oik this drawing are only used for the purpose of hacking up the crankshaft- Tlie backing up pin (8) is automatically released from engagement when the fly wheel is* turned sufficiently forward, due to the curve m tlie fly wheel, as shown at "A'Vwhich pushes the pin (8) into disengaged position. Both striking and locking pawls can simultaneously be locked into disengaging posi tion with pin (6) by locating same as shown extending behind the striking pawl, which prevents operation of the press under power. Counter sinks arc provided tor the head of screw (5) in the clutch collar for the proper locating of pin (0). which must be located out of engagement with clutch pawls when Prc<s is being operated Figure No. 8. The automatic latch release shown on this drawing for the Canco clutch is in principle the same as that described for tlsc pin clutch. The clutch collar as shown at "A" is provided with a cam groove which allows the latch connection (1) to in tlie fly wlieel and the crank shaft again is in position. The treadle connected lever (2) must be returned upward tn full height position before another engagement to trip the Press can be secured. This lever is lifted to its proper position by spring (3) and can only he lifted to its proper height as gauged by stop pin (4) in the combination cam and treadle connection (1). Advantages and Disadvantages From the foregoing description of these two different styles of clutches it. would appear tiiat the Canco clutch is of the better construction. This has also been proven in practice, ill that it is faster, more positive, has larger and better bearing and striking surfaces on the clutch parts, and is also easier to* keep lubricated. A five year test has proven that if is more durable than the pin clutch, inasmuch as during the five years wc have built these clutches and installed them on a number of Presses, some of which have been in operation slightly more than five years, we have not yet been requested to furnish a single clutch pawl, as a repair part, and we have not had the complaints of accidently repeating Presses that have been received on.presses equipped with the pin clutch, which conditions are usually due lo faulty lubrication or improperly fitting clutch pins. While we consider this clutch as safe as any press clutch we have been using- it is not so fool proof that it is impossible to encounter 406 Nineteenth Annual Safety Congress accidents, ii seme is not properly used. For instance, one demonstrator who was anxious to demonstrate the advantages of this clutch, put a bar in the opposite end of the crank shaft and turned same around, until the striking pawl had passed by the range of the latch, at which time the Press naturally engaged and the bar with which the dononstrator was turning the crank shaft, was taken away from him and thrown clear through a window out of the building, fortunately not injuring anyone. In this case the demonstrator most likely forgot that there was a locking device for the striking pawl, as shown on.Figure 7, which should have been engaged before the har was inserted in the end of the crank shaft for the purpose of turning same. Figure No. 9. While no doubt most accidents on punch presses are due to cither worn out parts in the clutch or carelessness of the operator, as well as the mechanic who usually sets the dies being reluctant to remove the belt from the fly wheel, there is, neverthe less, one factor which might cause repetition of the Press, namely that of the fly wheel bearing cutting and seizing on the end of tlx crank shaft. This-*is usually due to negligence of lubrication or to a poor grade of lubricant, but something that cannot be blamed to carelessness of the operator or the mechanic setting dies. It should therefore be a strict ruling that the belt must be taken off the fly wheel, or Power Press Section 407 if a motor driven machine, the motor should be stopped. Under no conditions should any adjustments on dies be allowed with the fly wheel running when it is necessary for the mechanic to put his hands or tools under the punch or slide. This ruling is frequently violated and probably the most frequent cause of Punch Press accidents. Referring again to the fly wheel cutting on the end of the crank shaft, we arc showing on Figure 9 a construction which eliminates this danger as follows: The fly wheel end of the crank shaft has been lengthened and a bushing (I) in serted between the crank shaft and the Ay wheel. This hushing is securely keyed and clamped into the bracket (2), therefore, cannot revolve, arul should the Ay wheel hearing for some reason cut into this bushing, it will not revolve the crank shaft, as otherwise happens wlen this bearing seizes. The crank shaft, when the dutch is engaged, revolves inside of the bushing (1). This construction also furnishes an extra support for the fly wheel end of the crank shaft. Chairman Slaymaktr: Toward tlx latter part of Mr. Widcll's talk he mentioned the mechanic who sets the dies. He is a fellow we haven't talked about much in the past so wc have chosen him as the subject for our next paper. We have a man o tell about him who is very dose to him. Mr. George Miller, Supervisor of Tools, Metal Stamping Department. Westmghouse Electric and Manufacturing Company, East Pittsburgh. The Opportunity of a Die Setter By GEORGE MILLER Supervisor of Took, Metal Stamping Department, Westinghooae Electric and Manufacturing Company, Eaat Pittsburgh, Pa. Many able speakers and writers over the years have covered in a masterful manner the very interesting subject of guarding presses* and press tools by mechanical means. Ingenious and effective guards, screens, etc, have been illustrated and described. You have listened long and profitably, and it is not my intention to detract one single atom from anything that is designed or calculated to in any manner prevent an ac cident. Plant managers, factory superintendents and press department foremen long ago found that the best way to approach the accident problem is to prevent its occurrence. All mechanical guards, feeds, ongazincs, carriers, etc., are good with the proper application, that is, a die or press guard may be 99 per cent efficient when working with a bender die but could be and often is a 100 per cent flop when worked with a draw die. Now, I am going to intrainee to you another and entirety different safety guard. This guard is not a stranger to most of you, but some of you possibly have never thought of making me of it This safety guard (the one with the brain) is the hard worked, greasy, patient retiring, unnoticed dir frtltr* Let me explain who or what the die setter is. He is sometimes (but very rarely) a machinist, seldom if ever is be a tool or die maker. Usually he has acquired his knowledge and ability to set dies by running a punch press. He knows just how hard a punch press stool can get above Soar p. m.; knows that a punch press, like the captured and caged "bob oT, is never tamed; he knows that of all moving machinery, the punch press is among the most cruel, ruthless and crushing; that its action is flash-like, and, like the rattle snake, when it strikes and hits, some one suffers. * The die setter must be sober, truthful, accurate, cool and of sound judgement; must have command of his temper; must take an interest in his work; be quick to decide; must know his job, and his contact with press operators in fits group must be pleasant but business-like. 408 Nineteenth Annual Safety Congress While the die setter, in most shops, takes his general instructions from his fore man. he (the die setter) directly represents the safety department to the workers. He is the logical mail for this mission, because he is the closest to the worker who is the prospective victim of the accident menace. The die setter's first duty is to instruct the worker, particularly the new worker, in the safe use of the machine or tool, and of every job as welL He should be warned of the hazards peculiar to the punch press and to keep his hands outside of the danger zone, if safety appliances or attachments are used, the worker should lie made familiar with their use and purpose. It is not the intention, however, to place the burden of all safety -work upon the die setter. He must have the help of his foreman as well as of the safety department. By this is meant, in addition to the usual items included in such a category, studies r-uch ns we have made with the object of minimizing the fatigue of the operator, but in making this statement, we are not preparod to say that anything very positive lias thus far been accomplished by us. Such studies iiave included Uie design of seats, the adjustment or sucking of ma n-rial. both before and after the operation, and tlc elimination of movements by the operator through the use of air blasts and gravity. Punch press hazards arc commonly known, but we would them about as shown below. If we repeat, it will do no harm; if we add a new hoc. it may save an accident of that kind in some shop; and in considering this listing. shall place emphasis on tlte fact that it is the duty not only of the die setter, but of every one from ihe big boss down, to do his utmost m every way to prevent them. 1-- Riding (Ik trip treadle with the foot. 2-- Repeating clutches. 3-- Operation of pressess that require repairs. 4-- Operation of presses on which the safety device needs repairs. 5-- The "blocking" of safety devices by the operator to increase produc tion. 6-- The use of worn out hex head clamp screws and ill fitting open end or socket wrenches. 7-- Handling thin metal sheets, scrap or remnants without hand leathers or forks. 8-- Feeding "lay in" bender operations without the use of pliers. 9-- The use of gloves on "lay in" operations* Itt-- Non-use of guggles where there is a possibility of flying particles. 11-- Greasy dies. 12-- Loose nuts and bolts of all kinds. (.1-- Flowing neckties, and wrist length sleeves. 14-- Non-use of lifting eyes on crane handled dies. 15-- Careless and indifferent stacking of finished work, such as large circles, segments, and rings from- thin material. 16-- Careless and improper placement of materials and tote pans about presses. 17-- Failure to clear press*.bed and die from wrenches, clamps, bolts, etc., be fore starting ptess. 18-- The habit of parking dies on the floor instead of the bench. 19-- Inattention to the scratch or small cut, and possible infection. To the man responsible for accidents in the punch shop, it would at times seem that all things combine to create and make possible accidents from causes that border on the ridiculous, if it were possible to consider an accident in other titan a serious manner. Dies under the lilt limit of weight, with guide or liner pins, should be fitted with tie bolts. We all know that, yet how common it is to go into the average punch shop and find such dies in the take-out, or ready for return to die storage, minus these tie bolts. It is the very natural thing to do, to lift such dies by the top or Power Press Section 409 upper shoe, and in about nine out of every ten lifts, the lifter gets a mashed foot unless lie has taken the precaution to wear safety shoes, in which case he may escape, but in the bounce off, the die may then land on the foot of his helper. Dies should be plainly marked with their weight and the lift limit be clearly estali- lished, and thoroughly understood; then the ambitious strong man caught displaying his strength should be summarily dealt with; because we know, that of all things the safety department has to contend with, the "back strain" is the most difficult to detect if counterfeit. Accident prevention, in a large punch shop is an important part of the organization and before any progress in accident control can be made, a department of safety must be organized. This department must establish a definite program to follow if luting results in the reduction of accidents are to be accomplished. We suggest the organization of Sectional and Departmental safety committees, where the size of the simp warrants, in order to establish a definite Safety Program. Tlic plan is to have sectional committees, meeting at least monthly for the discussion of accidents, hazards, and safety activities within each section. Minutes should be maintained of all meetings, each item discussed, numbered and such numbered items appear in the minutes oi e^. h successive meeting until disposed of. A full attendance should be particularly stressed. In addition to the sectional safety committees, tliere should be a departmental safety committee, composed of one meniher from each sectional committee and certain members of the supervisory force. All matters which cannot be brought to a satisfactory conclusion by the sectional committees should be referred to this depart* mental committee which should also meet at least monthly. The die setter should, therefore, be represented on all committees. His dose contact with men and tools makes him a very important factor. There should lie also a committee for the purpose of making regular inspection trips through the shop, recommending improvements and changes which will tend to improve conditions, such as section layouts, condition and type of equipment, clean liness and orderliness, safety congestion, material handling methods and movement of materials. This committee should be accompanied by each foreman as it passes through his section. All findings and recommendations should be numbered and reported in writing to the superintendent. It has been found hy us' that this activity is a great help to the de setter in promoting safety in his department. Die design should be broadened to include the consideration of items which in the past have not been thought of as safety devices; for example, chute feeds, feeding slides, lifting eyes, moving gauges, mechanical lifts, making guards integral parts of dies, etc. All dies, before being pot into production, should further be passed upon by the die setter, inspector, and rate man. for quality and safety. The fact, we believe, that stands out most prominently in any shop is the instruction and education of the worker as to the press itself, the job and the appliances that go with both tool and job. P. G. Huntjik (Motor Wheel Corp.. loosing. Mich.) : 1 am wondering if Mr. Miller advocates that the die-setter convey all the information to tlie operator on how to run the machine. Mr. Milllk: Yes. The die-setter in our department is more or less responsible for quality; he is responsible for quantity, getting it out on time, and I think we all hold him more or less rcjponiiblc for safety. He can get ;lojer to the man than the foreman. But if the man does nnt pay any attention to him. then it is his duty to get in touch with the foreman. But I think when you get an enthusiastic man, working for his immediate supervisor or superintendent, he will do his utmost to prevent accidents and teach the n>cn. We liave a rule that when the man goes to work the foreman tells him the'hazards of the punch machine, hut he depends on the die-setter to teach Lite man. Mr. Hunt**: What has the safety man to do? 410 Nineteenth Annual Safety Congress Mr. Muxeb: The safety man has a big part to play. You can't expect one safety man to take 1200 employees and teach safety to thou individually. You have to delegate part of the responsibility to one other person and there is nobody better fitted for it than the dic-setter who is directly in contact with the men. If anybody should know about safety, I think the dic-setter should. Mr. Huhim: I agree with you in what the die-setter does, but when you-shoulder the responsibility of safety on the dic-sctter---tlicre are usually one or two working together and they have anywhere from ten to fifteen presses to set dies on--how are they going to see that every man does his part right? Mr. Miller. I cant see any other way out of it than that the safety man in any shop should be around the shop ninety-five per cent of the time and see all this work himself. Mr. Hunter; Does the die-setter set all the dies? Mr. Miller: Yes. Mr. Hunter: We teach the operator to set all the dies. Mr. Miller: We do that, too. Some of the operators set dies during busy times when tlic die-setters have their hands full setting dies alone. A Urge percentage of our operators set dies. Mr. Hunter : I still cannot see why we should saddle onto the die-setter some thing that he should not have. Mr. Miller: In your plant isn't everybody a safety man? I can't see that you are saddling anything more on the die-setter than .you arc on anybody else. Our dic-setter should be represented on these committees that I talked about. They should carry to the men on the floor things that have been discussed and talked about. John Walters (General Electric Co., West Lynn, Mass.): Perhaps he could be considered a connecting link, because the die-setter has contact with all the machines or at least with a large percentage of the machines and he lias a more thorough knowledge of the safety and the working conditions of the machine. He also has greater contact with the men on the floor and is therefore a more logical man than the foreman. However, I do not think that the dic-setter should be held absolutely responsible for the safety conditions unless he is vested with the same power that the supervisor has. If a man has to carry the same responsibility he should have the power it brings. 1 do not think that any of us would consider giving a die-setter the power of discipline, neither do we want to make out of him a tale-bearer. However, the average die-setter has a personality which his work seems to bring out and there-' fore I think he can put it across without carrying tales by putting pressure on the operator to convince him that if he does not behave himself he is going to put himself out of a Job by crippling himself. E. E. Clare (Westinghousc Electric and Mfg. Co., East Pittsburgh, Pa.) : What Mr. Miller means is what I have seen. The new employee coming into the building is turned over to a group over which the die-setter has charge. He is first inter viewed by the foreman. He gives him as much time as he can, which in tunes of good business is not much. If he.is a good foreman, he is busy looking after hit department so the new man is turned over to this die-setter who is In reality a group foreman. He is really the first employer that the new man comes in contact with. We will admit that this man knows nothing about the punch press. He has got the job and he is instructed by the die-setter or foreman as to the danger of the machine under certain circumstances. This is explained to him again when he it told how to set dies. A great many accidents are caused by improper setting of dies and as many are caused by other reasons. We find that it is for this reason that the die-setter is a very important safety man. M. J. McCarthy (Fisher Body. Detroit. Mich.) : Don't you hold your die-setter directly responsible for the set-up of the job? Power Press Section 411 Mr. Clark: Yes. Ml McCarthy: Is the die-setter in your shop directly under the foreman or over the foreman ? Mr. Clark : Under the foreman. My thought is that the safety man is not re sponsible for the accidents. The plant management can promote plans for safety and he can carry them out. Mb. :Hunter The fact that wc are all safety men and that wc are here signifies that the plant management is behind us so let's leave them out of it. Suppose an accident happens and you want to find out what caused it. The die- setter is responsible. He is supposed to sec that the machine is in good shape. I agree with the gentleman that the die-setter should be responsible until such time as the operator takes that responsibility. I do not, however, believe in adding any burden to the die-setter. His duty is to see that the die is properly set and in running condition, but as far as instructing the operator goes, that is the foreman's job, and it is the safety man's job to see that the foreman is in it wholeheartedly. J. L. Barton (International Business Machines Corp., EndicoM, N. Y.): T happen to be one of the old men in this business. 1 started as a punch press operator. In a year and a half I became a die-setter and in about three years I became foreman and handled 150 men. I am now employment manager with a few other side line*. 1 am responsible for the safety of two thousand men in oar plant. I therefore think 2 can speak with a little authority. I agree with Mr. Miller that the man who sets the dies responsible for the operation of that job. Mr. Mold: I believe that the foreman has to delegate mpomMltCy tost the same as a superintendent. The foreman delegates it to the As letter and then to the men. In oar shop If there is an accident a report sort be made. The foreman is die who makes out the report and whiiia it to the ssy rinCemtrnf. After the inform! ana Is on the job he reports on his view of the KidwR. This is also gisea to the superintendent who turns it over to the works raoager and the safety department a I fully believe that the management of ear depmrwsa* through the work that they are dofe* with the die-setters, is largely wigangile for ear safety record. Tba foreman is responsible for accidents bat he delegates this vu^eanbffity to flte fe setter. Our foreman is responsible just the same as the superinaenfen* ta responsible to die works manager for accidents, but they all delegare this responsibility. F J. Clarks (Temstcdt Mfg. Co., Detroit. Mich.): t have bad a little bit of experience whh punch-setters, job-setters, foremen,- safety ma. and so on. It has all h-- agreed and passed oo by the National Safety Cooneil and its rcpmcjnatvvcs that eighty-five per cent or more of this problem of acjudtnt prevention is education. Now rforsHon is the only thing that will prevent accidents oo any machine. I don't care how well equipped it is. unless you have supervision that takes the phet of education you will have accidents. The two are so closely related that too can hardly say they are separate. We sell a safety idea to the safety man who passes it on to die foreman. We do it possibly through improving his production. If w ti-t** iiwprc his production, we sell it to him on the basis of fifty-fifty, if he has an accident in his department he will have to stand that. It will be marked up against him. We have then contributed to the education of the foreman. The foreman being sold on it, passes it down to the job-setter, the assistant or whatever he may be. Finally it goes to the man who actually sets the job on the press. The whole thing is a question of education and it is up to the safety man to tell each and every department right on down and to sell them the idea that they are responsible for carrying out these principles. That is the only way you. will get safety. Do your job right and pass it down lust as far as you can on a selling basis. We have no authority. I don't want any authority. However, we can do things; 412 Nineteenth Annual Safety Congress vve can have nien removed. But you can't display authority and gel anywhere. We are all human beings and we have got to treat the other fellow the way we would like to be treated ourselves. The sales idea is the way to do it and the only way that will do any good. If you get the resentment of the men, you won't get any cooperation. If you treat them right and try to help them, then you will get results. The question of responsibility >$ just how far we have done our job and assumed that responsibility. R- A- Powri.i. (General Electric Co., New Kensington, Pa.) : 1 should like to know what is meant by education. The best way that I can see to get results is by action. Alft. Mn.txx: I think education goes a long way, not education alone, but coopera tion. If your manager or supervisor is sold on ait idea and he has the personality or whatever it is to get the man who is immediately under him working with him, ami he spreads tftat down the lme and gets everybody working in step with h***1, you don't need to resort to the dollar to put this thing across. Now in a punch shop, I still stick to the idea that if the supervisors work with the safety department and have these meetings that I talked about here, the dicsdter can get across what those fellows are trying to promote. I believe in oor department we do it and it is very seldom that we penalise anvhody for violating safety rules. T. i. Phillips (Westinghuuse Electric & Manufacturing Co.. East Pittsburgh): My idea of safety enforcement is very much the same as the question ot quality in production. You hear a whole lot about coit nowadays and the need lor meeting dates and qualities, and we try to build up our organization so they are conscious of their responsibility. W ask them to be cutit-mimlccl. and quality-minded and safety-minded. I don't believe that Mr. Miller intended to convey the idea that we put the responsibility of safety into the hands of our dic-scUtn instead of ouf safety men, but wc expect them to be safety-minded along with the other responsibilities that they have. G. W. Starling (Harrison Radiator Corp.. Lock-port. N. Y.) : This discussion, gentlemen, has been very interesting. The question of delegating the responsibility of safety to the die-setter is in tlie final analysis nothing more or less than a matter ot personal opinion, t think that wc have lost sight of some of die fundamentals of a safety man's job. Each one of you gentlemen that arc in this room who Has any connection with safety work was chosen by the management because you liad some exceptional ability, and if an executive is chosen for ability, he is chosen for leadership. The managers of the various manufacturing plants throughout the country do not devote their time to details. Tltey devote their lime to the fundamentals of leadership. I believe that if each of yon who have charge of a plant in regard to safety and accident prevention would analyze tle cause of your accidents and leave no oppor tunity go to further the spread of your safety campaign throughout the shop, wc would get farther in accident prevention. If each ooc of you men are. good safely men. you liavc more duties to take care nf than just to spend your entire^ time in the punch press department. You have to lake care of numerous questions with the management. You have to spend sonic nf your time in other parts of the shop. This question of delegating the responsibility to the die-setter is just the same as the question of delegating the responsibility of the foreman to the operator. It is just a question of how far you yourself want to carry vour work throughout your organization, how many members of the organiza tion would you want to get interested in the safety program. It is very, very foolish, men. to think you can do it all yourself. You can't. You can't do any fraction of <*nc per cent of thv i<4> yourself. You have j;:<t to lmve your organization with you. ADJOURNMENT Power Press Section 413 Wednesday Morning Session October 1, 1930 JOHN E. WALTERS, Chairman Qcneral Electric Company, West Lynn, Mass. The second session of tlw Power Press Section convened with Chairman S. H. Slaymakcr, Fairbanks, Morse & Co., Beloit, Wis., presiding. Chairman Slaymakek: The first business of the meeting is the annual election of officers. Sonic time ago ue appointed a Nominating Committee, to submit a slate of officers for next year. I will call on the Chairman of that Committee now. Mr. Mcisner, for his report. Report of the Nominating Committee T. O. Meisker (American Can Co. Chicago. III.): The Nominating Committee wishes to make the following report ot recommendations fr officers for the Power Press Section: General Chairman. John E. Walter*. General Electric Company, West Lynn. Mass. I ice-ChairwKtn. in charge of program. F- G. Stahl. Transuc & Williams Company, Alliance. Ohio. Secretary. .V L. Kacma. Simmons Company. Kenosha, Wisconsin. Chairman Poster Committee. Charles R. Brvant. American Can Co., New York. X. Y. Chairman Health Committer. Dr. C F. N. Sciiraw. Fairhanks-Morsv Co.. Beloit. Wis. Chairman Membership Committee, E. ). Smith, Western Electric Co.. Chicago. Chairman Publicity Committee, C H. Germng, Western Electric Co., Chicago. Chairman Statistics Committee. W. J. Larson, Clum Mfg. Co.. Milwaukee, Wise. Chairman Engineering Committer. G. S. Thompson, Detroit Insurance Agency, De troit. Michigan. Chairman Health Committee, Dl C- F. N. Schuu, Fairbanks. Morse fit Co., Beloit, Wis. CAoinan Committee on Slides and Safety Kinks, P. G. Hunter, Motor Wheel Corp., Lansing. Michigan. Xncs-Letter Editor. W. J. Graves, Michigan Mutual Liability Co., Detroit. Michigan. Members Executive Committee of Large-- Locis Bokaks. Liberty Mutual Insurance Company, Boston. Mass. R. G. Mastc*. National Enameling & Stamping Co.. Milwaukee, Wisconsin. 5*. H. Slaymakcr. Fairbanks-Morse & Company. Beloit, Wisconsin. J. \V. Henning. Automatic Electric Company, Chicago. J. E. RocKwr Detroit Steel Products Con Detroit, Michigan. J. R. Gnsox. Western Electric Company, Chicago, Illinois. T. O. Mrasxm*. American Can Company, Chicago, Illinois. Chairman Slaymakcr: Arc there any further nomination*? If not. the Chair nil! lOttmiw a antim close the nominations. J. f>, l.vti < F*htr Bodjr Co,, Cleveland. Ohio) : I so move. Chackmax Slaymakcr: It has been moved and seconded that the nominations he closed. AH in favor signify by saying "Aye"; contrary minded "No". Motion carried. Allow me u iatridwt our newly-elected general chairman Mr. Joint E. Walters, Safety Ezqrinrcr. General Electric Co.. West Lynn, Mass., who will now take charge of the meeting. Cttairman Walters : Mr. Slaymaker, gentlemen. I'd like to try to express my appreciation o< the twtor you have conferred upon me in elioosiug me as your Chair- 414 Nineteenth Annual Safety Congress nun. All ! can say is that 1 hope that with the assistance of the officers that have been elected with me I shall he able to do as good a job as my predecessor. After alt, the whole object of the safety mcAcmcnt is the elimination of accidents. Now our subject for next year will be accidents, and we art against them. Let's see what we can do to carry ou* that program. The human clement is the one wc have to deal with mostly. Guarding, wc know, in ail the principal plants, and ad vancing very rapidly with the assistance of the insurance companies in the smaller plants, is an accepted thing, but due caution and thinking power on the part of the employee is what we must stress. Our first speaker this morning is going to outline to ns, as he sees them, the tread of accidents at the prescut time in the Power Press Section. 1 know of no one more able to do that than Mr. E. J. Smith, safety director of the Hawthorne Works of the Western Electric Company, Chicago. Accident Experience of our Members During 1929 By. E. J. SMITH Safety Director, Hawthorne Worka, Western Electric Co., Chicago, III. The 1929 accident experience of our members, engaged in fabricating, forging, stamping, and machining numerous metal products varied little from previous years, even though, as in other sections, plants were active and new employees were hired frequently during roost of the year. Lost-time accidents per million hours worked increased slightly over 1927 and 1928, but their severity, as measured by the days lost per thousand hours worked, was less than for 1928 and just equal to 1927. Unfortunately, the frequency of permanent partial disability accidents rose to the highest level in tlircc years. On the other hand, our frequency rate for temporary disability eases was the lowest for any year of this period. Our 1929 fatality rate was less than for 1928, but higher than for 1927. The trend of accideats in metal working plants since 1927 has not been entirely in line with the experience of industry as a whole. The combined records of organi zations in all sections show a drop of 11 per cent in the frequency of all lost-time accidents but an increase of 5 per cent in their severity from 1927 to 1929. Our 1929 frequency rate, you will recall, was slightly higher but Our severity rate remained the same as for 1927. The higher severity rates in industry as a whole resulted from an increase in the frequency of fatalities during 1928 and permanent partial dis abilities in 1929. Our experience with serious accidents has been similar. The rise in frequency of serious accidents in industry obviously deserves particular attention by all sections. These conclusions are based upon the experience at plants that have reported to the Council in each of the last three years. The records of the same plants are used from year to year, to avoid including high or low records by establishments that report one year and fail to report the next, thus making annual comparisons onrcfbfcle. Metal-formmg industries were represented by 160 plants tint hare in --* of the last three years, with an annual exposure of about 140.000.000 nsabows. Numerous explanations can be advanced to account for the increase in serious accidents. Is industry concentrating on the - elimination of eauses of minor and overlooking major conditions? Some safety engineers claim that safety receives less attention from the operating force during periods of high production: tint super vision and training of new employees are apt to be neglected at such rim-- \ safety director of a large company whose operations were rapidly expanded darby 1929 found that new men were transferred from an hourly to a piece work before they were capable of handling the work safely and efficiently. Furthermore, are we Power Press Section 415 * keeping more accurate accident records, and is there less hesitancy in reporting serious accidents? The situation deserves study. A majority of bad unfavorable experience during the past year. Reductions in the frequency rates of metal-working establishments were achieved by 73 estab lishments but 91 had higher rates. Higher severity rates were reported by 84 plants in comparison to 77 with lower rates. The experience of this larger group of plants during the last tiro years, therefore, was very similar to that of the three year Identical plants. Soma excellent records nevertheless, were established during 1929. Organisations with these reads have set marks for other plants in their industry to shoot at, by demonstrating what can be accomplished in accident prevention. Fabricators of structural steel had the highest frequency rate, 622?, of any metal forming group during 1929 which makes the record of a company reporting a rate of only 12.0 particularly outstanding. In three years, this plant, employing about 250 men, reduced its rate from over 100 lost-time accidents per million hoars work to the low figure of 12.0. One of oar stove manufacturing plants reported a sharp increase in em ployees for 1929, which probably accounts for a slightly higher frequency rale than for 1928, but the 1929 record, nevertheless, was an outstanding one. This plant Reported 29.37 lost-time accidents per million hours work for 1926, a rate which, eves then, was less than the 1929 average ircquciKy rate of 34.65 for stove manu facturers, but for 1929 their rate was only S O. Plants producing drop forgings had the high average frequency rate of 51-25 far IV^ and the highest severity rale, 6.S3, of any group of metal focuung planes. but one <4 our members in this classi fication has cut accideats from 77 per nilliua huv* worked in 1927 to 30 in 1929. Another plant, producing metal /tumping*, and employing approximately 250 men, has not had a frequency rule higher chan 5.9 during the last three years. Further more, they have had only oar case in which an employee lost a finger in their presses during tins period. Though arridewe rases varied widely according to the type of operations performed in mctal-focmhsg plaua. irwwy rases less than 10.0 were commonly reported in most classification*. I have pmriuusly told you that structural fabricators had the highest aicrage frequency race *d soy metal forming group, 62.9, but 16 of the 23 cstatiblanaXi in titin dnn'fniiie reported rates less than this average. Similarly, 10 out of 17 forge shops had rase* W* than 45.0. though the average for the entire group was 5!.25. Boflrr shop* rad plant* manufacturing bolts and nuts, tubular products and stoves, hmi about 34 lute-time accideats per million hours worked, but individual records show that with the exception of boiler shops, rates less than 20.0 were fiuiuntb lrhic i at Jewelry establishments had the lowest frequency rate of any metal forating group. 13.77. but their average severity rate. 1.18, was higher than for bolt and am tneoadacturing plants with a rate of .81, and companies manu facturing wire products with a severity rate of .95. Irrespective of the hazards of the different grotqia, we find dial every type 6f metal-forming plant is represented among the 178 plants with rates less than 20.0. The average freqdmcy rate for all types of plants was 26.14 which is somewhat higher than die avenge of 25.53 for all sections. Our severity experience, on the whole, compared favorably with other industrial groups during 1929. Severity rates ranged from .81 for bolt and nut manufacturing to 6.53 in forge shops, but averaged 1.67 days per thousand man-hours for all metal-woridng plants in comparison to 223 for iodustry as a whole. The only other group besides forge shops to have an average severity rate over 2.0 was structural steel fabricators with a rate of 3.89. though 13 out of 23 shops had rates less than 1.0. Low severity rates were more common than the average group rates would indicate as also shown by 8 out of 17 forge shops with rates less than 3.0. Furthermore, favorable severity experience among all types of metal forming plants is shown by tlie fact that 60 per cent of all repotting establishments had rates lest than 1.0. -*10 Nineteenth Annual Safety Congress llunigli temporary disability accidents do not appear to lx: more serious in oue tyjic yi incLjMvorkinR establishment than another, the severity oC permanent partial disabilities varies considerably. Accidental injuries ot this type averaged SJ9 days Ot lost-time for all metal-working establishments, 007 days for structural steel fab ricators, 747 days for wire drawing plants, and 336 days for jewelry estaMishmenu. Fatalities were more frequent in forge and structural steel fabricating shops than in any other plants. Though many of our members have made excellent progress in accident prevention work, there is still much room for improvement. The interest which members in our different industries are taking in their accident problems is constantly increasing ns shown by the steadily increasing number reporting to the Council each year. Reporting members in metal-forming industries increased from 229 in 1928 to* 347 in 1929. This increase means that the accident figures for our various groups become more and more reliable each year. It is essential that every member realize the importance of reporting his experience every year. Do not report for J929. miss 1930, ami report again in 1931 because, as l have previously indicated, the records ot consistently reporting establishments give the best measure of improvement. Your sectional officers appreciate the hearty response to their requests for accident reports for 1929. This cooperation is evidence of your support in their efforts to develop reliable accident figures for this section. We expect 1930 to be bigger and better* than 1929. Be sure to send your 1930 accident report some time during January of 1931. :Chairman Walters The State of Wisconsin, gentlemen, is in the forefront in safety work, and it is indeed a pleasure to be able to present to you a gentleman who can lay the problems as they see them, and as they have been able to analyze them, before you this morning. Mr. Knutson, a member of the Industrial Com mission of Wisconsin. Wisconsin's Method of Punch Press Guarding BT HON. R_ O. KNUTSON Member, Wisconsin Industrial Commission, Madison, Wis. It is nor my hope to present to this group anything radically new, but merely to collect and summarize what has been said by various persons at various times relative to this matter of punch press guarding. The discussion will be illustrated by the experience in Wisconsin and the history of the Industrial Commission of Wisconsin in its attempt to procure better guarding of punch pre&a operations. Only the problems peculiar to punch presses will be considered. In other words, It will I* taken for granted that the general problems involved in securing safety, such as the selection of the proper type of individual for the work to be done, good housekeeping, lighting, discipline, and intelligent supervision by. foremen, are wellknown and may lie taken for granted as entering into the problem of the prevention of punch press accidents just as they'enter into all accident prevention work. Tn Wisconsin, out of 22,630 cases settled under the Workmen's Compensation Act during the year 1929, metal working presses were responsible for 3S4; 244 out of the 354 occurred on power driven punch presses; 167 of tlc 3S4 cases caused permanent disabilities. Weighting these permanent disabilities according to the standard tabic, we may say that these permanent disabilities caused 111,387 days of lost time; wtniwy rhe 187 temporary disabilities caused lost time of 3,724 days. In other words, a little less than one-half of the punch press accidents caused permanent disabilities of a serious character and a little more than onc-haif caused minor temporary disabilities. Our statistical data in Wisconsin covering metal working press accidents run back to 1918. These data show that the absolute number of metal working press acryHtf Power Press Section 417 have been decreasing considerably since 1918. However, the number in proportion to machine accidents, while showing a decline from 1918 to 1924, bus increased slightly since that time. Ot course, the reason why the number in proportion to all machine accidents has not shown a consistent proportionate decrease is that the total number of machine accidents has been declining. A study of the manner of occurrence of metal working press accidents since 1915 shows that the percentage occurring at the point of operation has varied from 69 per cent to 87^6 per cent- The proportion increased from 1915 to 1926 and has been decreasing since then. The iacl that llc data show a large percentage of accidents occurring at the point of operation, immediately suggests that the safe guarding of the point of operation is the main problem involved in preventing press accidents. The problem of guarding the point of operation is a complicated one because of the great variety of objects produced on tlc machines and dtc great variety in the kinds of machines used. Thus, we Invc slow acting presses and quick acting presses. In some of the light forming operations, an experienced operator can obtain a speed of 1500 or more operations per hour. When it is realized that for every single operation he may be obliged to place his hand in proximity to the danger point twke, that is, once while inserting the material worked upon and once while removing the finished product, the possibility of accidents would scctn to be tremendous. Since 19)2 the Industrial Commission has had an order (Number 30) requiring that the "tool of every- power press used for such work as punching, stamping, blanking, shearing, or embossing must he guarded." There arc advantages and disadvantages in a blanket order of this kind. It will he noted that this order does not specify the manner in which the tool must be guarded but leaves it to the ingenuity of the employer to devise an effective method of guarding. However, there is nothing in the order that suggests what the commission considers would be an effective guard. Therefore, the employer is left without a guide or clue. TIjc alternative to a blanket order of this kind is the development of a safety code for presses such as has been recommended by the American Engineering Standards Committee.* It is my personal opinimi that a safety code should constitute a handltook to safe practice. In other words, I believe that safety codes should be specific enough so that the employer knows what he must do to comply, and what is considered full com pliance. This is especially important in a state like Wisconsin where the employer is required to pay 15 |*cr cent iherensed compensation if an accident to an employee in due to his failure to comply with a safety order of the commission. The figures of the Industrial Commission for the eight year'period, 1922-1929, show tliat of 4,217 cases where the employer was required to pay increased compensation, 1002, or 24 per cent, were attributable to violations of Safety Order No. 30 relating to power presses. While it may not be desirable to attempt to prescribe in detail the requirements for guarding power proses, certainly it should be possible to include in the oxk descrip tive material and illustrations indicating m order of preference tie various ways of guarding power proses so as to comply with the general safety order. Of course, the automatic press which feeds itself and ejects the finished material does not constitute much of a problem so far as guarding is concerned. Usually the ram can be completely enclosed. Neither docs the semi-automatic press constitute much of a problem since it is not necessary to place the hand in the danger zone in order to feed and eject the material. Therefore, in this type of press the ram may also be completely enclosed. It will be seen, therefore, that the chief problem is involved in the manually fed machine. Of course, the most desirable way of guarding is to devise ways and means so that the hands of the operators are not placed in the danger zone at any time. The second best way is to develop ways and means for making certain that if the hands of tlic operators must be placed in the danger zone at any time, they shall be removed before the ram descends. In the early days of the commission, tltc two-handed tripping device was accepted and undoubtedly prevented many accidents so long as everything was normal. How "Bulletin of til U. 5. Bureau of Labor Statistics, No. 430, Washington, 1926. 418 Nineteenth Annual Safety Congress ever, it was easy to "beat" by tying down or resting an elbow upon one fever so that it could be used as a single-handed trip. Under these circumstances the hand used in feeding the material was left free, so that any failure in the synchronization of the movements of the operator and the machine was disastrous and the purpose of the double trip was defeated. Moreover, this type of protected device gave nc protection in case the press "repeated" because of loose brakes, broken latch-spring or latcli-pia The mechanical sweep guard was also accepted as compliance with the safety order, but this, too, was found not to be 100 per cent protection under all circumstances. The sweep guard \\us, of course, intended to strike the hand of the operator out of the danger rone before the ram descended. However, many times the guard was not properly attached, being either too high or too low, so that the operator could work above or beneath it or at the side of it. In fact, accidents have been reported to the commission indicating that the sweep guard itself was responsible for the accident. For example, one accident was caused by reason of the fact that the sweep guard caught the man's hand and held it between the dies while the upper one descended. Another accident was reported due to the fact dial the sweep guard carried the hand under the die. In addition to tlie sweep guard and the double tripping device, the two-push button system has often been used. Sometimes the push buttons are operated mechanically and sometimes electrically. However, in the case of all these guards, that is, the double trip device, the sweep guard, and the two-push button system, the fact remains that they do not prevent the operator's hand from entering the danger zone but merely undertake to make certain that the hand is not there when the ram descends. They are, therefore, not only subject to improper manipulation by the operator but may sometimes fail to function properly. Therefore, it is highly essential that constant and careful supervision be exercised at all times. Of course, one way of eliminating the need of the operator to place his hands in tbe danger zone was to provide special tools for inserting the blanks and removing the finished pieces. These instruments might consist of pincers, picks, suction tools, or electro-magnets. Obviously this represents the least satisfactory way of guarding since reliance is not placed upon any mechanical derice but upon the actions of individual workmen which, of course, are oftentimes capricious and in .the nature of die case cannot be foreseen. This was the situation in 1917 when one of the commission's deputies, A. L. Kaems, undertook to develop methods of getting the material into and out of the press even on manually fed presses without placing the hands in the danger zone. At that time there had. of course, already been developed the complete enclosure type of guard so arranged that there was Just enough clearance to place the materia! in the dies but not enough for the operator's fingers. This type of die is still in use to a considerable extent and gives 100 per cent protection where it can be used. However, unfortunately in the great majority of operations it cannot be used satisfactorily. Mr. Kaems gave primary attention to the construction of the dies themselves. He found that in many cases the die could be constructed to allow for a shield for tlK hands or fingers by attaching obstruction guards to the die itself. He also found that many times reversing the positions of the dies or tilting the position of the dies so that the material automatically 'ejected itself hy the force of gravity, made it possible cither to Iced the machine or to withdraw the finished product, or to do both, without the hands entering the danger zone. He also found that it was often possible to attach suitable feeds such as dial, sliding, incline, roll or chute feed, or to construct sliding, swinging, or revolving dies or to attach devices for automatically ejecting, picking off or blowing off the piece after the operation was completed. There was an added advantage in working out this sort of safe guard since it not only increased safety but also usually increased production. The progress from hand operations to the perfectly synchronized mechanical opera tions has been rapid, so that today, though the production volume la huge, there is a minimum accident ratio. Power Press Section 419 With metal stamping operations, on the other hand, different plants vary widely in their methods. The punch or power press is designed for safety, bat the special tool for making the formed or stamped parts are made according to the individual in charge of the die manufacturing division, who usually first considers cost, next the most efficient and simplest way to make the part, as determined by the stroke of presses owned by the company. Added to this the designer endeavors to eliminate as much as possibly extra steel (which costs considerable). Thv.se experts know the cost of a die by instinct and the steel cost, as well as the actual time for making same, but in the past, tended to overlook the safety cost. The time now seems to have arrived for a standardized metal stamping code for die design, which includes safety features. The trend toward absolute safety in present metal stamping plants can no doubt be aided by continual thought towards "Elimina tion of Accidents, or One Hundred Per Cent Safety Design." The first step when designing new dies would be to show the extra financial amount required to obtain safe conditions, as compared with the loss by dies lacking the safety features. The mind must be receptive to the newer thought of no accidents in the metal stamping division instead of it being said "we have done pretty well as compared with past experience." Psychologically, it must first be believed that this division can operate without accident in order to expect and obtain no accidents. Moat machine manufacturers have incorporated reasonable suggestions in the necessary design; however, it must be left to the individual stamping plant to consider the proper use of all equipment as well as such items as proper piling, scrap handling, light, aisles and cleanliness. The chief advances in die design that may be cited are automatie dies, specially equipped multiple dies, and slides and chutes for patting work in and out of the press. The designers of power presses have caused certain changes to be universal, such as removing the brake away from the friction dutch, thus eliminating constant repair and repeating of the press. On large presses, brakes are being installed on the large fly wheels in order to stop same after power is off. Other improvements included are: oiling systems which are efficient and safe, motor drives for raising or lowering the stroke, level controls on the press which allow any kind of a die to be med, and the use of brackets for supporting individual motor drives. Complete guarding of gears, clutch, and in small size presses, the screening of spokes of fly wheels, are other developments. The vertical method of press design or the placing of every thing above, with the thought of conserving floor space, has been an Important factor in obtaining safety in stamping plants. The leading employers of our state have cooperated with the Industrial Commission in its attempt to bring about better safeguarding of presses, and they all now seem to be agreed that particular attention should be given towards the construction of tl* dies for the presses and a dose. cooperation between the management and safety department with the tool makers in the construction of the dies and the testing of them against hazards in operation before they are actually turned over to tle operator of the press for production work. As I stated at the outset of this paper, I do not flatter myself that I have presented any sew material. However, I do trust that I have emphasized the basic principles that have been found to be essential for proper press guarding and that the results that have been obtained in Wisconsin will serve as an encouragement to all of us to continue with the good work. CrtAtaUAN Walters: Gentlemen, it has been my pleasure to serve as Chairman at a good many meetings, Nit I can recall none where it has been my good fortune to present two gentlemen who have placed before an audience as much meat as we have received this morning. We are going to throw this meeting open to discussion on anything you want to talk about. 420 Nineteenth Annual Safety Congress C. Johnson (Motor Wheel Corporation. Lansing. Mich.): I'd like to hear what tlx fellows think of saddle guards for trips to punch presses. C. L. Klein (Westinghousc Electric and Mfg. Co., East Pittsburgh) : Our latest achievement is that wc have all our foot pedals, and treadles all protected with safety guards We had a few accidents this way. and we gradually got wise to this fact, that they should be protected. We have them protected about 100 per cent now. Chairman Walters: Did yon find out that your saddle guard eliminated those accidents that you had? Mr. Klein: Since they were attached, we Imvc not had any more accidents. Chairman Walters (General Electric Co.. West Lynn, Mass.) : Ha* anybody found any bad points in that saddle guard: Let's get both sides of it. K. } Ci.aukk (Tumsttad Mfg. Co.. Detroit, Mich.) : 1 think the gentleman wants to know what is the character uf a guard generally used on a pedal. What has brought that alxnit tuts Itccn the fact that wrcndxs, parts of dies, etc., might be dropped on the pedal while tlx belt is still running. That, of course, would serve tlx same purjxjse as tripping tlx press by foot. Anotlxr objection, and cause of accident*, was where trucking was performed in the neighborhood of a press; that they were liable, while tlie operator had the pedal down, to shove a truck or move it over, and that it got over the top of the pedal, and the pedal couldn't come up and release the latch. Those things, with the question of Mother Necessity, and the idea of covering if up, lead to the problem uf preventing such accidents. It had no other purpose, tliat 1 am atvare oi. than the prevention of accidents. The method of covering u-as sometimes with a piece of formed sheet metal, tliat covered over tlx top and two sides, rigidly attached to the leg of the press. We have recently developed a cover or guard lor the pedal in which we liave at one aide a rest for the foot. You probably all realize that it i.s a bad practice for a press operator to ride the pedal; in other words, to keep his loot on the pedal, giving that thrust as necessitated by tlic feeding operations. \Vc cause them to remove the foot at every stroke of the press; take the foot off, for the reason that impulse acts as a factor when their foot is on tlx pedal. They get that impulse and trip before they can control their foot, because that foot tripping the press has become a mechanical fixture, so to speak. In other words, tkly don't use their brains in tripping the press after two or three months' operation of a foot press; they do it purely mechanically. If they must place their foot back on tt*e pedal, it gives them an opportunity to grasp themselves, and not trip, provided tlx piece is not properly located in the die. Now this rest prevents a certain amount of fatigue of the operator. Where they used to take their foot dear off the pedal and put it back, it represented a certain amount of useless energy being consumed, so to speak. When we put that rest there, they simply moved tlx foot under the guard over on to that rest, back and forth. The only tiling that appeared necessary was to have the pedal slightly higher than the rest, so that tlx foot would not inadvertently slip over on to the pedal and cause it to trip, by the operator getting odt of balance. Wc have found that the operators very much desire this foot rest in connection with the pedal guard, and we are supplying them as fast as we are able, taking off the old guards and applying the new ones. Wc will be glad to send a sketch of the device to anybody who desires it. C. Johnson (Motor Wheel Corporation, Lansing, Mich.): Do saddle guards ever cause accidents or not? D. V. Watt (Western Electric Co., Norfolk. Va.) - Wc lave recently designed saddle guards for pedals on Urge presses. It isn't precisely a power press applica tion. hut I think it is about the same condition. We made those saddle guards of quarter-inch materia), and the treadle has quite a large travel, and there will be *he ' Itossihilitv of the operator injuring his shoes against the front of the stirrup top Power Press Section 421 iorging of the guard, so wc pul a .V piece d felt around the front and bound it so tliat the operator couldn't injure his slmcs. It seems to work very well. Mr. Knutson: The only way that 1 know of that accidents occur with tlx use of a saddle guard, is that quite often they are not strong enough to withstand the weight of material dropped on them. G. E. Sa.nkoro (General Electric Co.. Sclxixctady. N. Y.) : 1 don't know of any accidents caused by saddle or treadle guards, but on sonx small presses tlx trip rod runs alongside on the outside of the press fraux. and where you have a press of that kind adjacent to an aisle, it is highly advisable to cover the whole length of tliat' trip rod. to avoid any material from trucks, or trucks being puslted out and just catching over that rod. M. J. McCarthy (Fisher Body Co.. Detroit, Mich.): I'd like to get the con sensu* of those present as to what (hey think of running toggle presses--I am talk ing about tlx larger ones, not the small presses--running toggle presses on the hop. Is that done any more, or is it obsolete, or are most people doing it ? H. R. WntTXtv (General Industries Corp., Elyrria, Ohio) : We have some toggle presses, but maybe vour presses arc larger than ours. Wc have the U. S(ift. and wc arc running those with the Postons' Safety Device, and have been run ning them a long time; we are feeding those presses without stop with the Possons' Safety Device. They are a slow-running press. :Mr. McCarthy I want to ask Mr. Knutson what his experience has been in Wisconsin. Do you have anything in your Code that permits them to run a toggle press on the hop, or don't they permit them to do it? :Mr. Knutson Our Code makes no distinction between any type of press. It is just with general reference to any press- However, we do know the lype of presses that you, no rimtbt, arc referring to, hut we have not yet been able to devise any guard for them. Mil, McCarthy; I am glad to hear that. We haven't been able to find any either, and we arc still running our toggle presses on tlx hop. The other things are pretty fairly well licked, but we have been unable to cut down the accidents on our toggle presses. We don't get tlxm so often, thank God, but often enough to worry us. We have come to the point where wc think wc ought to be able to cut out running toggle presses on the Iwp. To do that we will have to not only increase die equipment, but also the space occupied by the press. to handle the propositionI just wanted to know whether you drought it practical from a production stand point to cut out running them on the hup. However: ours are a whole lot larger than the ordinary presses. R. H. Ludenbach (Budd Manufacturing Co., Philadelphia, Pa.) : This fellow is right after my own heart, here. Even though he is one of our competitors, maybe we can get into this thing together. We have a number of toggle presses, some of the largest ones, I guess, tlmt are made: and we have yet to find a Ruud guard to apply to a toggle ]>res. I think tlm gentleman wilt agree with me. too, that the shape of the material, the sice of same, and tlx manner in which it must be placed into tlx die, prohibits any guard on the market today. We have had, however, very few accidents on the toggle presses, and I credit that result entirely to the fact that we slow down the speed nf tlx press. As a rule they are rather fast for a turnover job, such as he refers to. Wc have, therefore, reduced the speed. By re ducing the speed and putting it on a turnover basis, in many cases we have increased the production. However, on some jobs, where the material is extremely large, like the whole side panel of a car, a Dodge side panel, it is impossible to turn over, on account of the bulk of Ux piece, which weighs in tlx hundreds of pounds. J. D. Lyle (Fisher Body Co., Cleveland, Ohio) : I'd like to ask the gentleman from Budd whether they run the presses on the fly or not. 422 Nineteenth Annuai Safety Congress Mr. Luuenoach : Yes, we do run lots of presses on the fly. Mr. Lyle: Toggle? Ms. :Lurcnrach Yes, sir. Come ami see it. We'll be glad to show you how wc do it T. O. MtiSNi* (American Can Co., Chicago, 111.) : What free space do you allow in the operation of your toggle presses? Mr. Lubekbacb: A 54' gap. Mr. Miller (Wcstinghouse Electric & Mfg. Co., East Pittsburgh) : I'd liVe to ask the man from Fisher Body Company if they use that automatic friction dutch control sold by a Detroit firm. Mr. McCarthy-: Yes, we use it. We haven't got it installed on all our presses yet. Mr. Mtu.es: How do you find that? Mr. McCarthy: Very, very good. We'd like to be able to get the Hamilton people to build them fast enough for us, but they can't do it. Ms. Miller: I was under the impression that you used them on all your toggle presses. Mr. McCarthy: No, we haven't a thing on our toggle presses. We have the control you speak of, one in Detroit and one or two now installed in our Cleveland plant. Mr. Miller: Do you intend putting them oo yonr toggle presses? Mr. McCarthy: We have an awful lot of toggle presses, and to Incorporate this on all of them means a lot of money. Mr. Miller: They don't cost much, do they? Mr. McCarthy: The cost is about $600,000--$600 per press; and by the time you get them installed, they run to $1,200 per press; the installation costs more than the outfit itself. Mr. Lyle : What is the comparative cost between an ordinary die and a die that is built for a slide feed ? Chairman Walters: If Gus Kaems were here he could tell you all about it. Cus will tel) you that you can put in a die from anywhere around 60c and up. He will tell you, at the same time, that one of the dteap dies, for intermittent operation, where you have a constant change on your die, will pay for itself on a single day's work; and he has figures and facts to show you, as I think my friend from Wis consin will bear me out, that lie has increased production anywhere from 30 to 300 per cent. In other words, forget the brat cost, because the thing is going to pay you back. J. H. Reynolds (New York Indemnity Co., New York City); How many super visors keep a weekly or a monthly record of their inspections on tfieir presses? R. W. Harding (Old Motors Works, Detroit, Mich.); Wc keep a complete record of inspections by the Erie men in certain divisions, and we are quite proud of our record of twelve months without a lost time accident in our Press Division. The electrical work, the oiling system, in fact everything on die press is ell checked up before the press is put in operation on Monday morning. Those records are filed, am! kept open for inspection at any time by anybody who wishes to see them. We feci it has done a lot of good; enabled us to keep our presses as we have them at the present time. T. W. Booth (Burroughs Adding Machine Co., Detroit, Mich.): We trip every press in our factory, where it is the second-operation press, every day, before it is operated. Before the man does any operation on the press, he trips the press several times. He is instructed to do so. We inspect every press in our factory every week. It is gone over and checked back on everytlung, and all repairs are made over the end of the week; and we keep a careful record of the repair requirements oo each' press. Power Press Section 423 :Chairman Walters I am going to call, Mr. Sanford, to explain the tripping device for tlie operator that I spoke of. G. E. Sanford (General Electric Co., Schenectady, N. Y.) : I am not making any sales talk at all, because I don't know any prices, don't know any delivery dales, or anything else, except some information that our company, General Electric, issued only last week. We have what we call an Operator, for want of any better name. The device at tlie present time is made in three sizes, a small one, which gives a stroke of 3* at 150 lbs. pressure (the operating time is approximately one second through the 3" stroke); a larger size, with a 6" stroke at 600 lbs. stall pressure (and about 2XA seconds, as 1 recall the time trip). If anybody is interested in getting further information we'll be glad to see that information is sent to you. I thought that possibly might be of interest where you had the large presses, and where you know it takes, sometimes, 50 pounds or more of pressure on a treadle in order to operate it. This device of ours has a push button control, and you can put as many push buttons in series on that as you have a mind to. You know the hands are out of the way when that press is coming down. Chairman Walters (General Electric Co., West Lynn. Mass.): I want to thank you, gentlemen, for your interest, for your assistance, and for the valuable informa tion that has been brought out at this session. ADJOURNMENT 424 Nineteenth Annual Safety Congress Thursday Morning Session October 2, 1930 JOHN E. WALTERS. Chairman General Electric Company, West Lynn. Mass. The third session of the Power Press Section convened with Chairman Walters presiding. Chauaia.v Walters: Gentlemen, it is with a great deal of pleasure that 1 pre sent to you Mr. \V. D. Christian, general superintendent of the James Manufacturing Company. Fort Atkinson, Wisconsin. Why Safety is a Paying Proposition By W. D. CHRISTIAN General Superintendent, James Manufacturing Company, Fort Atkinson, Wis. I had intended to talk to you on another subject, which could be outlined by words like these: "Let us walk down the road together safely." But I want to change my original tltoughc a little. For as I have sat with you men of the Council in these sessions during the last few (lays I have heard more statistics and other information almut safety and the material results of safety work in all parts of this country than f ever thought it possible to know. i am going to divert my drought and ask you this ,ncstion: "What docs it mean to make a paying proposition of safety?" What are we here for? What do we live forAnd I know that as there are many men, there arc many minds, and your titoughl* will run in various channels. Rut be that as it may, there are a few com mon fundamental things that we all must consider. Can you imagine a few years ago a gathering like this in Pittsburgh or anywhere else under the caption of safety work ? I can't. 1 have a great many friends of my boyhood days who are limping around without a leg. or part of a foot or hand or some other part of the body, and all they got was a dishonorable discharge from employment for being careless. We hare passed that stage now and I hope we will never see it again. That factor of safety work come* home to me far more forcibly than it does in dollars and cents. I presume that there are men in our great institutions today who are safeguarding machinery and the various hazards of our industries that we may get a better rating and thus save money. But I believe fundamentally, and the spirit of this Congress demon strates the fact tliat there are far more important tilings than the money part attached to this great work. I would not have spent the time coming from Fort At kinson down here to talk to you on that subject because I know that there are men who could give you statistics and talk much better than I can; but somehow I felt that I had a message that ought 'to go home a little farther and a little more sin cerely titan it ha* gone (according to my experience at least) and that is the humanitarian side, that we play thr game of life as we associate together in our manufacturing industry. I can imagine an audience coming together tor an occasion like this twenty years ago. hut I ask myself, what is it all about ? The answer comes back to me, because we fundamentally are interested in the welfare of one another, whether we express it audibly or not. Tlien 1 went back over my own experience. I went back very iar and tried to get to the fundamental principle of it, and I said: What is it alt al*ul: ( said. It is true that men have been,searching and searching, everlastingly ^HntiiiiR for something in the ages that have gone by. And you ask me. What Power Press Section 425 were they searching for ? And I answer. For those things that are of common interest to you and me. And so we have come to search deep and far enough in our safety work to realize that the man who toils with his hands and brain must have all his faculties if he is going to make good in life. I go back in my thinking and see how far this would reach m my own experience. 1 went back to the time when I was a boy on a farm. 1 had a sweetheart then, and I remember those country roads--we did not have automobile roads a* we have today--and I remember how careful I was as I took her by the arm and strolled down these country roads, how carefully 1 guided her o she would not fall into one of tlie ruts and l>cconc injured. And thinking of this, I scratched my head hnd said. Why did I do that ? Some body said, **Oh, that is the funny feeling of youth." Rut 1 have gone deeper than that. I believe that there is a fundamental principle involved. That fundamental principle is the spirit of love. 1 don't mean the kind that parks out on the highway until all hours of the night. I don't mean tlie kind that chases around town until twelve, one or two o'clock in the morning, and goes home and thinks what a won derful time they had. 1 do mean that fundamental principle that puts an urge in men to he careful of a girl the way I used to, and today, thank God, I still do for she is my wife. You and 1 must realize that if we are going to reach the highest lights of safety work we must cultivate that feeling of intense interest and love for our fcllowmcn. You and I who rub shoulders day by day with tlie man at the machine must realize that we must come down farther than just taking care of a man's finger or an eye-- because I have seen men without eyes who seemed lo be getting more joy out of life than you and I with two good eyes. I have seen men who had lost an arm who seemed to have a higher and finer philosophy of life than you and 1 who have two arms. Why ? Because way down the line they have come in contact with an attitude in life that has put the sunshine in them--that our chairman told us about. 1 am wondering this morning if your experience has been somewhat like mine in safety work. I have been associated with some firms where the safety engineer had an idea that he was a little tin god, that nobody else knew anything about safety work or its application or how to get by without getting hurt except by an iron clad rule and that must come from him. There was no semblance of a spirit of cooperation in that attitude toward life. But the question is, 1-low shall we succeed in our safety work? What terms shall we figure wheu we talk about safety work and its payment? And I am thinking this morning of men who speak in a broken dialect. ' Sometimes we call them Po- lacks. Shame on youl Sometimes we call them Ginnies, and it is a disgrace to America to have men in our industries talk that way of men who cannot speak our language, who hare been bom in other parts of tlie world. If the atmosphere is not there, the spirit of safety cannot grow, and it certainly cannot grow in an atmosphere of ridicule. Shall I take long enough to tell you about an experience of mine a few years ago in tlie city of BulTalo ? I was general superintendent of the Buffalo Forge Com pany. There was a fellow of Italian extraction who worked on the bench right near the main aisle. He seemed like a genial chap, a fellow almost human, if you please--sometimes we fee) these men are not. It used to be my privilege to grab him by the coattail each morning, and then walk by, never letting on that anything had happened. After doing tliat for some time, I heard him say one day, *'De bigga boss lika his joke, too." And what happened ? 1 am telling you men that that little act did more to put me in favor and in good standing with the men than any demand [ might have made for their respect because of my position and all the executive ability that 1 might have endeavored to bring to bear on those people. Hut low are we going to succeed in our safety work in the years that are to come. ay in the next ten years? To me it seems that there are hut two ways that 426 Nineteenth Annual Safely Congress it can be accomplished. One is to do as a good sales organization does go out in the fields where safely work has not been developed as it has in some of our more cultivated places. And by the application of metal guards, by strict discipline, and this fundamental principle, build up another territory where safety work will flourish and grow and where many lives will be saved. We say we have done a pretty good job in safety work in the past year. We have done a pretty good job, but I Itelievc that we have not scratched the surface of safety work ia the places where we have been working for years. I say this out of my own experience. I have not come here to you this morning to be eloquent, but to call your atten tion to that fundamental principle of life that we all neglect, and that is the outward expression of interest in the men wc associate with. What should we do for these employees in our workshops. You say. "We pay them for their prodnetion." Until industry becomes shot through with that atmosphere of good will and a mutual understanding, my convictions are that safety work cannot possibly come into its own. And so I say, `'Let us walk down the road together safely." 1 have so many experiences come back to me that 1 am tempted to reminisce. A little, fat, German woman worked on a punch press under my supervision. It did seem a shame that a motherly-looking woman like that could not stay at home and take care of her home and children. But there was a reason behind it. The time came around for our seasonal depression and we had to reduce the operating man power. This old, German woman came to me aiuf said, "Mr, Christ*, could I speak to you?** "Surely,** I said. *'I understand that you layoff some people tonight or tomorrow." I id, "Yes, we haven't published it yet, but wc are." She said, "Please. Mr. Christ*and the tears came to her eyes, "Let me tdl you my story. I have a boy and I am sending him to school, and I have a girl and she is going to business college. I work on die punch press hard all day and I come heme at night and I wash and scrub and cook to try to make ends meet ao that my boy and girl will have a better chance in America than I have." And I am saying to yon that though she was not the most efficient operator in the shop, the order went forward that she should remain. Why? Because the fundamental principle of life was there, those things that somehow or other put an urge into ns that nothing else can. There is nothing that makes me feel more at home, and that is why I am always at the plant at six-thirty in the morning. I like to see the wheels go round. I like to sense the atmosphere. I like to say, "Good morning, boys," as I walk down the aisle. That is the experience that puts life and care and fun into our. everyday life. Then one cold winter night as I polled, out of my garage, comfortable in my warm car, I saw a little form with a shawl over its head. It was a terribly cold night and I pulled over to the curb and said, "Where are you going, lady?" She fnid. "I go to the car line if God spare my life to get then." I opened the door and said, "Jump in" It was the same German lady struggling for that thing in Hfe that means more than dollars and cents, so that her boy ntw* girl might go forth with sound fatuities to be better citizens--that old lady plugging away doing those things that money can't buy. I said, "Where do you lhre?" She said. "Way down under the hill on the east side, but I take the car. Take me to the car line. 1 get home somehow.** When I pulled up to the side of the little cottage on the cast side of the city and opened the door and helped her out and opened the gate, I said, "Have a good night's rest and if you don't feel like coming bade tomorrow* you don't have to. Take care of yourself ; your job will be all right." And she said. "Thank you. God bless you, Mr. Christ*." A few days later that woman was taken to the hospital with double r---- and the news came to the office (hat her life was ended. Do you mean to tell me Power Press Section 427 that a pang didn't come into my life? Wasn't there something too big for money to buy in the soul of that woman who had given her life so that her children might have a bigger chance in life? So I say to you men this morning, "Let us walk down the road together safely." Let us not be afraid to take this fundamental principle into our life and into industry, became then we are accomplishing those things that will help to offset that common idea of, "It is ail right so long as you get away with it." You know about that idea if you have bucked against men who do not think. We all know supervisors who do not take time to talk to their men, but with a lash and a whip and a cuss and a damn, drive from morning to night. Let us walk down Use road together for just a few more minutes. Let us see that little cottage; let us see those kiddies at play; let us see that shop where some body toils under our supervision in an endeavor to make a home for Molly and the baby. Let us not forget that love finds a lurking place in the heart of the man that lives there as well as in your home and mine. What will happen to that little boy if Daddy is taken home some night minus an arm or leg or an eye? He may not even have the opportunity of the boy and girl of the German woman. He will be just one more boy subject to the spirit of Bolshevism that is tilling our country today. So I say to you, let us walk down the road together safely. We have today old man Scrooge who is looking for that 40 per cent from the widow Zander. We have Carlos who is trying to spoil a lover's plan; and we have Uncle Bim whose pockets are bulging and yet whose life is empty because those fundamental principles are not there, those principles that make life worth while. I would as soon go through life with my finger off or with tny eyf out as to go through life feeling sour and blue and that do one cares for me. We can enjoy life if there is sunshine In it; but if there is no sunshine, who wants to live in the sliadow with two legs and two eye*. Possibly you will call this a sermon. We must make statistics. We must make metal guards. We must enforce discipline. We must do all these things. But we must talk Turkey to a man, take him aside, if he takes any chances. We are losing the joy of life when we see something that someone is doing that is thoughtless and careless and we do not go to him and tel) him the why* and wherefores. You do have eyes and you do have ears. Use them. That is my slogan---use them. But do more than that. That thing that is covered up here with flesh and blood and behind the ribs where nobody sees it, cannot ever be seen except in our daily life, so have a heart and be to your fellow workers not a domineering snob, not a fellow that says, "I'm the boss and you do os I tell you." Thank God for one thing, in my twenty years of foremaoship I have very seldom found it necessary to tell a man to do a thing. We all resent being told; hut where is the man with intelligence who will not welcome a suggestion? So that is all life b, after all. I can't do the things that you want me to do if you try to make me. I write left-handed because I was born that way. The teacher used to clap me on the knuckles with her ruler and tell me to use my right hand. And I said, "You can't make me do it." I am not a bit different from you fellows. We all resent being told and that resistance wQl never be broken down. Unless there is that urge that conies from within and reaches out we will get that attitude that "it is all right if we get away with it." So I say, "Let us walk down the road together safely." Let us live so that when somebody says, "It is all over, Bill is gone," there will be at least some who will say. "I am one who is glad that he lived." Chauiian Walters: Mr. Christian has brought us a line of thought that we are very, very apt to drift away from in this prosaic age of the almighty dollar. We have to face those problems and we have to handle them, but thank God, as he says, we can handle them humanly. 428 Nineteenth Annual Safely Congress The next thing <m out program is a motion picture. "The Mechanical Marvel.*' (The Power Press members thereupon gathered with die Automotive Section ir.crobcrs in a joint session, and the motion picture "The Mechanical Marvel", sup plied by the A. O. Smith Corporation, Milwaukee, Wis., was shown to the entire group.") ADJOURNMENT / N l N^ETE E N T H A N N U A L SAFETY CONGRESS NATIONAL SAFETY COUNCIL Public Utilities Section Officers 1930-31 General Chairman--E. S. Hfauwont, The Peoples Gas Light and Coke Co., Chicago, m. FfVc*C7i<iV#!um in Charge of Got Inlcrtjis--Gordon Wilsqn, Management and En gineering Corp., Chicago, Illinois. Vice-Chairman m Charge of Electrical Interests--G. A. D.oeller, Columbia Engineering 8c Management Corp., Dayton, Ohio. / icc-Chairmatt in Charge of Telephone and Telegraph Interests--F. M. Pfci'i'Rw. Illinois Bell Telephone Co., Chicago, 111. .Secretary---John J. .Babada, The Laclede Gas Light Co., St. Louis, Mo. Chairman, Poster Committee--A. A. Oi.hfield,- Wisconsin Power and Light Co., Madison, Wis. Chairman, Membership Committer--C. E. McBuros, Northern Indiana Public Service Co.. Fort Wayne, Ind. Chairman, Publicity Committee--A. R. Gray, The Peoples Natural Gas Co., Pitts burgh, Pa. Chairman, Program Committee--C. B. Bout.ft, Wisconsin Public Service Corp., Milwaukee, Wis. Chairman, Statistics Committee--E. J. Krkh, Duquesno Light Co.. Pittsburgh, Pa. Chairman. Engineering Committee--R. A. Blooxcsdurc; New York Power and Light Co., Albany, N. Y. Chairman. Committee on Slides and Safety Kinks--Howard M. Shaw, North Amer ican Light and Power Co., Chicago, Illinois. Chairman, Fire Prevention Committee--H. B. Harmfr. The Philadelphia Electric Co., Philadelphia. Fa. Xeurs-Lcttcr Editor--Wit. M. Dickson. The Bell Telephone Co., of Pcmu., Pitts burgh. Pa. Foreign Representative---C. B. Parker, Campania Cubana dc Electricidad, Havana, Cuba. Councilors-- C. B. Scott, Bureau of Safety, Chicago, Illinois. H. M. Webber, Illinois Bell Telephone Co., Chicago, Illinois. B. B. McCulloch, Bureau of Safety, Chicago, Illinois. C. -TheHoward Stewart, Laclede Gas Light Co., St. Louis, Mo. H. F. Webb, The West Penn Power Co., Pittsburgh, Pa. Gsorce C. A. Opp; The Detroit Edison Co., Detroit, Mich. H. L. MeadE, The Ohio Bell Telephone Co., Cleveland, Ohio. J. L. Vanpecrift. The Chesapeake Se Potomac Telephone Co.. Washington, D. C. National Electric Light Association Representative. American Gas Association Representative. 429 430 Nineteenth Annual Safety Congress Retiring Officers General Chairman--J. L. Vandegrift, The Chesapeake and Potomac Telephone Co., Washington, D. C. Vice-Chairman in Charge of Gas Interests--E. S. Beaumont, The Peoples Gas Light and Coke Co., Chicago, 111. Vice-Chairman m Charge of Electrical Interests--Ivah L. Scott, Electric Management and Engineering Corp., A&bury Park, N. J. Vice-Chairman in Charge of Telephone and Telegraph Interests --H. L. Meade, The Ohio Bell Telephone Co., Cleveland, Ohio. Secretary--E. J. Kxeu, Duquesne Light Company, Pittsburgh, Pa. Chairman Poster Committee-- A. A. Oldfield, Wisconsin Power and Light Co., Madison, Wis. Chairman Member ship Cutnmitice--C. E. McBride, Northern Indiana Public Service Co., Fort Wayne, Ind. Chairman. Publicity Committee--C. B. BoulBt, Wisconsin Public Service Corp., Milwaukee, Wis. Chairman Statistics Committee--G. A. DoH.ua, Columbia Engi neering & Management Corp., Dayton, Ohio. Cftatrman Engineering Committee--H. B. Harms*. The Philadelphia Electric Co., Philadelphia, Pa. Chairman Committee on Slides and Safety Kinks--Howard M. Shaw, North American Light and Power Co., Chicago, III. Chairman Fire Prevention Committee--John J. Bailada, The Laclede Gas Light Co., St Louis, Mo. News-Letter Editor--A. R, Gray, The Peoples Natural Gas Co., Pittsburgh, Pa. Councillors--C. R. Beardsley, Brooklyn Edison Co., Brooklyn, N. Y. (N. E. L. A.) C. B. Scott, Bureau of Safety, Chicago, IU. H. W. Moses. The Edison Electric Illuminating Co. of Boston, Boston, Mass. C. E. Morrison, Utility Mutual Insurance Co., New York City. H. M. Wubsx, Illinois Bell Telephone Co., Chicago, III Wills Maclachlan, Consulting Engineer, Toronto, Ontario, Holier E. Ntzsz, Commonwealth Edison Co., Chicago, III. B. B. McCulloch, Bureau of Safety, Chicago, 111. George A. Off, Detroit Edison Co., Detroit, Mich. C. J. Rutland, Texas Power and Light Co., Dallas. Texas. H. F. Webb, West Penn Electric Co, Pittsburgh, Pa. C R. Beabosuy, Brooklyn Edison Co., Brooklyn, N. Y. (National Electric Light Association.) Jobs H. Stilwcll, Consolidated Gas Co. of New York City. (American Gas Associa tion.) Tuesday Morning Session September 30, 1930 J. L. VANDEGRIFT, Chairman The Chesapeake ft Pbtomac Telephone Co., Washington, D. C. The first session of the Public Utilities Section of the Nineteenth Annual Safety Congress convened with J. L. Vandegrilt, The Chesapeake & Potomac Telephone Company, Washington, D. C. presiding. Chaiks/a.v VA/eoeoirr: Thin ir the opening meeting of the Public Utilities Section of the Nineteenth Annual Safety Congress. I take this opportunity to thank our membership and the Executive Committee for their fine support given during the year. We have had the reports of the Ex-, tcutive Committee combined into one and tins will be presented by our Secretary, Mr. Kreh, of the Duquesne Light Company, Pittsburgh. K :Secretary rxh This is a "healthy" report these fellows have put over. Public Utilities Section 431 Annual Report of the Executive Committee By E. J. KREH Duquesne Light Col, Pittsburgh, Secretary The Executive Committee met four times during the year as follows: October 3, 1929--Stevens Hotel, Chicago, Illinois. November 14, 1929--Offices of the Ohio Bell Telephone Company, 930 Huron Road, Cleveland, Ohio. February 24, 1930--William Penn Hotel, Pittsburgh, Pa. May 2, 1930--Racquet Gub, Washington, D. C, An average of thirteen at each meeting indicates good attendance. The success of the year's activities was insured at the Initial meeting when each member was asked by the chairman to give consideration to the formation of policies, objectives and activities for the section. As a result of the proper consideration of these fundamentals, definite policies and objectives were adopted, and all activities predicated upon them. ,,. Policies ** The following is the fundamental policy of tlic Section: It shall be tiie purpose of the Public Utilities Section of the National Safety Council to further the interests in accident prevention of member utilities, consisting of the electric power and light, gas, telephone and telegraph, and water power and supply. The fulfillment of this purpose should manifest itself in conservation expressed by the following factors: 1. To prolong the life and the period of productivity of the worker. 2. To promote social welfare, and to increase the capacity of the worker to enjoy life. 3. To increase the efficiency of the worker and to promote production. The Public Utilities Section advocates: 1. That accident prevention is an executive responsibility and that management should give the same direction and control to the reduction of accident* to employees and to the public as is given to other important factors of production. 2. That the Section bring to the attention of its member companies the necessity of improvement in safety performance as a vital step the strengthening of their industrial position in the community. 3. That uniform terminology and standard records be adopted so that all accident data will be compiled on a nationally comparable basis. 4. That the Section secure, compile and analyze accident statistics for the purpose of determining the lowest accident rate possible of attainment for its respective industries. - $. That the management of industries having high accident rates initiate measures to obtain the lowering of such rates at least to the low rates obtained by other plants of their industry. 6. That the Section endeavor to secure such action on the part of executives of its industries as will result h) each plant having the lowest rates obtainable. 7. That the Section make available to its member companies the successful developments in accident prevention upon which to base action for further advancement 8. That the Section continually endeavor to extend the scope of its influence to alt such public utilities companies which can profit by its assistance or which can aid in promoting these objectives. 432 Nineteenth Annual Safety Congress 9. That the Section cooperate with other Sections of the National Safety Council with otlier safety organizations and with the safety sections of trade associations in the interest of accident prevention. Objectives The methods which are used to attain the objectives of a comprehensive policy must necessarily continually change to correspond with the advancement in understanding which comes with developments. Accident prevention, like ail industrial endeavors, has passed through pronounced stages of progress. The present stage seems to demand constructive and positive treatment. Accident prevention is an important feature of production; in fact the relationship of the two is so distinct that it may be stated that "maximum productivity is dependent upon the reduction of accidents to an irreducible minimum". The factors which will assure satisfactory production are, tiwrefore, essential to Safety. The most important of these production factors which should be concentrated upon at this time are selection, training, education and supervision. The program of activity for the immediate future should feature selection, training, education and supervision for the purpose of making available to the constituency of the Section the recent approved developments in (his respect. The mediums of the Section, such as the News Letters, publislied articles, conference papers, safe practice pamphlets, bulletins, posters, etc. should constructively and in a positive way, be based upon these factors. These conclusions are derived from the following assumptions: 1. If the selection of employees is based upon the mental, physical and moral requirements of the job. 2. If the workers are trained properly in the occupational and technical require ments of the job (with consideration of the use of the proper methods of opera tion to avoid accidental injury). 3. If the supervisors of the workers are trained in the proper methods of supervision (with due regard for intensive supervision at critical operating points). Then the majority of avoidable accidents will be eliminated. The policies and objectives adopted by the committee are respectfully referred for adoption by incoming committees, so that the work undertaken may be successfully continued. Committee Reports Vice-chairmen--The duties of vice-chairmen include: Advising the contmi'.:ee concerning the problems of the industries which they represent. Cooperation with the trade associations of their industries with respect to the matters initiated by the Section. Assisting the committee chairmen in carrying out the objectives of the committees. Service as counsellors on the Executive Committee. The reports of the three vice-chairmen, which are as follows, indicate faithful adherence: Vice Chairman in Charge of Telephone and Telegraph Interest*--H. L. Meade In the telephone and telegraph interests, emphasis has been placed upon tlie fact tliat the same factors which control and improve quantity and quality of production, also control and improve the safety record. These factors are primarily proper selection, training and competent supervision of employees. The necessity of job analysis; proper planning and proper organization of men, material, equipment and tools, and determina- Public Utilities Section 43.1 (ion of the fundamental came of any accident have been pointed Co as an essential requirement in any successful accident prevention program. Vice Chairman In Charge of Gas Interests--E. S. Beaumont Service on the Accident Prevention Committee of the American Gas Association has enabled us to correlate the work of both of these committees, preventing overlap ping of activity. As chairman of the Poster Committee of the American Gas Associa tion, we have worked with Mr, Oldfield in the development of posters for the gas industry. Our efforts are also being directed toward the development of safe practice paniptdets by the American Gas Association covering detailed job operations in the gas industry. Vice Chairman In Charge of Electrical Interest*--1. L Scott Service on the Accident Prevention Committee of the N. E. L. A. has enabled us to foster better understanding of the aims and objects of both organizations to the end that maximum benefit will result to the industry. The collection of accident statistical data by both organizations has been simplified. Publicity Committee--C. B. Boulet, Chairman The policy of the committee sets forth that articles obtained for publication should be in line with objectives of the section and should emanate from leaders of the industry, having special reference to selection, training and supervision. C. B. Boulet, chairman, Publicity Committee, lias adhered to the policy outlined as evidenced by his report as follows: Publication to June 13, 1930 Author Subject Published in H. J. Buxton, Consumers Power Co, "The Dear School of Experiencc'1 National Safety New February, 1930 Jackson, Mich. D. E. Vak AkeN, "Accident Prevention in Elec- Associated Gas & Elec. Co., trie Public Utilities" February, 1930 Oneonta, N. Y. C. C. Goings, "Safety Education of Fore Louisville Gas & Elec. Co., men" Louisville, Ky. June. 1930 A. B. Dstwilu, "Training for Safety" Bell Telephone Co. of Pennsylvania. *E. J. Plu?ni?ceLt,t- *Pr c Co,"" April, 1930 April. 1930 ANP.euwbJl.aicrVkS,aenNrv.icBeJr.Cukot. of N JT ' ^<***>1t^An6ar\lkystisP" lan of ^AcCcCli- Xlay, 1930 ffiSE.5 ss*--.R- L. ZtNSTl^S' ,,R EPD.uebGnlvi.ccMr,SaeCrrtvotickle,oCrso. of C1-oollo`..ScTaf,Tea,iynl"PraEc(miP..'o1r* i,nn To be published To he published 434 Nineteenth Annual Safety Congress Poster Committee---A. A. Oldfield, Chairman It was generally agreed that tlie posters should correspond with and assist in carrying out the objectives and policies adopted; that the public utility posters now carried in stock by the National Salety Council should be inspected to see that none are derogatory to the interests of tbe industry; that a definite check on all public utility posters initiated by the National Salety Council be made before they are published. A. A. Oldfield, chairman, Poster Committee, submits the following report: 1-- In conjunction with the National Safety Council, a review was made of all photographs and drawings available in the Poster Division's files which were suit* able for public utility section posters. Arrangements will be made to bring these posters to the attention of the utility members. 2-- A schedule of posters, scenarios and copy for future posters for the electrical branch of public utilities section lias been developed. This was done in such a way as to provide one strong poster for each month. 3-- Through the efforts of E. S. Beaumont, vice-chairman of gas interests, posters of interest to the gas industry are being developed. Mr. Beaumont has also under taken an analysis of the occupational hazards of the industry as a guide in meeting future poster requirements. Similar work will be undertaken with the help of Mr. Webh, with respect to the water works branch of the section. With the assistance of Mr. Webber, a series of posters are being worked up for the telephone and tele graph group. 4-- No material has been used excepting that which has met with the approval of the committee, either collectively or individually and it has been the aim to direct all of the posters to the workmen on the job rather than to the management. 5-- It is the opinion that the next twelve months will see the production of a most carefully worked out scries of public utility posters and the National Safety Council, through Mr. Kershaw, in charge of tire Poster Division, endorses this expression. 6-- Arrangements have also been made to have the Kite Flying Poster included in the forthcoming scries of school posters which will receive wide distribution among the schools. Membership Committee--C. E. McBride, Chairman A definite program was outlined whereby a member representing each state would serve on this committee, this committee representative to submit the names of non- member utilities to the National Safety Council, who would in turn make contact direct to encourage membership. The activity of the Membership -Committee has borne fruit as indicated in the report of C. E. McBride, chairman, as follows: Year Number of employes of members 1928 .................................................................................................................. 852,575 1929 ...................................................... 904,933 1930 .................................................................................................................. 913,075 Number of Members in section to date...................... 393 Year Number of New Memberships secured Number of employes involved 1928 ....................................... 43 ................................................................ 40,798 1929 ....................................... 33 ................................................................ 52^58 1930........(to June 17th).... 22 ................................................................. 8,142 Total 98 101,298 Film Slide Committee--Howard Shaw, Chairman Mr. Shaw reports that three film strips have been prepared, having special refer ence lo safe practices on the part of the workmen. They form a basis of lectures. To Public Utilities .Section 435 carry on the work of this committee, Mr. Shaw has appointed a subcommittee from each group representing the electric, gas, water and telephone interests so that they may gather for the Film Slide Committee chairman material which can be used in the development of film slides. Fire Prevention Committee--J. J. Banda, Chairmen The object of this committee has been to draw attention to fire fighting apparatus which can be used advantageously In public utility work, to the special fire hazards which are peculiar to the public utility industry, and to the remedies which can be applied. J. J. Barada, chairman, has kept the News Letter editor supplied with data on this subject. It has been published monthly, and without doubt, has served the industry well. Statistics Committee--G. A. Doeller, Chairman The Statistics Committee had throe primary considerations: First--Coordination of statistical reports and records of the National Electric Light Association, American Gas Association and the Telephone Industry with those of this Section. Second--Public Utilities Safety Contest. Third--Study of the growth of the Section and evaluation of the progress made. The report of the chairman, G. A. Doeller, is encouraging and indicates much progress. The 1929 edition of "Industrial Accident Statistics" published by the Council is a veritable storehouse of data. Five pages of tables and charts are used to tell the story of the accident experience of tbe public utilities industry. A very interesting graph is included which shows tlie trend in (requeue/ and severity for a group of 107 establishments who have reported their accident experience for the past three years. The significance of this is perhaps not fully appreciated by all of us. While it is true Uiat certain individual companies have records of accident experience for periods of ten or more years, wc know of no other data which discloses the trends over a period of years of such a large group made up of the same companies from year to year. The frequency rate for these 107 establishments has decreased from 28.37 in 1927 to 21.98 in 1928 and to 20.02 in 1929. Severity has decreased from 3.74 in 1927 to 3.52 in 1929. There was a rise in the Severity Rate In 1928 to 3.84. The 1929 data represent the experience of 231,437 employees and 589,150, 210 man hours exposure. Natural gas operation included 8,401 employees and 20,863,490 man hours. Manufactured gas operation included 31,548 employees and 103,331,735 man-hours. Gas and electric companies included 61,875 employees and 133,155,932 man-liours. Electric light and power companies included 114,943 employees and 295,370,170 man-hours. For die past few years, our Section has sponsored contests which extended over six month periods. Your Executive Committee at its May, 1930, meeting voted to conduct a contest from July 1, 1930, to June 30, 1931. It is our belief these contests have encouraged much Interest in accident preven tion. Coopera i -- :+h trade organizations, such as t1c A.G.A. and N.E.L.A. fn tbe collection of at jiics has resulted in tlie gradual development of a plan which, we believe, eventually will simplify tlie work of collecting accident data. Engineering Committee--H. B. Harmer, Chairman The advisability of listing all of the job hazards in the public utility industry and then developing safe practice pamphlets covering each specific operation has 436 Nineteenth Annual Safety Congress been recommended and has received the earnest consideration of tins committee. Mr. Harmer, chairman, reports that he has an incomplete list built tip and that work in this direction is progressing. Recommendation Is made that it be carried on during the coming year with' the aid of the N.E.L.A., the A.G.A. and the telephone interests. The latter organization lias developed this idea to a considerable extent and Is in a position to aid very considerably the other utility interests. A bibliography of safe practice pamphlets already issued has also been undertaken in cooperation with the A.G.A- and the N.E.L.A. A pamphlet covering the storage and use of rubber gloves has been completed and will soon be Issued. A pamphlet on the loading and un loading of poles is also in the process of formation. News Letter--A. R. Gray, Chairman The excellency of the News Letter prepared by A. R. Gray, the editor, needs little than itself to commend it. Favorable comment has been frequent; in fact, it has been classed as the best publication of its kind issued by any section. It was edited in accord with the policies adopted by this committee. To insure success, a definite assignment was made at the beginning of the committee year so that each member would contribute. Program Committee--H. F. Webb, Chairman The quality of the program which will be presented at this Couvoition is evidence in itself of the good work accomplished by the Program Committee chairman, H. F. Webb. It was built around the policies adopted. The development of this feature consumed a large part of the time of the chairman, the Program Committee and the various members of the Executive Committee. A review of the minutes of your executive committee carries the following recom mendations, which are passed on to the incoming committee: Adherence to the policies and objectives adopted. The adoption of a "Continuing Program" is important so that the change in per sonnel of the executive committee will not affect the effectiveness of the work already started. It has been suggested that there is more than a casual relationship between health and accident prevention. Consideration of a health program is recommended by tltc formation of a health subcommittee That closer contact be maintained between the councilors and the active members of the Section. To further that movement during the past year, C. B. Scott served in the capacity of contact man between the Section and the councilors. It is the recommendation to the incoming committee that a chairman of couidlors be selected by the Nominating Committee, and that he in turn assign each councilor to some active duty which might include such things as service on the Nominating Com mittee. service on the Program Committee and service on the Policy Committee. Because of their past experience, the advice of these men it tuvaluable. Enlargement of the Executive Committee. This committee recommends to the incoming chairman the advisability of more representation on the Executive Com mittee. One method proposed is for each subcommittee chairman to appoint not less than three nor more than five men to his committee and then tram, develop and keep them actively engaged in the affairs of the Section, it being understood that they would not be required to attend all of the Executive Committee meetings. Understanding the job. The booklet entitled "Organization and Activities of In dustrial Sections" presents an outline of minimum activities that have bccotne stand ard for officers and committeemen of all sections, ft is urged, however, that a com- Put/hc Utilities Section 437 mittcc be appointed to review this booklet and make any additions that may seem to be desirable from the standpoint of our particular section. Nominating Committee appointments have been made, as follows: Chairman-- H. F. Webb; H. B. Harmer; B. B. McCulloch; and H. M. Webber. Chairman Vandigrift: That annua! report is a formidable statement. The Executive Committee started out this year with the immediate purpose of laying down long-term policies for the Section. Those policies are set-out in the annual report. Our first objective is to "debunk" safety and get down to brass tacks. Our second objective is to tie up management a little tighter and our third is to have a very definite set of objectives for managements. Managements must select their employees giving serious consideration to the mental, moral and other physical qualifications of the worker. They should definitely realize the responsibility of properly training these people and see that supervision is complete. The next business is that of selecting officers for the ensuing year. I am going to call on the chairman of the nominating committee for his report. Mr. Webb. H. F. Webb (West Penn Power Co., Pittsburgh, Pa.) : Mr. Chairman and Gen tlemen : The Nominating Committee is pleased to present their report, and we hope for your approval and subsequent election of the following officers: Report of the Nominating Committee General Chairtnan--E, S. Beaumont, The Peoples Gas Light and Coke Co., Chi cago, Illinois. Piee-Chairman in Charge of Gas Interests--Gordon Wilson, Management and Engi neering Corp., Chicago, Illinois. I 'ice-Chairman in Charge of Electrical Interests--G. A. Dokller, The Dayton Power and Light Co., Dayton, Ohio. Vice-Chairman is Charge of Telephone and Telegraph Interests--F. M. Pepper, Illi nois Bell Telephone Co., Chicago, Illinois. Secretary--John J. Baraoa, TIm? Laclede Gas Light Co., St Louis, Mo. Chairman, Poster Committee--A. A. Oldfield, Wisconsin Power and Light Co., Madison, Wise. Chairman, Membership Committee--C. E. McBride, Northern Indiana Public Serv ice Co., Fort Wayne, Ind. Chairman, Publicity Committee--A. R. Gray, The Peoples Natural Gas Co., Pitta- burgh, Pa. Choirntan, Program Committee--C. B. Bovlrt, Wisconsin Public Service Corp., Milwaukee; Wise. Chairman, Statistics Committee--E. J. Kreh, Duquesne Light Co.( Pittsburgh, Pa. Chairman, Engineering Committee--R. A. Bloomsburc, New York Power and Light Corp., Albany, N. Y. Chairman, Committee on Slides and Safety Kinks--Howard M. Shaw. North Amer- Inn Light and Power Co.. Chicago, 111. C7i<Jirw<m. Fire Prevention Committee--H. B. Harrier, The Philadelphia Electric Co.. Philadelphia, Pa. News-Letter Editor--Ww. M. Dickson, Thu Bell Telephone Co. of Penna., Pitts burgh, Pa. Councilors:-- C. B. Scott, Bureau of Safety, Chicago, Illinois. H. M. Webber. Illinois Bell Telephone Co., Chicago, Illinois. TV B. McCulloch, Bureau of Safety, Chicago. Illinois. C Howard Steward. The Laclede Gas Light Co., St. Louis, Mo. H. F. Webb. The West Penn Electric Co., Pittsburgh, Pa. Geo. C. A. Opp, The Detroit Edison Co., Detroit, Mich. 438 Nineteenth Annual Safety Congress H. L. Meade, The Ohio Bell Telephone Co., Cleveland, Ohio. J ^.ANDtCRIFT' ^He Chesapeake & Potomac Telephone Co., Washington. National Electric Light Association Representative. American Gas Association Representative. Foreign Representative--C. B. Pajuul*, Compant* Cubana de Electricidad, Hatana, Cuba. G. L. Hill (Chesapeake & Potomac Telephone Co., Washington, D. C.): I move the acceptance of the Committee's rcj>ort, that tire nominations be closed, and that the secretary be instructed to cast the unanimous ballot of the Public Utilities Section for the election of these officers. (The motion was seconded, put to a vote and carried.) Craiiuan Vandegsift : It is with a great deal of pleasure that I introduce Mr. Ernest Beaumont, our new general chairman. Chaimman Elect E. S. Beaumont: Mr. Chairman and Gentlouen: It is an honor and a privilege to be selected chairman of the third largest in the Na tional Safety Council and there is certainly a great responsibility. It is not a oae- man job by any means, and I hope that the cooperation that Mr. Vandegrift has spoken of will be expanded even in the year to come. Chairman Vanoecrift: ^Vc can assure Mr. Beaumont of the hearty and com plete support of the entire section. If you want to get the "low-down" on how to sell your executives, it must core from executives. We looked the field over to select one who was amenable to discipline, who had a real interest in safety work, and who still remained an executive. He is the Vice President of the Consolidated Gas Company of New York, Chairman of the Acci dent Prevention Committee of the American Gas Association. His subject is, "Safety --An Executive Responsibility" I take pleasure in introducing Colonel John H. Stilwdl. Safety--An Executive Responsibility By JOHN H. STILWELL Vice-Preaidcut Consolidated Gas Company of New York, New York City My subject is a good one but not worded in a way to place upon you and me enough of the responsibility for, safety work. I prefer to speak to you oil "Safety__ The Executive1* Responsibility", because unless you understand that safety is pri marily the executive's responsibility, you will remain under the impression that safety is everybody's responsibility and, therefore, nobody's. Please get the distinction between responsibility for a movement and the deriving of benefit therefrom. It is, of-course, to the advantage of both labor and industry to prevent accident, for labor will suffer less if there are fewer accidents, and industry will operate on a lower cost basis. The question as to where one shall place respon sibility must be resolved by determining who the individual is without whom the safety movement must collapse and with whose help the safety movement cannot fail. Whether or not the employees choose voluntarily to cooperate is not of paramount importance. A strong executive can induce the men in his employ to do as he wishes, f his object is a good one, regardless of their private opinion of the work that he Is carrying on. The strong executive can so intrench himself, by virtue of his authority, and more particularly his logic, that he can completely change the morale of his organization of men and women. But on the other hand, no matter how enthusiastic the employees of a plant may be for improvement. in safety and Public Utilities Section 439 accident prevention methods, unless the executive responsible for that plant believes in the safety movement, the safety work at that plant will not prosper. So, althoqgh everyone benefits from safety and accident prevention work, the re sponsibility lor it must rest with the executive, who alone determines by his attitude and conduct whether the work will fail or succeed. It is a source of great pride to me lint X am associated with an industry which has always taken a foremost part in safety work. In fact, 1 feel that 1 am entirely within the truth when I tell you that the public utilities were the first group of industries to take a concerted stand for safety. Today, witli everyone engaged in this healthy competition for the improvement of working conditions, the public utili ties arc more than ever pioneers, constantly seeking new ways of educating men and women to avoid accidents and sparing no expense to remedy the remaining physical hazards of labor. We are not content with improving conditions among ourselves, but have readied out into other fields of industry and have offered, with out charge of any sort, the service of our emergency and resuscitation crews. The newspapers constantly carry stories of the heroic efforts our men have made to restore to life victims of their own carelessness. We have offered to industry generally, instructors to teach all employees proper methods of resuscitation. In the Urge centers of population, we have emergency equipment that we make avail able to the police and hospitals. No other industry is more whole-heartedly devoted to accident prevention. But we must not feel that our work, thus far, has been sufficient to enable us to rest on our laurels. Each of us must carry a continually renewed determination to assume fully and without reservation the entire responsibility for the success of the safety movement in his plant. Other speakers will tell you what have been the most successful methods used in promoting their safety work. It Is not for me to invade their province. My concern is rather to point out to you the commonest traps into which the executive wanders because he (toes not realize the importance of the manner in which this work must be carried on. Safety work is to a great extent educational; and where a work is so largely abstract as educational work must be, wc must recognize the fact that the men who arc responsible for the movement must be inspired and inspiring leaders. The selec tion of a safety director is the first, and easily the most important, phase of the executive's responsibility. Too often the safety director is appointed out of a group of employees whose usefulness in other departments lias been diminished by a change in working conditions. These men undoubtedly feel that safety is a very good thing. These is no question that they are doing everything within their power to promote tlic work to which they have been assigned. But there is lacking in them that voca tional urge which makes for inevitability. They are, in a manner of speaking, not born to their work, and their efforts to transfer an enthusiasm and inspiration which they themselves obviously cannot possess are necessarily doomed to failure from the outset. The safety directorship of a plant should never be made a shelf for superannuated employees--whether that superannuation result from the pressure of years or from changes in personnel or operation that have left certain individuals unprovided for. If you have such people in your employ and can do nothing else with them, pension them; but I conjure you by your responsibility to your associates, to your consuming public, and to your employees, not to allow these men to become your safety directors; they will unquestionably retard the progress of tlic work among the employees, whom they cannot inspire, and among your associate executives, who will see only failure in a work so weakly conducted. In approaching the second common mistake that wc executives and safety directors make, I want to digress for a moment to give you a very homely simile. I once heard an old friend say that an employee is like a tack or a nail--useful if he has a good Iwad and if he is pointed in the right direction, but capable of going only as far as his head will let him. Are we doing everything within our power to procure 440 Nineteenth Annual Safely Congress the most intelligent labor obtainable at current rates of wage? And are we giving to our labor, as its foremen and supervisors, the most intelligent leaders that we can procure? When my friend made this very sage remark, he was thinking of the difficulty all of us have experienced in fitting the right man to the right job. It is our responsi bility to supervise the work of our personnel and employment managers and to assist them in procuring the right kind of men and placing them in jobs that are within their mental and physical limits. The more intelligent our labor, the more easily will it absorb not only safety and accident prevention information but general production ideas, as well. Much could be said about the specific kinds of employees that we should have for specific jobs, but we are all aware of the nature of our individual problems, and so I shall content myself here with this general word of caution on the subject. Some of us are in a more intimate sense public servants than many of the men and women who hold office by virtue of election at the polls. Upon the manner in which we discharge our duties depend the health, comfort, and welfare of the entire nation. If our plants do not operate efficiently and continuously, disease will spread Its wings over entire communities, the darkness of night will engulf streets and homes alike, and tired communities wilt be deprived of indispensable refreshment in places of wholesome amusement. If we discitarge our responsibility fully in this vital matter of accident prevention, we have made it virtually impossible for any catas trophe to cause interruption of our service to the' communities in which our plants are situated. To be sure, wc have also paved the life or limb of the employee who might otherwise have been Involved in catastrophe. We have saved, in addition, the cost to our particular plaht of nursing the injured man back to health and supporting his family or dependents in the meantime. Thus by throwing ourselves . into the safety movement, we recognize a responsibility which we as executives have toward the public that looks to us for light, heat, and power; above all we guarantee the safe return of our faithful subordinates to their wives and children after their daily tasks. Modem Industry is organized on a tremendous scale and is geared to perform huge tasks. Mergers are everywhere making for economy of operation. These consolidations improve productive service only in so far as we in our executive capacity are able to maintain discipline in our armies of workers. A plant is like a military unit: it is no better than its leadership. If an executive is lax, the entire organization under him reflects that laxity. If an executive is exacting but just in his demands upon his subordinates, his organization is the very mirror of efficiency, willingness, and precision. Discipline is the sine qua non of efficiency in production, and safety consciousness is of the very essence of discipline. To the executive who maintains discipline but has not yet learned to see the value of safety work, or who has failed to recognise his personal responsibility along safety lines, I make this statement: Try out for a reasonable length of time as extensive and intensive a safety campaign as your situation permits, and you will be amazed to find that the discipline in your plant--which up till now has had to be enforced from above--will be sustained among the men in an amazingly sympa thetic and understanding manner. Subordinates in industry are exactly the same as subordinates in our army and navy; they are essentially good sports and only too eager to help sympathetic superiors in the exercise of their responsibility. You will find that men who now are doing things because they fear to lose their jobs will then begin to do the same things better, in appreciative response to your effort, as their superior, to make them safety conscious and their plant a safer environment in which to perform their work. Ckairmam VAKDsctfirr: That was the most satisfying, substantiating speech we have ever heard.. Here is a management that realizes management's responsibility. They say that Public Utilities Section 441 safety is an integral part of production; that you can't get maximum production at a minimum inconvenience and hazard to the worker without planning it, without supervising it, without teaching it, and tliat is exactly what we arc after. Thank you Colonel Stilwell. We have been fortunate in securing a man who is an authority on the subject of gasses in manholes and the prevention of accidents from that source. You Pitts burgh men know him. Mr. Perrott is our next speaker. Explosion Hazards in Street Manholes and Sewers By G. ST. J. PERROTT Supervising Engineer, Pittsburgh Experiment Station, U. S. Bureau of Mines The'streets of every city cover a maze of pipes and wires which carry water, sewage facilities, gas, steam, electric power, and telephone to the business workers in the buildings above. These vital arteries of the modern city are sealed in by gas-tight pavements except at manholes spaced at suitable intervals. Underneath this seal, flammable gases may leak from gas mains, be generated by electrolysis or by the decomposition of sewage, or be produced by the vaporization of flammable liquids which have been discharged into the sewers- These gases find their way into manholes or any pockets which exist below the paving. If a suitable concentration of flammable gas or vapor and 3. source of ignition are present simultaneously, a disastrous ex plosion may result capable of doing great damage to life and property. The problem is not a new one. The British Board of Trade Lighting Acts, 1882-1888, state as follows: "AU street-boxes shall be regularly inspected (or the presence of gas, and if any influx or accumulation is discovered, the undertakers shall give im mediate notice to the authority or company whose gas mains are laid in the neighborhood of the street-box." Yet in Holborn, London, there occurred in 1928 a disastrous explosion in an old tunnel, used as a conduit for electric light wires, which (titled one man, injured thirteen, and caused a property loss estimated at half a million dollars. As early as 1887 the citizens of New York City were so alarmed that they termed manhole covers "death-dealing projectiles." While this hazard has long been recognized by fire-protection engineers, the average person stilt has little conception of the potential danger lurking underground in all our cities. It is the purpose of this paper briefly to recall a few of the explosions of this type which have occurred recently, discuss the factors responsible for such explosions, and consider the best means for their prevention in tle future. Three Disastrous Street Explosions Three explosions, which most of you probably remember, occurred during the past two years were: London, England, on December 21, 1928; Boston, Mas*., February 14, 1929; and Newburgh, N. Y., September 16, 1929. These and others are described in an article on "Manhole and Sewer Explosions" published in the National Fire Protection Association Quarterly* and this source has been used liberal ly in this paper. Published Mai)hole by permission ol the Director, U. ami Sewer Explosions, National S. Bureau of Mines. (Not subject to copyright.) Fire Protection Association Quarterly, val. 23, pp. 402-426, 1930. 442 Nineteenth Annual Safety Congress 1. London, England, December 21, 2928. A triangular area hall a mile long uj the heart ol Londoq presented the appearance o( a shelled town in -war-time, alter a series of explosions which occurred in an old iron-plate tunnel used as a conduit lor electric wires. It was built more than 60 years ago and originally used as a pneumatic-tube package delivery system. Years ago it was taken over by the Post Office Department, which also operates ti>e tele phone and telegraph systems, and used as a conduit for wires. It was one of the many cooduits, gas mains, water mains, and sewers which virtually honeycomb the space beneath the surface of the city. At about 7:45 a- m. three workmen arrived at a manhole in High Hoiborn to start the motor-driven fan in the tube to dear it of sewer gas. To operate the blower it was necessary to enter the tube and connect a plug attached to the lead from the blower to die socket at the switch. T!*c cover of the manhole was removed and one of the workmen descended the iron ladder to attach the plug to the socket in the tube. Scarcely was he out of sight when Uir other workmen heard a "boom" and a flash of tome rose almost to the top of the manhole. As the flame receded, the workman In the tube rushed to the ladder and as he readied the top of the manhole be was caught by the blast of an explosion and enveloped in dame. He was so badly burned that be died six days later. Almost simultaneously with the first appearance of dame in the tube and before the first violent explosion, the flash of fire traveled along the tube 90 yards in each direction. The surface was not damaged except at the manhole itself. After this, an explosion wave appeared to have been produced, and a considerable length of the tube was wrecked, also the paving on the street above was completely demolished. Gas and water mains were fractured and serious damage was done to private vaults and cellars under the road. The conclusions of the commission ol .inquiry* are as fottows: Conclusions Tlie explosion was due to a mixture of coal gas aod air. We have not been able to trace the precise source of the gas, but it was probably a gradual accumulation of leakage from neighboring gas mains extending over a considerable period, increased by some larger untraced escape within a short time of the explosion. It was probably due to the use of a petrol lighter in the manhole by one of the workmen who unfortunately received fata) injuries. Recommendations 1. Any structure forming an underground cavity of any considerable sire should be adequately and continuously ventilated or, if disused, filled in or removed. All chambers such as manholes or duct or pipe lines constructed for a man to enter and work in are included in this recommendation. 2. The whole of the existing Post Offiee tube should be examined at once and an adequate system of continuous ventilation should be installed where it does not at present exist. 3. The employment ol some form of continuous detector to give warning of the presence of gas in places such as the Post Office tube or important underground chambers is worthy of consideration. 4. The Gas Light & Coke Company should strengthen its organization so as to bring the work of leakage detection under the control of some responsible officer as his primary duty. 5. Consideration should be given to the following questions: a. The use of subways for pipes and mains. b. The depth at which gas and other mains should be laid, with special refer ence to the effect of modem traffic conditions in increasing vibration. c. The possibility of coordinating the control of underground services in London. "Report stationery OoffficCe,omLmonisdsoionn, 1o9f29I.nquiry Into the Solbora Explosions and Fives,** His Majesty's Public Utilities Section 443 2. Boston, Massachusetts, February 14, 1929. Four heavy explosions, accompanied by numerous lesser explosions, sent twenty- nine person# to hospitals, resulted in a score of minor injuries to others, damaged sixteen buildings, (lightened hundreds of store employees and late afternoon shoppers in the vicinity ol Summer and Chauncy Streets. The first heavy explosion occurred shortly before 5 :20 p. m. in the underground electrical distribution system, and was followed by two others within 20 minvtes. The fourth and final explosion occurred at 4:00 o'clock in the morning. The exact cause of the explosions was not discovered, hut t!c following possibilities were suggested by officials who investigated the disaster: (1) Illuminating gas or sewer gas may have leaked into the oonduit system and become ignited by a short circuit; (2) flammable vapors such as gasoline may have been present in the sewerage system and leaked thiough die ground into the conduit; (3) a short circuit may have decomposed suf ficient paper and oily insulating material to form combustible gases. 3. Newburgh, New York, September 26, 1929. One person was killed, about twenty-five were injured, and damage estimated at approximately $200,000 was done to property in a series of explosions which took place in the downtown section of Newburgh along tin; Third Street sewer and its lateral connections. The explosion was thought to have been caused by the ignition of illuminating gas which found its way into the sewer. The sewer in question flows into the Hudson River and the outlet is submerged. There is practically no ventila tion in the sewer, hence, it is not difficult to see how an explosive mixture may have beAen ffeoarmtuered. of particular interest in connection with this occurrence is the fact* that on August 24, 1928, a similar explosion took place in the same part of the city and aloog the same sewer. At the request of the City Manager, the U. S. Bureau of Mines made an investigation * of the causes of the second explosion. The evidence indicated that illuminating gas was the combustible substance that caused the ex plosion, and the elimination of gas leaks, regulation of disposal of flammable liquids, and the ventilation of sewer systems was recommended as the best means of pre venting further explosions. A report by the Independence Bureau of Philadelphia stated gasoline to be the cause of the explosion. Dangerous Gases Potdtd In Manholes The dangerous gases which might conceivably find their way into street manholes, according to a report of the U. S. Bureau of Mines0, can be grouped into three clnsses: (1) poisonous, (2) suffocating, and (3) explosive, although some fall in more than one class. These gases and their principal sources arc listed below: Dangerous Gases Found in Manholes, and Their Principe! Source Poisonous gazes: Ammonia .............................Refrigerating plants. Benzol ................................ Motor vehicles, storage tanks. Carbon monoxide ..............Manufactured fuel gas, flue gas, products of com bustion, exhaust gases from motors. Gasoline ...........................Motor vehicles, storage tanks. Hydrogen sulphide ....... Sewer gas. coal gas. Sulphur dioxide ................. Burning insulation. Suffocating gases: , Carbon dioxide ................. Products of combustion, sewer gas. Nitrogen ............................ do Natural gas .......................Natural gas mains. G. W.. The K>[*>* in Nnrbuttl. York, S^.1--It.. l. Nc.burffc Nw*. 1930. Nineteenth Annual Safety Congress !:\ploivc inn: Pcmol ...........................................( See above.) Carbon monaxkk ....---- (Set above.) Ethane ................................Natural gas. manufactured fuel pu. Gasoline .......................,...(Scr above.) Hydrogen ..........................Artificial fuel cases, electrolysis of water. MeDunr.............................. Natural cas, manufactured gas, sewer gas. Unsaturated hydrocarbons. Manufactured fuel gases. Gas Analysis of Manhole Atmospheres. While any or all of the gases ttsted may at times find tlvar way into manhole*, actual gas analyses show that the most frequent combustible gas present is city gas, either natural or manufactured. In districts using manufactured gat. this will be shown-by analysis to contain carbon monoxide, whereas in districts where natural gas is burned, the gu will contain considerable quantities of methane and ethane, and no carbon monoxide. Sewer gas can Ire distinguished from other gases by high pro portions of carbon dioxide. The following table gives results o! analyses made in four cities in the eastern part of the United States by the Bureau of Xfincs: Composition of Gases Found in Street Manholes Test N<fc City 3A 6A 1B 3B 7B 9B IC 2C 3C 4c 3c 6c 7c 8c 9c 2D 43 D t> 8D 9D 19 D Saapl* taloka in Composition CO, o. of ItnoipVitrc, 00 IUu- per cent br volume H. N, mioauis GJa* Manhole 1.5 2.1 0.3 " 2.7 0.5 *u' u 14 0.6 0.7 1.3 " 7.7 " 12 IS 3.0 Electric light pole 2.6 Vault under street * 3.7 do 0.5 Manhole 2.7 Steam valve box 2.6 do 09 Manhole 2.6 16.2 16.6 11.4 1S.3 192 18 6 112 9.7 194 18.5 8.2 16.4 134 12.3 13.4 14.8 20.6 11.3 16.8 18.9 16.0 4.7 02 34 2.5 0.2 0.4 04 ao 0.0 0.0 1.0 5.3. OJ 104 1.4 02 2.7 1.4 3.8 0.4 * 38.S 102 4.0 12 ii 14.1 1.8 15.8 02' 0.6 0.4 I.l 02 2.4 0.0 0.8 02 0.4 0.3 42 1,5 124 22 3.1 0.2 01 4.0 5.8 0.9 1.7 0.5 0.5 1.0 1.8 4.9 0.0 182 12.5 04 09 0.0 0J) ao 0.0 0.0 4.0 0.6 12.4 1.8 1.6 12 67.5 794 49.8 71.8 76.3 784 497 57.1 78.7 77.4 814 794 80.7 802 692 66.9 77.7 53.S 744 77.4 74.7 In citi A, C, and D the gas used was manufactured gas. while in city B. natural gas was distributed. A number of the samples in city C sitow the gas to be sewer gas, most of them non-explosive, however, due te^ the large proportion of carbon dioxide. Many hundreds of manholes were tested which contained no combustible or less than 0.1 per cent thereof, and the taMc should not Ik taken to imply that all street manholes contain combustible gases. O-.Katz. S. H.. Mate#, X. and Bloomfield, T, T. Gu Bazaid* la Street Manholes. Report* of Investigation* No. 2710, Butcm of MIbo, Inf. Public Utilities Section 445 Recommendations for Elimination of Explosion Hazards in Street Manholes and Sewers The following practical recommendations for elimination of explosion hazards in manholes and sewers are suggested; 1. Systematic inspection.--A systematic inspection of all manholes (including sewer manholes) should be made at least once each month to ascertain whether combustible gases arc accumulating. Ii such conditions are found in sewer manholes, all manholes in the district should be uncovered and water run into them from hydrants in as large a volume as possible. This seems to be the quickest and most feasible method to apply in an emergency. If combustible gases are found in other manitoles, the covers should be removed and forced ventilation provided by means of a blower. The source of the combustible vapor should be determined by gas analysis and the cause eliminated as soon as possible. 2. Elimination of city gas leaks.---Investigation by the Bureau { Mines has shown that illuminating gas is the most common source of combustible gas in manholes. Before the era of paved streets, gas that leaked from mains followed the path of least resistance and usually found its way to the surface of the streets and passed off harmlessly into the air above. At present, there are few outlets in the streets and the gas must follow the path of least resistance which may be into manholes, sewers, or through porous cellar or basement walls into business houses or residences adjoining the street where the leaks exist. 3. Proper disposal of flammable liquids.--Gasoline and oil from filling stations, garages, and automobile repair shops, and flammable liquids used in home dry-cleaning arc often discharged into the sewers and present another explosion hazard. All estab lishments that use flammable liquids in quantity should be required to maintain approved containers or underground tanks for the retention of all waste material, and the city should maintain a place for the disposal of waste flammable liquids at a safe distance from the business districts. Under no conditions should these liquids be discharged into the sewers. The sale of gasoline, cleaner's naphtha, and similiar combustible liquids to household users should be discouraged. 4. Ventilation.--The Commission of Inquiry into the London explosion recom mended-- Any structure forming an underground cavity of any considerable size should be adequately and continuously ventilated or, if disused, filled in or removed. All chambers such as manholes or duct or pipe lines constructed for a man to enter and work in are included it; this recommendation, * The writer is in complete agreement with this recommendation, but realizes that forced ventilation of a series of manholes is not always feasible. However, adequate ventilation is probably the only sure means of maintaining a noo-cxplosive atmosphere in any underground chamber, and it should be seriously considered wherever possible. In the city of Newburgh It was found possible to ventilate by natural draft a sewer whose discharge end was under the low tide level of the river. This was done by construction of a relief sewer to be above the high tide at all times and serve as a ventilator for Ute sewer system. This produced a rapid ventilation hy natural draft which effectively eliminated explosion hazards in this sewer. Similar expedients arc undoubtedly feasible In other cities. f 5. Precautions in entering manholes.---The London explosion was probably initiated by a workman using a cigar lighter in a manhole. While there are many sources of ignition beyond the control of the utilities owning manholes, it is certainly inexcusable that any employee of these utilities should be responsible for initiating such an ex plosion. Safety precautions may be set forth briefly as follows: (1) No Open flame lights; (2) no smoking; (3) use of a gas detector* before entering manhole; (4) ventilation of sewer or manhole; (5) me of hose mask whenever it is necessary to work in an atmosphere suspected of being asphyxia!. 446 Nineteenth Annual Safety Congress 6. I%tiling unused underground cavities.--The City of Newburgh contained a number of old stone drains which were unused and offered an easy path and pocket lor escaping combustible gases and vapors. Probably other cities contain underground pockets which are not used. These should most certainly be filled in. 7. Repairs to basement walls and floors.--Frequently, basement walls and masonry Ignitions dividing cellar floors are not gas-tight These chambers provide further pockets for the entrance of combustible vapors and add to the explosion hazards. All such walls, floors, and partitions should be made as gas-tight as possible by filling all cracks and openings with cement or other suitable material. 8. Investigation of complaints of odors.--Records should be kept of all complaints of odurs from residences and business houses of the city, and a prompt investigation made of each complaint to determine the cause of such odors. The complaints are an additional check upon the inspection system and oftoo, if followed up, result in the detection and repair of leaking gas or other source of combustible vapors. 9. Cooperation of City and Utilities.--The foregoing recommendations TM be carried out best if there is concerted effort by the city officials and all utilities owning manholes. Such cooperation is strongly urged and is essential if future explosions arc to be prevented. Discussion Chairman Vandeouft: Thank you, Mr. PerrotJ. That was a practical talk on a scientific subject. Arc there any questions? Frank Scott (Hamlin & Co., Insurance Dept., Consolidated Gas Qx, New York City) : How do you detect the source of the gas ? Mr. Perrott ; The most frequent poisonous gas is carbon moocudde, and several detectors have been developed for that purpose. I have one of the ampoule type here. This detector consists of a small glass tube containing a solution of palladium chloride, enclosed in a cotton bag. It is broken in the fingers, and then let down into the manhole. By matching the color against a comparison card, the amount of carbon monoxide can be estimated. Artoilter detector known as the hoolamite detector, consists of a bulb and a small lube containing iodine pentoxide and fuming sulphuric acid on granular pumice which turns blue in small traces of carbon monoxide. This bulb is squeezed and the atmosphere is run through the tube, and from the depth of the blue color matched against a standard series of colors, the percentage of carbon monoxide can be esti mated. Those two detectors tliat arc most useful for portable work. Charles L. Me* (Public Service Co. of Northern Illinois, Chicago, IlL): Does the experience of the Bureau of Mines show that the explosions in manholes charge able to illuminating gas are more frequent in those territories where natural gas is distributed. Mr. Perrott: We have no evidence that the frequency of explosions is greater hi natural gas districts. The characteristic odor of manufactured gas tends to be ab sorbed by passing through the ground and hence is not as good ao indicator of underground leaks as might be thought. However, good statistics on tliesc explosions are not available and my statement is based on explosions sufficiently spectacular to he recorded. S. M. Pratt (The Edison Co., Philadelphia, Pa.) : What is your experience in the use of palladium chloride ampoules as to the psychological reactiou of the man in the field as to the action of those ampoules. Do they actually see the difference between the original color and the color they get when they take it out of the manhole enough to make It a practical warning? I want to know whether they have been found cither successful or unsuccessful with the average man in the field. Ptrrott, G. St. J. and Yaat, W. P.. Safety Isivestimtieas and Approval Sjrtea of the United States Bureau of Mines: Thetr Application to the Chemical Industry, Trans. National Safety Council, 1930. (Cootaina description of gas deteetore.) Public Utilities Section 447 Mr. Scott; The United Electric Light & Power Company of New York City is using them. They have been using them for sometime and find them satisfactory. Mr. Lamgman (Illinois Bell Telephone Co., Chicago, III.); If the concentration oi gas is strong enough to explode will it be strong enough to gas the workman in the manhole? Is it possible to have an explosion without the danger of gassing the workman ? Mr. PstROTT1. You are assuming manufactured gas rather than natural gas? Natural gas is non-poisonous except in very high concentrations. You can go into an explosive mixture of natural gas with perfect safety as long as you don't strike a match, or push an automatic cigar lighter. I should say that with manufactured gas containing poisonous carbon monoxide, it is not possible to have an explosive mixture without that mixture being very poisonous. Chairman Vandbgrift: Our next speaker is a leader in Educational work. He is the head of the Industrial Relations Department of the University of Pittsburgh, Professor Halfock! Training Foremen to Become Genuine Safety Leaders By PROF. JOHN W. HALLOCK Department of Industrial Engineering, University of Pittsburgh. Industrial safety has been said to consist of a combination of engineering, organiza tion and education. To this definition might be added the words "applied in the reduction of human waste." Certainly no human activity presents a greater challenge to modern Industry than that reducing the frequency and severity of injury to human beings. Regardless of the motives which bring about the application of safety measures--whether mercenary or purely humanitarian--the safety engineer occupies a position of the most intense interest My subject would seem to concern itself mainly with the third point of our definition--namely, education. Yet the amount and diaracter of education necessary are so dependent upon organization that I shall encroach upon tltis second item of our definition before touching upon the purely educational side of the subject. In fact, any organization may be so thoroughly worked out and the duties of each executive set forth so dearly that relatively little education of minor executives is necessary. Conversely, the duties and functions of the organization may be so loosely related as to require very great stress on education arid training. Before any educa tional program can be outlined, therefore, it is necessary to know just how thoroughly organized the industry or company is. No one, I am sure, will deny that the safety of the worker is a responsibility of management. It becomes necessary then to outline so clearly the functions and duties of the various elements oi management that there can be no misunderstanding on the part of any individual as to his duties in the organization--not alone with respect to safety bat in the performance of any and all duties. It would be superfluous to discuss the uses of an organization chart with such a group as this. I am convinced however, that to reach the top root of any educational or training program, some consideration of this is necessary. By far the most common form of organization of industry today in this country is the 'line and staff." The real owners of the industry are the stockholders. Since policies can seldom be fixed by the stockholders themselves, their authority is usually vested in a board of directors, with necessary and appropriate officers to carry out the wishes of the directors, and therefore, in most cases of the stockholders. Subordinate to these liigher officials 19 a group of specialists who act as advisors in a technical capacity. Typical of these are the chemist, the sales analyst, the chief engineer, the legal department, and so forth. The higher officials with these specialists comprise the 448 Nineteenth Annual Safety Congress administration of the enterprise, as distinguished from the management. It will be noted that so far the organization functions principally to lay down broad operating policies and to co-ordinate the efforts of subordinate units in the organization. The actual doing of the things necessary to make the organization a live organism is in the hands of a group of executives and workers known collectively as the management. Note the distinction between administration and management. The former lays down policies and the latter carries out the policies. What then comprises management? Management consists of all those individuals in the organization who control the work of others. It may be argued that the highest official of a company belongs in this group. It must be remembered, however, that the higher officials are most frequently' concerned with fixing policies and not concerned with the carrying out of the policies. Oo the other hand, management, as a group, is sufficiently immersed in details of execution to have little time for the determination of broad policies. It is true that in many organizations, especially smaller ernes, the line between administration and management is difficult to trace. Just as soon as we select one individual from a group of workers and give him the authority of a straw boss or foreman, we have removed him from labor and placed him in a position of authority in the management _pf the enterprise. Before his promotion, his duty was the actual performance oTphysical work. After his promo tion. his duties are largely the directing of the work of others. The nullifications for his former work do not apply in the case of hb new position. As a mere workman, he required a certain manual dexterity and skill along.a particular line. As a foreman, he must have certain attributes in addition to those of the workman. If we can discover just what these attributes are which a foreman or executive must have, over and above those required for the manual worker, we will have gone far toward know ing something of the foundation upon which we may build an educational program for tlw foreman and as well for the worker. E. H. Schell has said that there are three qualifications which every worker in industry must possess*. They are:-- 1. Physical vigor. 2. Moral uprightness. 3. Given level of intelligence. These, of course, are general requirements. The employment manager analyzes and interprets them in terms of individual jobs. When it comes to the selection of an individual to assume autliority over a group of workers, certain additional qualifica tions should govern. Schell lists these as: 1. Interest in and affection for people. 2. Power of personality. 3. Scientific trend of mind. It is not my purpose to discuss each of these qualifications or to defend their import ance. I am convinced, however, that they form an excellent basis for the measurement of the fitness of an individual to command others. If a number of foremen, for example, have been selected because of having possessed an interest in the doings of other people and because of a power, of personality which they possess, their education as real safety leaders is much easier of accomplishment than if they had been made foremen from some other motive or reason. It is not always possible to select a group of foremen who possess uniformly these qualifications. In fact in very few of the many industries which I have touched in programs of foreman training have I seen any uniformity of selection of foremen. I have seen, in a single group, men who have pursued graduate courses in engineering colleges and men who still owe the grade schools several years. Perhaps such a situation should be discouraging as forming the basis of outlining an educational program. Conversely, it invariably gives promise of much more interesting discussions ""Technique of Executive Control.** E. H. Scbell. Second Edition. McGrow--Hill Bode Cmhnu>v, tw. New York, New Yack. Public Utilities Section 449 than if all possessed the same educational backgrouixt. I have seen in such groups, men who left tlte sixth grade of the public school thirty-five years before and have heard such men give utterance to a philosophy of life that has done much good for the younger and more sophisticated members. In preparing for the training of a group of foremen in safety, I am convinced that a certain ground work must be laid. There are a number of possible anglC9 of approach in the laying of this foundation. Personally, I have found the economic approach more productive of results than any other. And by this I mean the approach through the ordinarily dry conception of pure economics. What is labor ? Is it, as orginaliy conceived, a penalty of an angry God, imposed upon man because of moral laxity? Or is it the natural outlet for man's restless desire to do something? What is wealth? Such questions as these lead very naturally to a discussion of wages, interest, rent, taxes, costs of doing business and a host of others. Tliese must all be so clearly and impartially set forth as to rouse and hold the interest of every member of the group. There are many dangers, of course, that the discussion of such subjects will become stilted or pedantic. The leader of such a group must always bear in mind the members of the group. Care must be taken to avoid personalities and to confine discussion to principles. Any application of principle to specific problems must be clear-cut and devoid of auy appearance of "taking sides." Following the laying of the foundation in economics, a discussion of some simple problems in industrial organization and management will lay a further foundation for safety studies. Such subjects as types of organization for ownership--the individual, the partnership and the corporation--types of organization for management, qualifica tions of men for executive positions, functions and duties of executives and a host of other subjects are of unfailing interest to foremen, f have seen foremen who, at the beginning of a course of study and discussion of this kind, were suspicious, skeptical and sullen, and after a few Impartial discussions have themselves taken part in die discussions and have contributed much constructive comment- Foremen who can thus be made to realize that they arc themselves in executive positions will take a real interest in trying to absorb many of the principles discussed and will unconsciously apply them to their own work. It may seem that I am still a far step from training men to become genuine safety leaders. 1 am convinced, however, that to make foreman training in safety genuine and lasting, this ground work is necessary. Safely is a management function and the foreman must be made tu feel first that lie is a part of management. It is surpris ing how naturally and logically a study of safety may follow the laying of such a foundation. As this is the ultimate objective of this training, I shall attempt to outline certain steps in this part oi the training. In doing so, I shall divide the subject into five sub-topics as follows: 1. Subject matter; 2. Time of meetings; 3. Place of meetings; 4. Personnel of group; S. Discussion leader. 1. Subject Matter. There Is such a wealth of material available for instruction in safety that the difficulty is to select that material which will serve the purpose best. So much of the written matter at hand seems to consist of "Don'ts" that I would say, the first thing is to eliminate the negative instruction. Safety instruction should be positive and constructive rather than negative and critical of present practices. In the second place, make the subject matter broad and deep. I have seen safety instruction built solely on a consideration of mechanical safeguards. While such instruction is necessary and invariably productive of much good, it is only a small part of the information that should be in the hands of every foreman. The broader we can make the horizon of the foreman in safety matters, the greater the benefit to be derived from the instruc tion. I am giving below a list of subjects which I fed should be included in the foreman's course. Many of these topics will have to be viewed more superficially for 450 Nineteenth Annual Safety Congress (he foreman than would be the case in the training of safety engineers. Nevertheless, I feci that all are necessary if only as a perspective. The subjects are:-- 1. Purposes o! Safety Work in Industry. 2. Origin and Growth of the Safety Movement. 3. Agencies and Organizations in Safety Work. 4. Industrial Hazards. 5. Management's Responsibility in Employee Safely. 6. The Safety Engineer. 7. The Safety Committee. 8. The Foreman's Place in Safety. 9. Safety Education for the Worker. 10. Study of Individual Accident Casts. 11. Accident Reports in the Industry. 12. Accident Records--'Individual Cases, Causes, Costs, etc 13. First Aid and Hospitalization. 14. Accidents not Resulting in Human Injury. 15. Accident Classification. 16. Employee Safety Record. 17. Checking Results Obtained. 18. Safety and Production--Machinery. 19. Safety and Production--Ttie Human Factor. 20. Design as Affecting Safety. 21. Safety Codes--Origin and Authority. 22. Safety Codes--Adapting to Specific Needs. 23. Safety Codes--Putting Them Over to the Worker. 24. Safeguarding the Working Place. 25. Standardization as Affecting Safety. 26. Employee Incentives. 27. Inspection. 28. Materials Handling. 29. Workmen*# Compensation--Origin and Effects. 30. Workmen's Compensation--Rate Making. 31. Related Activities--Employee Betterment. 32. Methods and Results in Typical Industries. No doubt the subjects suggested may seem much broader than necessary for foremen. Indeed in many cases the list as given should be materially altered to meet specific needs. If there is a question a# to whether a subject should be included or omitted, my advice is to err on the side of breadth of material rather than the reverse. The foreman is an executive, the safety engineer is a staff officer and the foreman must put into practice the principles set down by die safety engineer. He must* therefore be conversant with every phase of tle subject. No discussion of subject matter would be complete witlmut a consideration of text material available. I know of no single textbook which can be used if the wide range of topics suggested is to be covered. There arc several very excellent texts which caver specific phases. These should be available for reference or assigned readings, as should also many bulletins and pamphlets issued by die numerous organizations con tributing (o this great movement Even a bibliography of the subject would be a volume by itself; numerous are the sources of material. The well-organized and welloutlined course will refer the individuals in the group to appropriate sources for necessary information. 2, Time of Meetings. Meetings for purposes of instruction must be either on company time or on the foreman's own time. Much may be said io favor of either period selected. Likewise each has certain disadvantages. These have been ably summarized in a report oh foremen training published in 1924 by the Pittsburgh Personnel Association. Public Utilities Section 451 To quote from this report:-- "Advantages of holding meetings on company time: Tends toward better attendance. Gives foremen the feeling that the company is behind the proposition. Company reaps the benefit and should sacrifice the time. Does not interfere with flow of production. Distinctly a business proposition. Makes it part of his job. Men arc usually keener in the morning or daytime than at night. Makes it easier to sell to the supervisor. "The chief disadvantage of holding meetings on company time is that in some industries it may interfere with production. "Advantages of holding meetings on foreman's time: Meetings may he held after dinner. Men feel more like talking after dinner. Meetings can be longer if necessary. Does not interfere with flow of production. Makes the foreman feel that it is for. his own education and advantage. "Disadvantages of holding meetings on foreman's time: Attendance not as good. It interferes with his evenings. May mean loss of time due to inadequate transportation after working hours. He is less alert at the end of the working day. There is, of course, the possibility of combining the training in several neighboring plants. There is much to be said m favor of such an arrangement. It affords an opportunity for an interchange of ideas not possible in the one-company group. In this event, however, it is probable that meetings will have to be held entirely on. the foreman's own time, with the attendant disadvantages outlined above. The whole question of the single or multi-company program would therefore seem to be one that can be decided only on the merits of the individual case. 3. Place of Meeting.* The place of meeting will doubtless depend largely upon the time of meeting. Meetings must be hdd either on company property or at a convenient center for (he men. If the meetings are held on the foreman's own time, a meeting place con venient to the men's homes is highly desirable. In the case of the multi-company program, this may also be desirable. On the other'hand, if meetings are held on company time, a conference room at the plant should be secured if at all possible. This serves the purpose of lending a business aspect to the sessions which is highly desirable. As in the case of Unto of meetings, the place of meeting is dependent upon circumstances in individual cases. 4. Personnel of Groups. The membership of a group for safety instruction will depend quite largely on the immediate objective to be obtained. It may be that general foremen and supervisors should be included as well as the lower ranking executives, It may be that indi viduals not directly concerned with the application of safety principles should be in cluded in order to overcome prejudices and secure cooperation. My only suggestion here is to avoid too wide a disparity in rank in the organization. If supervisors two or three ranks higher in the organization than the foremen themselves are in cluded, (he foremen will be slow to express opinions at variance with those of "the boss." It is the free, frank and open discussion of every man in the group which* adds to the interest and broadens the perspective. Disparities in educational backgrounds of the men comprising any organization should not influence the make-up of a group for instruction purposes. Reference has already been made to this point. It makes little difference bow wide the varix- 452 Nineteenth Annual Safety Congress ti'nt in scitooling so long as the group leader is conversant with the situation and adapts his remarks to the needs of the entire group. 5. Discussion Leader. It is imperative that the leader of the group be wisely selected, for upon him will depend much of the success of the instruction. From the standpoint of mental equipment, the safety engineer is undoubtedly the logical man. He has or should have at his finger tips all of the specific information needed for instruction purposes. If in addition he is -fair and impartial and has a keen sense of banior, he is almost cer tain to be successful in putting over the program- He must, of course, be a real teacher. It is not his own ideas or personality he is imposing on a group of receptive minds. It is the subject matter of an intensely human and absorbingly interesting topic that must be uppermost. Then and then only will the group be imbued with the spirit of Safety. It may seem that 1 have talked a lot about instruction and training and yet have shot wide of the safety mark. It may be that I should have emphasized the genuine ness of the training or that I should have dwelt upon the production of feeders rather than drivers in Safety work. 1 feel sure, however, that a program of education and training such as outlined will produce genuine foremen safety leaders. Chairman Vanosgrift; The Section owes a vote of thanks to Professor Hil lock. What he has given us is a textbook. It is something that wt can forambfte our company instructional policies on; it is the whole subject of foremen traasang. If you haven't started foremen training, you should get on the Tandwipaf btcuot it is the solution of many industrial ills. 'The next item on the program is a talkie movie of the applfcatfeci of first aid of artificial resuscitation. 1 am going to introduce Dr. Holtz, medical director of the Philadelphia Company. Dr. W. M. Holtz (Philadelphia Co., Pittsburgh, Pa.) : Seventeen employee* oi the Philadelphia Company and affiliated corporations of this city, today are the proud possessors of awards given to them for die saving of lives by artificial rcstaatatiun. Frequently our employees are asked to demonstrate their methods before various public bodies. Believing that a more uniform and more widespread instniCtsun in resuscitation methods by prone pressure could !>e brought about by a film, vt developed what we believe to be the only thing of its kind in the country, a slow-mortal] instruction picture, for teaching artificial resuscitation. (Showing of picture.) Chairman Vaxdecjuft; Thank you, Dr. Hoiu, and The Philadelphia Company for this interesting picture. ADJOURNMENT Public Utilities Section 45.1 Wednesday Morning Session October 1, 1930 J. L. VANDEGRIFT, Chairman The Chesapeake & Potomac Telephone Co., Washington, D. C. The second session of the Public Utilities Section convened with Chnirmau Vnndegrift presiding. Chairman Vandegript: The first subject is. "Safety Inspection Methods." In the industrial processes, wc Have an analogy to the educational processes os you have learned in your foremen training work. After these people arc taught the correct methods to be used on the job, there remains the inspection to determine whctlicr those correct methods are being used. The subject that we have before us this morning is the "double-check" of industry. It is important enough to be presented from the viewpoints of the three major divisions of public utilities. The first is electric and will be given by Mr. A. J. Hill. Jr, of the West Penn Power Company. Safety Inspection Methods By A J. HILL. JR. West Penn Power Company, Pittfburfh. Periodic safety inspection of the physical properties, company and employee owned working tools for determination of hazardous conditions which if left undetected and uncorrectcd would represent a potential source of accident accompanied with prob able personal injury, has become a well established factor m the public utilities field <d operations. It is a recognized fact that the establishment of a safety inspection service in a public utility presents numerous problems which differ from those of practically all other types of industry. The industrial safety inspector may pursue his work unhindered by the necessity of ranging over a wide territory in search of line construction crews or to reach power and notations and all other physical properties directly connected with the genera tion and distribution of electricity. Other statements, which would prove the difficult position of the public utility safety inspector might be injected bat such additional argument seems unnecessary. It is not the purpose to discuss the personal qualifications of the inspector. Nevertheless, it may not be amiss to remark that he must be well equipped with knowledge of universal safety standards, state regulations, National Electric Safety Codes, etc., and should at least understand the basic principles of electrical and mechanical engineering in order that proper periodic inspections may be made of line work, power generation and sub-stations, shops, garages, new construction projects and miscellaneous physical properties. Therefore, let us consider the methods resorted to by the public utilities safety inspector who may be understood as having been care fully selected and trained for this work. Methods of Inspection--Line Crews It should be the practice of the inspector to visit the line crews at regular intervals of time wherever they may be found at work. After a proper friendly greeting and with the permission of the foreman he may proceed with the inspection of all equip ment carried on the truck. 454 Nineteenth Annual Safety Congress Rubber gloves should be given the simple air test and closely scrutinized for pin holes or defects of any kind which might prove dangerous to the lineman. The last date of dielectric test may be noted and if gloves have been in service beyond a specified tunc limit they should be recommended for return to the testing laboratory. Rubber line hose, insulator hoods, and pigs should be checked for cracks, punctures, or defects caused by hot solder, paint, or hard substances which may have damaged the rubber. The date of last dielectric test is .noticed and checked against the necessity f >r return to the testing laboratory. * Rul>bcf blankets should be removed from the cylindrical metal cans provided for storage and protection and be examined for small holes, cracks, folds, burns from hot solder drippings, or other defects. If the inspector is not entirely satisfied that the blanket is safe for continued use he should recommend the return to the laboratory for dielectric test Digging bars and drills should be checked for mushroom heads and dull points; saws for proper alignment and sharpness of cutting teeth; draw knives for sharp cut ting edge; chisels for sharp cutting edge and condition of liandte; pike poles checked for evenness of wood, loose or dull spikes; ladders for condition of stderails, rungs, extension dogs, and non-slip devices. The foreman sltould be encouraged to paint or varnish pike poles to reduce the splinter hazard and he should also equip each ladder with standard non-slip devices. Axes, sledges, tamping bars, and all other line tools should be given a thorough inspection to determine the condition of handles, cut ting edges of axes, and evenness of sledge heads. First aid kits should be examined to see that they are well filled with supplies and. if possible, a brief lesson giveo in first aid to the injured. The entire crew should at least be checked on artificial resuscitation and arterial pressure points. Personal Equipment The inspection of personal equipment may be considered of greatest importance, as the lineman places entire dependence upon his body and safety belts. The body belt should be carefully checked to determine whether or not the leather is in proper condition. If found to be dry. it is recommended that the leather be scrubbed with ivory soap and water, using a hard bristled brush. Tbe belt should be permitted to dry in a room with a temperature of approximately 70 degrees Fahren heit after which it is dressed with nect'ft foot oil. The drying belt must never be hung in close proximity to a stove or radiator, as the nearness or contact of the belt to heat may cause the glucose to form glue within the tissues of the leather in which fv the belt would be unsafe for wear and subject to Condemnation. The rivets, stitching, buckles, and D-rings should be checked for defects. Drop forged hardware only should be permissible and the use of brass and malleable iron D-rings in body belts discouraged. Metal tape chains, and plicr holders should not bo used. The sub stitution of raw hide tape keepers and leather Itolders will reduce the possibility of electric burns, if tlte lineman should come, in contact with an exposed hot wire. The safety strap should be checked for quality and thickness of leather, proper drop forged snaps, and standard construction. Attention should be given any abnormality in the number of holes punched through the leather as an excess materially weakens the strap. The use of friction tape on safety straps should be discouraged aod wher ever a taped strap is found it sliould be viewed with suspicion, the tape removed and the strap thoroughly inspected. The general condition of climbing hook appurtenances should be carefully checked. An examination should be made to determine whether or not the gaffs are securely attached to (eg irons, properly sharpened, and of sufficient and equal length to guar antee the lineman safety in climbing. Sliort or dull gaffs are liable to cut out. There fore, the acceptance of gaffs tinder \% inch m length, inside measurement may be considered inadvisable. Linemen should be cautioned against sharpening gaffs on an Public Utilities Section 455 abrasive wheel as such method is liable to disturb the temper and cause a brittleness of the metal. Gaffs should always be hand filed oil the underside. Leg pads and straps as well as foot straps should be inspected for determination of leather and buckle conditions. Sub-Stations The inspection of sub-stations should be done only in company with tlie operator. All electrical equipment should be checked for safety and recommendations made in accordance with the National Electric Safety Code. Permanently fixed ladders, stair ways, wall and floor openings, moving machinery, and all otlier than electrical appa ratus and equipment located in or around the substation should be guarded in accord ance with universally accepted safety standards. The station may be inspected for housekeeping, sanitation, and conditions which might cause the start of a fire. The battery room should be checked for proper type and adequate vents, and all lights protected by vapor-proof globes to prevent the pos sibility of explosion in case of lighted bulb breakage in this gaseous atmosphere. Approved rubber matting is recommended for installation both in front and back of all switchboards to provide the employe with adequate insulation in case of acci dental contact with exposed energized parts. Before leaving a substation the operator should he at least required to demonstrate his ability in the performance of artificial respiration and location of arterial pressure points. Power Generation Stations The recommended procedure for inspection of power generation station* is that the inspector accompany the safety committee on their regular periodic tour of the plant. These committees are usually composed of from three to five men and the personnel is obtained by selection of one employe front each major department. The commit tee together with the safety inspector should make a complete interior and exterior inspection of the station, outside transformer bays, switch yard, and miscella neous yard buildings. All electrical apparatus may be adjudged safe when it is found to comply with the National Electric Safety Code. ' The mechanical department should be inspected and recommendations made in accordance with universally accepted safety standards. The power generation depart ment usually has specific safety standards which set forth proper procedure in opera tion insofar as the manufacture and transmission of electric energy is concerned, in such cases the inspector should study these prescribed' rules so tluu he may become familiar with the colored tagging system in vogue and recognize the significance of the application to various types of equipment. The use of defective tool and equipment tags by placement on unsafe hand tools, jacks, ladders, etc., provides the safety inspector with a handy weapon of defense. This tagging system has been found to have many excellent merits, and experience in the use has shown that unsafe equipment tagged by the inspector brings correc tion without the usual delays caused by so-called "red tape." In the case of all inspections, notes of recommendations may Ik written down by the safety inspector for later transmittal in proper report form to the officials in charge of the inspected properties. :Chafvmax Vandegritt Thank you, Mr. Hill. Are there any questions that you would like to ask Mr. Hill? E. H. Wqhthxn (Puget Sound Power & Light Co., Seattle, Wash.) : What would you consider to be the proper length of the gaff. Mil Him.: One and one-quarter inch is N.E.L.A. standard. If ynu arc using cedar poles, you can go down as low as one and onc-cighth. If you use rliestnnt poles, then one and one-quarter inches is required. 456 Nineteenth Annual Safety Congress H. E. Shkdd (Appalachian Power Co., Blurfield, Wt Virginia) : Where <lo you grt the Nett's Foot oil ? Mil Hill: Any manufacturer of safety body belts sh >!< be aide to supply you. C. P. Hcmaw (Detroit Edison Co., Detroit, Mich.) : 1 would like more informa tion on the explosion in the battery room. Ms. Hill: The present type of batteries used m most substations give very little trouble. You nerd not be afraid of any explosions. The old type battery was very gaseous- ii your electrical fixtures were not gas tight and lamps equipped with vapor proof globes, when the bulb was accidently broken through weather conditions, you would probably have an explosion particularly if the proper ventilation was not supplied to allow the gasses to escape. E. H. Wobthem (Puget Sound Power & Light Co., Seattle, Wash.): Mr. Hill, how do you take care of your rubber goods on your trucks? What is your system? Ms. Htu.: The West Penn Power Company have a compartment at the top of the truck, where they keep the rubber goods only. If the inspector finds anything else, he calls it to the attention of the foreman because it is detrimental to rubber goods. CfiMVU.ss YAKBecatrr: Tiie next subdivision of the same subject from the tand(>oint of the gas industry, will be discussed by Mr. Barada. He is well qualified to tcT) you something about the inspection methods in the gas companies. Safety Inspections in a Gas Company By JOHN J BARADA Safety Engineer, The Laclede Gaa Light Company, St Louis, Mo. In the time allotted it would be impossible to go into detail covering the necessary inspections that are made daily in tiie average gas company that manufactures and distributes gas. The inspections io a gas company can be traced along, starting at the time a car of coal is delivered, until such time as it has been made into gas, pumped through the distribution lines and until it leaves the outlet of the meter. One can picture the Company's side tracks where the cars loaded with coal are spotted by the railroad companies and later on switched by company locomotives. The tracks and ties are examined daily to make sure that when these loads oemc in, everything will be in good condition, so that there will be no delay in getting the coal to its proper location or any hazards to the men handling the can. One of the first things done after the cars arc spotted Is to examine the contents ior foreign matter visible on top of 'the coal, especially articles that may cause trouble with tiie conveying machinery. One of the first moves after a ear is spotted b to put it on the scales to make sure that tlic weights are correct. The switching, loading and unloading crews inspect all of their equipment each day for any defect that may cause a delay nr endanger the men who are handling same. Of course, i\ is understood the locomotives and locomotive and electric cranes arc inspected daily by their operators in order to make sure that they too will function. The locomotives and locomotive cranes are pulled out of service at least every two weeks in order that the master mechanic may give them a thorough inspection to make certain they are in perfect condition. All wire ropes receive a special daily inspection by the operator. With the con veying machinery it will be found tliat at the beginning of each *';ft the foreman in charge secs that this machinery is in good working conditir tr ;iaj inspections arc made to insure that there arc no loose belts and that all 0. .he idlers are in good condition. Public Utilities Section 457 AM steam boilers are inspected at least once a year by the City Inspection Depart ment. These boilers are also given a bi-monthly test by the insurance companies. All motors and also electrical equipment are given daily inspections by someone assigned to this task and in cases where the location is unusually dusty, this equip ment is dusted daily. On the battery of the coke ovens the larry car, its tracks and the signal gong are inspected on each shift. Particular attention is paid to the brakes of the larry car to make sure that they function properly. . The gas pressures arc watched constantly to prevent infiltration of air which might result in an explosion. The gauges for the different pressure readings arc tested every four hours. With the charging and discharging machines the ammeters and overload relays arc tested on each shift. All jambs, doors and walls of the ovens arc inspected at each pushing for leaks which might result in burns. The quencher cars, the locomotives that push same and the tracks o|>on which they run are inspected on each shift and particular attention is given to the brakes, switches, derails and safety couplings, ft is one man's duty to keep die tracks ami surrounding territory clear of falling coke, etc. Combustion conditions are checked on every oven that is pushed. Tiie oven tem peratures are recorded continuously and are checked every half hour. In order to operate a plant it is,of course, necessary to have a power house. It is quite natural that the power house has to have a certain number of daily and hourly inspections. As mentioned before all boilers are frequently examined by both the insurance companies' agents and the Inspection Department of tlic City. A monthly ex amination is made of all boilers by the master mechanic. The safety pop valves are tested daily. Inspection of combustion conditions arc made every half hour. The coal handling apparatus receives a daily inspection. The usual constant watching of the water and pressure is carried on by tiie firemen on duty and supervised by the engineer in charge. An hourly check is made on all instruments and gauges in the power house to be positive that they arc functioning properly. All generators receive a general examination at least once a week. After the gas is made our next step will be over in the by-products building where the various oils and gases are taken from the product that comes from the ovens. In this big building you will find a mass of machinery covering boosters, scrubbers, pumps and other machinery incidental to the separation of the various items from the products of the oven. Ail of this machinery is inspected oil each shift. Any leak in piping is reported and repaired immediately. All trenches and trench covers are Inspected periodically. The pressures and temperatures in this building are watched continuously and liourly reports are made of same. Tank cars are also given special attention. Extra care is always given to the empty cars that previously contained flammable liquids and which have been set in for loading. AU devices that arc used as danger alarms are inspected anil tested daily. Ventilation equipment is inspected periodically. Safety vents in the benzol building are inspected and cleaned periodically. There are several tests made hourly which would indicate any variation from the normal operation. 458 Nineteenth Annual Safety Congress All containers thru aic to be used lor explosives are given a rigid inspection be fore filling In addition to all oilier regular inspections the various plant buildings and struc ture* arc jns|>cc'cd within and without semi-annually for any defects and deteriora tion. In addition to inspections in the manufacturing end there are, of course, othcr~in>pcviious that Jtave to be made, such as checking,up on fire extinguishers, especially of the soda and add type to make sure they are in operating condition and at the same time marking same in such a way that one can tell at a glance that the ex tinguisher has !*cn recharged within the last year. The mere fact a fire extinguisher is marked that it has been recharged on a certain date does not indicate it is stiU full. Inspections are made to verify the extinguishers have the required amount of solu tion in them. The fire hose is given a visible inspection at least once a month and given the water test quarterly. The general safety equipment such as gas masks, iuhalators, safety belts, etc., are inspected periodically bv one of the assistant superintendents. Foremen inspect all tools under their jurisdiction daily. The foreman is also a sort of inspector watching his men for illness, preventing accidents and drinking of intoxicating liquors while on duty. During the extremely hot spell experienced in St- Louis last summer not one man in the manufacturing department suffered from heat exhaustion and we fed this is due to the alertness of the foremen in keeping a close watch on the men in their charge. In the winter time tlie foremen make sure that their men are properly clothed. Each man in every plant is considered a safety inspector and be must report to his foreman at all times any unsafe conditions that exist. Interiors and exteriors of all buildings are inspected daily for cleanliness. This may sound like exaggerating, but it is a fact we have several plant* where the win dows never get a chance to get dirty. Of course, this inspection also takes in the y.'irds and other properties surrounding the building and at this time we are happy to say that since a campaign was started several years ago we have not had a per sonal injury caused by anyone falling over some debris in the building or out in the yard. The above covers the coke ovens but it is felt that over at the water gas depart ment the outstanding inspections are those inspections made looking for leaks in die carburetor blast valve, the generator blast valve and back-run valve. While in opera tion this equipment is always under constant observation. It Is felt that this i* very important inasmuch as a serious explosion may be averted by regular Inspections. In the manufacturing plants a night watchman service is maintained. Manual boxes are pulled hourly to a central station. These boxes are abo equipped for fine alarm. In the distribution end inspections come first with the laying of mains. The tripods tint arc used in lowering mains arc inspected daily for any defects that may cause u section of pipe to get away from' the men while lowering same. (u cases where cctncnt joints arc made rubber gloves are also used in mixing the cement ami the gang foreman makes a daily inspection to make sure these gloves arc in good condition. The gang foreman must also make daily inspections of all of his warning signs ami at night see that a sufficient number of red lamps are placed warning patsersby of the excavation. In some cases the excavation must be covered at night. - After the mains have been laid and later on a prospective customer wants gas service run into the premises, the necessary orders are written up and turned over the service gang lor completion. The city permit covering the address in question Public Utilities Section 459 is secured and turned over to the service foreman and one of his first jobs is to check the permit to verify the address. In cases where a cut is to be made in a paved street an air compressor is brought to the scene and is used to cut through the concrete. The foreman in charge has the task of seeing that all of the men on the job wear their goggle*. He also examines the goggles to see that they are in a serviceable condition. The air compressor and necessary tools are given a daily inspection for any defects. After the cuts have been made and the main uncovered the next step is the tapping of the main. This Is done only by experienced men. The particular type of tapping machine that we me at this time if properly adjusted allows no gas to escape. It is the foreman'* job to make sure that these machines arc properly adjusted before the tapping process begins. Rubber saddles and gaskets are inspected before they are allowed to be placed on theAmll afiintt.ings are inspected and tried before an effort is made to place same in posi tion. After the service is in and the gas turned on, before the pipes are covered, soap and water is used on all joints to make sure there are no leaks. All tools used in the service gangs are given daily inspections and those unfit for use are replaced by the store room. The service tool carts get a general house-denning quarterly and at the same time the wheels are greased. Lanterns that are used as warning signals at night arc given daily inspections. Small stoppers and gas bags which are carried in the tool carts receive an examina tion before being put into service. The larger type is carried in tl>e store room and is taken Out only when necessary. These are inspected before leaving the store room- When on a job it is a gang foreman's duty to have tools and other material placed in such a position that they wifi not be a hazard to pedestrians. After the service gang is finished with its job, the next step is for the fitter to install the meter and to take care of the job from then on. Usually livere arc two men on a truck, the filter and his helper. It is the duty of the fitter to make a daily inspection of his tools and in the event he has any that need replacing they are immediately replaced. In St- Louis in addition to our own rigid test and inspection every gas meter must bear a tag showing it has been tested by live City Lighting Department. It is the duty of all fitters to see that every meter they handle bears the City Lighting De partment's tag, before they set same. Men using company automobiles are instructed to be on the alert for any defects ill the automobile assigned to them. These defects are reported on special forms provided for this purpose, when the machine is turned in for the day. Of course, if a defect is noted that requires immediate attention one of the trouble wagons is called and repairs made, as fitters arc instructed never to drive an automobile that is not working properly. After the meter has been set and the gas turned on the next thing (he fitter does is to go through the entire house and make sure there are no leaks. In premises where gas has never been used before the house pipes and fuel run are tested before the gas is turned on. In cases where a fitter pumps the service or the line supplying the house, lie must go bade to these premises that day before he turns in to make sure no leaks have developed. This inspection is usually made at least two hours after the work has been completed. Fitters are always on the alert watching (or stop boxes that may he a tripping hazard to pedestrians. Periodic inspections are made of all hotel appliances to make sure that the burners do not become clogged with grease and that they function properly. 460 Nineteenth Annual Safety Congress Industrial appliances are inspected upon request of the consumer* Heating appliances are inspected al least three times during the heating season. At least once month the genera! foreman inspects all first aid kits oi the men under his supervision to make sure that they contain the proper amount of supplies. Inspection of house pipes and fuel runs before going to work on a job in order to tell whether or not these pipes carry any electric current is a very difficult propo sition and in order to make sure that the men will not receive the full benefit of any ground, we have devised a plan oi placing a jumper oa the pipe so that when they separate the pipe, they will not recieve a shock. It is the fitter's duty to inspect all appliances before be turns gas into same in order to make sure these appliances are in good working order. Just a few words for the fleet of automobiles that serves the company. Each night these machines are turned into the garage. The tires, springs and steering apparatus arc given the once over to make sure that there are no visible de fects. Three times during the night the tires are examined to make sure that there will be no flats in the morning. Tlx* stop lights, head and tail lights of alt automobiles are given a bi-weekly test in addition to the observation of the driver. At least once a month all wltecls are checked for alignment. As each machine is gassed at night the oil level is checked. The oil is changed and likewise is the machine greased after each 500 miles. It is true only the high spots of the subject assigned to me have been touched, but in the time allotted it is felt that some of the factors that require Inspection in the daily operation of the average gas company have been covered. Wm. L. Brcjce (Westchester Lighting Co., Mt. Vernon, hi. Y.) ; Do you have a school for fitters? Ma Barada : That is carried on by the general foremen in the street depart, itient. Our street department is divided into six sections. Each section has a gen eral foreman, and under that general foreman are at least six gang foremen. No particular school is carried on, but each foreman makes sure that bis men are taken care of. Ma. Bruce: What do you think of the school idea? Ma. BaRAOa : Well, the trouble is that if a man is with our company for ten or twelve years, he is still a youngster. We don't liave much of a labor turnover in that particular department. :Chairman Vandegkift Wc will now love the discussion on the telephone and telegraph end of inspection methods. I am pleased to introduce our friend Tom Campbell, of die Pittsburgh Division, Western Area of the Bell Telephone Com pany of Pennsylvania. Safety Inspection Methods---Telephone and Telegraph By THOMAS CAMPBELL Plant Safety Supervisor, The Bell Telephone Company of Pennsylvania, Pittsburgh, Pa, 1 will try to outline briefly the various safety inspections made in the Western Area of the Bell Telephone Company of Pennsylvania. 1 Safety Supervisors There are three safety supervisors in our area. The plant safety supervisor, whose duty it is to mould and direct the safety policy throughout the area; and two divi sion safety supervisors, wlto check the methods being employed in the field and assist in training supervisors in die art of having workmen work safely. Public Utilities Section 461 2. Supervisors Supervisors are responsible for the safety of the employees under their supervision and must see that each person performs the work assigned to him in a safe and careful manner. It is also their duty to instruct all employees with respect to the safe methods of doing work. Supervisors are required to make frequent inspections of all tools and protective equipment and determine their fitness for use. Tlnry, jointly with the workmen, examine each tool and each item of protective equipment in the possession of each workman every six months, as a part of the tool audit, and arrange for the immediate replacement of any that are defective. Supervisors are constantly reminding their force that by the use of proper tools, in good condition, accidents are decreased. At least every sixty days supervisors inspect each first aid kit maintained for tlte use of their force, including reserve kits in stock. Missing articles arc replaced at the time the inspection is made. The supervisor must see that employees under his supervision make a detailed in spection of all body belts and safety straps, in their possession at least once a week. If, after an inspection, there is any doubt as to wlietlier they are in good condition they must be immediately exchanged for ones in good condition. 3. Workmen Every workman is required to make a very careful inspection of the tools, appa ratus and plant with which lie is about to work nr depend upon for support. He is to satisfy himself that they are in a sound and safe condition. If hazards arc en countered, such as stringing wires across highways or over foreign wires, enough men are assigned to do the job safely and specifications covering such work are strictly followed. Every employee must inspect such tools and protective devices upon which his personal safety depends each time before they arc used. To be more specific, for example, an employee must examine his body belt, safety strap and climbers each time before using. At least once each week he must also make a detailed inspection of these tools, in company with the foreman, in order to detect any fault that may have developed through their use and handling, so that they may be removed from service before they become unsafe. Each employee must subject his rubber gloves to a test each time before they are used and must at all times assume lire responsibility for determining that they are in good condition and that their appearance indicates neither deterioration or injury sufficient to affect their strength either from an electrical or mechanical standpoint. To operate a motor vehicle fleet safely require* that the motor vehicle equipment be maintained in a safe, serviceable condition and that each car be driven safely. Each motor vehicle operator is responsible for the safe operation of the car assigned to him. If his inspection or operation of the equipment indicates defects, he must have the defect corrected at once to insure safe operation. He is thoroughly trained not only in the mechanical operations but in safe operating practices as well. 4. Storekeepers The storing and distributing of supplies involves a number of exposures to hatards peculiar to this type of work. Conditions arise which require that the supplies force exercises good judgment as well as care in order to do the work safely. Good house keeping reduces accidents to the minimum. Storeroom employees. when unpacking or handling batteries, insulators or other porcelain articles must use every precaution against cuts. Sharp and pointed articles must be stored in such a manner as to prevent persons from striking them. Under no conditions are they allowed to project into passageways. Guy rods, guy shields, digging bars and long handled toots must be stored in such a manner that they can not fall. 462 Nineteenth Annual Safety Congress Goggles which arc returned, by employees, must be sterilized by the storekeeper before being placed in stock or being reused. Storekeepers must inspect each tool before disbursing. 5. Pole Line Inspectors Our pole lines are constantly being inspected by a corps of experts. When poles shows defects, which weaken them, such as: split tops, hollow, presence of insect life, etc., they are marked for replacement. The inspectors also check the line for cor rect guying, foreign attachments, broken glass, loose ties, proper clearance, etc. Poles that are to be replaced or re-enforced are marked with a red "X", as a caution to all employees to make certain that they are safe to climb. When an inspector finds a pole badly deteriorated he calls the wire chief and makes arrangements for its immediate reinforcement or replacement. Poles in the country arc dug around to a depth of 15 or 16 inches and if not seriously deteriorated the bad wood is cut away and the surface is sprayed with creosote. This insures against rapid deterioration, thus prolonging the service life of the pole and at the same time protecting the employee* who may have occasion to climb it. d. Plant Engineering Farce They cooperate with representatives of other wire using utilities where their facil ities are concerned, so that from an engineering standpoint the plants of all the in terests are safe for the general public and for the employees who have occasion to work on them. When in the course of work operations any particular hazard might be encountered, if an improper sequence of work operations were followed, or if a deviation from standard practices occurred, special notation of the proper procedure to follow is made on the work plana. Every effort is made to maintain the plant in a safe, serviceable condition and to perform the work so that accident* do not occur. In our efforts to construct and maintain safe plant we bare had excellent cooperation from the other wire using utilities. 7. Buildings There is a continual routine inspection conducted by our buildings people. Some of the items they observe are: stairways, handrails, treads, etc They see that pass ageways are- well lighted and that all exits are kept clear and properly marked. Fire extinguishers must be tilled and accessible at all times, fire exits must be safe and kept free from obstructions. Elevators must be maintained in a safe condition. The operators are instructed in the proper landing and handling of passengers. Mack* and respirators for use in engine or boiler rooms must be inspected e*eh time before they are used in addition to regular quarterly inspection. 1 have outlined briefly bow seven different group* of our people make safety mpe*ium*. As a matter at faa every employee is continmUy ffrfj inspection* akhcesgh he may aof recognize them as such. T>*r repairman. the kwealkr, the lineman, the cable splicer and the. *! mx other wlqdumr crafu are continually observing conditions where ttvy work. Safety has beeimw such an integral part of the training program of the Western Arm uf the Bcfi Telephone Company of Pennsylvania that doing a job efficiently has cocnr to mean doing it safely and expeditiously with a finished product that meets the quality standards. CbaIbmak VAjOTOirr; That was indeed splendid. We can use these reports as a basis for checking the inspection methods of our companies. The next subject is a debate on "Resolved: That Safety Committee are Indis pensable to Furtherance of Accident Prevention Among Public Utilities." The affirmative speaker is Ur. Chester K. Thomas. Public Utilities Section 463 That Safety Committees Are Indispensable By CHESTER K. THOMAS Division Superintendent, Chicago North Shore and Milwaukee Railroad Company, Higbwood, 111. My discussion will be confined to the thing 1 know the mast about--tlic men and women who compose these safety organizations. Having been honored with the privilege of presenting the affirmative side of this question, I want to restate the question for the purpose of classification. "Resolved: That Safety Committees are Indispensable." In substance thft' >s what it is. If we strip this question of its superlatives and get down o the basic intent of the Program Committee, we have the question of safety committee plan of organisation versus the non-committee plan of organization. That is the substance of the whole thing. I am strong for the safety committee plan. I like tlie safety committee plan because it encourages voluntary participation. It is a representative plan, a democratic plan. It gives the fellow who has to do the work a chance to be represented on the executive councils of your safety organization. That is why I like it. It is a plan that encourages participation: that sells your em ployee on your safety organization. If he isn't sold on it. you are not going to get very much out of him in the way of contribution to the success of your organisation. A safety organization, to be a good one. should function twenty-four hours a day. It should concern itself with all angles of the accident prevention job. That is especially true of public utility companies which hare the responsibility of educating the public in the safest way to handle the commodity. Who is going to help you do that? I believe that every forward-looking public utility executive today recognizes the fact that the best available instrument for that purpose is the employee. Who can do that job better than the young chap that goes into the home to read the meter, or the employee who comes in contact in any other way with the customer? The chances are ten to one that employee is alone when he makes contact, and he is not going to do any missionary work for you unless be is sold oo your organization. The only way you can sell him on that organization is to it a organization. Give him a right to be represented on the executive ; to have sometiling to say about the manner ui which tint organi zation is to be conducted. After all what are these safety committees. A committee's function is to counsel B>t advise. I know of few chat realty onkr or direct. You know all these committees. There isn't a man here in this room who hasn't served upon p-- The chances are that yon may be on one now. Thai may be the reason why you are down here. We have cosmnhtccs because we want to spread responsibility throughout the entire for the success of the affair. I am surprised that somebody hasn't come along here and suggested that ere hold die next Safety Congress without committees. It is jnct as practical as to elimiaaie committees from your own safety organization. The National Safety Congress, after all. b merely an enlargement upon the local organisation, and if we can successfully get away without it in our local organization, that 1 don't know why we should have all these four or five hundred committees in the national organization. Let** abolish committees from Congress. They have kits of them down there. Everybody has committees, simply because it is the best way in the world to spread responsibility for the success of the undertaking. Divide up the work; divide up the representation. You know participation without representation is jost about as distasteful as taxa tion without representation in this country. We must have representation if we are 464 Safety Congress gum* t* witiin t*. 4b m4i , m4 1 cM*t see bow hi the world my opponent c<nc w pr*>w * j4a* tu y*m w tbc c*-*nmiuees from your safety organ ist***. and, c hr bM*r hw gw* the rank and file of the workers who make op your urnnifMMK tfcr parti^ipiaiuft rtr> 4miM hare m the affairs and executive council uf yvor ***muoomL My opponent n fu( to try to make yon bdirrt that the safety committee plan is obsolete. Juki Lear in maai that abioft erery safety organization throughout the country' a safety oonittM plan, and that plan u the product of the very beat brains h> the public utility industry. 1 can*! believe that the public utility men of today arc going to throw in the discard an organization that has proven its worth since the inception of organized safety work. CUAiaMAM Vakdccuft: We haw an opponent worthy of the cause, who is well prepared to tell you why e shouldn't have these committees. Mr. Gordon Wilson, bimlor of Safety. The Management and Engineering Corporation, Chicago. That'Safety Committees Are Not Indispensable By GORDON WILSON Director of Safety, The Management and Engineering Corporation, Chicago, 111. I find that my opponent has already made my case for me. The question is. "Are safety committees indispensable to the furtherance of safety work in public utilities ?" It has already been conceded that they are not because nothing has been said to show that they are. 1 am going to give my opponent a sporting chance in this row and tell you why safety committees in public utility organisation are not even desirable I Why? We know our public utility plan of organization, structure--and essentially it is the same whether it covers a small utility or one of these great, big super-power projects, that link hundreds and hundreds of small rural communities and farms on one common source of power supply. The whole basis of our public utility organiza tion, the basis of our public utility success is the fact that we have organized on a basis of localized responsibility and the localized authority that goes with that respon sibility. The big problem in public utility organization is to so organize that you are going to have the right man in the right place so that you can trust him to do the right thing at the rigid time. A successful public utility man has to be an individualist. He has to be able to stand on his own hind legs and use bis own head, solve his own problems and lick his own opponent*. When something happens he must know what to do and he must know how to do it. He hasn't.time to call any pow wows and to consult any com mittees. No, the stuff that he hos to work with is right underneath his hair and it has to be where he can grab it quick. Tlte public utility business is one in which there can't be any buck-passing and there arc too many committees'used as targets for the well-known "buck." That's not what we are in business for. We arc in business to lick these things, one by one as they come up. T agree with my opponent that every person on the pay roll of a public utility is a member of one great, big safety committee, an all-embracing safety committee. A public utility organization is a safety organization. It must be I Hut this particular safety committee, that includes everybody from the board of directors down to Ok* office boy, has some other functions. While it functions as a safety committee, it also functions as a service committee, and has at its disposal vpecialists in safety and service who arc an integral part of the staff of the organ ization. f favor and believe you will favor the safety committee, on the roster of which is Pnbhc Utilities Section 465 every ***** utt the rnVI which is coordinated and headed by a safety director Aft m a staff suahr of the organization, who act* a tt>c clearing house for safety ice* wihftvjft *j4 airty problems, and who furnishes that little safety stimulus that guaag to make every man on the pay roll--not just a few people sitting in ft w. i-- iking company cigars, once a month, but every man on the pay roll a safety cuawwiceev every day in the year. That v the organization that we have to work for in the public utility game. We are fighters. We must organize along military lines. The old American spirit is to solve your own problems, do your own thinking, pass along the good results of vour work to tie other fellow* to use or not to use as the conditions require, but be an American, be a man. fight your own fights, and solve your own problems, and let the weaklings proceed to pass the buck to the committees. :Chairman Yandegrift Necessarily there should be rebuttal. Mr. Thomas has an acc up hts sleeve. K.Chester Thomas: Mr. Cliairman and Gentlemen. A few minutes ago the plan was to abolish the safety committee. Now they propose to abolish the entire safety organization and to make us a bunch of individualists, every man standing on his own. Now we are supposed to organize along military lines. 1 served in the army for twenty-two months during the World War, and we had a supervisor for every seven men in the army. And [ don't think I ever saw as much shirking any place as 1 saw in the army, outside of when tin* men were up on the front. With the plan that this gentleman proposes, safety work will no longer be a move ment. It will be a duty. It will be a job, ami the individual will perform it only to the extent necessary to hold his job, but lx: will lose a large part of his humanitarian interest in it, the thing that has kept httn going in the face of difficulties throughout all these years. If you abolish the safety committee you are going to kill the spirit of your organ ization and go a long way toward minimizing results. Gentlemen, this is no joke. There is a vital principle involved. Do you think that public utility organizations have reached that state of perfection where they can get a group of individuals to work for tliem who cum stand alone? Haven't wc a tre mendous amount of educating to do yet, liefore we reach that point? Don't be misled by a theory. Vou have-the records of your safety organization and committees throughout all these years; something tangible, something real upon which to base an opinion. A great deal depends upon the decision you make here today. Should you decide that you have reached the -point where the individual can stand on hts own legs and can get along without a safety organization, and some fellow at the head can stimulate interest in the thing and keep it going--ill right! Rut be sure of your ground. This is all that is involved in this question, gentlemen: Do you want an organiza tion that Is representative; that will appeal to your rank and file workers: one in which they can have representation, one which will give the worker who has to run the risk of the loss of limbs or life a chance, for representation on the executive council? Or do you want one where every fellow goes out on his own hook, and some fellow up at the top of the ladder says. "This is my organization. I'll tell you whether this condition is unsafe or not. I'll tell yon whether the safety recommenda tion this man sent in possesses any merit." With that type if I want my boys to go out and help educate the public, all I have to do is to send word to tltcm down through my military organization, the supervisors, aiul say, "Go ahead, boys 1" and, they will go forth joyfully to the task. Isn't that an impossible dream? It can't cle done I 'this plan that he has presented here is nothing but a dream We have not yet reached the stage of individual de velopment where wc can Stand alone and pass our good work on to the next fellow. Wc need help; wc need cooperation; wc need the inspiration we get from tle safety 466 Nineteenth Annual Safety Congress organization like we have always had, one with a committee, one that spreads through out the whole rank and file of the organization; one that we esut really and truly feet is our own. that is what we need, and let's not throw it away without careful and serious consideration. Chairman Vaxdccjuft: There may be some merit left on the other side. Gordon Wilson: Mr. Chairman and Gentlemen. I advocate a safety organization, organized from the top to the bottom, and I am held up as an advocate of no organi zation at all. I advocate an organization in which safety responsibility, that is the responsibility for the coordination of safety work is localized in a man who has noth ing else to do but work on that one thing, who can get as narrow-minded on safety as he pleases, backed up by the management who arc going to support him to the uttermost limit as long as he is right, sound, and practical. 1 have been accused of being a theorist. The theories of today are the accepted practices and the conventions of tomorrow. Isn't it a fact? Theory should not he an object of contempt. Theory is s dignified thing. Theory involves analysis of condi tions and reasoning, and if you men will analyze your conditions and reason from that analysis what you want to accomplish you won't "kid" yourself any more with safety committees. You will get down to essentials. You will realise that a safety organiza tion is what you want, an organization that is permeated with safety, that has the safety spirit throughout, not in the hands of a few specialists.. That is not a safety organization. That is going through safety motions. Your safety organization means that the big boss puts it down to the next lower tier of bosses. "Each one of you is responsible for die safety of your men. The company is going to hold you for their safety, and I realize that you men, my personal attend ants, are not going to be all over tlte job all the time, 50 each one of you has to be a good enough safety organizer to organize your men for safety as well as for pro duction. And you, in turn, must make safety organizers out of your subordinates, until you get down to your foremen, and there is where the real organizing must be done." Get that stream of safety permeating down to the non-commissioned man, the fore man. He is the real safety director. The foreman and his gang, gentlemen, is the only safety committee that can handle the work that the forman and his gang wants to da Chairman Vakdegript: Many important fundamentals have been brought out by these two talks, f am sure the membership appreciates Uw contribution of these two gentlemen. As stated in the policy adopted by the Section we must do everything possible to insure correct methods of selection and placement of workers, their training, and adequate supervision. Probably the greatest of these is selection. Mr. Dickson is going to tell us about those methods. Selection of Safe Workmen for Employment By WILLIAM M. DICKSON General Plant Employment Manager, The Bell Telephone Company of Pennsylvania, Pittsburgh, Pa. This subject at first blush may appear to be a rather narrow one if applied to preemployment requisites and if applied to post-employment it opens much too wide a field to cover in my allotted time. Therefore, I shall attempt to cover, first, some of the pre-employment practices and afterwards what might be called immediate post-employment practices. Public Utilities Section 467 Pre-Employment Practices In order to secure as widespread au opinion oti the methods of determining the fitness of an applicant from tl*c Safety Standpoint, I sought the help of about twentyfive outstanding Safety Engineers throughout the country and the gist of their re plies, as summarized, give us: (a) Physical examination. (b) Mental examinations. The underlying purpose of physical examinations is to insure proper placement so that an individual who has a physical handicap may be placed on a job where he will not endanger himself, his fellow workmen or the public, and where he can make progress and so become a contended useful member of the organization. Likewise the mental examination is for the purpose of placing the particular individual on the type of work lor which he is mentally qualified. These examinations are planned and designed not for the purpose of excluding those with handicaps but rather for the purpose of fitting them into industry in places where they wilt become useful self respecting citizens. Of course, under physical examinations, the details and extent of such examination might well be Jff' on the type of work for which the applicant is applying. For example, the pi ic. examination of a prospective chauffeur involves some specific physical features in which he must probably excell. His eyesight must be keen; he should have a perfect color sense; he must respond quickly to certain tests, etc. On the other hand the physical examination of an applicant for an outside construction job, where plenty of physical strength is required, may well demand first of all a man of rugged health, well developed, showing no signs of incipient hernia, etc. In Other words 1 fed that with a well defined set-up of job analysis, such as most firms have these days, some real safety measures may be well applied in the matter of insisting on certain definite physical characteristics in an applicant for a given job. This may be dope in some instances, either consciously or unconsciously but I am sure a definite routine set-up would be valuable. I feel that particularly in utilities where the work is so diversified, much thought might well be given to this phase of selection. In some respects the mental examination is a part of the physical examination. It begins when the applicant is first interviewed by the employment man. The latter, through his move or less astute questions, can determine pretty well the mental abil ity of the applicant; and with a measuring stick based on the mental requirements as they pertain to safety on the position in question a fair job of selection on this basis may be had. Couple this, if you will, with a well planned employment teat and the mental examination given incidental to the physical examination by a medical department and a good portion of guess work in the ^selection is eliminated. In some firms, previous employment history regarding accidents is sought prior to employment and in others the applicant is employed on a probationary basis pending the receipt of references including accident history. However, most firms do not ask specifically for accident history in their reference request from former employers. This may indicate that more attention should be given to securing such history in addition to history on the common Items of character, ability, loyalty, etc. How ever, the value of such history is questionable unless knowledge is had as to how well previous employers had filled their obligations in promoting safety work in their organization. Again in other cases, applicants are "tried out" on the job to determine some spe cific attributes or the lack of them. While not commonly done, nor widely recom mended, this nevertheless affords a further means of determining the "safety factor" of the applicant. The foregoing represents, I believe, what the large majority of industries are doing from the pre-employment standpoint. 468 Nineteenth Annual Safety Congress Immediate Poet-Employment Practices Once the applicant lias been employed the matter of safety instruction is in im mediate order. Various methods are being employed to insure thj new employee's safety education. The initial step in this safety education can well be covered in the employment office. The new man should be impressed with the fact that safety is to be as much a part of his job as the actual production operations, and that lack of safe workman ship on his part will not be tolerated. Once the new employee has been formally turned over to hi* supervisor he should be thoroughly trained in each specific job operation that lie will be required to do so that he will understand the right way to perform each detail of the work, the right way being the safe, expeditious way, producing a finished product of the standard prescribed quality. If the standard practice is right, the new man taught this practice and supervision sees that he fol lows it, very largely the big job of safety education is completed. Safety training to be most effective must be an iptegra! part of the pob training. In the telephone company's training activities, safety is not taught as* one subject and vocational workas another. They are so interwoven that t1%ey become one. Most of our suc cess in accident prevention is due to this integration of "job training** and "safety training". ' Many firms at this point present the new man with a "Book of Rules" or "Safety Code", which covers in more or less detail the. "safety specifications" of his work. From this period on his education insofar as safety' is concerned is fitted in with the regular safety program of the industry. In the Telephone Company in Western Pennsylvania we have a procedure which has been in use for some lime and which has produced results. The employment bureau does no hiring. It receives requisitions for* men from the operating forces and proceeds to select from applicants those best fit'.ed (determined by analysis of application blank, test and interview) for tile jobs open. These selected applicant* are then sent to the first line supervisor who placed tlic requisition and for whom the applicants will work should they be finally selected. This first line boss then either accepts them, subject to physical examination or is not satisfied with them ami requests that others be sent him to select from. When applicants are rejected for one particular type of work by a line supervisor they are frequently placed on anoti>er type of work for which they are better fitted. If lie accepts them, these men are then sent to our plant schools where they are turned over to an experienced instructor who makes them acquainted with our or ganization set-up, our "Benefit Flan", our thrift plans and our safety requirements. At this time lie is given a "Safety Code" and the instructor proceeds to go through the Code with him emphasising our safe practices, particularly stressing outstanding items as they pertain to his job. He is made to dearly understand that carelessness will not he tolerated on the job, that safe workmanship is one of the outstanding factor* considered in wage progression. After this preliminary course, which lasts about two days, the new employee is then given instruction in the-school in the fundamentals of his job. This course which lasts about one week acquaints him with the tools he is to use, the materials involved in hi* job and the precautions he is to take in handling these tools and ma terials. Safety is persistently stressed throughout this course. He is drilled in the thought--"Never do a job unless it*s safe--If in doubt, call your boss". He Is further instructed in the safety code and the slogan "Know and Fellow your Safety Code" is continually hammered home. When tins course is completed he then reports on the job. At this point the fore man takes him in hand and again specifically informs him of our safety requirements and of the fact that his future progress in the telephone organization depends as much on hi* attitude toward safety a& it does on his production. I might say that Public Utilities Section 469 this method of selecting and training our new men in safely has been in a great degree responsible for the reduction of lost time accidents from 51 in 1920 to 14 in 1929. To date this year we have had eight lost rime accidents among our 2,300 plant employees who are more or less scattered over Western Pennsylvania. In our whole safety program, nothing is stressed more than the initial training of our new men. Motor Vehicle Drivers This is one group which I believe is worthy of some special attention at this time. There is not a utility represented here which has not from half a dozen to many hundreds of vehicles operating over our streets and highways. Much has been done and is being done in the prevention oi motor vehicle accidents but the toll seems to continually he on the increase. In the employment of motor veharie drivers it is probably essential that certain additional precautions be observed Midi a* 1. Thorough physical examination*, with particular attention to:-- (a) Vision, including color test (b) Hearing (c) Reaction time tests 1 Thorough course of mstructkjn in the operation of the particular type machine lo be driven. 3. A final test and certification by a competent inspector as to the ability of the new employee to safely handle the car or truck. 4. Periodical physical examinations after employment 5. Supplemental operating instructions and test when a driver is assigned to an other vehicle of different design. 6. Printed instructions on the operation and care of the vehicles. 7. Complete record of accidents hy individual drivers, by damage costs, etc. and by responsibility wlicre definitely determinable. In connection with motor vehicle drivers it might be interesting to know that ia Pittsburgh there is a "Clinic" functioning to secure more definite and reliable data as to the causes of motor vehicle accidents. This clinic is under the auspices of the National Safety Council, the Pittsburgh Department of Public Welfare and the University of Pittsburgh. Drivers having accidents are sent to this clinic as soon after the accident as possible where complete physical and mental examination! are given them and their personal history secured. Many interesting facts are being developed in attempting to learn the personal characteristics which may be responsible for accidents. I understand this type of clinic Is also being held in some other citiesRecently in the telephone company, in this ares, where we have over 900 licensed motor vehicle operators we conducted an eye test to aid ua in determining whether or not defective vision was a real factor in our motor vehicle accidents. After in struction by our medical department, three safety supervisors visited all drivers and gave the tests, using; (1) The Snellen Test Type (for vision). (2) A Commercial Test for Color Blindness. When the job was completed some very surprising statistics were discovered, the outstanding of which I am enumerating below: 966 Drivers were tested. 599 or 61 per cent were found normal. (20/20 vision). 264 or 27 per cent were found with 20/30 vision. 123 or 12 per cent were found whh defective vision (leas than 20/30). 69 or 7 per cent were found to be color blind. 17 per cent of the motor vehicle accidents in the previous year occurred to the 12 per cent with defective vision. 5 drivers had no vision in one eye. 470 Nineteenth Annual Safety Congress 9 drivers had little vision in one eye (20/200). 8 drivers were both color blind and had defective vision. Of course, most of those showing defects were employed prior to our llaving a compulsory physical examination at time of employment. In order to verify the above statistics the 123 employees whose vision was found defective were given a further examination by our medical people. This check was started about six months after the original examination and the following statistics speak for themselves:-- 7 or 5.5 per cent had left our service. 11 or 9.0 per cent had vision which could not be corrected or improved. 84 or 68 per cent had correction made. 2| or 16.5 per cent did not need correction. At first thought this last figure may seem high but our medical friends say that in a large group this is uot a high percentage due to possibility of misunderstanding instructions, being below par physically on the particular day the test was given, etc. Some of the valuable data we did secure, however, was: J. Twelve per cent of our drivers were involved in 17 per cent of our motor vehicle accidents, indicating that vision quite likely was a contributing factor. 2. Nineteen per cent of our drivers or about one-fifth of them had either defective eyesight or were color blind. Tins certainly impressed us with the need of further tightening up on this phase of our physical examination. 3. We found many employees who drive our cars incidental to their telephone work who were color blind, yet whose job necessitated a very definite color sane. This included such employees as installers, cable splicers, etc., who deal in colored insulation, etc. 4. It indicated that a check on the vision of all our workmen might be advisable. This is now under way. As a result of the eye test and the corrections made in the vision of employees two definite things were accomplished: 1. The most important is that 84 employees are now enjoying normal vision who prior to the test had defective vision which quite likely caused headaches, dizziness, disinterest and other conditions arising from poor viiioa In fact some of these workmen came to us afterward and told us how thankful they were that the test had been made. 2. A dose check was kept on the drivers whose vision had been found defective and later corrected. A comparison of results showed that whereas this group had been responsible for 17 per cent of the accidents in the preceding year, it was only responsible for 10 per cent of the accidents during the eight months following the completion of the test and the correction of vision where possible. As mentioned before, I have endeavored for some time to find out what means were l>eing employed throughout the country in the selection of safe workers from the applicant line without finding much more than we are all familiar with, viz., (a) physical examinations, and (h) mental examinations. However, I feel sure that someone somewhere has in use some method, either by directed discussion, test or what not, by which the "Safety Sense" of an applicant may be determined. There apparently is opportunity to still further develop tests which will be useful inselecting applicants for a particular job from the safely point of view as for ex ample something that would detect men for linemen who did not have a fear of height, etc. Possibly some here may already be using some means of detecting this "safety sense" of applicants. Then again, in this Public Utilities Section It may be worth while discussing possibilities of tests along these lines for particular crafts. At any rate I am sure any discussion which follows will be helpful in developing what more can be done than we are now doing in the selecting of safe workmen. Public Utilities Section 471 Cbaisman Vandeghift: Mr. Dickson, 1 thank you for your splendid contribution to this morning's session. Wc have, on our Executive Committee, a man who has worked hard on the task of adding to the collection of film strips, which is a part of the service of The Na tional Safety Council. Mr. Howard M. Shaw will tell us something about the film strips which have been developed. The National Safety Council's Film Strip Service for Public Utilities By HOWARD U. SHAW Insurance and Safety Engineer, North American Light and Power Company, Chicago, HL At a meeting of our committee there was some discussion as to what was desir able in a film strip. It seemed lo be the opinion that film strips have largely carried safety devices and other safety Icinks and practices which were provided by the manu facturer, and which die managements today are glad to accept, adopt and use. Our duty in safety work is to assist men in such a manner that they can easily grasp the difference between the safe way and a wrong way. I do feel that in giving a man something we should show him the correct and the proper way to do the thing. We should explain it. I have tried to develop that same thought in the minds of the men asked to contribute film strips Safety work is done on the fob by the man doing the work, and he does it with his fellow man. He does it as a result of his experience, and if he has been n suc cessful tradesman or a craftsman of any sort, and he hasn't been hurt, his method must be successful. As the opportunity affords itself study the work, study your men, get out with your camera and take a picture of the work as it is being done. You will get a great many ideas. Staged pictures, when shown to a group of men, ordinarily leave them with the idea of having been amused rather than of having been given a thought which really means something to them. i don't believe there is anyone in safety work who is selfish and feels that he has some special bag of tricks with which he alone produces good results. We all feel that a good thing in safety work should be passed along. That is what we are asking for in these film strips. Let's get something that wc know is good. Let's pass it along and let the other fellow have the benefit of it. What we want in film strips are practical applications of safety methods in doing the work. The men really appreciate it We have one strip which was developed last year and it is a good example of what we are after. The man who made the picture, made it in the fashion described, when the work was being done. Many of you may have some comment on this picture; you may have suggestions which will make it better. I hope this will develop some discussion and that you will give us those pictures and ideas. They will be a valuable contribution to our safety work. Show a man how some other man does the thing and does it well, and he will take it for his own use and will very likely become a better workman. 1 am going to ask Mr. Beaumont of The Peoples Gas Light and Coke Company, of Chicago, to show the film strip which he prepared. (Mr. E. S. Beaumont then showed National Safety Council Film Strip No. 20, and described the pictures in detail.) ADJOURNMENT 472 Nineteenth Annual Safety Congress Thursday Afternoon Session October 2, 1030 J. L. VANDEGRIFT, Chairman The Chesapeake & Potomac Telephone Co., Wuhan(too, D. C. The third session of the Public Utilities Section convened with Chairman Vandcgrift presiding. Chairman' VA.vocnarrr: I am pleased to introduce Mr. G. C. Xdl, Vice-President of the Wisconsin Power and Light Company, Madison, Wis., as our first speaker this afternoon. Disciplinary Measures for Violation of Safety Rules By G. C. NEFF Vice-President Wisconsin Power and Light Company, Madison, Wis. About six years ago, it .was my good fortune to be present at a bitterly fought football contest between two Big Ten university football teams. The game was close and tl*e outcome in doubt, when suddenly a halfback on one of the teams carried the ball around the end for a substantial gain. He was tackled and thrown to the ground. He rolled over and got on his feet and ran for a touchdown, which proved to be enough to win the game. Immediately after the play, a great argument arose on the field as to the legality of the play, ooc side contending that the player was downed and the ball could not be further advanced, the other side contending that the hall was not downed and, therefore,, could be advanced. The spectators took up the argument and tbe feeling became very bitter. Cries of "Kill the referee" were heard alt through that big crowd. In fact, when the game was over, it was necessary for the players of both teams to form a ring around the umpire and the referee in order to escort them safely from the playing field to the dressing room, for there were many in that crowd who wanted to by their hands on them and do them bodily harm. If the victorious team had won the game without a questionable pby such as I have described, there would have been no such outburst of feeling and no such hostile action shown. True, the supporters of the losing team would have been disappointed, but they would still have been friendly to tftc supporters of the other and they would not have felt bitter toward the officials. Why then all this confusioa? Why this bitter feeling? The American public takes its football seriously and insists that it be played strictly according to the rules of the game; some of them thought that a rule had been broken and the officials had allbwed it to go unnoticed. Jn this case, the prize at stake was victory in a football game and because there was a question about the enforcement of a rule, a near riot occurred. There arc rules in business just as there are rules in football, m*i it is just as . important that these rules be lived up to. Yet, for some reason or other, we do not consider the rules of business in the same way that we do the rules of football, al- diougli often human life itself depends on the strict observance of those rales. This is particularly true with regard to our safety work. There are rules for work safely. These rules have been prepared in most cases by men who have devoted their lives to a study of how to work safely. Very often, the violation of a rule "* the loss of a life and much suffering in a home, and yet when one of these rules is violated and some one loses a life thereby, we too often hear soxneooe say, "Well, it Public Utilities Section 473 was too bad"; and let It go at that. If wc could in some way instil) into our employees the same high regard for. safety rules in work that we all now have for the rules of a football game, I am sure that we would get results that would be pleasing to all of us. In the first place, it is extremely important to any successful safety work that a complete, concise set of rules particularly adapted to the work be developed. The presence of many unnecessary rules in the rule book, not applying to the work of a company, has a tendency to create in the minds of the workers a feeling that it is not necessary to observe all the rates in the book, and as a result they are more apt to violate a necessary rule. On the other hand, if all the unnecessary rules have been eliminated and the rule book contains wnly rules that should be observed, the first step has been taken toward creating in the miads of the employees of a company the feeling that all rules in tbe book are to be observed. In the second place, only those employees who know the rules can be expected to live up to them. It is important, therefore, that if a more general enforcement and obedience of rules is to be brought about, wc must be sure that the employees know and understand such rules. Often in a large organization, safety rule books are dis tributed among the employees and the assumption made that employees will read the books, become familiar with and live up to the rules printed in them. Such assumption is likely to be fatal to successful safety work. The rule books have been prepared by moi who are experienced in safety work; men who have spent a great deal of time and effort in the preparation of the rules contained in the book. These hooks offer the best help and guidance that can be obtained in eliminating accidents. Yet, many executives seem to fed that after the book has been prepared and distributed to the employees, their work with regard to safety has been completed; whereas, as a matter of fact, they liave only taken the second step. How many executives of companies know whether or not their employees have read the rule book, understand it, and believe in it? It seems to me that it is the duty of the executive to outline a definite plan which, when carried out, will give definite information as to whether or not the employees understand the safety rules. No executive would expect successful opera tion of a power plant through distribution to the people who operate the plant of a book on power plant operation. He would, of course, further determine just wbat the operators knew about the plant. We have to apply some of the same methods to our safety work that we apply to the operation of power plants or any other phase of the utility business. Safety meetings are very important became at those meetings we bring before the rank ami file of the employees some of the most important phases of safety work. Employees get together, exchange ideas, and make suggestions as to what can be done to improve safety work. This excellent practice because it helps to keep up interest in safety work which, of course, is very important. Safety work cannot be carried on successfully without safety meetings. Here again, some executives think that by holding safety meetings and-by distributing safety rule books, their responsibility ends in furthering safety work, when really, they have taken only the third step in success ful safety work; for I am confident that many employees could be found who carry a safety rule bode in their pockets and who attend safety meetings regularly but who cannot pass a satisfactory examination on safety work. Believing that such a situation existed in the organization with which I am con nected, we determined to find out whether or not the employees of the company actually did understand the safety rules as set forth tit the rule book for our company. We decided to conduct individual interviews with all employees. Wc adopted a plan providing for an interview between each employee, his foreman, and the local manager. During the interview, safety rules and other phases of the utility work were discussed. This personal interview was not conducted solely to determine whether or not the employee understood tlx rules in the safety book, but also to ascertain how much the employee knew about the company, what ideas be had concerning company policy, and in general wbat he was thinking about in relation to company activities. 474 Nineteenth Annual Safety Congress This work has now beai carried oo for about two years and we are satisfied that it is a very profitable practice for any company to follow. To any other organisation that might want to try it, I suggest the following procedure: First, announce that these personal interviews are to be conducted. Many employees will pay little atten tion to this announcement. Then call in two or three employees in a district and give them a very thorough examination- I assure yoo that there will te more wear and tear put oo the safety rule book of the organisation in two or three weeks was put oo it in the two or three years preceding. Employees will certainly get busy after one or two of them are interssewed. You may be surprised after you start this work bow little your employees know about the safety role book. You may be surprised how little they know about some other things, too. Some of your men whom you considered as your standbys. 100 per cent In every particular, will disappoint yon, and some of those yon thougtd were not as good as they should he will also surprise you in the awnplrte knowledge they have of the safety rales and of die company's *--~ff In my opinion, the plan I have just outlined is the best method to get employees to understand what the safety rales are and also to get than lo onderstand what the company expects in building proper pubfic rrtatioos. There is just one word of caution I should Eke So offer and that as that the inter view mast not be in the form of an hafuisitiuo. It is neemsary bo ok considerable care in discussing with the employee those things vital to oompmty welfare. Every effort should be made to impress on the engdoyefc that an honest effort on the part of the eucisiwi and managers of the company is being made to kdp the employee learn more about the things he should know in --rtfoa with his work and to learn more about the company. If the right approach is made, yow wffl had that after this interview, jtnr employees will be very gntefsd to yaw far taking the tame and the trouble to give them the information they ncouA As a mner of fact, we have discovered many very able employees tlwcagfc these aatervsrws wad many have been promoted as a result of them. Thus, the first requisite to obedience to safety iida* is htt oaiy accessary rules are in the rule book; the second is tint oupfoy-- know and mdtntaad the safety rales; and the third is that amitiws and mongers know dot da employees are familiar with them. If these three things have been scaghAaC aw aagortaat forward step has been made toward successful safety work. A very targe percostage of oipbyw wfl orittngty and gfed|y five up to alt the safety rales when they know them and whoi dhey gpnaae hdr hnportancc. That is not sufficient, however, to get complete obedamte to the dw foe a certain per centage of employees of any comfy ase wrote or less cardans wad wffl not give com plete obedience to safety rales palest some one checks tow once !w a while. That brings the foreman or supervisor into prominence in safety wh In most of oar properties see hold foremen's meetings any two mitt at which various subjects are discussed. Those m sttohwe dfoaa* toear work and they discuss safety. They discuss t^e probltm toy encounter from day to day and I believe that they learn a kit from each ether and tint they Itnsw better foremen because of these meetings. I think that such meetings result in convincing fan-- that too rorporoilnlitr for the safety of their men rests on them. They must be made to believe that if an accident of any kind happens in a crew, it is a Mark nark against toe foreman of that crew. Likewise, the local manager must be made to feel tost an accident among his force is a black mark against ho. There Is oo mn to stop with the local managers, but the division managers and toe mutlni of the rtwipony shrmtd fed that an accident any place in the organisation is a blade mark against toe way toe whole supervisory and executive organisation as functioning. If that idea can be propounded and subscribed to at the local maaawers* meetings and ad toe formeo's meetings, another big step will bare been made an the nitty work of any Public Utilities Section 475 Persuade the employee to know the rules, know that he knows the rules, school the supervisory forces to feel that they are equally responsible with the employees and that an accident to any employee is a black mark against the whole organization, and then you are beginning to do effective safety work. There is still another situation that must be met. Every company has a very small group of employees who are really good employees but who are a little hard boiled. I know that we have linemen in some of our crews who thought it was a 'disgrace to have to wear rubber gloves. You undoubtedly have all had these same experiences. It has been pretty hard at times to get men of that type to do things they should do. Of course, in some cases, it is necessary to kt them go, but we found that tn spite of everything, we had to put some teeth In our safety rules in order to get reasonable compliance with them. Teeth can be put into safety rules without in any way hurting the fellow who is trying to do the right thing. Anyone who lives up to the safety rules Is not hurt by any penalty which is imposed upon the fellow who wilfully dis obeys the rules, and I think that some rigid regulation is justified when a life is at stake. At one of our managers' meetings, about two years ago, the following resolution was unanimously adopted by the district and division managers and department beads who were in attendance: "Any foreman, superintendent, district manager, division manager, or any other person serving in a supervisory capacity, who is found to have .permitted the violation of any safety rule without using discipline on the employee involved, will be disciplined to the extent of being laid off without pay for a minimum of two weeks and subject to permanent discharge depending upon the seriousness of the offense involved.** We had had some bad luck in our company; several men had been killed. The whole organization was worked up about It and was anxious to do something to stop ly^Un loss of life. A review of this accident and other former accidents showed that there had been a disregard of some of the fundamental rules of safety line work. In some cases, it was found that the foreman knew about it, and in one case a district manager was involved. So the whole executive organization which was assembled at tUs particular meeting (we call it the local managers* meeting) drafted the above rale and voted on it voluntarily, and they included themselves with those liable to be laid off for two weeks if they failed to do their part in enforcing safety rules. The results have beed very satisfactory. The penalty has been imposed in our company a amber of times on supervisory forces and I am sure that many aoddents have been prevented because of this rule. 1 can recommend it to any company as an effective means of bringing about strict enforcement of the safety rules. To nan tv--my recommendations on how to get obedience to the safety rules arc: First, unnecessary rules should be eliminated; second,.employees must understand the rales and appreciate their importance; third, executives must know that the employees understand the rales and appreciate their importance; fourth, the foremen and super visory forces must be made to appreciate their responsibility; and fifth, a penalty should be imposed on the latter forces if they fail to do their duty as far as enforce ment of safety rules is concerned. Chaxbmak Vandccuft: Thank you, Mr. Neff, for that fine presentation of a diffi cult subject. This deserves discussion, and I wonder who will volunteer to lead us. H. A. Mott (Illinois Belt Telephone Co., Chicago, III.) ; Just what position did the men m the field take? How did they receive the penalty, so to speak, as a genera? proposition? I don't mean the offender, but the men In general. Mi. Nett: This rule was imposed by the men in the field. They were the ooes who drafted it; they voted on and accepted it before we started. If any company wants to put k into use, first educate the men in the .field to the point that they be lieve in that sort of thing, and let them sort of advocate it and bring it forth. We have oo trouble of the kind you intimate. Goodon Wilson (The Management and Engineering Corp., Chicago) : We can 476 Nineteenth Annual Safety Congress measure the effectiveness of our work as safety promoters by the extent to which discipline is applied by the operating executives as a means of endorsing the observ ance of safety rules. There are three stages in the evolution of safety consciousness in the average oper ating executive: First, he sneer* at this "pale pink" bunk that the safety man spills. Second, He tolerates it. And then, some day, when it has been impressed on his subconscious mind that safety is a wonderful thing for him, he becomes a "nut" like the rest of us. When he is in that sneering stage, will he use discipline to enforce the observance of safety rules? No! He sympathies with the fellow that broke this safety rule because he is being pestered by a lot of red tape and fool instructions from fellows wlw are not actually on the job. Wlien he gets to the tolerant stage and somebody calls his attention to the fact tlut a safety rule has been broken be will go through the motion of enforcing it. He will speak quite severely to the man. He may even get rough and "slap him on the wrist," but his heart isn't in the enforcement of that safety rule yet. But when the grand and glorious day comes that his safety education has progressed to the point that if he sees a man breaking a safety rule it makes him mad, then we know that we have another safety man on our staff. A. A. Oldfirld (Wisconsin Power & Light Co., Madison, Ws.) ; On our property, not only in safety work but in all our departments, it is Mr. NefFs policy that each Head of a department, rather than give instructions in the department, shall lead the men in the held in carrying out die instruction*. That same policy is followed In this discipline measure. You recall, in the first case, the district managers passed the measure. They made the resolution. If a case comes up that is necessary to discipline, the safety department, together with the managers, have a meeting with the supervisory force, and If necessary with the mm. We finally ask the men what we should do, and invariably the men come back with the answer that the guilty should be punished. It is the men who really asses* the discipline rather than the manager or the safety department. W. F. Noaais (American Telephone and Telegraph Co., New York City): What is our interpretation of discipline? So often the construction means purely punish ment. The construction I would like to put upon it is an orderliness, something taking place, or not having taken place, that produced a result. Not the climax that has resulted in some serious accident or fatality, but what has been going on. We seldom use the better interpretion, education or orderliness. We have broken through placing the entire responsibility on our foremen. Have you gentlemen ever analyzed a foreman's duties? Have you ever written them on a blackboard, starting at the top, and writing m fine lines all the way down, start another column and fill that, and start another column, and another one? Well, we have, and are placing a tremendous responsibility on our supervisors, and pur super visors are passing the buck on to the foremen/ I have analyzed serious accidents; have seen the guilty party go scot-free and the poor foreman take the brunt because he has been over-burdeiwd with the ignor ance of management in what they are imposing on their men. You are beginning to place the responsibility where it belongs. The foreman has certain* responsibilities. I'll admit. Every man in his group has his responsibilities, but somewhere, beyond that foreman, there is a huge responsibility that cannot be shouldered onto that foreman. Chairman Vandecrift: You advocate then, Mr. Norris, the definition of dis cipline to be not only the penalty for non-observance but the reward for fulfillment Mr. Norris: Yea I John W. Romjc (Coming Glass Works. Coming. N. Y.): How can a foreman be laid off because of some non-observance of safety rules and then be put back on the job and function as a real foreman? Public Utilities Section 4 77 Chairman Vatnokcritt: And still have the respect and support of his men. That is a fair question. Mr. Neff; We have only had to do that in two cases with foremen. The foremen have gone back on the job. and, as far as we are able to determine, do have the respect of the men, and our check-up indicates that they are about three times as good foremen now as they were before they were laid off. If you have trouble it might be well to shift your men in some cases. R. V. Hyde (Northwestern Bell Telephone Co., Omaha, Neb.) : I can cite a case within the past two years where a general foreman was penalised three month's pay, and within six months following that was promoted to branch superintendent. Wm. L. Bruce (Westchester Lighting Co., Mt. Vernon, N. Y.) : We had a case of a foreman being penalized because we thought he was the cause of the death of one of his men. After the coroner's inquest was held, the coroner exonerated the company from any responsibility or liability because of this Qian's death. All of the men under that foreman signed a round robbin asking that he be kept tn his position. We suspended him for one month and then returned him to the same gang He is back on the job. doing good work and the men and the company arc satisfied. Chairman Vandecrift: Was it determined that it was his responsibility? Mt. Bruce: Yes. Wk. R. Hamu.ton (West Penn Power Co., Pittsburgh, Pa.) : Just how do we discipline? Id the case of the foreman or his superiors, who decides how the discip line should be handled? Is a board created of men equal to the man who was penal ized, or is it an order from his boss? You get into different types of mentality; do you treat them all alike? Individuals cannot be handled like a machine. They all have to be handled in different ways. Does the company discipline a man for his first offense, or do you censor him and discipline only the chronic offender ? Is laying a man off as satisfactory as discipline ? I doubt it. We lay a man off three or four days. Some men like to shoot in the hunting season. The man considers it as an opportunity to go hunting. It is a vaca tion for him. He doesn't pay the penalty as the man who awards the discipline thinks he should. Why are we disciplining the man? For punishment or correction? There are two meanings. We try to correct a man to make him better. If we are punishing him, that is something different, and must be met differently. If we are punishing or correcting an individual, how are we getting that to the entire organization? If that one man needs correction how about another over on the other side of the system ? We must find a way to get that across to the entire organization. I have no solution to the questions I am asking but would like to have it. A. A. Oldfield (Wisconsin Power tc Light Co., Madison, Wis.) : Mr. Hamilton asked the method of discipline. A* Mr. Neff said, we discipline for wilfull disobedi ence of rules. That doesn't mean that every time a small accident occurs where a rule is broken, a man is laid off, but it does mean that after a careful check of our employees, whether they be linemen, or gangs, or foremen, if we find they are* wil fully disobeying the rules, we do discipline them. So far as the gangs are concerned, usually the district manager, together with the general foreman and his foreman, constitute a committee to decide whether that par ticular man should be disciplined. When we get up the line; then the committee that decides upon the discipline is the safety department, the district manager and the division manager. Do we consider discipline punishment or correction? All of our safety work is corredire work. After it has gone through the corrective stage, then it becomes ready a question of discipline, whether you call it discipline, punishment, or orderli ness. 478 Nineteenth Annual Safety Congress Now, as to how our men /eel regarding this discipline, Mr. Neff spoke about two foremen having been laid off. One particular foreman was moved to another location after his discipline because the management thought it was a good policy. In the other case the man went back to hi* work and since that time has had much more respect from the men under him and has been a much better foreman. I often thought some of the fellows would consider the discipline as an opportunity to do something which they might want to do. A foreman laid off for two weeks considers it real punishment, and when he goes back to hts work he feels that he must get from his men the same respect he lad before and be is a much better foreman 99 times out of 100. M .r Hamilton: How does the rest of the company benefit (torn the discipline? Mk. :Oldfield If it is a case of willful disobedience that person would be punished in a similar manner. Mr. Hamilton: It might not be willful. Possibly it wouldn't apply in safety. Operating errors are mistakes where carelessness applies. If we call it to the atten tion of the entire organization, sbme one else may benefit by this admonition. Ms. :Oldfield If a mistake is made unintentionally, you can hold that out as an example to the rest of the organisation and call attention to the fact that, although it has been going on for sometime, from then on it is going to be a punishable error. Mb. :Hamilton Have you considered, in disciplining a maxi, to require him to report to his headquarters each day with a letter on some subject pertaining to this safety rule in particular of safety in general, those letters to go to a person high enough in the company to cause him to think constructively and to give a little thought to the subject? Now, he does not report to work. It isn't fair to lay a man off and make him work, but you can lay a mar* off and make him at least write a letter addressed to the vice president on some subject which has been deckled on. Io the case of one man whom we recently penalized, I laid him off for four days. Each day he came to his headquarters with a letter on a certain subject assigned to him covering the mistake, or things parallel to the mistake. We did this rather than give the man an opportunity to have four days vacation. M .r Oldfield: In the state of Wisconsin, if you lay a .man off and don't pay him, you car.'t require him to perform any duties whether it is writing a letter or reporting to headquarters. YouMb. Hamilton: If that man signs a release for those four days you can. can give him the opportunity of signing the release or beiug fired. Mb. Oldfield: I realize that no one can pick out every individual error in the organization. On all properties there are things going on day after day that we would like to get away from, but the point is, once this fellow has been disciplined, you may be sure that fellow is beginning to think about his record. He is not going to be laid off many times before that layoff is going to be permanent. Cuairman Vandecrift: Gentlemen. There Is something Mr. Hamilton said in hts closing discussion that struck me forcibly: A fall down in safety is an operating error. Tie that up with discipline. Who is responsible in the last analysis ? Is the workman who fails to CArry out instructions responsible? Not necessarily. Is the foreman responsible for not requiring the workman to carry out the instructions? Not necessarily. Is the district superintendent or the district manager responsible? You would think that he should be, but if he isn't backed up by the right kind of management, you can't hold him responsible. I think we had better stick to funda mentals and consider this safety an absolute part of operation. It isn't any side issue. What methods do you have in your organization for imparting safety information? Do you merely publish your book, put it into the hands of the man, and say, "Thank God that is done. We are all educated." You can laugh but that Is the way we used to do it. We had a fine code distributed to the men, and we made them sign little Public Utilities Section 479 receipts. They signed the receipts and the accidents kept on, and we thought we had performed our full duty. It wasn't even a start. There is nobody better qualified to continue the thought, than a man whose com pany is successful along this line. Our next speaker is Mr. Buchnsan of the Ohio Bell Telephone Company. Conference Plan of Imparting Safety Methods By R. P. BUCHMAN General Plant Employment Supervisor, The Ohio Bell Telephohe Company, Columbus, O. Some one has said that there is nothing new under the sun. I am in a position to confirm it emphatically in so far as it applies to my giving you any new ideas on the basic fundamentals of accident prevention work. Those of you engaged in accident prevention work, in a staff capacity, appreciate that the control of your accident situation rests in the hands of your line supervisory organization. By the line supervisory organization I mean the entire tine organization, from the president on down to your first line supervision. We do not confine that exclusively to the foremen. The problem of your staff man becomes one of the ways and means whereby lie can get the line organization to recognize their responsibilities, and to apply the ideas and principles of accident prevention work. We had that problem in our organization as our job was poor from an accident prevention standpoint. We had been using methods commonly employed such as group meetings, a safety code and posters. There was something lacking which was needed to tie the safety work to the operating job. Our efforts seemed to separate die two rather than link them together. We could never hope to realize results in accident prevention so long as that sep aration existed, and on that basis we developed a conference procedure which we hoped would link the two. This conference procedure was handled on the "directed discussion" method. The con ference was set up so the discussion would be confined to a consideration of some basic principles. We did not permit the aimless discussion which falls far short of its objective. We brought our supervisors into the conference, generally in groups of twelve. A conference leader conducted' the groups which spent from one-half to a full day in discussing the basic fundamentals of accident prevention work. With a group this large we will not be able to carry on the same kind of a dis cussion as we have had in our company. However, I am going to inveigle you into a discussion to bring out the cardinal points and give you a picture of the manner in which our discussions were conducted Our experience in 1928 was 36 lost-time accidents per thousand employees. We engaged in these conferences beginning in the spring of 1929. and our experience last year was 16 lost-time accidents per thousand employees. On the basis of the first eight month's experience this year, wc hope our experience will be approximately 12 lost-time accidents per one thousand employees. The conference alone did not contribute wholly to that reduction. There are many factors such as training, new methods, material and tools, which contribute to Im provement. To get into this discussiou let us set up a mythical organization, a company that is engaged in every phase of the utility field. Then assume that we are all supervisors and are gathered here to discuss an accident situation, which, while not necessarily 480 Nineteenth Annual Safety Congress is not as good as we would like lo have it. Further assume that our accident situation is such that the management is requesting an improvement and on that basis we have a definite motivating power to get busy and get something dope. Let this organization be mythical only so far as its identity is concerned. Let it be absolutely practical so far as the regular operating job is concerned. We have practical problems. With that as a background, I ask this question. Remember we arc thinking about this organisation of ours. Have we any job that cannot be done safely? Remember we are climbing poles; putting in light service; operating power plants; maintaining central offices^ digging trendies for gas mains, and I would like to know this: Is there any job in connection with our regular operation that cannot be done safely ? (Various cries of "yes'* and "no") For discussion purposes why not introduce this situation: A foreman is hurriedly called to a job and the thought uppermost in the minds of the foreman and the men is to get that line working. They may do certain.things that will result in a fatal or serious accident. 14a. UCB1CAN: All right, let's introduce it. Here is a situation where, because of service demands, quick action is necessary. There is confusion. But is there any job which cannot be done safety even in the face of these conditions? Member; NoJ Mb. Buchuan: No? Does everybody agree with that? (Various cries of '`Ye*.") Mb. Buchuan ; We must arrive at a definite conclusion with respect to this ques tion before we can go on with our discussion. That is, if we have in our regular operating procedure a job that can't he done safely, why all the hullabaloo nbout accident prevention ? You can't do them safely and you are going to have acocfaats. But if we don't have any jobs that cannot be done safely, then we have a different perspective on this thing. Can't we say: "We have no jobs which cannot be Awr safely?" If we did have any, we could develop ways and means of doing those jobs so they could be done safely. There might be an operation which had never fwm performed before, upon which you had never had any experience, and the first imtr you might have an accident, but it wouldn't take you long to develop ways and means of doing that job safely. XfniBEit: I don't think you art right. Suppose lines are down, lightning i Hathing around, and there is fire--is it safe? Mr. Buchuan; Did you ever do that kind of a job? Member : I have seen it done. Ma. Bucuuan: Did you have any accidents? Muiifii: Yes sir. Ma. Buchman: Did you ever do that kind of a job and not have an accident? Muoea: Yes sir. Mb. Buchman: Tltcu it can be done safely. Member: I think you have a`little luck sometimes. Mb. Buchman; Call it what you may, you might have been unlucky when you had the accident, but you have definitely proven by doing the job safely that it can be done safely. Isn't that'right? Member; No sir, because you have no control over lightning. Mr. Buciiman: Well maybe not, but we said that wc have had jobs of that char acter. under identical circumstances, and that we have done them safely. Member; IJghtning just didn't hit that time. M .b Buciiman: Suppose we give you credit for lightning then. Member: Will you contend that a hazardous job that is completed without an accident was done safely? .Mr, Buchman: No. Have any of you had experiences where you definitely took Public Utilities Section 481 a hazardous job and conducted is along lines which produced successful results, which every reasonable person would say was done safely and which did not result in an accident. (Various cries of "yes.") Mt. Buchman: I think that is right. There are certain jobs which have more accident possibilities than others. We have jobs winch axe dangerous; jobs upon which, if we do not proceed in a carefully planned manner, we are likely to have accidents, but I don't believe that youf company would tolerate a job which could not be done safely. They would find ways and means of throwing that job out of the operating procedure, or would develop something so it could be done safely. Isn't that a fair assumption? (Cries of "Yes.") Ml Buchman: Perhaps there are some things we can put in the category of "Acts of Providence", about which we know little and can hardly bring them within the scope of any reasoning concerning accident prevention. I would like to follow that up with the question ; How many of the accidents that you had last year came from such sources ? Fifty per cent ? (Cries of "No.") Mm. Buchman ; Another question; If that was the only kind of an accident you were concerned about, many of us would not be here today. Wc are having those accidents which occur primarily in connection with the jobs we arc doing day after day. Isn't'that right? If you will review your accident experience you will find that you had a relatively small number of accidents in connection with really hazardous work. Why ? Because you have recognized it as being hazardous and have taken the proper measures to circumvent those hazards. Wc will go on with this definite statement: We do not have jobs which cannot be done safety. Now this question: If we don't hive jobs that cannot be done safely, why do wc continue to have qccidenls ? Member : Man failure. Member: Lack of training. Ma. Buciiman: Let's get some of these reasons on the hoard. One gentleman says lack of training. Member: Lack of supervision. Ma. BucnMAM: As we develop this list, some of them may overlap but it doesn't make any difference. Member: Improper placement of men. Mr. Buchman : Improper assignment. Member: Defective tools and materials. Member : Inattention. I think that causes 95 per cent of the accidents. Member : Thoughtlessness. Member: Lack of specific instructions. Member : Haste. Mr. Buchman: Oh ool (Cries of "Ye* sir.") Member : Physical condition. Member: Disregard of safe practices. Mi. Buchman: Should I put that up here? Disregard of safety rules. Member : That's safety. Ml Buchman : All right, let's put it down. That is, we don't say these arc the most important cause* but they are some of the causes. Member: Fatigue. Member: Horseplay. Member: Home surroundings. Member : Mentality. Mb. Buchman r Wc could develop many reasons why we continue to have acci 482 Nineteenth Annual Safety Congress dent*. but let's take one of these. This one impresses me (haste). Du you mean to tell me that fellows are hurrying so fast they are getting hurt? What are they hurrying for? ,, Memoer : To restore the service. Member : To get the job done. Member: It is along toward quitting time. Mr. Buchman: What about it? There must be some reason why people hurry. Member : Restoring the service. Mr. Buchkan : Well why restore the service. Member : Disregard for safety rules on the part of the supervisor. Mr. Buchman: Let's stick to this one. Member : That is die reason for haste, the men wanting to work faster than they should under pressure. Mr. Buchman : There must be some fundamental reason. People don't hurry for the sake of hurrying. Mr. Buchman: In general we might ay that people hurry to get the job done. But why do they want to get the job done? Probaldy fundamentally to make a good impression. :Member There are other causes. For instance, where you cut off traffic over a certain block of a street. The police department allows a certain time to do the work. If it is not completed in that time, they will open the street up to traffic. Mr. Buchman: Let's analyze that We have a company here that is going to block a street. A policeman says, "I will give you thirty minutes. If you are not done in that time, I am going to run this automobile traffic over you." Let's reduce that to fundamentals. The superintendent goes to the foreman, and says, "Bill, they are only going to give us an hour on this job."' Why shouldn't the foreman say, "I don't care. Let them run the traffic." * Bill isn't that kind of a foreman and doesn't want to take that attitude in front of his boss. He is interested in what his boss thinks and Bill says, "I'll do it.'* So Bill goes out and says. "Boys, we just have an hour.--Let's all dig in and get this job done." If there wasn't some incentive why shouldn't their attitude be, "Well, vvtiat of it? Let them run the traffic. I don't own the dam thing. I just work for it." That isn't their attitude. Their attitude, if they arc the right kind of employees, is, sure wc will get the job done in an hour. Why? Because they are good employees I* They are interested in what their boss thinks of them. They are interested in their standing in that organization. Member: Before we depart from "haste," let's also remember that a good many of our haste accidents are due to improper planning. Mr. Buchman; Wc might reduce this and any that haste was being done in order to make this good impression, but If the job Itad been properly planned In the first place, the haste wouldn't have been necessary and you could have made just as good an impression. Let's put this down: Men sometimes hurry to make a good impression. Here's another one that interests me: Disregard of safety rules. Why do men do that? Why don't they follow them? You are paying them. Why do they disregard these safety rules? :Member Because of that first reason: Lack of training. Member : They are not enforced because they are not popular. Me Buciimax: They are not popular? Member : An illustration: Goggles are a mean thing to wear sometimes and so are rubber gloves. Mr. Buchmax: Here's an illustration: We buy a man goggles and say, "When ever you start drilling through masonry walls, stick those things on." So he starts on tlK job. Probably he can't see all the aspects of it. He is going to the subscriber** Public Utilities Section 483 home and carries the tools he thinks arc necessary but he doesn't have those goggles. Why doesn't he go and get them ? Mcmbcb : He follows the road of least resistance and doesn't want to take the extra trouble. Mr. Buciimas: There is something in that. AH of us are a bit lazy. How many times in your home have you been on the second floor, and maybe one of the screws in an outlet plug is loose. You have a good screw driver down in the kitchen but you reach down in your pocket and say, "I'll take this dime and tighten it up." It would only have taken you a second to get that screw driver and do a real workman like job. Wc like to do things the easiest way. Isn't that right? I am not going to waste my energy. I am going to need it for rrly old age. I am going to hang onto It a little. So I think we can put that down: Inherent laziness. Without going into a further discussion I ask this question: Do the things we do from An accident prevention standpoint slow up the job? (Cries of "No.") Mi. Buchman: Why don't tlvese fellows follow the safety rules then? What are some of the rules we have in this mythical organization of ours? Member: Goggles. Mr. Buchman: That is, you have to wear goggles. :Member Don't use defective ladders. Mr. Buchman: Defective ladder or defective substitute. Member: Use of rubber gloves. Member; Grounding devices. Member: Sec that alt rubber equipment is okey. Member: Stop at all railroad crossings. Member : Lay out the job before starting. Member: Teat brakes. Mr. Buchman : We have a rule that if a lineman has his hooks on and is going to do a job that doesn't require them, he should take them off even though in ten minutes following that time he is going to have a job that will require the use of those hooks. We could get many more rules up there. I would like to put myself in the position of one of these workmen. We have just developed that I am inherently lazy and that I want to make a good impression. Here I am down In the basement of a sub scriber's home putting In a telephone. I have forgotten my ladder. Over there is a couple of cAser that are just as good as any ladder. "So I hop right up on those. Is it all right? (Cries of "No.") Mr. Buchman: It is going to take me quite a while to drag that ladder .in. It means dragging it down a flight of stairs. There are a couple of boxes that give me exactly the right elevation I need. Besides what are you doing? You're my fore man. You say, "Come on, let's get going. You only got five phones in yesterday." You want me to get six in today. Yet you expect me to run out and get that fool ladder and bring it back in again? Shall 1 do it? Member: I would fire you for not taking it in. in the first place. Mb. Buchman: Mr. Neff, would you permit that? Mr. Neee : No, I don't think so. Mr. Buchman : I didn't do it willfully. Honestly I forgot it. Member: That's no excuse. You have to do the job and you know you must hare the ladder. Mr. Buchman: I'll admit that I should have taken it in. Member : Why didn't you go in without the telephone ? Ml Buchman: Well the telephone is more evident but I thought this was one of those cellars where I wouldn't need the ladder. 484 Nineteenth Annual Safety Congress Member ; If you use the box you will be forming a bad habit. Mr. Buchman: I won't get a weak ooe. I know better than that. I'll make sure I always use a strong substitute. Member : Does it belong to you ? Mr. Buchman : No. Member: Then why use it? Mr. Buchuar : I seked Mrs. Smith on the way down whether I could. Member : You used your best judgment. Mr. Buchman : Yes, but I have broken one of your rules. Member: Why was that rule made to begin with? Hasn't some one been hurt before using boxes? Mr. Buchman : Yes, but I have never been hurt using boxes. Member: Why should you violate a rule that has been made Cor your protection? Mr. Buchman: Well I shouldn't but you have me between two fires of getting the job done. So I can't spate the time to get that ladder, and yet, if I don't get it, you are going to say that one of your safety rules has been broken. Member: Use a little common sense. Mr. Buchman: That is what I thought I was doing when I didn't go get that bidder. Should l get that ladder? (Cries of "Yes.") Mr. Buchman: How many of you would have gotten it? How many of you fel lows got that screw driver when you needed it?' Member: Did you have an accident with this box? Mr. Buchman: No sir. Member: If the policy had been different, you would have gone back for the ladder. Alt. Buchman: The policy of my company is that I can go out and get that ladder. Member: Why argue about it? Mb. Buchman: They have more than one policy, they like the man tliat gets out more work. Member: Which is the best policy? Mr. Bucbaian : Well I didn't have an accident. Maybe I would fall down and break my leg going out after that ladder, and you might have said, "There was a perfectly good box. Why didn't you use it?" (Laughter.) Member: Why hurry? Start earlier. Mr. Buchman: I started early and I am going to hurry too, because you want me to get lots and lots of work done. Member: You wouldn't be censored if you broke your leg getting the ladder whereas you would be if you broke it using the box. Mr. Buchman: But I still would have a broken leg which isn't the most pleasant thing. Member : I think you have broken the spirit of the rule. Mr. Buchman: You don't "think I should have gone after the ladder? Then it is all right to break these rules occasionally? Memdu : Isn't is reasonable to conclude that you will not find boxes in every cellar into which you go? Consequently you sliuuld equip yourself with the rieht kind of tools before you go into any cellar and not depend upon finding substitute equipment. Mr. BucnwAN: That is a fair assumption. But you see it was wholly uninten tional. I haven't done it lor weeks but this day I walked in without the ladder. Member: If I find you without that ladder, isn't it reasonable to expect that I will find you breaking some other rule? Mr. Buchman : Oh, I have all the respect in the world for the safety rule. Member ; Get that ladder then I Public Utilities Section 485 Mb. Buchman: Well I'm perfectly willing to get it but 1 want to get a lot of work done. Member: Get that ladder and work over time. If you are anxious to get the work done and to follow the safety rule, you'll work overtime. Mr. Buchman: I have been working twenty minute* over time now, trying to get as much production as you want. Member: How are you going to make the beat impression? safety rule or by observing the rule and getting the ladder ? By violating the Mr. Bucuuan: My boss isn't there and about the only way he can measure me is by the number of units of work. Member: So you are taking that chance and you have specific instructions to use a ladder. You should be censored more for not doing It than you would for getting out (ess work. Member: If you keep on using those boxes you are going to fall sometime and break your kg. Member: Would your foreman ask you to put in six phones a day if it was unsafe? Mr. Buchman: Oh, I don't think so, no. Member: Which comes first, safety or production? Mr. Buchman: Safety ox production? Don't ask me. Mnm: Is the extra phone worth a broken leg? Mg. Buchman: No, but you sec you fellows seem to forget that I haven't broken my leg yet Member: 11 you come on the job not knowing whether safety comes ahead of production, you are not properly trained. Mr. Buchman : Oh 1 know that! Yes sir, when 1 came on the job they said, "See here, buddy, if it ever comes to a showdown between safety and production, safety is first." But every day since that time they have been saying. "Units! Units) Unitsr Work! Work! Work I Member: There is something wrong with the policy of that company tlieti. Mr. Buciimax: Here's a gentleman who says there is sometiling wrong with the policy* of the company. What arc we in business for anyway? :Mcmrxr To make money. Mr. Buchman: What are you fellows in the electric light business for? :Member Profit? Everybody is in business for pfofit or they wouldn't he in lHisiness. Mr. Buchman : What is the most important part of our job. Member: Which is the most important to have? Profit? Mr. Buchman: I think we will have to stick to this one thing. You can't assume that you are not going to have an accident, merely by not considering that phase of it, but what is the most important part of every job? Member : Service. Member : Efficiency. Mr. Buchman: What do you mean by efficiency? What does that get you? Member: More money. Mr. Buchman: I think that is right. We could set down this one salient feature which applies to every company: That we are in business for production. In other words, if I am making shoes, the more shoes I can make for a given ex penditure of money, the better I like it. Isn't that right? And if I can get you, as an individual working for me, to make ten pairs of shoes where you formerly made five, that is what I am there for. Is that unfair? Member: I don't agree will) you. You are not in business for production. You axe in business for production safely. If you make ten thousand pairs of shoes and kill two men you haven't made as much profit as though you make one thousand pairs of shoes and don't kill a man. Mr. Buchman: Assume that is right but take this case: If I make one thousand 486 Nineteenth Annual Safety Congress pairs of shoes and don't kill a man. and then i( I make two thousand pairs of shoes and don't kill any men, and if that is made with the same expenditure, that is what 1 like, isn't it? Member: Yes, you want safe service and safe profit. Mr. Buchman : What I want is shoes. That is what I sell. I can't peddle that service stuff. Member : The amount of money we earn is governed by the Public Service Com mission. Where does profit enter into it? Mr. Buchman ; To be real frank a good many of us don't know where it comes in. Are the officers of your company interested in profit or not? Certainly they arc interested. Couldn't we define production as the maximum quantity of a standard quality product at the lowest possible cost? Isn't that what we are after in business? Is that a fair assumption on which to continue. Now we are going to get back to this ladder that you are going to take off of my truck. The more I get done, so long as I maintain my quality of work, and the cheaper I do it, the better you are going to like me. Today I get eight units of work where formerly I only got five. You say, "Bravo 1" Of course, you say, "I don't want any accident. Bill," but uppermost in your mind is this thing we have defined as the maximum quantity erf standard quality at the lowest possible cost, and that is the reason why. I don't go after your ladder. Isn't that right? I say to myself, "It certainly looks `dizzy' to me. They tell me to take off my hooks for five minutes and then put them buck on again. They must think those hooks just jump onto my leg automatically." That is the reason why I want to leave those hooks on when I get into the truck to go from one job to the other. Member : Suppose you had broken your leg and they had liad to put a new man in your place, how much farther ahead would they have been? Mr. Buchman: They would have been way behind, but I don't think it is fair to make that assumption because I didn't break my leg. Member: Why isn't it fair to assume that if you climb onto a safe box today, in two weeks or four weeks you may climb onto one that is unsafe and fall ? Mr. Buchman : I am not going to climb onto just any old rickety box. 1 am going to get something substantial. As a last resort. I'll go oat and get that ladder. Member: If you do you will be more secure, your mind will be at ease, and you will be able to work faster. Mr. Buchman: No, I picked a good box. Member: I think inherent laziness entered into this. Mb. Buchman: It was a combination of things. I was a little lazy, and thought it would take two minutes. In two minutes I can drive 14 tacks, and with those two minute* over a certain time I get so many units in. Member: You are training into a bad habit. You didn't go after the ladder today. It is easier for you to do withbut the ladder in the future. You have put yourself in line to violate other safety rules and you arc going to get hurt. Mil Ruchmax: I don't think that is a fair assumption. I am not doing this thing wilfully but am trying to use what I consider to be good judgment Member: What is a rule for? Mr. Buciiman: In general, it is a good rule. Member: Your judgment isn't as good as the rule. Mr. Buchman: You didn't tell me that as an employee a couple of weeks ago when you gave me a raise. Member: You were getting production safely or you wouldn't have gotten the raise. Mr. Buchman: I am getting production with safety. I haven't been hurt yet. Member: It was assumed that you were following the safety rules. Public Utilities Section 487 :Mr. Buchman All you are interested in is the amount of work I am doing without accidents. Member: That means that you are following the rules. .Mr. Buchman: That is just the confliction. You tell me to follow these fool things but day after day you say, "Come along, Buchman. Let's get something done today." Member: Are you going to take that rule up with the proper authorities to sec that it is changed so you can live up to your code? Mr. Buchman: No, I don't think so. The fact of the matter is, if my boss were around, 1 would go and get the ladder. Member: If you used the box instead of the ladder, you didn't do the job safely. Mr. Buchman : Oh, but I did. Member: You didn't do the job safely. You just didn't happen to have an accident. Mr. Buchman: What do you mean by safely? I might climb up and down that ladder which you provide me, and be subjected to just as many hazards as crawling up and down on a box. Member: What do you mean by doing the job safely? Mr. Buchman: I don't know. Member: Without accident. (Cries of "No.") Mr. Buchman : That seems to be the wrong answer. Who is one of these fellows wlio said "no?" :Member Without a reasonable chance of accident. Mr. Buchman: Well let's look at this thing. Here's the box. It is a good, strong box, made out of two by fours. It is dog-gone good wood. It is just as strong as any step ladder dial was ever manufactured, :md it has an added advantage. It has a much wider surface for me to work on. Can you crawl onto a box safely ? All right, I am going to crawl onto this box safely. I am assuming that 1 have crawled onto the box. What in the heck have I done that isn't reasonably careful ? Member: Reach over there--four feet over. Mr. Buchman: Wait a minute! I have this box where the work is. I am not going to reach four feet from else top of the step ladder. I'd get down off of the box and push it over. I have done everything with reasonable safety. Member: We had a fellow do that same thing and he got careless and slipped off of the edge of the box. HeMl Buchman: could probably have slipped off of the edge of the ladder- I hare no complaint against the rules they have laid down. I think these are fine rules. But now I have a confliction between the two rules. Member: There is no conflict. It is a set of rules promulgated for your safe working. Your production is based on those rules. Mr- Buchman: My production is based on them. Well, here I have a chance to save two minutes. Member: That doesn't enter into it. You are violating a rule, taking a chance to further production. You have no alternative. Ma. :Buchman That is right, but I am supposed to get out a lot of work too. Membcb: In accordance with the rules. Mb. Buchman: Oh you didn't say that. Membo : Otherwise those rules would not have been promulgated. Mr. Buchman: You fellows are inconsistent. Last month we had a meeting of all line foremen, and wc discussed some of the phases of the job. The supervisor said, "Smith, you have a rating of 210. That's fine. There is something for you other boys to shoot at." He said, "Jones, you have a rating of 180. That's good, but it can be a little better. Smith got 210. Jones, perhaps you can get yours up there." And so lie goes down the list, and finally he gets down to me, nnd he says, "Buchman, 90. Not so good." 488 Nineteenth Annual Safety Congress When lie told Jones abont his, he didn't say, "Jones, did you follow rule 63 in getting that 180? Did you follow this in getting that 210," and "Did you follow this rule in getting this 90?" He didn't ask me that. He just said, "Good for you. Smith. You got a rating of 210 this month." He should liave gone farther and asked them how they got their production. Mehbu: Don't you think your safety rules are to cover routine operations where you can specify the type of work, whereas what you arc trying to develop U a safe workman who can use his own judgment when conditions are such that they don't come under routine operation? Your ladder is to be nsed where it can be iuc<l safely. Every time you put in an installation you don't have to use a ladder. If the supervisor gets you to use your judgment, he fs getting a safe worker, depending on your jodgment. You are perfectly right in using boxes, providing your judg ment says that is better than the ladder in that particular position. (Cries of "There l There I There!" and "No 1 No!") Ma. Bcchmax: Maybe that is all true. What should I do about that? Mescbcs; 1 want to disagree with all of the rules you hare up there. It is man failure. It is man failure to observe the rules lakl down. Isn't it? Self-preservatioo is the first law of nature. If the man doesn't take care of himself, who will. It is up to me to apply those safety rules. If I don't do it. then it is man failure on my pari. J don't see that the executive is to blame. All business is conducted for profit, and the more production we get, tle more profit wc make, providing the cost of produc tion is at a minimum. That is the reason safety was installed in business. It was for the purpose of minimizing the cost of that production so we will get more profit, Ma. Bucbman: We could carry on this discussion but there are some other features we must get in. Some of us in our accident prevention work fail to recog nise (be principles brought out here this afternoon; that the man on the job does know, that down deep in your heart the thing you are thinking about, as the manager, or the supervisor, or the superintendent, is production. You can bring him into a meeting once a month, give him a dollar dinner, and get up with all of your flowery language, and say. "Boys, for the sake of your homes, for the sake of your families don't get hart," but, at eight o'clock next morning, you say, "Now let's get things done today." He doesn't question your sincerity but knows that the thing you arc in bus iness for is production. I am not going to do the things in the interest of accid<- , ^ entioo unless you can prove to me that it will make my job easier. If you hatw any rules--whether they be safety rules or whatnot--that I think make my job harder tltere is only one time in the world that I am going to observe those rules, and that is when the boss is looking. That revolve* itself into this: Can we prove that the things we do in the interest of accident prevention really make the job easier. If wc can prove that one thing, we are on sound ground. We are going to to* to prove that safety and efficiency go hand-in-hand. If you can prove that the things I do in the interest of accident pre vention will help my production, will make my job easier, I will ride with you all the way, and probably I will start using that confounded ladder but I am not sure. We should develop one thing; Is tliere any difference between an accident and an injury? Membeb: Yes. An accident might not produce an injury. If I drop an ax from the top of a pole there is no injnry necessarily, but H that ax should strike me on the head, there is an injury. Ms. Buckuax : But it is an accident whether or not it bits you on the head ? .Membeb If it hits me on the head, it is an accident plus an injury. Ma. Bcjchman: Are we all agreed on that? There is a distinct difference be tween an accident and an injury? Membeb : Is an accident a cause or an effect? Ms Buchkian: Which is It? Can we have an accident without having an injury? Public Utilities Section 489 (Cries of "yes") Mb. BucaUAN; Take a simple case. Let this represent a screw driver, and 1 am putting in the screw. Suddenly it slips. That time it slipped, it missed me. I am doing that same identical operation, and it slips again but this lime it catclies me. 1 bad an accident in both cases, but I haven't had an injury in both cases. What was the cause of the injury ? Mcmot: The accident caused the injury. Mnoa; Carelessness, Mexan; Poor judgment. Mncint: The first accident was just an accident. The second accident was an injury because you failed to recognize the first accident. Your too) was not properly fitted for the job. You knew that. You took a chance, and the second accident took place and an injury followed. Mb, Bdcbuak : I will change my story. This thing slips eight times, and it doesn't catch me until the eighth time. Mtxm: It h a known fact that we do things innumerable times and never have an accident. It may be done a thousand times, and then the accident happens. AH accidents are potential injuries. Mb. Buchmaji : That may be absolutely right. Let's take this actual case. A gang was rebuilding a line. In this case, the line edme along the street and then crossed. It was a single cross-arm lead carrying 10 wires, and those wires turned on the pole to make the crossing. There were two men working on the pole untying the wires from (he pins, and just as they finished untying that pole shifted and broke off across the base. One of these fellows grabbed a handful of the wires and started out toward this hard brick street. When the wires were down to a point where it was Impossible for them to go any farther, his grip broke and he continued on to the street, falling on his back and breaking a vertebra. The other fellow fell over onto the grass. He didn't fall quite as hard, but he fell from the same height and suffered no par ticular injury, other than general bruises. Now there is A and B. Let's say A is this fellow wlto fell out on the brick street and B is the fellow who fell onto the grass. The question is. did both A and B have an accident ? (Cries of "Yes") Mg. Bdchhak : Let's assume that B did not have an injury in the sense that we normally interpret it. He was shaken up but not particularly hurt. Acting on that assumption, we must say that B had no injury and A had an injury. Both had this accident, so the cause must have been the same. Both were on that pole. What ever caused the pole to break, caused it with respect to A just as much as it did with respect to B. There is no change there. A had an injury and B didn't. What caused A's Injury? Membeb: The sudden stop caused it. Mnoa: They failed to take the necessary precautions for their self-preservation. Mb. Buchmab: Let's look at this from the standpoint of what caused the injury. If A had fallen on a haystack, he probably wouldn't have gotten the injury, so what must have caused die injury? Membeb : The accident plus the combination of all surrounding circumstances. Membeb: Failure to see that the pole was strong enough. Mb. :Buchmax B didn't get hurt Membeb: Every accident Is a potential Injury. Mb. Been man: But B didn't get hurt and A did. Membeb: The cause of the injury and the cause of the accident were entirely dif ferent matters. Mil Bucbmax: Did the lack of supervision cause the injury? (Cries of "no, lack of coordination") 490 Nineteenth Annual Safety Congress Mr. Buchman : B didn't get hurt. The same lack of supervision was manifested. Member: Every accident is a potential injury. An injury depends upon more than one thing happening. You usually can't have an injury as a result of one thing, because that one thing has happened many times before without injury occurring. In other words an accident is a potential injury. An injury depends upon two things. It must have some other circumstance that caused the setup to be such that the man was injured. Mr. Bucbhak: What was the particular circumstance in connection with this screw driver slipping? Member : That varies in every case. Mr. Buchman: I don't think it is variable. Member: Lack of coordination between mind and body: man failure. Mr. Buchman: Was there any greater coordination between mind and body the first time than there was the second time? Member : Your mind was doing one thing and your hands something else. Mb. Buchman: But one time I got hurt and the next time I didn't. Menace: What caused the injury there was the violent contact of lite body with the ground. The cause of the injury with the screw driver was the violent contact of the screw driver with your finger. Mr. Buciiman: That seems to be the answer to that problem. The cause of the injury was that my body wasn't tough enough to withstand the blow of a pointed screw driver touching me. That caused the injury. Member: Is that the basic cause? Mr. Buchman: We are just talking about the cause of the injury now. If we reason in this fashion: If this fellow had fallen on a haystack instead of falling on a brick pavement, this injury would not have resulted. Then it looks to me that somewhere in the cause of the injury, must have been the surface that he felt on. There is one salient feature in this whole thing. You have read accident reports like this: `"The man was installing a sub set. The screw driver slipped and punctured his right hand." That is the cause of the accident. Member: The cause of the injury; not the cause ofthe accident Mk. Buchman: In what are we interested? Member: The cause of the accident. Member: A was injured and B wasn't. All right, we are not interested in the cause of the injury, but we are interested in the cause of the accident. Mr. Buchman : Is that right ? Are we interested in the cause of the accident ? (Cries of yes.) Mr. Buchman: My conception of the cause of the injury was: The man was wearing a lineman's belt. He had tools in the hack of the belt and he landed on that hammer. Was that the.cause of that injury? If there had been a haystack there, lie would never have broken a vertebra. There must be something in connec tion with the resistance which was offered to his fall. Now what good would it do to know the cause of that injury? Member : The belt was the'cause of the injury, holding him so he could not get around as the other man did.' Mr. Buchman: We don't have to draw a definite distinction between the cause of the accident and the cause of the injury. I don't know what caused this injury, but my assumption is that the bones in A's back weren't strong enough to withstand the shock when he fell they broke. That was the cause of the injury. The cause of the accident may have been something entirely different. What are we interested in? Member: The cause of the accident. Ms. Buciiman: What was the basic cause of the accident. If you fellows will review your accident reports you will find a considerable amount of detail, telling you the man fell and did such and such which resulted in a contusion of the right ieg. Public Utilities Section 491 In what detail arc we interested? The thing in which I am interested is not the fact ttat this pointed screw driver ran through my fingers but what caused that screw driver to slip. Was it a poor tool? Was it due to the fact that I don't know bow to use that tool, or what was it ? The thing to put down definitely is that we are interested in bask accident causes. Is that right ? Members : Yes. Ml Buchman: When this screw driver slipped and caught me on my hand, was that the only time that screw driver slipped? Members: No. Mr. Buchman: It slipped a good many times, but I don't think that every time it slipped it hurt me. The cause of that screw driver slipping is that it is a poor tool. Picture that man throughout the entire day, working with that screw driver let's say, with rounded comers. Every time he uses that screw driver he is ineificient with respect to the way he might have been had he had a good screw driver? (Mr. Buchman wrote on the blackboard the figures: (1-29-300). Mr. Buchman : Those figures are the result of some investigations made by the Travelers Insurance Company. They investigated a number of injuries and developed this fact: for every accident that results in a lost-time injury, there are 29 accidents which result in no lost-time injuries. They have continued their investiga tion, and have arrived at what is termed a conservative conclusion. For every lost time accident injur)* and for every time you have an accident which results in no lost-time injury, you have 10 accidents without any injury whatever. Go back and multiply these. ]0 times 1 equals 10: and 10 times 29 equate 290. Add thoae, and we get 300 accidents without any injury whatever; or wc have a total of 330 cases, 330 accidents. Out of that 330 we get 1 lost-time injury, 29 no-lost-time in juries, and 300 no injury accidents; but we have 330 cases of inefficiency. Will it pay that man to do the things necessary to stop those inefficiencies in his production? Will it pay him to get a good screw driver? Will it make his job easier for him? I think it will, and we could go on and innumerate a good many examples of this idea of safety and efficiency. There has been distributed a copy of the chart which is an excerpt from one of Mr. Heinrich's articles. This particular one was in the July 1928.issue of the No tional Safety Nms. Here is what I would like to do: look down this 1 i&t of super visory and physical causes, and reflect in your own experience ami sec whether you can think of an accident that could not have been attributed to one or more of those basic causes? Will you do that hurriedly? Or: what per cent of your accidents could be attributed to One or more of these basic causes that are listed on that sheet ? Would 90 per cent be too high a figure for the accidents you know about ? Member: No. Mr. Buchman: As you read down the list of those basic causes is there one that your organization would be better off if it didn't have it? 1'H clear that up. We have under supervisory causes faulty instruction. Does it cost you money in dollars and cents to have faulty instruction m your organization? Member: Lots of it. Mr. Buchman: We have inability of the employee. Does it hurt your produc tion to have employees who are unable to da the jobs assigned to them? Does it hurt your production to have poor discipline in your organization? We could go down through every one of those bask causes, and eventually show that it will hurt your production to have that condition existing m your force. Tie the two together. Here arc the things that are causing your accidents. The same identical things will hurt your production. Is there any question but that safety and efficiency do go hand-in-hand, and that the things you do from an acci dent prevention standpoint will make your job easier. ADJOURNMENT 492 Nineteenth Annual Safety Congress Joint Luncheon Session Electric Railway and Public Utilities Sections WednMdiy, October 1, 1930 At this luncheon session of the Electric Railway and Public Utilities Sections Mr. H. B. Harmer, safety engineer, The Philadelphia Electric Co., Philadelphia, presented the trophies to the winning companies in the Public-Utilities Annual Safety Contest which ran from January 1 to June 30, 1930. Mr. Harmer reviewed the report of the contest (copies of which, under date of September 19, 1930, may be had by writing the National Safety Conncil, Chicago) and then presented bronze placue trophies to the winning company in each of the six groups, and certificates of merit to others, as fol lows: Combination Gas A Electric--Group A I. Wisconsin Public Service Corporation, Milwaukee, Wis. 2. Alabama Power Company, Birmingham, Ala. 3. Public Service Company of Northern Illinois Combination Gas A Electric--Group B 1. Michigan Gas and Electric Company (No. Div.), Ashland,Wis. 2. Eastern Shore Public Service Company, Salisbury, Md. 3. Lake Superior District Power Company, Ashland, Wis. Electric--Group A 1. Duquesne Light Company, Pittsburgh, Penn. 2. Commonwealth Edison Company, Chicago, IU. 3. The Edison Electric Illuminating Company, Boston, Mass. Electric--.Group B 1. Mississippi Valley Public Service Company, Milwaukee, Wis. 2. Havcrill Electric Company, Haverill, Mass. 3. Chester Electric Company, Coatesvlllc, Penn. 4. Worcester Suburban Electric Company, Uxbridge, Mass. 5. Karainistiquia Power Company, Fort William, Ontario, Canada Gas--Group A 1. Hope Natural Gas Company, Pittsburgh, Penn. 2. The Peoples Natural Gas Company, Pittsburgh, Penn. 3. Equitable Gas Company, Pittsburgh, Penn. Gas--Group B 1. Reserve Gas Company, Pittsburgh. Penn. 2. Pittsburgh & West Virginia Gas Company, Pittsburgh, Penn. 3. The Pawtucket Gas Company, Pawtucket, R. I. Frequency 5.366 6.509 7.617 0 1.899 4.887 2.957 6.726 6.765 0 0 0 0 0 2282 2B98 6266 0 7.634 7.935 NINETEENTH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Quarry Section Officers 1930-31 Central Chairman--A. L. Wobtuen, The Connecticut Quarries Co. Inc., New Haven, Conn. Vice-Chairman--David B. Buettner, Jr.. France Stone Co., Toledo, Ohio. Secretary and News-Letter Editor--V. P. Ahrarn, National Sand and Gravel As sociation, Washington, D. C. Chairman Poster Committee--H. F. Yotter, The General Crushed Stone Co., Easton, Pa. Chairman Publicity Committee--J. R. Boyd. National Crushed Stone Association, Washington, D. C. Chairman Statistics Committee--W. W. Adams, United States Bureau of Mines, Washington, D. C. Executive Committee--The Officers and . R. E. Colville, United States Gypsum Co., Chicago, III. Otho M. Graves, The General Crushed Stone Co., Easton, Pa. N. G. Hough, The National Lime Association, Washington. D. C. W. S. Hays, The National Slate Association, Philadelphia, Pa. Retiring Officers General Chairman--A. L. Worthen, The Connecticut Quarries Co., Inc., New Haven, Conn. Vice-Chairman and Chairntan Poster Committee--H. F. Yotter, The General Crushed Stone Co., Easton, Pa. Secretary and News-Letter Editor--J. R. Boyd, National Crushed Stone Association, Washington, D. C. Chairman Publicity Committee--V. P. Akearn, National Sand and Gravel Association, Washington, D. C. Chairman Statistics Committee--W. W. Adams, United States Bureau of Mines, Washington, D. C. Executive Committee--THe Officers and R. E. Colville, United States Gypsum Co., Chicago, III. Onro M. Graves, The General Crushed Stone Co, Easton, Pa. N. G. Hough, The National Lime Association, Washington, D, C. W. S. Hays, The* National Slate Association, Philadelphia, Pa. Thursday Morning Session October 2, 1930 A. L. WORTHEN, Chairman The Connecticut Quarries Co., Inc., New Haven, Conn. The first session of the Quarry Section of the Nineteenth Annual Safety Congress convened with A. L. Worthen, The Connecticut Quarries Co., Inc., New Haven, Conn., presiding. 493 494 Nineteenth Annual Safety Congress Annual Report By A. L. WORTHEN The Connclient Quarries Company, Inc., New Haven, Cm, General Chairman Followiug the Annual Congress last year the Executive Committee met on Octo ber 24, 1929, at New York City, to discuss plans lor the -year. There were two important tasks facing us: to build up the membership of the Quarry Section so that it might be considered representative of the'industry and thereby helpful to it, and to make further study of the Safety Manual in accordance with the motion as adopted by the Section at the last Congress. Both of these problems will be discussed later m this repeal. Poster The Poster Committee of our Section has during the past year issued the lull allotment of safety posters allowed us by the Council. Our Section is at present privileged to publish a safety poster every other month but we are endeavoring to have this allotment increased to one each month. The hazards of our industry are sufficiently numerous to give us ample material for a greater number of posters than we have so far issued. Posters are an important and effective factor in accident. prevention. By bringing to the attention of quarry workers the hazards of our industry and constantly im pressing the workmen with the risks with which they come in contact, the display of posters will undoubtedly be productive of good resales. The posters issued by the various sections of the Council are illustrated in each monthly editioo of the National Safety News. The Council also issues annually a catalog of posters, from which may be selected such posters as each of you feels would best serve your purpose. Subject material for posters has been gathered within the past few months suf ficient for some time and these posters will be issued regularly. Possibly some of you have used home-made posters in connection with your accident prevention work. If so the Poster Committee would much appreciate it if you will let us have some of this material to work up lor the industry. Each one of you has ideas which would assist us in producing posters. Give us the benefit of your ideas along these lines and help us in issuing such posters as will be of most value to the Quarry Secttoo. Newt Letter We have put out five News-Letters during the past year and the measure ot cooperation extended by the members in providing material for these letters has been considerably unproved over the situation the previous year. There is still room, however, for coniiderafile improvement in this connection and it is highly desirable that the Section to have a News-Letter worthy of the name, for the various members of the Section to constantly have In mind the forwarding of Interesting material to the editor. Editing the News-Letter is a most difficult task and we would welcome suggestions as to how this letter can be made more helpful and interesting to the Section. Publicity Releases of the transactions at the meetings of the Executive Committee were sent to the trade papers, but the major part of our publicity this year has been in connection with the drive for new membership. This will be discussed later in the report of the membership committee. Quarry Section 495 Statistics The work of the Statistics Committee consisted in the preparation of accident statistics of 125 quarries covering the year of 1929, and the presentation of these statistics to the headquarters of the National Safety Council for publication in the yearly report entitled "Industrial Accident Statistics"; also progress in the pre paration of similar statistics for 1930. I am happy to be able to state that the accident frequency rate fo- mnr-: - in 1929 represented an improvement over the three previous years. The accident severity rate was not as favorable as that for the two previous years although it was still considerably better than the rate which prevailed in 1926. The rise in the severity rate was due to the occurrence of fatal and permanent injuries at a re latively small number of plants. Among the 27 industries for which the National Safety Council published accident statistics for 1929 the quarry industry ranked fifteenth in accident frequency but twenty-sixth in accident severity. This indicted that the average period of dis ability from quarry accidents was relatively high as compared with other industries for which figures were published. The combined accident frequency rate for the 27 industries was 25.53 per million man-hours of exposure, the rate for quarries being 26.71, which is 4.6 per cent higher than the average. The combined severity rate for all 27 industries was 2.23 per thousand man-hours, as compared with 6.11 for quarries, which shows that the quarries had a rate which was more than 2*/* times as high as the average for all of the industries combined. It may not be reasonable, as yet, to expect the quarry industry to cMablish as favorable an accident rate as that for some- of the industries enumerated in the Council's report, but it is certain that the quarry rates can be reduced below (he present level. An improvement over past years has already been recorded and further progress may undoubtedly be expected from a continuance of the interest in safety work on the part of a large number of producing companies. Membership The membership records of our section since the Congress a year ago show progress. Our section has an enrollment of 102 members today, a year ago we numbered 70. During the period from October 1, 1929, to September 1. 1930, we enrolled 32 new members and lost eight through cancellations. New members were obtained by direct solicitation on the part of our members and by mail approach. A careful check of directories and fists gave us a selected list of 200 prospective members--quarrying companies of sizeable operations em ploying an average of more than 25 workers. During the year this list received the following solicitation: 1. General letter enclosing special folder "Large Plants are the Safest" mailed in October. 2. General letter on Council's Industrial Health Service enclosing health folder, mailed in November. 3. General letter on safety with descriptive folder outlining service, mailed in December. 4. Letter to canceled members of past five years enclosing service folder, also inrtilud in December. 5. Letter by W. F. Wise, President of National Crushed Stone Association, to complete list of 1.300 N. C. S. A. members followed by letter from Council enclos ing Quarry Section News-Letter. Both letters were mailed in January and built up to N. C. S. A. convention in Cincinnati. Direct return: four memberships, $87.50 dues. 6. General letter enclosing booklet "Protecting Life" describing service, also mailed in Innuary. 496 Nineteenth Annual Safety Congress 7. General letter following up January letter, mailed ta February. 8. Letter to member* by President Pettibonc announcing Spring Membership Campaign, sent in March followed by letter from the General Chairman, enclosing several prospective members' names on cards and urging their solicitation by members. 9. General letter enclosing testimonial folder mailed in April. 10. Specific letter by the General Chairman enclosing poster, mailed in May. Direct return; five memberships $169.50. 11. Testimonial letter (generaJ) by Mr. Temple 'Williams, Secretary of the Dodge Manufacturing Company, also mailed in May. 12. Letter by J. R. Boyd, Secretary, enclosing new "Gazing into the Future* booklet describing specific quarry service, mailed in June. Direct return: one membership $25. A summary shows that each prospect received seven general appeals to atwifaty and four specific quarry appeals during the year. This mail campaign brought m in a total of 14 members with annual does aggregating $382. Many of our members have helped by writing to prospects, usually at the sug gestion of Headquarters. Their endorsements were of vital assistance In obtaining some of the members listed above and In the remaining total of 32 new members with aggregate dues of $919.50. 1 believe that our cause, Its aims and purposes, and our Council service have been presented to the industry. Future solicitation will become more and more specialized and result in Individual approaches* to companies rather than general mail appeals. In the future we will progress in proportion to the help given by the members of our section in soliciting those quarries which are not yet members of our National Safety Council. It was recommended by the Executive Committee at its first meeting, that Mr. Blake of (he Inclcpendance Bureau be appointed chairman of a committee to study the tentative Safety Manual, with a view to improving it. Mr. Blake was unable to accept this duty so in the interest of time it was assumed by your chairman. The committee immediately set to work to redraft the manual with the object of condensing it and, if possible, making it applicable to all of the industries in the section. A draft was made and submitted to the crushed stone, sand and gravel. h::v and slate industries for their examination and suggestions. A second meeting of the Executive Committee was held in Washington on May 21, 1930, where the principle business at hand was the' further consideration of the Manual with the result that the industries making np this section recommended certain changes or additions. Your committee will submit a Safety Manual with the recommenda tion that it be referred to the incoming officers tor further considerations and development. In conclusion I wish to thank each member of the Executive Committee for their interest in the year's work, and for their great help to me personally. It has been a pleasure to work with such a willing and responsive committee. It is my sincere l>ope that we have contributed something to the growth of this Section, and 1 wish the incoming officers the best of success during the year ahead. R. E. Colville (U. S. Gypsum Co.) : I wanted to ask if 1 understand correctly that though this severity rate is two and a half times die average of all industries, it represents an improvement ? Chairman Worthed: Over 1926, yes. Mr. :Colville Do yon have a detailed report of increases other than one or two small operations? C x :pi a irma .Wort hex Mr. \V. if. Adams of the U. S. Bureau of Mines could answer that question: he is familiar, of course, with those statistics. In my company we hive been carrying on an accident prevention program for ahout a year: it was a lukewarm affair for some time, the most difficult problem being to sell the super Quarry Section 497 intendents; it was difficult to make them believe it was possible to operate a crushed stone plant without accidents. Next was the difficulty in getting it across to the workmen. Mr. J. J. Forbes of the United States Department of Mines was at one of the monthly superintendents' meetings and his talk resulted in our applying to the Bureau of Mines for instructions in first aid training. We adopted a 100 per cent course in training. I believe at this time our company is the only one in the quarry industry that is one hundred per cent trained in first aid. Mr. Forbes, who is supervising engineer, Safety Division, United States Bureau of Mines, Pittsburgh, is going to talk to us about cooperative first aid training. lit. Forbes : I want to preface my remarks with this statement: that the United States Bureau of Mines has never made the statement that first aid training is a pwarw for accidents. Wc do claim, however, that first aid training should be part of every company's accident prevention program. We have also found out from twenty years of cxpecience--and I might say it is continuous experience, conducting first aid training in industry--that a first aid man, property trained in the work, is less likely to injure himself than the man who is un trained. The Value of Cooperative First-Aid Training B, J. J. FORBES Supervising Engineer, Safety Sectfon, U. S. Bureau of Mines, Pittsburgh. Pa. The Act of Congress authorizing the establishment of the United States Bureau of Mines became effective on July 1, 1910. One of the most important duties that Congress has delegated to the bureau is to study the health and safety conditions among -those engaged' In the mineral industries. Investigations made early with a view to bettering these conditions demonstrated the need of prompt care of injured employees in the mineral industries, as under the difficulties Inherent to these in dustries, seemingly unimportant wounds If not treated promptly may become infected and possibly cause permanent crippling or even death. In the past many seriously Injured persons have been brought out of the mines and plants by fellow-workers ignorant of the approved means of transportation, and have been handled In such a manner as to cause suffering and accentuate injuries to such a degree that they bring about permanent disablement Accordingly, the need of general instruction in first-aid became apparent. !*, History of First-Aid Work In this country, education of the miners in first-aid was probably first taken up systematically by the anthracite industry in Pennsylvania. Subsequently, first-aid training was actively carried on in Alabama and Indiana. Meantime. a general cam paign in this training among industrial workers was carried oo by the American Red Cross Society, but when the Bureau of Mines began its nation-wide campaign of instructing employees of the mineral industries, the Red Cross turned over that part of its industrial training work to the bureau, but continued to cooperate by furnishing surgeons as judges in important first-aid contests and demonstrations. Also, the Red Cross assisted for a number of years in determining the methods of training. In 1913 the Bureau of Mines issued Miners' Circular 8, giving irutroctioos in first-aid work. Subsequently, when the need appeared for another publication ex- Pubtisbcd by permission of the Director. V. S. Bureau of Wine*. (Not subject copyright.) 498 Nineteenth Annua! Safety Congress plaining in the simplest possible language the rudiments of first-aid for the miner. Miners' Circular 23 was issued in 1916 printed in four languages. Early in 1916 it became manifest that there was need of an advanced course in instruction for miners' first-aid crews who had been thoroughly trained in the rudi ments; also, it was evident that the methods of giving instructions should be stand* ardized, inasmuch as contests held in various parts of the country disclosed that miners trained by different mine surgeons had been given different instructions. Consequently, a representative committee of surgeons was appointed to prescribe standard methods and the manual, "Advanced First-Aid Instrodtons for Miners", was the result; in 1922 this manual was superseded by the "Manual of First-Aid Instruction For Miners,** and several hundred thousand copies were printed and issued during a period of eight years. In the early part of the present year it was replaced by the "Manual of First-Aid Instruction", of 221 pages. This booklet was indorsed by the U. S. Bureau of Mines, American Red Cross, U. S. Public Health Service, and the National Safety Council. The First-Aid Course Tlie firri-aid course as prescribed by the Bureau of Mines consists of 15 hours in struction by means of lectures and practice. It goes into detail concerning the anatomy of the human body, the respiratory system, the vascular system, and the nervous system. Instructions arc given in caring for the injured, treatment for shock, artificial respiration, control of bleeding, dressings for open wounds, fractures and disloca tions, and burns, and also in transportation of the injured. At the completion of the first-aid course,'which generally requires five Wrom of three hours each, the Bureau of Mines issues a certificate to those who have sacouslully completed the course. From July 1. 19101 to Jane 30, 1928, 236,782 certificates were issued; from July 1, 1928, to June 30, 1929, 70,080; and from July 1, 1929 to June 30, 1930, 112,570, or a total of 417,950. The Bureau ol Mines has cooperated with the cement and Quarrying industries by providing instructors to conduct first-aid training at various mines and plants oper ated by these industries. During the early part of 1929 an extensive campaign of first-aid training was cooducted for the Portland Cement Association by bureau personnel. This campaign resulted in the training of several thousand men. By June 30, 1929, 6,795 men were trained in 26 States for the Portland Cement Association and an additional 2,386 were trained during the fiscal year ending June 30, 1929, or a total of 9,181. At the end of the fiscal year, June 30. 1929, there were 19 cement plants at which all of the employees had received the first-aid training, and to which 100 per mtf training certificates had been issued. First-aid training has been conducted at various plants during the last several years. However, in most cases-the plants did not cooperate as fully as those of other industries and, consequently, the work was not as successful. Quite recently 100 per cent cooperative training was conducted for the Connecticut Quarries Co. at Meriden, Conn. During this campaign 138 employees were trained at five plants operated by this company. All of the men employed at the various plants completed the training, and 100 per cent certificates will be issued to the com pany for this work. The Bureau of Mines will be pleased to cooperate with the quarrying industry an organizing and conducting 100 per cent cooperative first-aid training whenever the industry desires.. Many letters and statements regarding the value of first-aid training in the minenj industries have been received by this bureau. Numerous instances of the saving of Quarry Section 499 lives by men trained in administering artificial respiration and by prompt and proper action in controlling loss of blood, etc^ are cited in these letters and statements. First-Aid Contests First-aid contests have proved to be one of the best means for stimulating interest in first-aid training, and as a result many contests are conducted each year. These affairs are sponsored by the various companies. State Department* of Mines, Ameri can Red Cross nd 'he U. S. Bureau of Mines. Probably the most outstanding of these is the Ini< ia\ ..ial Contest. Last year 46 teams from 17 different companies from 11 States competed at this contest. In some cases these teams were selected as the best, through elimination contests, from 60 or more team*. Prizes, many of them elaborate, are offered at these contests for the winning teams. The contest for 1930 was held at Louisville, Ky., between 48 teams from II States. Nova Scotia, Canada, was represented by a first-aid team at the Louisville International meet. The System of Training all Employees In the spring of 1923 a new idea in first-aid training was conducted for the Davis Coal & Coke Co. at Thomas, W. Va. This is known as the 100 per cent plan and consists of training every employee of a mine or plant. After noting for a number of years the beneficial results from the prompt treatment of injuries and also that men trained in first-aid work apparently did not become injured as frequently as those untrained, it was decided that the training of all em ployees around a mine or plant would be desirable. Consequently, in 1926 an effort was made to interest various companies in the cooperative 100 per cent training plan. Although the first 100 per cent training was apparently conducted in West Vir ginia, the cooperative plan was first used on a large scale m Illinois. Under this plan a group of "key-men" are trained as instructors by the bureau. They are employees who have been selected for their knowledge of first-aid and their ability as teachers and leaders. Their training as instructors generally requires two weeks of intensive work, when the employees of the entire plant are divided Into groups of 15 to 20 men and an instructor is appointed to each group. The instructors train their respective groups in the bureau's methods of first-ahl under tlte direct supervision of a bureau instructor. In this way large groups of employees can be given individual instruction in first-aid methods and the results obtained are much better than where large classes are conducted by a Bureau of Mines instructor alone. At the completion of the classes, tlie groups trained by the "key-men" or sub instructors are examined by the bureau men, and those who have passed the course are granted a Bureau of Mines certificate. When all of the employees are trained, a certificate is issued by the bureau to the mine or plant showing that 100 per cent of the employees have been so trained. On July 1, 1930, a total of 303 of these certificates had been issued. During the past fiscal year, in which more than 110,000 men were trained in first-aid by the Bureau of Mines, more than half of them were trained under the cooperative 100 per cent plan. Advantages from Complete Training There are several advantages in conducting the training on the cooperative 100 per cent plan, namely: 1. Competent instructors are provided for the plant. 2. Small groups or classes assure individual attention. 3. Large plants can be completely trained in a comparatively short time. 4. An active spirit of cooperation and fellowship is sponsored by the plan. 500 Nineteenth Annual Safety Congress 5. A nucleus of competent instructors is left at the plant so that the interest in first-aid does not leave with the Bureau of Mines rescue car or instructor, as is gen erally true under the other plan. As an incentive for the key-men or sub-instructors to cooperate in the 100 per cent plan, a first-aid instructor's certificate is now bang issued to all key-men who satis factorily train a class or classes. This certificate will he issued on a temporary basis, effective for one year after date of issue. However, if an instructor satisfactorily qualifies for five annual renewals, the certificate will then become permanent. Outline of First-Aid Cents* An outline of the course m first-aid on the cooperative 100 per cent plan is as follows: First-Akf Instructor's Outline Lesson No. 1: 1. Brief talk on first-aid to the injured. (a) Anatomy of human body. 2. The nervous system. (a) Physical shock; cause and effect. (1) Treatments; use of stimulants. 3. The lungs and their action. (a) Need for artificial respiration. (1) Electric shock; (2) Drowning; (3) Asphyxiation. (b) Demonstration of Schaefer method. (by instructor) 4. The heart and circulation of blood. (a) Bleeding. (1) Arterial; (2) veinous; (3) capillary. (b) Control of bleeding. (1) Pressure points (22). (2) Digital pressure for temporary control. (3) Tourniquets and their application. 5. Open wounds. (a) Incised, lacerated, punctured. (b) Treatment for open wounds. (c) Sterile compress. (d) Triangular bandage. Lessoo No. 2: 1. Class to demonstrate artificial respiration. 2. Class to apply tourniquets to all points. 3. Dressings for open wounds. (a) Demonstrated'by instructor, applied by class. Lesson No. 3; 1. Questions on Lessons 1 and 2. by instructor. 2. Short talks on joints, ligaments, muscles, and tendons. 3. Dislocations. (a) How to reduce dislocation of fingers and jaw. (b) How to care for all other dislocations. (c> Dressings for dislocations. Lesson No. 4: 1. Questions on Lesson 3, by instructor. Quarry Stction 501 2. Fractures, with symptoms. (a) Simple fractures. (b) Compound fractures. 3. Dressings for fractures. 4. Transportation and stretcher drill. Lesson No. 5: 1. Burns. (a) Kinds--dry and moist. (b) Removal of clothing. (c) Picric acid gauze. (d) Dressings for burns. 2. Questioning of class by representative of tlie V. S. Bureau of Mines. ' Advantages from First-Aid Training aa Told by Operators Some of the advantages to be expected from first-aid training are: 1. A man who has been trained in first-aid is generally a safer man after receiv ing the training because he has been made to visualize serious personal injuries. 2. A trained man is an asset to any plant because he can relieve an injured em ployee of much suffering; in some cases, he can actually save life. 3. Financial savings are generally realized through reduction in compensation and insurance payments. The Bureau of Mines has on record many letters showing the value to the mineral industries of first-aid training. One of tlie&e letters received from the safety engi neer of a large California petroleum company states that the benefits derived from training 1,451 men in first-aid are most encouraging. It has resulted in a 50 per cent reduction in the number of infection cases, 98-5 per cent reduction in days lost time from infections, and 95 2 per cent reduction in compensation and medical cpst from infections. This results in a gross saving of approximately $73,740 a year, by reducing infection cases through wholesale first-aid training. He further states that the secondary effect of such training has been quite apparent in reducing both the number and severity of accidents, with the result that large financial savings have been made. A letter from a superintendent of a large plant in Pennsylvania, which operates a coal mine employing about ISO men, states: It is our opinion that the effect of this (100 per cent first-aid training) train ing has had its effect in making our men more careful, as we have just com pleted six successive months without a lost-time injury in our mine. A prominent coal-mining operator, remarking on results of 100 per cent first-aid training, stated: I want to say it certainly does get results to have your men trained; it doesn't only get results in preventing accidents, you get better work, get better co operation throughout the mines in every respect. When you do this it shows to the men that work for you that you arc interested in their families and their welfare as well as In your mine and paying compensation. The safety director of a large coal-mining company has written to the Bureau as follows: We feel that the 100 per cent training has been a big help in reducing major accidents, if not minor, and I really think that where the high point is reached in accident reduction is that the miner himself learns how weak his body Is and what opportunity there is for a fatal accident and is more careful and takes less chance of receiving a severe injury. As far ns the minor injuries are concerned, they show a decrease but not in proportion to the major accidents. In my opinion, another great advantage is after a man receives an injury he knows how to take care of it himself and does take care of it more readily titan lie used to before 502 Nineteenth Annual Safety Congress he had the benefit of the training. I can well remember in olden days before there was such a thing as first-aid training, when a man received a bad cut on his hand he would slap a "chew" erf tobacco out of His mouth on the cut and tie it up with some piece of old rag torn out of the lining of his coat or a rag torn off of his shirt saturated with perspiration and filth and that was the extent of the treatment probably for a week or until he had such an infection he had to go to a doctor. At the present time in all of our mines we have a first-aid kit on every parting or branch, whichever you choose to call it. with bandages of all descriptions as welt as mercurochrome in bottles and the small mercurochrome compresses. The bandages and these compresses are all under wax paper and have been sterilized before placed in the p'apers, and so far as germs from the outside are concerned there is small chance"of developing an infection. Of course, if a man is phys ically weak and in a run-down condition he is liable to develop an infection in spite of all these precautions. The benefits of 100 per cent first-aid training are fully appreciated by another coal mining company as shown in the following letter from a division superintendent: This will acknowledge the receipt of your letter of June 18 advising that you are forwarding a certificate in connection with our 100 per cent first-aid train ing at Mine------ . You inquire as to the writer's opinion of the influence of this 100 per cent first-aid training among employees. I wish'to state that we are indeed pleased with the influence tltat first-aid training has among our employees. We fed that the training itself generally has a tendency to make a more careful work man out of the employee, also that it builds up cooperation between employer and employee. Without any question where the major portion of employees have taken first-aid training it reduces the number of accidents which is the most gratifying thing in connection with the movement. As to the methods we have in mind toward establishing and maintaining 109 per cent first-aid training, wish to state that it requires constant effort to keep the first-aid movement alive. It is necessary to have a number of teams trained at each mice. To keep the teams well trained requires a lot of work on the part of the team members, and m some manner they must be compensated. We do not pay the teams for the time they put in training but we do send them to various meets, which gives them a trip to the State and National Meets each year. This is a trip that they enjoy. All of the teams have a chance to compete for the opportunity to attend the meets. They have a further chance to compete for the various trophies and prizes awarded at such meets. Unless contests are held at regular intervals your teams will not keep up the training. By having a number of teams at each mine this keeps up die incentive among most of the employees, as they are usually eager to enter the teams and we expect to continue with this work as time goes on with a thought in mind of keeping the men trained to efficiently render first-tod to die injured and ultimately reducing our accidents to the minimum. The value of training every man at a mine or plant in first-aid is appreciated by many progressive mine officials, and many letters testifying to this fact are received by the Bureau of Mines. Some of these letters are quoted here: Wish to acknowledge receipt, with thanks, of your letter of June 17, 1929; also certificate in connection with placing our operating plants on a 100 per cent basis in first-aid training. In the future, it is our intention, after employing five or she men who have not had. tliis training, to form a class of these men and instruct them in this work, thus keeping our plants on aa nearly 100 per cent basis as possible. With reference to the third paragraph of your letter, will advise that we feel that first-aid training of employees is an educational movement and that educa- Quarry Section 503 tion of employees for their own safety is one of the greatest accident prevention methods we have. First-aid training, as taught by the Bureau of Mines, not only teaches a man how to take care ot an.injury, but their course of instruction calls attention to the hazards of mining and preaches accident prevention, ff the course as given by the Bureau of Mines instructors is given serious consideration by the persons taking it, there is no doubt but what it is a good thing. After an accident occurs, if it is properly taken care of by a man who has had first-aid training, the injured man is placed in the care of a doctor or hospital in better condition. As we understand it, first-aid is not being taught as a cure, but as a training for occasions when prompt action may j revent death, or, in minor cases, prevent further harm being done or so put the patient in the best possible condition for more extensive treatment. In other words, it may prevent the dan gers of bad hemmorrhage, an infected wound, a crooked leg, or stiff joint It means less blood tost, a cleaner wound, less pain, and less shock. First-aid training teaches a man to think in terms of physical suffering, causes him to view unusual situations in terms of safety; creates a tendency to mentally place one's self in the victim's position; induces the pupil to study how to keep himself from being involved in an accident; impels a man to analyze hb par ticular job, and by so doing, he will foresee and eliminate conditions that might bring about an accident and urges it .n to take more interest in their physical well being. Early in 1927, our mines were made 100 per cent in first-aid training to our employees and we have given instructions to employees who have been engaged since that time, again placing our mines on a 100 per cent basis. Trusting that this information will show that we consider this training invaluble. With further reference to your inquiry relative to the safety record of the coal company for the year 1928, wish to advise you that during the year 1928 tbe coal company produced 1,313,206 tons of coal and employed approximately 2,300 men. This tonnage was increased to 1,850,777 tons before having a fatal accident. This record was secured as a direct result of a prearranged and intensive safety campaign, which was accomplished as follows: First: By giving practically 100 per cent of our employees training in firstaid under the supervision of the State and Federal Departments of Mines and Minerals. The success of this training was due to complete cooperation given by the miners themselves. Second: By the use of posters and bulletins furnished by the National Safety Council and others made by a man employed at one of our mines. Those made locally had a particular interest because they portrayed local happenings and acci dents and an additional interest because the artist was one of die miners. Third: Careful supervision on the part of all bosses, which was encouraged through the use of a bulletin put out each month analyzing the accidents by em ployment and causes and rating each foreman on a basis of man-days lost for each month. To further the interest along lines of safety, a general get-together meeting of all the supervisory force has been held at various intervals to discuss numerous phases of the safety movement. Also, a small bonus is paid each of the super visory force, based on his record for the month. Attached hereto you will find a Copy of Our monthly bulletin, and should there be any further information you require in this connection I shall be glad to fur nish it. 504 Nineteenth Annual Safety Congress Replying to your letter of June 17, I desire to thank you for your comments as well as your certificates, and in answer to your question as to the results of the 100 per cent first-aid: Our tonnages which art gratifying, are as follows: Year Coal produced for each lost-time accident, tons 1925 4320 1926 3880 1927 4781 1928 5602 1929 (first 3months) 6181 Our 100 per ceutfirst-aidorganization shows the following influence: More men are reporting minor accidents and are receiving treatments and thereby pre venting infection and lost time. We are having less trouble getting reports of accidents from the men, and the employees take an interest in reporting danger ous conditions that may come under their observation. A much better under standing exists between the employees and employer. Our reports show an increase in tonnage between accidents which tend to show that employees are cooperating with the movement. Previous to our 100 per cent campaign many of our employees looked with suspicion at the first-aid movement These same men are now ardent supporters and a more sympathetic feeling exists between employees and operator. To maintain our 100 per cent first-aid training in our mines we are using the following methods: We have more instructors; we have a number of teams for contests and lend every aid to those outside our organization, such as boy scouts, public schools, etc. We talk first-aid and keep the movement alive by our work and real interest, and the movement is now a real issue; and all the new em ployees are required to have first-aid training. We wish to acknowledge' with thanks your kind favor of June 18, together with 100 per cent first-aid training certificate. Our accident prevention experi ence since we have had 100 per cent first-aid training has been very gratifying. We have shown an appreciable decrease in the number of serious accidents, and it is our belief that this training has nude a profound and lasting impression upon the majority of our employees. We are still maintaining 100 per cent train ing ami to do thin it is necessary for us to have all new employees take the train ing immediately after they ere employed. They are hired with the understanding that they will take this training, and we have experienced no difficulty in main taining our mine 100 per cent. We wish to extend our most sincere thanks to the Bureau of Mines for the splendid cooperation in helping us put thb work over and we are especially in debted to your representative for his valuable assistance in the training of our employees. Tltc certificate awarded -to my colliery of 100 per cent first-aid training was received by me some time ago. I wish to thank the Bureau of Mines for the hearty cooperation we received in putting over onr initial 100 per cent first-aid training course. I highly recommend this form of training for our men at least once each year, since it is most beneficial in creating a desire of more knowledge of first-aid work, especially among men who never had the opportunity to receive a thorough training. I am sure that the entire personnel of onr colliery enjoyed the meetings and benefited to a great extent from them. Replying to your letter of July 19, we are pleased to advise that Bureau of Mines certificates in connection with our 100 per cent first-aid training as pre- Quarry Section 505 scribed by the United States Bureau of Mines have been received. Wc are delighted to receive the certificates and assure you they shall be given a very prominent place in our safety building, which has recently been completed. As regards influence of our 100 per ceot first-aid training of employees: Writer would assure you that he believes the training well worth while. Our employees are proud of the fact that they have had the training, and we have noted a number of occasions where it proved very beneficial. While the average employee does not step forward in many cases and attempt to administer first-aid they all understand handtiog an injured person better, and as a result, persons injured do not suffer so much from shock. Fortunately, our physicians are available at practically all times, and it is not so necessary that injured persons be given first-aid, as a doctor is on the ground almost immediately after the injury is received. We thank you for the certificates and assure you that they are appreciated. We received your congratulatory letter of July 19, 1929, and we thank you for this personal touch of interest. We also received the certificate showing that 100 per cent of our employees have taken the full course in first-aid to the injured. It is our opinion that the effect of this training has had its effect In making our men more careful, as wc have just completed six successive months without a lost-time injury in our mine. We expect to keep up this 100 per cent training among our employees. We are now developing a team which will be used to give this training to all new employees. A safety director of a large petroleum company states in a letter-- Wc have checked up on employees who get injured, and find that four men who have not had first-aid training get injured to one that lias had the training. Four to one is not a bad ratio. First-aid classes stimulate our safety work, create a lot of safety interest, and reward our company in returns that can not possibly be compiled. A vice-president and general manager of a large bituminous coaJ company stated during a public address that-- Our experience has been that the number of men who arc injured who have first-aid training, as compared with those wIk> have not, is about 1 to 8. First-aid training spreads its beneficent influence in diverse directions. The more important of these are here indicated: Employee 1. The employee is trained to care for injuries to himself and to others during his employment, at home, and elsewhere. 2. He is less liable to be injured, because the training inculcates the factor of personal safety from acquaintance with the dire results of injuries. 3. He is taught that even the most trivial injuries are potential sources of danger; therefore he takes fewer chances of allowing wounds to become infected. 4. Due regard for fellow employees, both as to their safety and the proper care for injuries they may receive, is stimulated. Employer 1. Those trained in first-aid become safer integral parts of the working force, thus lowering the accident experience rate. * 2. Better care at the critical time for injured employees is afforded in proportion to the number trained and their placement among the working force. 506 Nineteenth Annual Safety Congress 3. Lott time due to accidental injuries is reduced. 4. Compensation aod medical costs ram accidental injuria are smaller. One Hundred Per Cent First-Aid Training One hundred per cent first-aid training enhances the opportunity to reap the fore going benefits proportionately. It is believed that where such training is maintained over a period of years it will affect the benefits to the maximum. Further, it has been found by the United States Bureau of Mines' experience to date that with 100 per cent first-aid training the intermingling of the men, the bosses, and the plant officials in the classes where every one has a common interest in a humane endeavor, has created a better feeling and understanding between the men in general and their company. It propagates among the supervisory and working forces a spirit of mutual protection and regard for the well-being of all. Chairman Woernor: Before we begin discussion of Mr. Forbes' paper I would like to say a few words as to the manner in which wc carried on our first aid train ing, and the results which we obtained from it. One of our most difficult problems was to really interest the man on the job in accident prevention work. We started this first aid training by having all of the superintendents, with four or five men from each of the plants, meet in a hall hired for the purpose. When I first broached the subject to my general superintendent, I suggested that we pay these men for their time while they were attending the classes. He disagreed with that; he felt that I would be surprised at the interest with which they would take up the work. I was surprised, because it took fifteen hours; the men came over after work, the classes starting at six-thirty, and they stayed there three hours, going through this training. It was a revelation to me, to see their interest My men are no better educated than the average quarry men, and I think a great many of you would have the feeling that these fellows could not possibly tie a band age ; but it was surprising how they took bold, and they finally received their certi ficates. It has surely done more to make our accident prevention work of value than anything else we have been able to do. C. R. Rznks (Philadelphia Company) : What is the attitude of the various com panies the Bureau approached, so far as paying the men for their time while taking the training is concerned? Mi. Forbes ; I am glad this came up. It is a question that is always asked. I am a strong advocate of volunteer training. After sixteen years' experience I don't know of any class I conducted directly where the men were paid for their time in taking the work. Local conditions may govern the modus operondi m that direc tion. but I believe we should keep it on a voluntary bask. Of the thousands of men trained last year, less than five per cent out of about a hundred thousand, were paid for their time devoted to taking the work. If a company desires to pay its employees, we will follow the lead, but if they asked our advice, we would much prefer that the work be taken voluntarily. 5. C. Dickinson (Pacific Gas and Electric Co., San Francisco, Cal.): Mr. For bes and I had a very short acquaintance, but on that particular job we had lots to do. It was in Red Lodge, Montana. One morning at four o'clock we received a telegram that there was a fire in one of the mine* in Butte. A hundred and sixty three men lost their lives; some 32 were rescued, the rest of the men, 425 who were in the mine, got out through various openings. I believe in first aid training; I come from the utility field. We have 18,000 em ployees, approximately. We have trained, as nearly a* 1 can judge, 10,000 of them. Wc do pay the men, we train them on company time. We have, or had last year, 65 teams, and wc always allow them two hours a week of company time in which to Quarry Stciion 507 practice; of course, it is expected that they will also practice at least two hours on their own time. First aid is an aid to accident prevention, no doubt about il We started training back in *22, using Bureau of Mines instruction. Later we trained our own instruct ors and oow employ them. We have something like a hundred, not full time men; our work goes on continuously. We have an order issued by the general manager oi the company, requiring every man on the job to take at least one hour a month, so as the men come in they will eventually receive the entire course of training. Our quarries are only temporary in that we open up a quarry and when the par ticular job is finished, we close it down. At the present time, for example, we are building a dam three hundred and ten feet high, nine hundred and sixty five thick at the bottom, three hundred yards across the stream, a half mile across the top, using cement. The quarry from which we get that rock is six hundred and fifty feet long, with a hundred and sixty foot face; wc usually blast off a twenty foot sec tion of it in ooc blast, and our troubles begin, as far as accidents are concerned. We don't have very many, but when we have one it is serious, on a job of that character. We have a doctor available sometimes; at other places we have first aid men; in any event the men get first aid help before tiiey are moved. That is the importance of first aid training, so that they can stop bleeding and put on splints and so on. Mr. Fqbbes: We will be glad to assist you in this work, if you will address your letters to the chairman of this section, or send them direct to me, in Pittsburgh, or Washington D. C. Chairman Wmtmrn : There is a man in this state who has been identified with accident prevention work since '25; he is always assured of a warm welcome from Pennsylvania producers and tlwse outside of the state who have knowledge of his work are also grateful for the opportunity to listen to him. Mr. Thomas J. Quigley, Chief of the Mines and Quarries Section, Pennsylvania Department of Labor and Industry, Harrisburg. U going to tell us about accident reduction in the quarry industry. How We Reduced Accidents in the Quarry Industry of Pennsylvania BY THOMAS J. QUIGLEY Chief of the Mines ft Quarries, Department of Labor and Industry. Pennsylvania is one of the pioneer state* in the quarrying industry. Long before tbc birth of concrete roads, bridges, or reinforced concrete buildings, quarrying was a very important industry in supplying the steel mills of Pennsylvania with limestone. Very little attention was given to the quarry industry from a stand point of safety or accident prevention until April, 1925. The Honorable Gifford Pinehot, Governor of Pennsylvania, appointed Richard A. Lansburgh Secretary of Labor and Industry. Shortly after the appointment of Secretary Lansburgh, he decided to make a survey of the quarries in Pennsylvania for the purpose of reducing the fast-mounting accidents in the industry. In April, 1925, 1 was appointed to make the survey and make recommendations for the prevention of accidents. I made a survey of the industry, visiting sand pits, limestone, granite, trap rock, cement rock and slate quarries, making a special study of the different huardi found in the different lands of quarries. The survey com pleted, we prepared safety regulations to protect die workers in the industry. Tenta tive regulations were printed and distributed among the workers and operators, public and group meetings were held throughout the state. Every person attending 508 Nineteenth Annual Safety Congress these meetings was given ample opportunity to express bis approval or disapproval of the regulations. When they were adopted, they had the approval of practically every important operator in Pennsylvania. A campaign of education was then started to educate the workers regarding the new regulations. Copies were placed in the hands of all the workers, safety com mittees were organized at all the quarries, plant meetings were held ia the quarries. Speakers explained the regulations mod appealed to the individual workers to cooper ate with the state and the management for the reduction of accidents. Community meetings were held in churches, high school auditoriums and theatres. Motion pic tures depicting safety were shown at the meetings to help spread the safety gospel among the workers. Speakers were furnished for all the meetings to deliver safety talks to the workers, their wives and families. Thanks to the very high grade, of men who owned and operated the quarries in Pennsylvania, they cooperated 100 per cent with the State Department of Labor and Industry and spent thousands of dol lars for music, entertainment, pictures and printing to put tlie safety movement over. As proof that our campaign has been a handsome success, I quote you the following accident figures: The new regulations went into effect January 1, 1926. To 1927, the first year of our operation under the new safety regulations, wc had a reduction of 10.2 per cent in accidents as compared with 1926; in 1928 a further reduction of 4per cent as compared with 1927, and in 1929 a reduction of 10.8 over 1928, or 25 per cent accident reduction in 1929 as compared with 1926. For three consecutive years, we have shown a reduction each year and for the first eight months of 1930 our accident records show 6 per cent below 1929 or 31 per cent below the figures for 1926. When an industry can show a reduction in acci dents for four consecutive years, what owner or operator can advance an argument against the methods used in Pennsylvania to reduce accidents? Personally I feel that the quarry owners in Pennsylvania have made a record to feel proud of. One of the most outstanding records was made by one of the large quarrying com panies in the eastern part of the state. In 1927 this company had 308 lost-time acci dents, or one accident each working day, working 26 days each month. In April, 1928, this company started safety work and reduced the number of lost-time acci dents to 158 for the year 1928. In 1929, they showed a further reduction of 59 accidents for 12 months, and for the first seven months of 1930 they showed 5 lost time accidents at all of the eight plants operated by tlie company, employing about 800 men--an average of less than one accident per month in 1930 as compared with 26 accidents per month in 1927. Prior to 1928 this company seldom, if ever, operated one month without a lost-time accident. I quote for you the records of six quarries which this company operated.in Pennsylvania: Quarry Quarry Quarry Quarry Quarry Quarry No.1--has operated 208 days without a lost-time accident. No.2--has operated 727 days without a lost-time accident. No.3--has operated 608 days without a lost-time accident. No.*1--has operated 408 days without a lost-time accident. No.5--has operated 190 days without a lost-time accident. No.6--has operated 166 days without a lost-time acddoii. Many other quarries in Pennsylvania have made remarkable records: The General Crushed Stone Company quarry at Rock Hill, Pennsylvania, had a perfect record ia 1929. Ormrods Qtnrry, Lehigh Portland Cement Company, had a perfect record for two years. Ormrods No. 2 Quarry, Lehigh Portland Cement Company, had a perfect record for one year. The John T. Dyer Trap Rode Company had a perfect record for two years. Hercules Cement Company, Stockerton, had a perfect record for one year. Quarry 5>cf<tm 509 Lone Star Cement Company, Nazareth, has a perfect record for one year. Medusa Portland Cement Company at York had a perfect record for 18 months. Ghat Portland Cement Conjpany, Egypt, had a perfect record for one year. The St. Clair plant of the Pittsburgh Limestone Company, Williamsburg, Pennsyl vania, went two years and three months without a lost-time accident and has now gone 14 months with one lost-time accident in three years and five months. This qtnrry is producing from three to four thousand tons of limestone each working day. And last but not least, the No. 4 quarry, Pennsylvania Dixie Cement Company, Nazareth, Pennsylvania, the pride of all quarries in the old Keystone state with the magnificent record of four years and ten months, free of accidents The last accident in this quarry was October 31, 1925. The record of the Penn Dixie Cement Com pany is surpassed only by the Cowell quarry of the Cowell Portland Cement Com pany at Cowell, California, which had its last accident August 14, 1925, and the quarry at the lola, Kansas plant, of the Lehigh Portland Cement Company, which had its last accident September 18, 1925. Many other quarries in Pennsylvania have made similar records. To continue to enumerate all of the quarries in Pennsylvania that have made such records would take up entirely too much of your valuable time. I believe that what I have enumer ated above is sufficient to show you what has been done in Pennsylvania. These records I have just quoted, prompt me to make a suggestion-- Many of the delegates present here today are also members of the National Crushed Stone Association It has been my one ambition to see the National Crushed Slone Association go into accident prevention on the same basis as the Portland Cement Association. It was my pleasure two years ago to attend the National Cruslied Stone Convention in Cleveland, Ohio, and I say without fear of contradiction, 1 never met a finer body of men in all my life. I would like to see the National Crushed Stone Association select a man of the type of Mr. A. J. R. Curtis, put him in direct charge of the accident sectioo and go after accidents with a determination that accidents must stop. I am confident that a real live man io charge of the accident prevention section would return handsome rewards to your association. Another suggestion I wish to make is regarding compensation insurance charges. It is very tmfair to those of you who employ full-time safety engineers and those of you who do not, but maintain plant safety committees and are members of the Na tional Safety Council, also your local councils, and are constantly working to keep down accidents, to be compelled to pay for the fellow who does nothing to prevent accidents and who thinks all of us who are preaching accident prevention are a lot of fanatics. I also have in mind the fellow with a ground-hog hole, whostarts work every time he gets an order for 50 ions of crushed stone. Hisplant isunsafe, hi$ machinery unguarded. Personally I feel that we should demand a different classi fication of quarries. It is my personal opinion, plants should be rated not only on a physical basis, but also on an accident basis. I believe quarries should be classified on an accident basis somewhat as follows; Class 1--Plants where less than 2% of the employes were injured the previous year. Class 2--Plants where lea* than 5% were injured. Class 3--Plants where less than 8% were injured. Class 4--Plants where less than 12% were injured. Class 5--Plants where more than 12% of the employes were injured. The percentages I have used are simply for the purpose of illustration, but 1 firmly believe if this principle was enforced, our accidents would be reduced and the unde sirables driven out of the quarrying industry. There is an old saying, "Accidents will occur as long as men work for a living.** That is true, but it is also true that as long as men work for a living, those who employ them are bound by the laws of God as well as the laws of the different 510 Nineteenth Annual Safety Congress slates to protect those who work lor them. Through the years that I have been connected with the Department of Labor and Industry, I have investigated many accidents and I say truthfully, if I was the owner, operator or superintendent of some of these plants, my conscience would bother me until the end of my life. From such cold-blooded officials you usually get the reply "and as long as men work for a living, men will be killed.** It is to this cold-blooded type, who either fail or refuse to practice accident pre vention, and who disregard all state and safety laws, that we should direct out atten tion for the good of the industry and the protection of the God-loving and man-protecting employers who have the interest of each and every one of their employes at heart. Chairman Wobthen: We thank you very much, Mr. Quigley. There are a number of persons here today closely allied with the policies of the National Crushed Stone Association and l am sure your recommendations will be considered. I am sure you touch a responsive chord within the industry represented here when you point out the needs for an insurance classification which recognises successful effort in accident prevention Surely the statement Mr. Quigley has made, as to the large number of plants going for as long as four years without a lost-time accident is conclusive evidence that a quarry can be operated without them. I). U. Uuettxem (France Stone Co.) : I would like to ask Mr. Quigley the pro cedure he would follow if an employer is compelled to contribute to a state fund, and to use the manual rate promoted by the state, in determining his compensation rate for the year. We operate twenty quarries in Ohio; wc feel in some instances we have not been treated fairly in so far as compensation is concerned that has been assessed upon us. We are at a loss to know how to go about remedying that condition. We have a number of small quarries in the state, operating only for the length of time it is necessary to fill small orders, or for one particular job. As a result they do not go to any extent in safeguarding employees, or safe practices, and the experience is computed and based on a manual which is determined from the experience of the small as well as the large quarries, where safeguarding is given consideration in the operating. Xfa. Quigley : The laws in your state would have to be changed; the suggestion I have offered is to change that mctliod; we have the same condition here; we have our Rating and Inspection Bureau, and from all the plants they arrive at a manual rate: everybody pays this, the minimum amount; so long as the condition exists you will pay it. A. J. Eales (Bessemer Cement Corp.) : Would it not be better if the members took the Safe Practice Manual drafts with them, and returned them a week cm* so later, with recommendations of changes or additions? There is a draft in tiie cement industry' which has been mailed to each member for return with changes or additions, or suggestions to be embodied in the draft; I suggest that tins be not put to snap judgment, but rather let a man have plenty of time to peruse it, and make changes, additions or suggestions. Chairman Worthen: The thought in mind was not to adopt these, necessarily, a; this Congress. I don't know whether you are aware of it, but there was a Manual presented to the Congress last year, and it was voted by the section that it he re ferred to this year's committee, the Executive Committee, to redraft and present at this session, so my thought was to give these out and give you an opportunity during the noon pe/iod to look them through. This afternoon we could have discussion or suggestions and probably follow out the suggestion in my report that it be referred back to the incoming officers for further consideration. That would give the oppor tunity you ask for, for the members to look them over at leisure and then write tp Quarry Section 511 the Committee, making such suggestions as they might care to make with regard to them. They have been submitted to all of the industries making up the section; I have letters in my brief case from the sand, gravel, lime, and slate industries with refer ence to them, and we made certain changes after receiving those suggestions. Mi. Busmm: For the benefit of those who did not attend the sessions held last year, a committee was appointed to determine the code we would adopt; at the time this committee was appointed a code was submitted which was adopted tenta tively, subject to revision. I feel we will do the same with this code, providing everyone is In accru'd, and adopt it oo a tentative basis, with a view in mind of bet tering it in the future at any time by amendment. However, I have looked over Mr. Worthen's proposed code and I consider it very satisfactory. It is short enough to be general in its application to the smaller as well ss the larger quarry. We don't want to get a code that is not comprehensive, that will not reach everyone in our section if it is adopted, because it would be little or no good if not applicable to the entire section. R. E. Colville (U. S. Gypsum Co.) : I want to refer to the chairman's report I know of some of his work during the year to accomplish the results that have been accomplished. I think it is noteworthy that we have thirty-two additional members in the Section. I believe the Chairman deserves commendation lor the manner in which he has brought up membership in the group. The work of the Poster, News-letter, and Publicity Committees is also worthy of commendation; our program here today, our whole Congress, the attendance, T believe all this is due in great part to the efforts of our Chairman. I wanted to take this opportunity of voicing what I believe is the opinion of the entire group, that bis report should be accepted, with the sincere appreciation of the Quarry Section. Mr. Eales : I do not think tbe brick manufacturers are represented. 1 wonder if there was not something we could invite them in to? Chairman Worthen : That is a thought; we will take that up with tbe officers of the Council and see what their recommendation is. O. M. Graves (General Crashed Stone Co., Easton, Pa.): Mr.'Quigley has in dicated to you the success which has attended to some extent the efforts of those engaged in quarrying operations in this Commonwealth; there is no inherent dif ference between their management or personnel and that of any other state. I believe it is true that the severity and frequency accident rates in the quarrying industry in Pennsylvania are lower than in other states; therefore there must be some factor here that does not exist elsewhere. We think that difference lies in our Department of Labor and Industry, and 1 believe the essential thing that distin guishes that department is Mr. Quigley himself. He comes, not as one putting out rules and regulations of his department, not to see that they are enforced os a matter of law, but he talks to us In the same ordinary sort of way as if he was in our company at the time. - We have carried out some of his recommendations and sometimes I have been unable to say whether the advice was technical or noL The Department makes modifications from time, to time, and it does so only with the advice of the quarrying industry throughout the state, so that wc feel we have as much-a part in formulating them as anyone else, and we are as responsible for carrying them out as the department itsdf. In view of the courteous and kindly reference he made to the quarrying operator* in Pennsylvania, we don't feel that H Is nearly sd much our efforts, ms the fact that he'possessed that rare ability to stimulate enthusiasm in those with whom he conies in contact. .ADJOURNMENT 512 Nineteenth Annual Safety Congress Thursday Afternoon Session October 2, 1930 A. L- WOKTHEN, Chairman The Connecticut Quarries Co., New Haven, Coon. The second session of the Quarry Section convened with Chairman Worthen presiding. CHAiaiiAjr Wosthen : When I have gone to an executive of a company seeking his membership in this section, the inevitable question is "What does the Quarry Section do for me?1* Mr. J. V. Scon is Director of the Service Extension Division of the National Safety Council, and has been of great assistance to your officers this past year, building up this membership. What the National Safety Council is Doing for the Quarry Section By J. V. SCOTT Director, Service Extension, National Safety Council, Chicago, HL What b the National Safety Council doing for. the Quarry Section. Theoretically, this question can be answered only by giving the answer to another question, "what is the Quarry Section doing for itself ?*' The cooperative organization of the Council provides that its members work together upon a reciprocal basis, help ooe another, and through the exchange of ideas and experience, prevent accidents in individual operations and in the industry as a whole. In the 18 years that have elapsed since our non-commercial, non-profit making organisation was formed, the Council has grown from 'a swaddling infant of a few dozen members to a mighty, international organization of 5,500 companies in every nation of the world. Ten million workers today are being taught higher standards of safety and health through the organized instruction of the Council. Consequently, safety has advanced from the stage of abstract theory to a highly specialized business that absorbs the time of thousands of safety engineers and executives. And with this progress, the National Safety Council has accumulated data and experience that are invaluable to any company or to any industry that becomes convinced that acci dents can and must be stopped. At the Annual Safety Congress five years ago, a Quarry Section was organized. A few pioneers--I see most of them here today--who at that time were members of the Cement Section, blazed the new trail. The Cement industry had enjoyed real success in reducing accidents, for with virtually every cement plant in the nation a member of the Section, this industry has established a phenomenal record of an 83 per cent decrease in accidents during a ten year period. The quarry operators decided that quarry accidents could be stopped, too, and the Quarry Section came into being. The faith of this little group of pioneers was not misplaced. While it is ray pur pose to discuss the present and future of tlie Quarry Section's activity, permit me to complete my. introductory thought with a mention of the results of five years of safety work. I am told that half of the quarrymen in the country are employed by companies holding membership in the Council and the Quarry Section. Quarry .Sccfuw 513 The 1929 accident records of 125 quarries that reported to the United States Bureau of Mines indicate fewer lost-time accidents in the industry, on the basis of exposure, than during any of the previous three years. The 1929 accident frequency rate of these establishments indicates a decline of 9 per cent over the 1928 rate, and a 38 per cent reduction over the 1926 rate for the industry. The accident severity rate, while higher fractionally than either the 1928 or 1927 rates, was 21 per cent lower than the 1926 rate. With 10 per cent fewer fatalities and 20 per cent fewer injuries in the industry in this brief period, it is apparent that the organized safety work being done by the Quarry Section is showing results. Since the Section was formed five years ago, quarry accidents have been reduced 40 per cent in number, and days lost from acci dents have been cut 20 per cent. Throughout this period, the National Safety Council has helped the Quarry Section by serving as its clearing-house. The experience of two decades of accident pre vention effort in all industries has been compiled by Council engineers and librarians and has been placed at the disposal of Use Section. One of the first steps taken to encourage the Section to conduct research into quarrying hazards and methods of overcoming them was the publication by the Council of the Safe Practices Pamphlet "Safety Organization for the Quarry Industry." Long before the demand justified their production, the Council issued specific quarry potters, A monthly News-Letter was authorized for the Section, and through this medium members have been able to exchange ideas and information supplementing their annual sessions at the Con gress. The proceedings of these meetings have likewise befell published, and every effort has been made to record the experience of the Section during the early years. Another important aid the Council has extended to the Quarry Section has been the encouragement of its membership growth, a service in which I am personally interested. Working in close cooperation with the National Crushed Stone Associa tion, a vigorous effort has been made during the present year to bring every American quarrying company into the Council and the Section, to concentrate the safety work of the industry. It is ray pleasure to report a splendid response by the industry to this effort. In January I attended and addressed the National Crushed Stone Association Conven tion. At that time, the membership of the Section was approximately 70. Today it lias more than 100 members, the largest rate of growth .of any of the Council's 30 industrial sections during 1930. Itf view of none too thriving business conditions,' this increase--more than 30 per cent---reflect* an aroused interest in safety io the industry and prophesies real support for the program ahead of the Section. The National Safety Council has helped the Quarry Section perfect an active, working organization. Every possible aid has been afforded. Because of the Coun cil's non-commercial structure, with every penny of revenue going to provide our regular service, no profits are accrued to permit specialized service. But I am con vinced that the Quarry Section is well on its way to success. Sufficient momentum has been gained during the first five years to insure rapid strides forward to the next few years. I look for real accomplishments by the Sectkm in the coming year. /I spoke of the Section's program. Many improvements in the service are scheduled. Jl understand four quarry Safe Practices Pamphlets arc being considered. Their ^tentative subjects are "Safe Practices in Sand and Gravel Excavation*'' "Safe Prac tices In Clay and Shale Digging," "Safe Practices in Monumental Stone Work," and "Safe Use of Explosives In Quarries." Incidentally, the Cement Section it now completing its fourth Safe Practices Pamphlet of its new scries of seven; the subject is: "Cement Rock Quarrying and Crushing." These pamphlets will take their place in the series of 125 Safe Practices Pamphlets 514 Nineteenth Annual Safety Congress which have been issued by the Council in collaboration with the Safe Practices Con ference Committee of 75 safety engineers and the Executive Committees of the several Sections. The new "Manual for Quarrymen" also should come from the press during the coming year, and I understand a`Quarry film strip is being considered. This program may welt be termed ambitious. Its success depends almost entirely upon the support of the members through participation in the Section's activities. I urge you to con tribute ideas and opinions to the Monthly- News-Letter, to make it a real forum of quarry accident prevention problcrils. Help develop the service---contribute photo graphs to the Council's poster department' and the National Safety News--report safety discoveries and' iiews to the Coohcil's engineers and library--recommend to quarries not in the Section to put their shoulder to the wheel by becoming members of the Council--put real fire into your individual safety programs and by successful results, influence less interested people in the industry to take an active part in quarry safety promotion. It is simpler to define than execute, the way in which the Quarry Section can achieve outstanding recognition for safety. A word answer is: WORK! I have not attempted to describe the general service of the Council available to every member, since I feel you aR understand it. I do want to emphasize however, the value of using the Council's safety engineering consultation sendee, the industrial health consultation service, the million dollar library at Headquarters, tlie numerous publications and supplementary services. Headquarters is a great clearing house of safety information, and there is an answer for your every question--if you will but ask it! Begin now to call upon Headquarters for help, form a direct working contact if you have not already done so, and make full use of die extensive service that is yours. What the National Safety Council does for the Quarry Section depends, as I have said, upon what the Section will do for itself and how much you will avail yourself of the aid awaiting you. Chairman Worthen ; We now will hear the report of the Nominating Com mittee. Mr. Yotter, Chairman! Report of the Nominating Committee H. JF. VOTTER (General Crushed Stone Co.) : At" a mcetinc the Executive Committee this Section held in Washington, the following nominating committee was elected: Nathan C. Rockwood, editor-manager, Rock Products; Norman C. Hough, president and general manager, National Lime Assn.; W. W. Adams, supervising statistician, Accident Statistics Section; H. F. Yotter, General Crushed Stone Co. After considerable deliberation, the following were nominated for office for the coming year: Central Chairman, Quarry Section, A, L. Worthen, The Connecticut Quarries Co., Inc. Vice-Chairman, D. B. Buettner, Jr., The France Stone Co. Secretary and News Letter Editor, V. P. Ahearn, National Sand and Gravel Assn. Chairman. Publicity Committee, J. R. Boro, secretary. National Crushed Stone Assn. Chairman, Statistics Committee, W. W. Adams, TJ. S. Bureau of Mines. Chairman, Poster Committee, H. F. Yotter, General Crushed Stone Co. Chairman Worthen: I am certainly very appreciative of the expression of confidence. I have enjoyed the work this past year and this coming year I will do what 1 can to still further increase this Section membership, because I personally feel that unless the industry is represented--I won't say a hundred per cent--but unless the industry is fully represented. I don't think the Congress can accomplish what it should. Quarry Section 515 O. M. Graves (General Crushed Stone Co. Easton, Pa ) : 1 move that the nomi nations be closed, and that the secretary be instructed to cast one ballot for the nominees ms reported by the Chairman u the Nominating Committee. (The motion was carried uoardmoasly. The secretary cast the ballot.) Chairman Worthen: This morning 1 gave out Safe Practices Manual drafts. I don't believe we should take the time for any lengthy discussion. I would like to bear some discussion as to what you feel should be done with it--whether it should be accepted tentatively as suggested this morning, and referred to the incom ing officers for further consideration, that they may take it up with the various industries to see whether all feel that it fits their needs, the sand and gravel, the lime stone, and so on through all the industries making up the Section, or whether we should adopt it as written. R. E. CoLvn_r.e (U. S. Gypsum Co.) : Has this been submitted once for com ment? Chairman Worthen: It was submitted once to the National Association of each Industry. 1 don't think it was sent to your company. They prepared one last year from which this was taken. It was comprehensive, but wc felt it was too much for the average producer. Mr. Colville: I cannot help but think there is merit in getting this into opera tion as soon as possible, perhaps in tentative form. Maybe with us it wilt develop that there are certain points that we will be able to correct or change, but I think it would be very wise to get started at the earliest possible moment, with the idea of, revision in mind. I would like to see it done, if possible, at this meeting. I will put this in the form of a motion, that the Manual be accepted for the quarry industry, as it stands, adopted immediately, subject to changes that the use of it during the next year make ap parently wise. Chairman Worthen: Would you add that it be put in pamphlet form and dis tributed to the members ? Mr. Colville: I make the motion, with that addition. Norman C. Hough (National Lime Association) : 1 second the motion. (The motion was carried.) CiiAntuAir Worths*". I think the idea is a good one, because wc will get more suggestions as to additions or changes from a Manual which is really being used, I think, than if we try to revise this one further. J. R. Boyd (National Crushed Stone Association) It seems to me it might be well if a committee were appointed to art as a clearing house for this pamphlet as it operates throughout the year. I believe tlie suggestions would come in quicker if the section knew and realized that there was a committee appointed for the pur pose of receiving such suggestions, and going over titeni, and as a committee report ing such changes as they deem advisable, next year. :Chairman Worthen It would be my idea to have as members of the Execu tive Committee, the secretary or some other officer of cadi national association of these industries; they would be the logical ones to bring in any suggestions from Sheir own Industries. 1Tk that would satisfy you, we will consider that the Executive Committee will act as such a committee as you suggest. Mr. Boyd: For instance, I, as a member of that Committee, don't believe I am qualified to know whether the pamphlet is good or not,--at least 1 am not in the same position as the operators. Chairman Worthen : I don't expect to get tliem from you. but that your in dustry would clear through you to us. Docs that seem reasonable? (All agreed to follow the chairman's suggestion.) Mr. Graves : 1 don't mean to interrupt what you have in mind, but it occurs to 516 Nineteenth Annual Safety Congress me the Lime Association, two years ago, trade a very radical development in trade association procedure, in not electing one of its own members as president of the association, but selecting the man another association would have as secretary, and making him president That made necessary the greatest care in selecting the .man; they were eminently Successful; he is Mr. Norman C. Hough; this is the first meet ing he has attended. Mr. Hough : I Have not given as much thought to this matter of safety in which vou are all concerned as I should have. I didn't realise until May of this year what a serious mistake I was making. At that time 1 had occasion to meet with your Executive Committee and then began to get a really clear insight into the work of the Council and the Quarry Section. Then I determined to take a more active part in the work you are doing, realizing the real value of all this work from the view point of the industry. It is my inten tion to place the matter of safety on our program at our annual meeting next June, because I feel my industry should know more about the value of the work which this Congress is doing, and what it means to them not only from the view point of cutting down accidents, but from what it means to become part of this movement. I was interested in Mr. Quigley's suggestion to get together and work out new laws which will help solve the problem of absolute prevention where some of you men are paying the bills of some of the others. We have not yet, in this move ment, claimed our baggage; that is one of the most important things gained from this morning's meeting. I know T am going to get some more this afternoon. ' :Chairman Worthrn We are glad to have had you say a few words; I expect you will attend our meetings in future. f am going to ask Mr. Dan Harrington, from the Bureau of Mines, to stand up. Dan Harrington (U. S. Bureau of Mines) : I am an interloper here; I don't t>clong to your organization,' but I am interested in view of the fact that we of the Bureau of Mines are concerned with accidents and the general work of prevention. Mining is an allied industry, in which we include quarry and cement industries. We in the Bureau feel that you have more to give us than wc have to give you, in connection with isfet)'. We have looked with satisfaction on the work of the Port land Cement Association; we have been able to get a great deal of inspiration by referring to what they are doing, and what they have accomplished. I understand you are doing some exceptionally good work. 1 was told yesterday that there are three quarries in the United States now which have very excellent record of having gone over five years without a lost time accident. That is a real accomplishment. 1 wish we could get some of that sort of thing into our mines. Chairman' Worthex : This morning Mr. Colville asked me a question with re gard to statistics. Mr. Adams will answer it now. Mr. Colvili.e : My question was: I understand that the severity rate for quarries is higher than our past record; I.also understand the reason is that in one or two isolated instances there were plants employing a small number of men, and that these were the plants that caused the rise. I think it would be interesting to the other men to have this elaborated upon, as to the cause of the increased severity in the quarries last year. W. W. Adams (U. S. Bureau of Mines) : A year ago, wlieu wc were together, it was my pleasure to announce that the statistics covering the 1928 Quarry Section showed a more favorable accident record than ever before experienced by die in dustry. It is my pleasure to state tliat record lias been slightly improved in 1929. There was a reduction of 10 per cent in fatalities; 20 per cent in injuries, in 1928 compared with the previous year. fn 1929. there was a. reduction of two points in the combined fatality and nonfatality frequency rates lor full time workers. Quarry Section 517 As Mr. Colville indicated, there was a little rise in the fatality rate, which is due to the increase in fatalities in a relatively small number of plants. The lost days are figured as six thousand in the industry records. We find, in quarries and mines, that part time operation increases the accidents, and full time, steady employment, makes for safety. I am not able to say whether the part rime work by the companies showing those high rates is steady employment over a short period of time, or whether it is employment throughout the year. We do find, however, that mines and quarries working less than ISO days a year have much higher frequency rates, than those working in the neighborhood of 300 days a year. That accounts, in large part, for the fatality rate in 1929. Mr. Graves: A* you doubtless all know, there is another representative of the Bureau of Mines present, who has done as much as anyone In helping us prevent r hitfher rate, Mr. Munsch, who has been in charge of the exhibits. A. A. Munsch (U. S. Bureau of Mines) : It has been my pleasure to be at every Congress sinoe Detroit. There we tried to show something along safety lines; we had a few demonstrations there which I was told later started you on the right track. Chairman Worthen: Mr. Quigley this morning touched upon one phase of saving money through accident prevention, when he expressed his conviction that the insurance companies should give greater weight to accident prevention work in rate classifications. I am sure that the message Mr. O. M. Graves and Mr. William E. Hilliard have to give us today is going to be most interesting. They are both executives of companies carrying their own workmen's, compensation insurance. Mr. Hilliard's company has carried insurance for a number of years, that is they were carrying their own insurance before any real work was being done in accident prevention by the industry. Mr. Graves' company, as I understand it, adopted the policy of carrying its own insurance after real headway began to be made in accident prevention, although per haps not became of that I will ask Mr. Graves if he will open this round-table discussion. "Saving Money Through Accident Prevention"-- Round Table Discussion Ld ky O. M. CRAVES Vice-President, General Crashed Stone Company, Bastoo, Pa. I have not any pre-digested thought to give you. gentlemen. I regret tliat l have not what 1 want to say to you in concise form. It is a compliment to one's audience to prepare thoughtfully what one wants to say. I ask your forebearance for about ten minutes, in telling you of the problems our company meets and how it attempts to meet them. I hope you realise as definitely as I do that we arc not praising ourselves for what we have done. The contrary is true. We have done only enough to indicate to our selves what more there is to be done, and l\ow insufficient our efforts have been in the results we hoped to attain. Three years ago, in October. I bad the pleasure of attending a meeting of the Congress in Chicago. I knew little or nothing about accident prevention work; in fact, as little about it os Mr. Hough modestly admits he knows. I am sure I knew even less. It was much to my astonishment that I learned I was to appear on the program of that Congress to talk on accident prevention work. However, if my talk had. no value to anyone else, it had to me because it forced me to investigate the subject, of which I was fundamentally ignorant, aud threw me into the atmosphere of men who were trying earnestly to prevent accidents. It sent me home with an enthusiasm which I believed it Impossible for me to 518 Nineteenth Annual Safety Congress possess. I believed, a* the other officers of the company did, that wc did as much as possible to prevent accidents; we told the superintendents we didn't want men to be hurt, and expected them to pass this along to the men. If anyone called our attention to physical hazards that needed remedying, we quickly remedied them; that was the extent of our work--a rather receptive sort of interest Wc were ready for suggestions, and to follow them when tlwy should be made, but we were not on the alert, seeking the things that were hazards and seeking methods to change and improve things to lower the frequency and severity rate. At that time we had a severity rate of about seven days for one thousand man hours of exposure; this one thousand naturally means one hundred men working a ten hour day; that is to say, every time a hundred men work for a day, seven days of time was lost. The frequency was one in a million man-hours of exposure. I think, as those figures might be compared to the average, fhey were not' so reprehensible as to cause great concern; they were neither good, bad, nor indifferent, neither fish, fowl nor good red herring--somewhere near the ayerage of the industry, not bad enough to disturb our conscience, nor good enough to awaken our enthusiasm to better them. We gave a good deal of thought to what could be done to prevent accidents after this Congress three years ago. We were fust as fully alive to the humanitarian standpoint as anyone else; perhaps no more, but fully as much. Perhaps we were somewhat more alive to the humanitarian side of it by reason of the interest bur president, Mr. John Rice, has in every member of our organization; bot h seemed to us that if we could in some manner dc up the expense to which we were put by virtue of accidents to a more energetic campaign to prevent. accidents, we would have that material and financial interest in the success of the plan which would do fully as much if not more to stimulate effort than if wc had only the humanitarian point of view. It seems like an admission from a material mind to say that when things become costly w become immediately alarmed. Our consciences are so pliable, so adjustable to conditions as we And them; it is easy to keep our consciences square on the line all the time, to say MAre we not doing as well as could reasonably be'expected?" and content ourselves with axiomatic expressions, letting us out of responsibility; but when it was brought home that every time an accident occurred it made a direct drain on the finances of the company, someone is going to begin pressing on why it happened and what can be done to prevent it recurring. Therefore we decided--I am telling you the way wc were thinking things out, and are still--it would be an advantage to try the experiment of carrying par own insurance. At that time our premiums amounted to $50,000 a year to insurance carriers. That was for a number of plants, pot nearly so great as now. It seemed to us there was a fund ol $50,000 with which we might play; if we could do.it for less we would .be better off financially; should R cost more--I doubt if it could, unless there was some catastrophe, unless there should be an abortive explosion; there might be an explosion that would kill five or six men. You New York men can estimate how much it costs to lose a life ia that common wealth; anywhere up to sixty or seventy-five thousand dollars. Losing six or seven might be so costly that it would. outweigh any advantage you might get. out of a $50,000 fund such as we were playing with. That led to investigation as to whether a "stop loss" order might be taken out-- a catastrophe insurance. Wc found it could be obtained, but that it would be difficult. The insurance companies search the records of a company with extreme care, to observe how it was conducting its operations, if it would be a warrantable risk. We were helped in that connection by the independence Bureau m Philadelphia which umlertook to assist us in accident prevention work and which spoke reassuringly to Quarry Section 519 the insurance carrier which was large enough to carry insurance of that type. So we secured insurance to the extent of $250,000 covering any one accident above $10,000. That is to say. if we killed a man in any manner whatsoever wc would be liable for the firit $10,000 of compensation, but above that our liability would cease and the insurance policy would pick it up aud carry the loss up to $250,000, above which we would be liable Wc assumed it would be beyond the realm of possibility that any one accident could cost us more. Now, I am sure what I mean there is clear, and if an explosion occurred un expectedly, and four, five or six men were killed by that one accident, our loss sru limited to $10,000 no matter how many were killed. With that protection giving us a better feeling of security, wc undertook to carry our own insurance. The point is tliat as soon as we realized that wc were launched on this plan, that no one was going to pay our losses but ourselves, that all compensation, all medical expense, was to be paid by ourselves, it became obvious that it was incumbent upon us to reduce those accidents to the lowest possible limit. That we undertook to do. I aui not going into the ways and means of accomplishing that We have found during the two years and a half wc have been doing it, for 1928, 1929 and approxi mately the first half of 1930, that our net premiums to insurance companies would have been approximately $128,000. We actually spent in compensation for accidents $22,000; our medical attention amounted to $7,600; administration costs were $36,000. The administrative cost can he decreased as time goes on; for instance, for the first year it was $13,000 and for the first half or two thirds of this year it was only $9,000. That difference is not altogether accounted for by the fact that the year is not completed, but is also attri butable to over-zealous effort at the start, and expenditures wluch were perhaps justified at first, which we have found can be saved; making the total cost to us during this two and a half year period approximately $66,000 as compared to the amount we would have paid in premiums. That is, you may think, not so great a saving, but as I know the profits of crushed stone companies, it is a fair profit in itself, and furthermore, made m the finest sort of way. Not by reducing the cost of operation* and increasing prices to consumers, by being a little sharper or shrewder than your competitor, but by benefiting the people working for your company. I know no better way than by helping some one else to protect themselves from being hurt, to keep himself from the suffering, and his family from the grief and sorrow that comes when any member is injured or killed. So I am gratified by the saving of the $62,000 made in this period, not simply be cause the saving represents a reasonable profit on wltat we have undertaken to do, but also because of Its humanitarian aspects; that is the thing I want to emphasize. That is the way to think of it, it seems to me. Perhaps I have rather lost my perspective on the subject; but it does seem to me that neither purpose is complete without the other, that the two should go hand m hand. If we reduce accidents, Vve sliould benefit financially, but we should have two reasons: avoidance of sorrow, grief and suffering to the man and to his family, and the profits which would rightfully accrue to the company effecting the saving. 1 realize that a plan of this sort is not applicable to all companies; I can under stand that the number of men employed by a company might be insufficient to war rant such an undertaking; I am not prepared to admit, but I might be convinced. It seems to me a man operating one plant, with 2S employees, has a better oppor tunity to prevent accidents than a company operating fifteen or twenty plants with 1,000 employees; by the very nature of the widespread activity and operation, it is more difficult to give each plant tlie personal, earnest attention which it deserves. Whether from the operating, selling, or accident prevention point of view, that 520 Nineteenth Annual Safety Congress fortunate man who lives with the plant he owns, lives right there with it aQ the time, it seems to me ought to be able to operate more economically, and sell to better advantage, and prevent accidents to a greater extent than the large company. That may be so, but in so far as there is any truth in it, he has the opportunity to prevent accidents which would warrant him in carrying his own insurance. I would regret to have what I say reach the ears of an insurance company to in dicate a lack of knowledge on my part of the value of insurance. We all realize we must be insured in some form or manner, against the vicissitudes of life, whether personally or affecting the conduC of our business. There is not a man here who would dare to drive his car in the city or state witixwt insurance; many carry public liability insurance, which we carry, for instance. In one plant we still carry com pensation Insurance with an insurance carrier, in Massachusetts. I have observed with the greatest pleasure the work the insurance carrier has done there is assisting us to reduce accidents to a minimum. I am in sympathy and accord with insurance. Insurance Rat-- are BuQt upon Averages We could not be without some protection behind what we are doing; that would be some form of insurance, whether a deferred account on the books of the company or some form of insurance, that would depend on the individual case. I am simply talking about workmen's compensation insurance, and for tu it has proved profitable to the extent indicated. I am aware, as our record has improved, our manual rate would be reduced with the carriers and it is difficult to set up this figure of $128,000 as the probable amount we would have paid, as it would have been decreased by our record, but I listened with secret pleasure to what Mr. Quigley said this morning, that in arriving at the manual rate there is a good bit of throwing everything into the hat, and stirring it up, and pulling out something and giving it to you. That is not altogether fair (though I appreciate what he means) to the insurance company, lie knows, eveu better than I do, the insurance companies have a definite manner of arriving at the manual rate. I think his suggestion of classifying the quarries has decided merit, but without knowing about it from the insurance man's standpoint I realize it might seem to mean a difficult undertaking.. Insurance companies deal in averages; they don't 1ok- w long I will live, but they know how long toe average man of forty-eight v . live; they can guess almost to a day when the average man of forty-eight will die. It is a little gruesome and disturbing, this sort of thing, to think about; but they are forced to deal in averages. I am aware of what the companies are doing so that insurance may be extended and become profitable; I believe, as that occurs more and more, the insurance carriers will find an answer to it, and what he suggests might be toe local answer, something to throw them off the present trend in order to reflect more readily and quickly to the company that is preventing the accidents its proper share, and not entail this company paying for the company that is not preventing accidents. As for what we have done m that length of time, aside from the financial phase of it, one of our plants operated eighteen months without lost time through Injury; another twenty-eight months without any lost time; in 1929 we placed two quarries among the first six in the National Crashed Ssooe competition, and in the open competition sponsored by the Bureau of Mines for all mining operations, we placed one sixth and one sixteenth. That would not be a record of which a cement com pany would be proud, but it is in the first two and a half years that we have under taken any accident prevention. Another plant operated twenty months without lost time through accidents, and two sand and gravel operations had no lost time accidents for twenty-three months. Chairman Worthex: Mr. William E. Hilliard will continue the round-table discussion. Quarry Section 521 Saving Money Through Accident Prevention ByW.E. HILLIARD General Manager, The Niw Haven Trap Rock Co., New Haven, Conn. Money can be saved by reducing the accidents in any concern. If a concern carries conpaation insurance, it may perhaps benefit directly in getting a better insurance rate on its policies after it has demonstrated over several years that as a company it Is a preferml risk. Also, it may benefit indirectly by the fact that bask rates are determined by the instmxe companies on the average experience of a whole industry, so that if one or more concerns in an industry can reduce their accidents, eventually that will be reflected in at least a slightly lower rate among the various competing insurance companies. If a concern carries its own compensation insurance, of course it is self-evident that fewer accidents with lower total payments mean an immediate saving directly in toe firm's own bank account. It is clear then that whether a concern carries its own insurance or not, any reduction in its accident experience saves money In the end. The company 1 represent has carried its own compensation insurance since it began business in 1915. While It is not safe to draw general conclusions from the experience of any one company, nevertheless, I am glad to present a brief statement of our experience in saving money directly in our own bank account by aiming con stantly to keep down our accident hazards. Our company operates one Urge trap rock quarry located at North Branford, Coma, a small country town ten miles northeast from New Haven. Our company employ* about 130 men. Some years ago, we employed about 150 men. As is quite generally the case throughout our industry, the use of improved machinery and methods makes It possible for us to produce more stone per month with the smaller force now than we were able to produce with a larger force previously. We operate a railroad six miles long from cur quarry to rail connection with the NYNHdtHRR and with our own dock terminal on Long Island Sound. During oar operating season from 20- to 25 men, included in the figures given above, work qq tbv raiload. During the three months or so when we shut down in the winter, nearly all the railroad men are released. In the quarry and mill at that time, oar total working force Is reduced to half of its normal size or less, and is occupied mainly with repairing and overhauling the plant and machinery; although a certain amoait of drilling in the quarry is carried on at favorable opportunities. From toe very first, it was decided that toe company should carry its own compensation insurance. Each month an amount equal to 2 per cent of toe payroll was set aside in the books of the company by debiting Compensation Insurance Expense Account and crediting Compensation Insurance Reserve Account. The 2 per cent was about what insurance companies would have charged us at that time, in 1915 and a few years immediately following. Our quarry is in Connecticut and subject to the laws of that state. In 1915 weekly compensation for injuries was paid at the rate of half of the mail's average weekly comings daring the preceding six months, or the average for a shorter period If he had not worked six months with that same concern, but with a maximum compensation of $10 per week; in case of death, his dependents were to be paid at the same rate for a period of six years. Every two years or so the law was changed in some particulars, with the general tendency to increase the maximum for lost time or for death. Finally, about the year 1923, the law was changed to read, "an injury sustained in the comae of his employment or an occupational disease". The maximum weekly rate was advanced 522 Nineteenth /tnnual Safety Congress to $18 per week. In 1927, by a further revision, the per week, which is the maximum at the present tune. was saised to $21 The insurance companies naturally had to increase their rates considerably at different times to cover the added financial liability created by these changes in the taw; and in spite of that, it has been generally understood that mast insurance companies, as a rule, have not made much profit on their compensation insurance business. Under the present status of compensation paid for lost time or for death from injuries sustained in the course of one's employment, many surprising cases came up In Connecticut for decision. So much difficulty was encountered about the state in connection with rases of hernia that in 1927, the law was revised. In our own company, we had several cases in this period. One man was operated on and awarded the usual weekly compensation and all hospital bills and medical fees of every sort were paid by tl)c company. He claimed to have received a severe strain In the course of his work causing the hernia. He returned and worked for us several months and then left to go back to Italy. Before going, he told some of his' fellow workmen with great delight that he had put ooe over on the company in connection with his operation because he had sustained a hernia in Italy several years previous. A doctor in New Haven advised an operation and so he thought he might as well try to get it out of the company. Many concerns in Connecticut endeavored have physical examinations made of -all new employees, partly to prevent cases like this from arising. Of course the expense of many such examinations would soon amount up to the total cost of one hospital case. In 1927, tl>c revision states that "an employee must prove that the hernia resulted from an accidental injury, tliat inability to work immediately followed such accident, that there was not a pre-existing hernia at or prior to the accident, and that any claim on account of hernia must be made within two weeks of the alleged time it was incurred". This reduction in risk in hernia cases is one of the few changes io favor of the employers in the last fifteen years, as practically all die changes in the law hare been in the favor of the employees. I do not question the wisdom of the present law in Connecticut, as we all agree that full and ample protection must be awarded all workers. I am merely making the point that it has become steadily more and more expensive to pay for accidents; and, therefore, any. substantial redaction ip accidents, means a much greater saving than would have been the case ten or fifteen years ago in the same circumstance*. From time to time, we raised the rate we charged ourselves m oar Company which was 2 per cent of our payroll in the beginning until we .reached the rate of 5 per cent which was about what we were quoted by insurance companies if they were to get our business. At the end of fifteen years ending December 31, 1929, we had accumulated in our reserve account $74,900. This represents the amount left in the reserve after having deducted all the payments we made on account of accidents. At first sight, it would appear that we had saved that amount of money in fifteen years by carry ing our own compensation insurance. There are, however, a number oi hnportant offsets. /n the first place, we may have charged ourselves somewhat more than tlw rates we would have had to pay during this time. If we had charged ourselves 10 per cent to 15 per cent more than the insurance companies would have charged, our reserve would now be $7,500 to $10,000 higher than necessary. In the second place, wc have some unpaid liabilities against this reserve. If tomorrow at noon some insurance company were to accept our policy and we no longer carried our own risk, any accidents after noon to-morrow would not be our responsibility. We would, however, have to keep on making weekly payments to several widows and several men now receiving compensation for injuries. Quarry Section 523 Probably from $7,000 to $9,000 would be required for that purpose. The exact figures could not be ascertained in any way in advance because such risks are contingent. If the widow of a man who is accidentally killed has no children and is. receiving compensation, and was the mau's only dependent, in the case of her owe death before the six years is up, the compensation ceases. If there were children, and the widow herself dies, the children would receive a portion of the original award each week, but not the full amount. If a man who has no dependents is permanently crippled and cannot work, he receives compensation for ten years, but in the event of his death, such compensation ceases. In Ihe third pittee, in connection with the Federal Income Tax, and with the Siaiu income Tax m Connecticut which is figured much in the same way as the Federal Income Tax of corporations, we have had to pay more taxes than we would have paid, had we not carried our own compensation insurance. For instance, in the year when we first started, assume that wc set up as a liability, $10,000 in our reserve account and charged off that $10,000 as expense. The actual payments checked out for medical services, hospital bills and compensation claims in that year wc assume to have been $7,000. We would then have $3,000 left in Our reserve at the end of the year. If wc had actually paid an insurance com pany $10,000 as a premium Uiat year, of course wc could have deducted all that amount as an expense of operating for the year, in computing our Federal Income Tax return. In our own case, however, the Government officials would hold that we could only deduct the actual amount paid out which was presumably $7,000 and they would lioId that the remaining $3,000 was really ^ part of surplus since it was still in our possession on the last day of the year. In computing our income tax return, we, therefore, would have to use the figure of $7,000 instead of $10,000 as our de duction* from gross income for compensation Insurance expense that year. The result would be that the final net income for that year on which we would have to pay taxes would be $3,000 greater than our own books showed. The Federal Income Tax rate as you may recall, was \'/ per cent or 2 per cent for corporations about 1915 and 1916 and then in wartime ran up to 15 per cent. After the war this rate of 15 per cent was gradually reduced until in the last calendar year it was 11 per cent. If we should assume that the average during the last fifteen years is approximately 10 per cent, then we have paid out in the fifteen years about $7,500 more for Federal Income Taxes than wc otherwise would have paid and about $1,500 more income taxes to the state of Connecticut than we would otherwise have paid. You understand, of course, that all actual pay ments for injuries or death claims or medical and hospital bills in any one year can be deducted in that year. If we had one disastrous year in which many ex pensive accidents occurred, so that the payments made by us amounted to a large sum, say $25,000 or $30,000, we would only charge off against that year the usual 5 per cent or so of our payroll and the rest of the total amount paid would come out of the reserve carried over from previous years. In our Federal Income Tax and our Connecticut Income Tax return for that year, we, therefore, would de duct a much larger figure for compensation insurance than our own books call for in that year. In other words, if we set up $10,000 a year for five years, it would make $50,000. If we paid our $7,000 a year for five years, it would make $35,000 leaving $15,000 in our reserve. If we set up $10,000 for the sixth year, added to the balance of $15,000, our reserve would then equal $25,000; but if a series of bad accidents in the sixth year amounted to exactly $25,000, it would just use up the total reserve. In our own books for that year we would have only the $10,000 expense charged off, but on the Federal Income Tax return, we would be allowed to deduct the whole $25,000 paid out in that year; so that we would pay income tax on a much smaller total net income that year than our own books showed. In the fourth place, an insurance company naturally takes full charge of all 524 Nineteenth Annual Safety Congress claim*. Accidents arc reported to them and they do the rest. When a concern carries its own insurance, it is necessary to spend a considerable time, over a period of years, in having the claims checked up, papers made out and signed, hearings arranged with the Commissioner, payments made at required intervals to the different claimants and closing up the records when each one has been paid in fall. My assistant and I, during the past fifteen years, have undoubtedly spent many hundreds of Hours more in attending to these matters than we would have if wc could have turned the settlement of these claims over to the representatives of an insurance company. Our time for this work has undoubtedly cost the company several thousand dollars in all during these fifteen years. Our figure may therefore be revised as follows;-- Present reserve, after IS years $74,900 Less 12% more than insurance premiums might have cost $9,000 Less claims now running to be paid in the future 9,000 Less extra income taxes paid 9,000 Less administration andclerical labor 3,00030,000 $44,900 It appears, therefore, that as a very conservative estimate, our company has saved approximately $45,000 in fifteen years which is a rate of saving of about $3,000 per year for the entire period. 1 am of the opinion that this figure is quite conservative and that a long and exhaustive analysis carefully computed would probably show that in my estimate I have deducted somewhat more than 1 sltould liave from our present reserve to arrive at the figure of $45,000. I have endeavored to state our company's experience as concisely as possible, but do not wish to make it appear that I am necessarily advocating the plan for a quarry company to carry its own insurance rather than place it with an insurance company. We have had a favorable experience, but it is evident to you all that during the first few years, say from the first year up to the sixth or seventh year, we were running a very considerable risk. A series of bad accidents during those early years might have caused us to have to pay out large sums of money far in excess of wliat wc had set up for that purpose. There are a great many factors to be considered in determining whether or not a quarry company should take this very considerable risk during the early years while it is building up a reserve. I ought to explain that we have been able, during the last few years, to obtain supplementary insurance for exceptional risks. We are now paying $880 a year premium to one insurance company, by the terms of which policy that company will pay for any losses incurred fay us in any one accident which amounts to more than $10,000, their total liability not to exceed $100,000. In other words, if we had an accidental explosion In which severe and fatal injuries occurred to a group of men amounting in all to' damages of $25,000, we would be obligated to pay the first $10,000 ourselves and this Insurance company would have to pay the re maining $15,000. This policy, however, is limited to any one accident. If we had three bad accidents, one week apart, each causing liabilities of $8,000, we would have to pay tl>e whole $24,000 ourselves. However, we regard that excess insurance as well worth while for us to carry as a partial protection against some unforeseen catastrophe. That form of excess insurance has been developed by the insurance companies especially for concerns like ours who carry their own regular compen sation insurance. Wc have been fortunate in having one very able superintendent for our whole quarry and plant, Alexander McKernan, in charge during the entire period of Quarry Section 525 fifteen years. He has always been keenly interested in the welfare of his men and has had a great deal of influence in training them to be careful. We have also had one man in charge of our crushing mill and one man in charge of our blasting and quarry operations during this entire period. No doubt wc would have had many more expensive accidents except for the care and attention that these three men have given to accident prevention. The subject of our discussion to-day is "Saving Money Through Accident Prevention". I have therefore endeavored to confine my remarks to that particular topic, but it is entirely impossible to consider this question, even briefly, without keeping in our minds the fact that human life and human welfare is of fundamental importance and that in our Company,' as in the industry in general, wc arc far more concerned with saving human life and preventing human suffering than we are in the financial side of the question, if these two considerations came into con flict, the problem would be terrific. Fortunately, these two problems arc both on the same side. By preventing accidents, wc save human life and reduce human suffering and in addition, and as a secondary motive, save money. Wc believe our whole industry, which is necessarily somewhat hazardous, has before it a splendid opportunity in the future,--by giving its enthusiastic interest and support to accident prevention,--to reduce its accident rate and thereby reduce the sum total of human suffering and disaster; and at the same time, reduce its own expenses and produce a needed and welcome increase in its own net operating profit. A. J. Eaus (Bessemer Cement Corp.) : I would like to know from Mr. Graves if he deviates from the State Compensation Law, if lie goes above it? Here wc have no payment for the first seven days, thirty days medical and hospital treatment. Do you go above that? Do you give them beyond what is allowed as compensation payment, or go beyond tlic limit of medical and hospital expense. We carry insurance which provides that we pay all the medical ami hospital ex penses, if they go beyond what the insurance company allows. What I mean is we pay the difference between what the insurance company allows and the actual expense, Mr. Graves: We follow exactly the compensation payment required by the state laws in the states in wlucb we operate. R. E. Colville (U. S. Gypsum Co.) : We have found it profitable in some in stances to go beyond this, particularly with regard to medical requirements of the law; simply as a business proposition. It is a good idea to give whatever medical attention is necessary to get the man back into shape, but a general rule we stick closely to what the law requires in the way of compensation. I think one point in both these talks should be borne in mind by anyone contem plating self-insurance. I admit when Mr. Graves mentioned he thought even a small operation probably could justify self-insurance, I had some thoughts to the contrary along these lines: that insurance companies have found that the small operation is the one they consider the bad risk because there is a concentration of hazards; one bad accident there will just about ruin that premium setup for the year, which may be very small. On the other hand, good management may overcome this objection, but there is the element of uncertainty there. I notice Mr. Hilliard's premiums are considerably different from the ones that Mr. Graves mentioned, and I judge the operttons arc different in size, enough differ ent at any rate to tend to prove our point, that the smaller operations, the ones con centrated in one location, may be run with a very substantial saving of premiums, if well managed. As far as our company is concerned, we try to place a pretty strict yard-stick on ourselves. We feel it is a matter which can and should be measured on the basis of your ability to control accidents. Our savings in percentages do not amount to those that Mr. Graves gave us, but over all our self-insurance in our plants saves approxi mately 35 per cent of the premiums set up. 526 Nineteenth Annual Safety Congress One question: you showed an amount of compensation paid; do you include re serves for payments to be made in future on those same cases ? Mb. Graves: No, that is what we have paid up to now. P. Yottek (General Cruslicd Stone Co.) : Pardon me, they do represent an estimate of what is to be paid. Mr. Graves: It is d&3 per cent saving; it is natural ours would be a little more than yours as it is more recently started; we had so much greater opportunity to accomplish results Ilian you would have now, or than wc will have in the future. Chairman WorThen: Has there been any accident since you have been carrying the catastrophe insurance ? Have you had an accident that required the insurance company to come in? Mb. Graves: No, we have not. It is reaching up to the $10,000, but not over It. Mb. Yeixano ; I think it would be interesting to know how much we pay In New York State for a death. There are three states in this country which carry their own risk, Pennsylvania, Maryland and New York. In Maryland the maximum com pensation is $18 a week, with a three day waiting period, and a maximum payment of $6,500. Pennsylvania has a seven day waiting period, $15 weekly maximum, with a maximum total of $6,500. New York has a seven day waiting period, a weekly maximum of $25, the widow is paid compensation as long as she lives unless she rc-marries; I understand it is possible in case of a single death that It may cost the employer a hundred thousand dollars. It has been known to cost as high as $80,000. Children under twenty-one are paid 10 per cent- each, dial is each child, until twentyone. Mr. Graves: So that for a young married man, with children, the risk is enormous. Cuairma.y Wortuen : I would like to lake this opportunity to thank you all for making these sessions enjoyable and to thank the speakers who lave talked to us this afternoon. Mr. Graves : 1 am going to ask the Qtairman's permission to introduce a motion, expressing to Mr. 'W'orthcn our appreciation of Ills work during the past year; not only that, but the willingness he has sliown to sacrifice his time during the coming year. M .r Colville: I might add that 1 believe Mr. Worthen's one year in office has given him an opportunity to sort of "cash In" next year on the efforts he has put in tills year. I know accomplishments don't always show up at the time the effort ts being put in. I, as well as the other members of the Committee, feel gratified that he is to he in office again this coming year. I put this in the form of a motion, that tlie dunks of the Quarry Section be ex tended to Mr, Wortltcn, and our best wishes for the coming year. (The motion was seconded and carried unanimously.) Chairman Worthen: I.appreciate this expression very much. I would like to have the new secretary, also the secretary of the National Association, just rise, not to make any remarks but just to let yon see him Mr. Ahcam 1 V. P. Oh earn (Secy. National Sand and Gravel Association) : The only remark . I would (ike to make is that I did not feel particularly well qualified for this arduous task, since my predecessor in office has such unusual qualifications. I will try to do my best, and I am sure Mr. Worthcn will be a great help to me. ADJOURNMENT * NINETEENTH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Cement and Quarry Sections Joint Sessions Wednesday Luncheon Session October 1, 1930 EDWARD H. PARRY, Chairman Glens Falla Portland Cement Company, Glens Falls, N. Y. The joint meeting of the Cement and Quarry Section of the Nineteenth Annual Safety Congress was called to order by Edward H. Parry, Glens Falls Portland Cement Company, Glens Falls, N. Y., General Chairman of the Cement Section. Chairman Parry: We are going to dispense with all formality and call on our old friend, Lieut. Co). Henry A. Reninger. Address By LT. COL HENRY A. RKNINGKR Past President, National Safety Council, Special Representative, Lehigh Port land Cement Company, Allentown, Pa. I will give you a short history of the work the Portland Cement Association has been doing in accident prevention work. The National Safety Council came into being at a time when our good friend Lou Palmer waj secretary of the Iron and Steel Electrical Engineer*. Their first meet ing, wluch we now designate as the first Congress of the National Safety Council, was held ib Detroit in 1912. At that same time, I believe, Mr. John Lober, presi dent of our Association, known then as the American Portland Cement Manufact urers, and of the Lehigh Valley, had been having a great many fatal accidents, as m every other cement plant. With the passing of compensation laws, some of which were passed in 1912, he was foresighted enough to see that something had to be done io our own industry to prevent these serious accidents. He appointed a committee, now known as your Committee of Accident Prevention and Insurance, to try and do something along accident prevention .lines. That com mittee was wise enough to go to an organization then in existence, known as the Independence Inspection Bureau for help. He asked them to come to the aid of the cement manufacturers, make a careful and thorough inspection of cement properties throughout the country, and evolve safety rules. Tliose rules were issued in pamph let form; and in reading them over last week, I found that while we have improved in some ways, fundamentally wc are following along the lines laid out by Foster, Medina, and other engineers in those old days. 527 528 Nineteenth Annual Safety Congress We began keeping accident records in 1913. Since tint time statistics in the cement industry are perhaps the most complete of any industry in the United States. We all realize the way we were operating cement plants in those early days. No thought whatever was given to saiety. Our hardest problem, 1 believe, was to edu cate our executives. Today I believe that every one of you men--If you were asked the question, "Does your president or does your general manager believe in safety?"-- could honestly answer that question affirmatively. If they did not believe in it, I doubt if you would be here today. Our first meeting of the Canent Section was held in Philadelphia, in 1915, at the Fourth Annual Safety Congress. Mr. Robert Sinclair, chairman of the Committee of Accident Prevention and Insurance, presided. Mr. Medina, Mr. Robert Brenton Mil) (our first secretary), Mr. Young, then chief engineer of the Alpha, Mr. A. G. Croll, general superintendent of the Atlas, and myself, were the speakers at that Congress. Those of you who saw the presentation of the Joseph A- Holmes Award, by Mr. Scott Turner of the Bureau of Mines, to Mr. Young of the Lehigh Portland Cement Company, heard Mr. Turner make the statement that the cement industry was far ahead of other industries in tliis country lit accident prevention work. That state ment was made again yesterday, and it has been made a half dozen times at this Congress. We are virtually as old as the National Safety Council. We have reached the point of being recognized as the outstanding industry in safety work. The thought that I want to emphasize here is that you men must return to your own organizations and carry on this work. After years of great effort we have reached this point in the cement industry, and we cannot afford to let op one minute in oar work. If anything, we must keep in closer touch with the work mod keep those accident records down. It is very easy for them to jump up. I think every one of you men will agree that the safety programs you arc carrying on in your plants is the finest thing that ever happened. If your executives are familiar with the results of your work, they cannot help but feel that they cannot afford to let up on their safety efforts now. Safety has meant good housekeeping and efficiency. That is what we need just now. Depression is here, business it slow. For the past two or three days you have heard pessimistic remarks made by some of our men who, I believe, do know the general situation. I hope we have now readied the road running through the valley, and that by Spring we can start going up the other side. I do not believe that any of us can afford to curtail the work that we are doing in safety, because, to my mind, it is one of the most important things that are have, not only in our own industry but in every other industry. It makes me fad very luppy, when I have an opportunity (as I do once in a while) to talk to organizations outside the cement groups, and also to one's friends and the wives and mothers of employees, to tell them that their husbands or sons are far safer working in a cement plant, with dynamite and pulverized coal, than they are walking down Mam Street of any town, or even io their own homes. It is true. Last year twenty-seven plants in our industry operated without a lost-time accident, and I don't believe we can lake twenty-seven homes of ajiy twenty-seven employees that you pick out and find (hat in those homes there has not been some accident causing lost time. So I think all of us can feci very happy and proud of the work that we have done, that we and our fellowmen can walk around our plants and do our daily fobs with a more secure feeling than when we are walking the public highways. Don't let up, fellows, in your work. The greatest advertisement that the cement industry has today is the record they have been making in safety. The Portland Cement Association and the individual companies have received more real advertising, and there has- been more really good feeling established throughout this country for the cement industry, through this accident prevention work, than through any other activity that we are carrying on Iday. I hope that those of you who are members Cement and Quarry Joint Sessions 529 of the cement association will continue to realize that the small amount of money bring expended by you for safety work brings greater returns than any other money being spent by the association. I say that because I heard big executives, in big steel companies, make statements, and the executive of one of the largest soft coal companies in the country just made that same statement to me the day before yesterday. He said that if the soft coal industry had been wise enough to spend probably two or three times the amount of money that, the cement industry hat spent, they perhaps would be In far better shape than they are today. Don't be selfish in safety. You men are perhaps the only ones in your com munities interested in safety. Take the subject of safety up with your superintendents of schools. If your schools do not hare safety in their regular curricula, see that it is pot in. What we need more than anything else today is the education of the children in this country. Those children who are being taught safety in the public schools today are coming into our organizations when they leave school with a mind that unconsciously has absorbed safety. It is going to be an easy matter then for a cement company or a steel company to hand the new worker a book of rules: also it will be much easier for those youngsters to read those rules, study them and carry them out. There won't be opposition to those rules. You and I remember opposi tion from older men in our organization. But if education in safety is started in the schools it is going to mean that accidents in this country will be cut down very materially, in those communities where the education is given. Carry that message back to your superintendent of schools. If he wants any in formation, It Is only necessary to drop a line to toe National Safety Council in Chi cago. They will gladly send all the information necessary to the superintendent of schools for his program. Give us your help. You are the men to take the message back to your school superintendent. If we can do anything to help you, the National Safety Council will he glad to do it. But we do want safety taught in every school in and around every cement plant in this country. We cannot be selfish. Now that we have achieved a record, we must spread safety. Accidents are costly, whether they happen in and around a plant, or on a highway, or m i community. Give us your help I ADJOURNMENT 530 Nineteenth Annual Safety Congress Wednesday Afternoon Session October 1, 1930 EDWARD H. PARRY, Chairman Glens Falls Portland Cement Company, Glens Falls, N. Y. The second joint session of the Cement and Quarry Sections convened with Chair* man Edward H. Parry, of the Cement Section, presiding. Chairman Paksy: There are two items of unfinished business before us. Those of you who were at yesterday afternoon's session recall a motion empowering the chairman to appoint a committee of three, to call upon the Bureau of Mines, with the idea of seeing whether an appropriate trophy could be provided for the three quarries about to complete five consecutive years without a lost time accident. That morion was made, seconded and carried, and so I appoint these three men to act on that Committee: Mr. Fred Hunt, Mr. W. H. White, Jr., and Mr. Frank Sass. I believe that the work of that committee can be done here in Pittsburgh, inasmuch as Mr. Scott Turner, the head of the Bureau of Mines, and Mr. Dan Harrington, ihrir chief engmeer, arc both here. This afternoon we have the privilege of hearing a man who lias been terribly In jured in an industrial accident. Without further formality, 1 introduce Mr. Walter A. Darling, of Cincinnati. The Cost of An Accident By WALTER A. DARLING Chtffamti, Ohio 1 fed lliat I know something about the cost of an accident from the victim's standpoint. I don't know bow much I know about it from the executive standpoint. But in the put two years I have talked to nearly a half million workmen over the United States and Canada, and In that time I have edme into contact with a great many of the leaders, a great many of the executives in industry, and I have made a few observations. When the question of costs as related to accidents is the subject for consideration, there looms in the mind of every person a great variety of Ideas. It is quite natural that tliese ideas should invariably resolve themselves to money or its equivalent, ns money is the accepted standard of cost accounting. And so firmly is the money cost established as a standard that it appears to be the only item of interest growing out o( an accident. To the foreman an accident means a break in the well-oiled, smooth-functioning department. He realizes that interrupted production is costly to his organization ns well as (lie cost of compensation and medical attention to his injured workman, and he feels he is responsible for an expenditure that is not profitable to his com pany. His entire thoughts have, therefore, been in terms of money. The superintendent sees this department as a broken cog that may cause delay throughout a great portion of the general industrial process. He realizes that delayed production means less production, with the overhead remaining at the original figure. His thoughts, too, are in terms of dollars. The safety department sees its frequency and severity records mounting, and realizes that maintaining this department cannot be profitable unless satisfactory results are obtained. This department often includes employment, and they know that replacing the Cement and Quarry Joint Sessions 531 accident victim is an item of expense under the heading of labor turnover. Again the cost resolves itself into dollars. The insurance company tiiat sees a claim that may include hospital calls, medical attention, comoensation for the injured employee and continued recurrence of acci- dents, classify th manufacturer as a poor risk, thereby making higher rates justifi able and necesv-.y. The vice-president and general manager, or the chief executive, has a complete picture of higher insurance costs, higher overhead and manufacturing costs, and higher sates costs, all of which present a problem demanding serious attention. He, too, is thinking In terms of dollars. State departments may even participate in the cost of an accident where rehabilita tion work is necessary or possible. And here the cost involves the expenditure of pohlic funds. When the statistician has compiled his report for a twelve month period over the entire country, his costs are alarming, and we cannot help wondering what could be with this money if spent on the building of public schools, highways, or other beneficial public measures. It is well for all of the aforementioned to carefully consider the enormity of this problem, for it is. indeed a problem demanding serious attention. And, vvswiqg it in such a general way, we cannot help but recognize its importance. But while its importance will serve to stimulate each and every one to greater effort, may I be permitted to remind you that none of the foregoing problem or its conclusions may be used as a weapon to combat itself? Nowhere in this entire monetary ques tion is there offered a solution that can remedy the cost. Let us scrutinize this cost a Gale dascr and see if there Is not something that will help and do some good. I tfcadk we will find that it is accident prevention--good safety work. Now, safety m industry, like the morale of an army, does not bubble up from the ranks to inspire ri itdoBxe its recognized leaders. Unity, harmony, confidence and cooperation anr eM the children of good parents. Workmen of today realize that It Is the owners awd dbactor* of Industry that control general working conditions. They appreciate tW fact that the management must decide where the quarry Is to be optned, and wfem she plant is to be built, and that the machinery be of modem, approved type; and Ant the management must see to It that the equipment Is so placed that there Is ample meriting room, good light, ventilation, and sanitation. WWn this part of the safety program has been carried out, as far as may be found p**i*> then the destiny or salvation of your problem in economics lies in the 1lands oi danse who never recognized the relationship between' accident or injury and money. Your problem may be monetary, but your salvation is in the education of your workers. Go to them, and educate them. And when you have their interest and hw So safety as a humanitarian measure; then--and then only--will you find aw answer for your problem in economics. ___ By the education of workmen it is possible to show them that their personal safety is par amount. This done, the result you so desire, the reduction of costs, will be and incidental to the educational plan. Now, I --M that it is well to get the interest of your employee in safety from a Imniiniliiiiii standpoint. As I see it, safety embraces two equally important factors --the and the humanitarian. And no matter to which w direct our atten tion. bosh must profit equally. Since the humanitarian tide -of safety is the side that to the men in the shop, to me it is the side that offers the least resistance and gives the best results. As I arid a while ago, in the past two years I hare been called into industrial pi-wT aO over the country, to give my views on safety, to talk to men in industry, those who are in a position to be hurt, or potential hazards. The talk that I find is the mat satisfactory, that gets the best results, tiiat establishes a relationship 532 Nineteenth Annual Safety Congress and understanding between the employee and employer, is a talk that is purely humanitarian. I am going to give it to you. 1 want you to put yourself in the position of the men in the shop, the men in the plant, the men in the quarry, where there are hazards, and see whether or not you feel a new interest in safety. It has never been the practice in industry to talk costs to workers, bat I believe it is the right thing to do. 1 don't mean to take the books, and say that socfa-and-such an accident cost so much, and the insurance of the plant cost so mad), and so on and so forth. But there is a way of making a comparison of costs that illustrates that the entire cost Is not borne by the Industry. That is what I try to do. Now, quoting from a plant talk: remember, you are a group of workers in your own milt. I talk a little tat about safety, its history, its progress, and then this cost proposition. . . . The Personal Story of a Workman It has not been so many years agt^ men, since safety was just a vague, scattered idea, and little attention was given to general safety work. There were a great many accidents then, considering that most thing* were done in a rather slow manner. War needs and the increasing requirements of the people speeded up everything, including the accident rate. It grew by leaps and bounds, and in fact, alt out of proportion. There were, however, a few pioneers who had foreseen this condition--cement mills, steel mills and railroads. And I bdievc that the old slop-look-and-Iisten sign, that lias since been replaced by the more modem light and bell, was one of the first notable and extensive measures for caution. There are, however, in every community and in every plant, a few who still think that safety is "the bunk." They look with what might be called contempt or pity on meo doing safety work, oo safety engineers and factory committees. I want to say to the man who feels dais way about it that he is so far behind the times that he is a dead number, Industrially at least, and it is high time that he awaked to the realization that these men are not trying to make unpleasant conditions, but are protecting life and Umb. * We have a few who are egotistical enough to think that they can beat the hazards. Men, you cannot do It It does not matter how fast you arc, you cannot duck flying pieces of rock, premature explosions, slipping carloads, or whatever the hazard may be. You know what they are In your own plant better than I do, and can pick them out for yourselves. Now, I said I wanted to talk about cists. Whenever and wherever an accident occurs, almost Immediately and invariably a monetary equation presents itself and is given considerable attention by all tltose involved. If costs are to occupy such a place of prominence, why not consider all of the coats? For, I believe there are some in which you should os should not be interested. To the manufacturer, the- industrial accident means a high rate of insurance, it means the expenditure of large funds for accident prevention and safety equipment. It means a lot of industrial inconvenience, replacing and retraining valued men; it means added expense of maintaining industrial relations and first-aid departments, both of which are non-productive. That Is one cost. To the insurance companies it means more claims, more bookkeeping, more paper work, more mei. in die field, more money for hospital bills, medical attention and compensation for lime lost. That is a second cost. To the victim it means injury, pain, suffering, and the worry of being incapacitated or handicapped, not only in a physical way but as to continued support of the family. f have never seen a dollar, spent as the result of an accident, where everyooe con- Cement and Quarry Joint Sessions 533 oeroed would not have been better off were it not necessary to spend that dollar. To me a compensated claim is an apology. That is the best 1 can call it. Now, as I said, alt of these arc big, serious items. But to tne they represent only a minor part of what I call the real cost of an accident, the one to be considered. I want to tell you a little bit about my own experience, and I think it will give you a new version of what we might call a most important cost. My mother and father. Like most parents, spent a lot of time and money raising me, and I guess I gave them as much trouble as most boys do, especially an only child. I was not an angel, by any means. Before the war, I was at an age where I was of little or no help to my parents. Whfle in the service I could not help. But after tbe war, I settled down to the business of getting somewhere in the world' and began to woric and save, and in a measure to repay tliern for all the time and care that they hail so unselfishly given to me. In the next few years I managed to save enough to pay off a small mortgage on the old home. That, of course, lifted a load from tbe minds and shoulders of my parents. I continued to work and save, and for the first time in their lives, it looked like they might rest a bit and let me take over the burden they had carried for so many years. As I advanced, prospered, the load became lighter. I became engaged. Then, just as the outlook for both my family and myself was bigger and brighter than it had ever been before, the unexpected happened. I had a serious accident In an explosion I was struck across the face with a piece of steel and the damage was great and far-reaching--more tluu I realized at the time. I was taken to a hospital, a torn and bleeding mass, living, still a pitiful piece of humanity. Much of my face was caved in and terribly lacerated. As I lay on that hospital receiving room table, I began to wonder just how much would be left to represent the life work of my parents. Well, there were X-rays, there were ice packs, and in five days I was in condition to operate, and in the meantime my family had been notified. My father came to my bedside, and to this day I am thankful that the bandages hid the extent of my injury. He could not see the terrible condition of my face and eye*. But as I bdd his hands I felt tear-drops on mine, and I want to say to you that when a big, strong man of sixty, that hasbeen through the min, like my father and your father and lots of you--when he sheds tears, there is usually a mighty good reason. Right then and there I deckled that, were it ever in my power, 1 would make every effort to prevent heartaches such as these from occurring to the loved ones of others. I knew my father would leave that hospital a broken man. and I knew what it when he would have to go home, and try to explain and comfort my mother. It was seven weeks and three days before I left the hospital and made the trip from Cleveland to my home In Cincinnati. Arriving there, I was placed in a private hospital and under the care of a specialist. There was still a lot to be done--plastic work, parts of my face had to be rebuilt. I have a pieceof my shin-bone over my left eye, where h was caved in. I have a piece of one ribin die bridge of my nose. Pieces of skin were taken from the backs of my ears and grafted into the eyelids. And there was still a little hope of saving the partial sight of one eye. To accomplish all this a series of operations were started, seven in all, lasting almost three years. And each tunc that 1 came out of that hospital I had to be treated at home. That was my mother's work, and not a easy job. for a mother, I will assure you. Those eyes had to be bathed, fresh bandages applied, drops administered; and I feel safe in saying it was only my needs and the hope of my seeing again that carried my mother so bravely. After that seventh operation was over and it was decided that nothing more could be done, and I would never see again, my mother relaxed from that strain that bad carried her, collapsed and within a few weeks died. As I stood at her grave I again said that I would do my best to save some other man's mother from what mine had gone through. And it was only fourteen months later that I laid that broken man, my father, to rest betide my mother. For the 534 Nineteenth Annual Safety Congress ihird time I renewed my vows to do my part tu kill conditions such as these, resulting fiocn preventable accidents. It was hard, men, to get over the terrible ending tliat had come to the lives of those two, after all their work and sacrifice for me, when it all might have been prevented'by a little timely safety work. Now, understand me, I am not telling you these things to enlist yuur sympathy. 1 don't want that. I don't need it. There is not a bit of doubt in my mind that any one of you here this afternoon could not or would not go through with all that I have, and bear it equally as well. Certainly you could. Why not? But that is not the point. For the victim it is not so bad. A physician can. with a few drops of cocaine, stop your pain or at least relieve It. But remember, fellows, that be or no one else can administer an anesthetic to the hearts and feelings of those who do the actual suffering, your own loved ones who pay a price that can never be reckoned in dollars and cents. And so, I say lo you, when you leave this or any safety meeting, forget what it costs industry. They are able to pay. They are glad to pay. Forget what it costs the Insurance companies. It is their business to pay and they- expect to. Forget the injury. Forget the pain and so on. But keep clear in your mind that largest cost that you and yours will have to pay. Now folks, that is just a little bit of my own story. 1 have tried to make it short. There are a thousand heartaches in there I could tell you about. But what is the use? There is not any of it that is a pleasure to recall. There is a lot of it I would like to forget. But if, coming up here today and telling you, I can help to save your eyes for your mothers and fathers, your hands and feet for your loved ones, your lives for your wives and children, then I will be compensated. lhe whole thing amounts to just this: I am rot any different from you or any workman. What has happened to me can liappen to anyone. From the time we leave our cradle to the time we go to our grave, none of us is exempt from accident. We should remember that we may be injured, and our injuries may be deep and very apparent, very painful. But there will probably be four or five more whose injuries will be deeper and more lasting than ours. I want to sum up this talk by just asking you one question. How soon axe you, by carelessness, going to let my story become your story ? The best I can do is to warn you, show you what it means. Taking care of you is out of my hands. That is up to each and every one of you as individuals. I hope you do it well. Now men, I don't know what you think of this talk. 1 don't know whether I have made an impression on you or not But that story is what convinces me that the humanitarian side of safety is the answer for the problem in economics. CnAiRMAN Patty: 1 think no comment i$ necessary on Mr. Darling's speech. I simply ask that everybody stand and give him a rising vote of thanks for this message. (A rising vole of thanks was extended Mr. Darling.) :Chairman Parry It lias been my pleasure to take the meeting up to this point and from this point on I am going to turn it over to Mr. Worthen, chairman of the Quarry Section. Mr. Worthpn. (Mr. A. L. Worthen, General Chairman of tle Quarry Section, took the Chair.) :Chairman Worths* In linking around the room, I am forced to say that doubtless the Quarry Section are guests of the Cement Section. Those of us who have followed the progress of the Cement Industry in accident prevention cannot help being envious of the record which you have made. Nevertheless, the quarry industry is making rapid strides in accident prevention work. We appreciate the Importance of such things as the cost of an accident, although I don't think I ever heard it so dramatically portrayed as Mr. Darling has dooe. Wc have reached the level now where we are considering the study of psychiatry in relation to accident prevention. Dr. H. S. Hulbert, who will be our next speaker, Cement and Quarry Joint Sessions 535 has been identified with the Uuivcrsities of Michigan and Illinois, in the departments of psychiatry and neurology. 1 will ask Dr. Hulbert to talk to you now. Aids in Handling Oneself and Others, Especially in Relation to Accident Prevention and Safety By HAROLD S. HULBERT, M. D., F. A. C. P. Chicago, Illinois Accidents are of human origin, therefore of mental origin. A man whose mind is oq his work is not a causative factor of accidents, provided, of course, the man has previously demonstrated his fitness and bis capability in judgment and in agility in the particular job or role in which he is engaged. A man whose mind is on his own personal problems or interests can not pay adequate attention to the work at band, and is therefore a causative agent of accidents. The mental causes of acci dents are thoughtlessness and carelessness in workmen with normal minds, rather than mental diseases or lack of intelligence. Distraction of attention permits haxy thinking about the work and indifference to its risks: in other words, accidents result from mental detours. Safety thinking is thinking about the work being done, not thinking of safety. Psychiatry is the science of treating minds which have failed to function norm ally. In order to understand those afflicted, we psychiatrists were lead to work out an understanding of all human mental reaction types, sane nr insane, successful or unsuccessful. One lesson wc have learned is that the emotional life of an individual is of vastly more importance than the intellectual (or ideational) part of bis mental life. Emotions tend to direct attention: a man while emotional about himself can not keep his attention directed towird his work. Psychiatry also has its limitations, and when we can not cure certain types of cases we can only recommend that cases of each type be collected and segregated. There is no place in competitive American industry for the insane, the feebleminded, the epileptic, the constitutionally frail or inferiors or the sick (artcriosclerotics, paralytics, senffes, or cases of arterio-sclerosis, cases of Brights' disease, anemia tuberculosis, cancer, skull fracture or brain concussion). These persons, industrially unfit, caw be easily identified by. general observation and certain simple tests, and they had best be pensioned off or worked in groups segregated with others like themselves. The normal man is comfortable in mind and In body, at ease with him self, adjusted to his work and his environment and to his home life, and has a work record showing longer, and longer periods of employment of better and better kind of. employment (for a good work record shows he Is neither sick, perplexed nor fatigued and also shows .he is not misplaced,. Inadequate nor discontented). The normal man has better self-mental-discipline of the same mental tendencies as the man who is a failure, whether he learned this discipline wittingly or unwittingly Tt is of some of these things of which I want to speak today. Classification First, to anticipate the most frequent question asked on this subject, may t not say that there is no successful or scientific system yet evolved to place men or esti mate an individual's character or characteristics. Of the various tests, I think the best is the personal interview between the employment or personnel officer and the applicant, and later an interview between the manager and the man he consider? promoting to foreman. The next best teat Is a probationary period such as has been found so successful in better organised groups, such as Annapolis. West Point nurses' training schools, and police departments. To date and probably thereafter, 536 Nineteenth Annual Safety Congress zowtnoa raise and experience are better than theoretical tests 'whose usefulness has been only partially proved by enthusiasts. The inequalities of human nature can be graphed in what is known as the human graph. This applies equally to all humans, regardless of the standard by which they are measured, be it height, age, wealth or poverty, promptness or tardiness, success or failure- Three per cent will be practically parallel to the base line, 12 per cent slightly rising, 15 per cent sharply risiog, 40 per cent top plateau, which may be somewhat domed, IS per cent sharply falling, 12 per cent gradually falling, and 3 per cent practically parallel with the lutse line. The middle 70 per cent, consisting of the sharply rising 15 per cent, the plateau of 40 per cent, ami the sharply falling 15 per cent, are what we c&fl normal. Ob servation of a man over a reasonable period of time will enable you to place him pretty well in this graph. Day Dreaming This type otf thinking is known by various names: phantasy with a ph, revery, day dreaming, or more properly wistful thinking or wishful thinking. It has been estimated that 11/12 of the thought-processes of the average person, excluding the old. are of this character. These thoughts may be momentarily short or they may be minutes long. They are usually vague, pleasing', and highly emotional They are usually ambitious nl are often mreUlrtu for the foundations of plans. They are regarded' as harmless and die cheapest of indoor sports. But we psychiatrists now know these phxn- tasies are extremely had for the individual in that they rob hist, of his initiative to make sound plans and the mental energy to carry out his plans. These wistful thoughts leave die individual apathetic and rob him of hit interest in his work. If indulged m extravagantly, they lead to dementia praecox. As ordinarily indulged in. they lead to indifference, and carelessness ia the daily work. This may be illustrated by a dull punch-press operator to whom Dr. Plant once remarked. "Why,^ you have ten fingers and you have been on a punch press six months r To this she replied. "It's only them what thinks that loses their fingers.** The operator was right, ooly she did not realize that abe meant the phantasy type of thinking. These phantasies can be identified and handled as follows; a phantasy usually be gins with one of three phrases, "I wish," "When," or "If* Whenever a phantasy enters the mind of an individual, he should do one of two things: he should either do something motor about it now, that Is, use his hands to change the phantasy into a somewhat '`.arted or completed plan, or be should dismiss the thought from his mind and preserve his mental integrity and his interest in ordinary affaire. There Is a second form o phantasy which has most of the characteristics of the previous type, except that die mood Is a depressed or anxious one and that the time is the present or the immediate future. This is called worry. The mind is filled with highly emotional thoughts, die ideas of which arc incompatible with eadi other. The advice is the same: do 'something about it The worker whose mind turns to worried thoughts about his wife in the hospital and the ability of his daughter to get her own breakfast, should be permitted to phone his home before school hours and to call the hospital several times during the day, otherwise his abstraction will take his mind from his work and lead to carelessness. Persons who worry are those who formerly indulged in anticipatory reveries to a great extent Usually they are not in the best of health and are not living norm ally. Nowadays, some of die most common causes of worry are birth control or indulging in sex starvation or sex experimentation. The thfrd form of phantasy is the retrospective reverie. It begins with, "Oh! If the past had only been different!" This leadj to an incurable paranoid insanity. Cement and Quarry Joint Sessions 537 when such thoughts enter the mind nothing motor can be done to alter the past. It is imperative that such thoughts be dismissed from the mind. People need instruction in rational forgiveiuiness and also in rational self-forgrvefulness, the peril of which is indulgence. The open, frank, noo-seelusive, but reactive type of individual is the wholesome one. Ambitions should be limited to what is practical in attainment. A man should be encouraged to prepare himself for the next higher job above him. The advice, "Hitch your wagon to a star," or "Be ye therefore perfect," is so impractical that it is hurtful to personality. Ambitions which are more generalized should displace them, for example, "Be faithful and planful," or "Never get tired of doing your best". Anger The moat common form of anger is from the thwarting of some impulse. The primitive form of this kind of anger is personalized. The person thwarted wants to destroy whoever pat the obstacle in his path. Primitive anger shows itself best in a quick resentment, and at hs worst in thoughts of revenge. The civilized form of anger is depersonalized anger; that is, a strong determination to overcome ob stacles. There is a most pernicious form of anger which should be avoided, and that is self-anger, or self-reproach, because it is inevitably baffled anger. Anger without an outlet is sickening; it is harmful to physical and mental health and to one's work. Conflict is normal in healthy males, bat contemplations on conflict lead to abnor mality. Socialized conflicts, within rules, such as quoits, baseball, or even pinochle, are vastly better than angry bcoodiogs. The angry workman, emotionally interested outside of his work, is little interested in his handiwork, and is an easy prey to ahsentmindedness. The determined man while at work substitutes his work for his problem, is energetic and helpful, and is not apt to cause accidents which would re flect on him The reaction of exasperation is often a cause of accidents. A man will tug at a piece of machinery to get it in place, using what he believes to be the right amount of strength. Then, being exasperated, he may yank it or hammer h ruthlessly and cause something to break or slip and thus precipitate an accident. Men should be taught that it is results, not efforts, that count, and that the group cannot proceed until each man's work is well done. A persistently impetuous man cannot be deliberate or discipline .himself, and the company will do well to let him go. The impetuous man makes mistakes not from fascination, but because of alcoholic inheritance or because he is hungry for some thing. Impetuous men are unreliable workers. They tre almost as unreliable as stammerers, who have psychic ataxip as well as jerkiness in speech. There is anotSer form of anger which is an increase of irritability without any apparent increase of provocation. When a man is more irritable than usual for a day or so, it is safe to assume that he is in pain. The pam is more often physical than, mental It may be a symptom of some developing disease, a dental cavity, or eye strain. A man may be ill at ease because his wife Is pregnant. In any case, a temporary increase of irritability is sufficient cause for a supervisor to send the man to the company doctor. Criticism It is important in the training and handling of men, and equally important at home m the training of children, to differentiate between an offense and an offender. One may disapprove or hate a characteristic in a person, but one should not there fore hate the individual. Never totally criticize a person. Never let your foreman say, "Oscar, you damn big Swede, why in hell did you do that?" Yon should train your foreman to say, 538 Nineteenth Annual Safety Congress "Why, Oscar, I am surprised that any man who is always here on time and never seen drank oa a Monday morning would make a mistake like that What the hell?" If the foreman liaodtcs him in die first way, totally criticizing him, the man will develop a grudge against the work, against the company and against himself. He will brood over his wrongs with the constant tendency to be abstracted and in peril of causing an accident. If the foreman handles him with the better technique, the man will tell his wife that the company has noticed that he is never drank and that he is always on time, but will not mention the mistake. He will be more alert at work to avoid mistakes and deserve favorable comment. The ratio of two slaps on the back to one kick in the pants is a good one. A workman should not be criticized to his equals lest the speaker be quoted and his criticism reach the workers in garbled form. It is permissible to criticize the worker to his face, and of course, to report on him to his superiors. Even in such cases, however, the offense should be distinguished from the offender, and his good characteristics as well as his faults reported. The word "shame" should never be applied for a physical condition to any per son, especially to a child or young workman. To tell a workman that he should be ashamed of himself because he did not wash his hands before eating in the lunch room of a lead factory tends to make him slovenly and hurts his self-respect. Forgivefulneas When a man has been fired, docked, laid off, criticized or otherwise punished, he should be given a receipt in full and placed in good standing when he is forgiven and returned to work. His next effort must be made a successful one, and it is the duty of the foreman and those of still higher rank to assist him and to arrange that (lie return to full duty is accompanied with approval and is successfully fulfilled. The same is true with men who have been laid off because of injury. These then have suffered more or less shock, hence when they first return to light duty and when they are returned later to full duty, the authorities must see to it that the duty is successfully performed and that the man Is told that they approve of his efforts and successes. Happiness Happiness may be regarded as the opposite of anger. Happiness is the emotional state which accompanies the carrying out of ideas and plans if these plans were, in part at least, of the individual's own making, whereas anger Is the emotional state which results when the carrying out of one's plans is baffled. Practically every sentence in this article is based on the tragic life history of one or many individuals. It was my doty during the war to become acquainted with the hospital care of sick and wounded British soldiers. These men were called "Blue Boys" because the hospital uniform was entirely blue. At the hospital where these experiments were made, the Blue Boys had been thoroughly institutionalized by being there many months. They had been thoroughly studied and records had been kept of their re* actions. One incident will show the effect of happiness on physical effort A certain group was assigned to certain medical officers. One doctor was on the first floor and another on the second floor. All day long this group of soldiers sat in the office downstairs and at intervals one would come to the doctor's desk to have hit pulse and blood pressure recorded. He would then walk up the long flight of stairs for a similar test These soldiers would repeat the test at-half-hour intervals during the day, day after day and week after week. One Saturday morning a sergeant-major came into the room where the soldiers were waiting and read a list of names. Those whose names bad been read would Cement and Quarry Joint Sessions 539 not be permitted to have "shore leave" or leave to go down town for Saturday after noon or evening. It was observed that the next time these disappointed soldiers walked upstairs their blood pressure was lower and their pulse rate was higher. The about two hours later the sergeant-major came into the room and announced some mistakes on his list, that it was Smyth, not Smith, and Robertson instead of Robinson who had been denied leave. On the next test the men who had regained their happiness were able to walk upstairs with as little effort, as shown by the blood pressure and pulse data, as tiiey had on previous days. This demonstrates again the fact that avoidance of unhappiness lessens fatigue hence lessens the ride of causing an accident. Fear The use of fear as a whip to keep men in line and to do their work well lest they be laid off or bawled out must be used in very great moderation. Fear is a poor whip. To be sure, there are many men of low intelligence who may react well to fear, but in men of average or high intelligence fear is distracting to attention. Fear limits output. It produces an unwholesome state of physical health, and should therefore be saved for a few emergencies. A disagreeable foreman or sdvool teacher of whom all are in fear should be transplanted. , On the other hand, tenderness or solicitude should not be overdone. Workmen do not do well if they know they are pitied; they do even less well if they develop self-pity. Anxiety Anxiety in the mind with concomitant physical sense of tension is caused by in completeness, repression, or by self-conflict in the inner mental life. It shows itself in a depression of mood and also in doubts and indecisions. Persons in a state of anxiety need help. Problems which produce anxiety are usually those which ran be understood or Helped by physicians, social welfare workers, or priests. Anxiety, if intense or prolonged, may lead to hysteria or neurasthenia. Anxiety sometimes develops after an accident while the claim is still unsettled. Then if the claimant {3 allowed to "jew up" the claim agent \vl>en a settlement is arrived .at, there will not be the tendency to have a chronic neurosis, whereas if the claim agent "jews down" the claimant, a chronic neurosis may follow and the com pany loses the efficiency of a former good workman and the community loses a selfsupporting citizen.. The human mind craves certitude. Few of us can stand uncertainty. It will eitlier give mental anxiety or produce a conversion hysteria. Almost always tlw cases which develop conversion hysteria are persons who tamper with sex living. Per sons who are biologically wholesome are not predisposed to develop marked anxiety, but the anxiety can be about other things--finances, returning to work, and so on. I hold no brief for persons who indulge in misconduct, but I do think a man is not as bad off if be indulges in an evening of carousing as he is spending many hours brooding about, "I wonder what my wife is doing." or "I wonder if I can't get next to Joe's wife while I'm 00 my way home from work". A highly emotional life It more destructive than the misconduct itself. Fatigue There is an increase in accidents from mental fatigue or emotional fatigue from being overstimulated or over-hurried too long. A short campaign is better than a long one and is followed by less reaction and is permanently followed by a more enduring improvement. Many slogans lost their stimulating ability when they became eommonplace such as, "Watch your Step," or "Safety First". A slogan particularly 540 Nineteenth Annual Safety Congress appeals to the man or group or men who developed that slogan but to others its appeal rapidly fades. Fatigue leads to accidents. Fatigue is increased by unhappiness and decreased by happiness. Happiness also increases accuracy. That a kind word or properly spoken request increases the workman's accuracy was observed in elevator operators who stop their cars more accurately with the floor level when the passengers say 'four teen please," than when the floor number is given in an abrupt or muffled Cone. Men who are constantly unhappy should be placed at work where the accident risk is small or where accuracy it of minor importance. Monotony of work leads to indifference to the execution of that work. This flagging of interest causes wandering of attention or even drowsiness. Accidents axe prone to follow. What is here said, as is true elsewhere, is ss applicable to driving their Packards as it is to workmen in the quarry or shop or factory. Surprise Surprise is defined as an emotional state, that is, a state of excitement, not a state of thinking, or at least not a state of dear, orderly thinking. The surprise lasts until the individual arrives at a definite thought as to wbat should be done under the cir cumstances. Surprise leads to complications of accidents. The prevention of surprise is to permit and encourage men to be decisive and to acquaint the individuals who might be surprised with the probable complications of such types of accident. Rehearsals, such as life saving or training in resuscitation, are preventives of surprise. In any type of accident, experience in similar accidents lead to less surprise in case of recurrence because the experienced person is now endowed with ability to make decisions based on previous knowledge. Obedience vs. Discipline Obedience means the giving of rewards for unusually good conduct or dealing out punishment for misconduct. A firm will not prosper if the superintendent is per mitted to fire employees on the recommendation of the foreman, but must wait until the January meeting of the board of directors to promote a man for unusual ability. Rewards and punishment should be offered proportionately. Discipline, by definition, means the setting of an example or the following of an example which has been set. It does not mean punishment A disciple is a follower. In our every day life discipline is more effective than Instruction. The foreman who violates the "no smoking" rule cannot by punishment get his men to observe fire hazards. Morals A man can not defy the moral code of his group or sub-group, while stupefying his conscience with excuses which, are satisfactory to himself but which he knows would ^ not be satisfactory to oilier*, without showing a decline in personality and in useful ness. This deterioration of personality, from self-indulgence, is almost as severe as deterioration from drugs. Such employees should be once warned and tliai dismissed. Respect and Self-Respect Self-respect is based on two things of equal importance. The first is good or improving health, and the second is a consciousness of the individual's own liabilities and assets. A person who over-emphasize* his own 1Imitations has a so-called Infer iority complex and has crippled his occupational and domestic life, whereas a person who minimizes his limitations while he magnifies his abilities is proud, but ineffective .is a leader. Cement and Quarry Joint Sessions 541 The normal Individual is equally self-critical and self-approving, but he is careful never to confess to others his shortcomings nor to boast about his exceptional abilities. He takes himself for granted, concerns himself moderately with self-improvement, and is concerned mostly with his work. He {daces the emphasis on his production and minimizes the emphasis on Ms overhead or himself. When an individual Is tn good health or Improving health and has a proper balance in the two phases of self-regard, then automatically and inevitably he commands the respect of others without delib erately seeking it This probably is the most Important point in the development of personality and of usefulness in the world. A good way of establishing a man's self-respect and at the same time disciplining him is to ask him about himself. "How are you getting along?" "What progress arc yoo making?" `'What can we do to help you?" "What do you think of yourself as an employee for such and such a company ?" He will tell you. Then say, "Now describe yourself as the foreman sees you. Describe yourself as you think the doctor secs you," and make the man see himself from several points of view. He will take himself much more seriously after that and he will try to do those things which appeal to the superintendent, the company doctor, and the foreman. You haven't hurt his self regard. You have given him something to think about, and I think that is respect building. Effect on the Mind of Bodily Health A Nervous Breakdown There is a close but complex relation between a man's physical health and Ms intellectual capacity and emotional life. In men of 40 to 55 a lessening of mental vigor, imperceptible at first, is found in about 1/6 of all cases examined. It usually is due to heart or kidney (Brights') or blood vessel disease; these conditions are very easily disclosed by any physician by examination of the heart, blood pressure, blood and urine. Really, you men and other executives owe it to yourself and your families and your companies to have an annual physical examination, preferably dur ing the week of your birthday. You also owe the duty of sensible living. Drinking isn't safe, it is smart-aleck. Sweating ooce a week from hard work or hard exercise will add seven useful years of life to the average sedentary man. Nervous breakdowns, so called, occur when there is at the same time a great emo tional strain plus a state of poor health such a* acute tonsillitis or convalescence from influenza, but they do not occur in healthy persona from emotional stress or strain nor do they occur from poor health under ordinary stress. You can not anticipate when death or other family or even financial strain may come to you, therefore it is of vast importance for men like you to maintain your own health at a high level. See that you do It I Inferences Men can make or mar themselves largely by their mental habits. An inference is a conclusion based on slight data. Almost all persons regard themselves as smart enough to make inferences. Actually but few are able. The roost intelligent persons rarely make inferences but do engage themselves in getting more data, form a tenta tive opinion or judgment but are open-minded and welcome -still new data while they are reacting to their provisional judgment. Most mea infer unfavorably tn themselves and about others with the consequent paralysis or paresis of effort, or with diminishing friendship and diminishing approval for others. The bookkeeper receives a telephone call saying that the bos* wants to see him in the office at ten o'clock. He spends the intervening time inferring unfavor ably to himself about such trifles as "Did the boss see me at the White Sox ball park on the afternoon I stayed borne pleading sickness?"--"Did the boss know that I had joined the bookkeepers' racket?"--"Did the boss notice that I parked my car near 542 Nineteenth Annual Safety Congress a fire plug: in the yard?" et cetera, ad nauseum. He might know the boas would not have ent for him unless the boss wanted something. AH conversations begin with "I want" oo the part of the person inaugurating the conversation. The presumption is that the boss wanted the bookkeeper to help the boss do something the boas wanted. The bookkeeper should bare inferred that he might give the boss anything from his department that the boss wanted. He would be a better bookkeeper and would soon be promoted. When one infers favorably, one risks If per cent error only; if one infers unfavorably, one tends to create unfavor* able circumstances. Comparisons The habit of indulging in comparisons is very common and ts very dangerous. When an Individual compares himself with any other specific person or when an indi vidual is compared by an outsider to any specific persons, an unwholesome state of mind follows which shows itself in less accurate productive work. Persons, usually between the ages of 31 to 38, sometimes show an overdevelopment of this bad habit and we call them paranoid. Such employees are stormy petrels. They compare conditions here with conditions in Russia or in the good old days or under the former boss; they preach the philosophy that "we workers own our jobs.** They are too talkative and argumentative and should be discharged for they are as bad as a rotten apple in a barrel of good ones. Character Character is the sum of the decisions an individual has made during his lifetime. A person of strong character is a decisive person, A person of weak character is one who cannot make and adbere to his own decisions. Others make his decisions for him or he is vacillating in adhering to his own decisions. Usually a person of strong character is also of good moral character--for example* Roosevelt, Wilson, Gary. There are some exceptions, such as leaders in our politically protected crime gangs. These leaders are decisive men of strong character, but according to our code, they are not of good moral character. Character can be developed in a person just as deliberately as ability in music or boxing. Character should be developed In.the home while the individual is a child by intelli gent parents allowing the growing child to make his own decisions within the neces sary limitations of his own judgment. For example, a good mother will say to her little son. "Dear, do you want to wear your rubbers or your galoshes to school this morning?** She has decided that he should wear some form of foot protection, and where it makes no real difference to his health, she allows him to make derisions for himself. Good parents so train their children that at 18 the children can be weaned from supervision and guidance, and thereafter can decide for themselves and meet the ordinary problems of life. After 18 the parents should continue to offer their children such financial and domestic support as is necessary, and should be willing to Interfere without request or offer advice and make decisions when the child is in danger, or in vital matters, such as being vaccinated against typhoid before taking a loog automobile trip. Business character can be developed in young workmen. When a new employee comes to work at a factory or office, he should be allowed some latitude In deciding how he will fulfill his duties. A clever foreman will tell him that he can turn an object on the lathe either from left to right or from right to left. A clever head clerk will tell the new office boy that he has to deliver three envelopes to three places in whatever sequence he derides to follow. For when an individual feels that he may make some derisions about his work he has started to develop a business char acter. and other things being equal, he will be of relatively greater value to his com pany in future years. Cement and Quarry Joint Sessions 543 The strong character who has ability to make his own decisions must, of course, be differentiated from the opinionated person who complicates the lives of others by firmly expressing the first opinion that enters his mind without weighing the pros and of a situation. A man accustomed to making prompt decisions is more attentive. Is leu predisposed to cause accidents, U better equipped to deal with an accident which has been caused, and recovers more quickly from surprise after an accident. Normal physical health, pleasant Interest in his work, comfortable adaptation to his domestic and social life and to the changes in his environment, self respect, and the avoidance of such bad mental traits as mentioned above are important personal con tributions which any average men, who is intelligently handled by his superiors, may make towards accident prevention and safety. adjournment NINETEENTH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Refrigeration Section Officers 1930-31 General Chairman--Vincent Wakefield, City Icc Company of Kansas City, Kansas City, Mo. Vice-Chairman--Frank L. Duggan, Consolidated Ice Co., Pittsburgh, Pa. Vice-Chairman--W. M. O'Keefe, Cold Storage Division, American Warehousemen's Association, Chicago, 111. Secretary and News-Letter Editor--Edvard H. Fox, National Association of Prac tical Refrigerating Engineers, Chicago, III.' Chairman Poster and Slides Committee---George C. Baker, Consumers Company, Chicago, IU. Chairman Membership Committee--B. B. McCulloch, Bureau of Safety, Chicago, 111. Chairman Statistics Committee--Herman Hillexsach, American Ice Company, c/o Knickerbocker Ice Co., New York City. Chairman Engineering Committee--Emerson A. Brandt, Middle West Utilities Co., Chicago, III. Executive Committee--The Officers and Gardner Poole, General Seafood Corp., Boston, Mass. George A. Pardee, National Association Practical Refrigerating Engineers, Louisville, Ky. A. H. Baer, Frick Company, Waynesboro, Pa. Leslie C. Smith, National Association of Ice Industries,, Chicago, III. E. G. Hitt, Chicago, District Ice Association, Chicago, 111. Fred RasmusSen, International Association of Ice Cream Manufacturers. Har risburg, Pa. A. J. Authsnreith, Middle West Utilities Co., Chicago, 111. J. F. Nickerson, American Institute of Refrigeration, Chicago, 111. Retiring Officers General Chairman--Vincent Wakefield, City Ice Company of Kansas City, Kansas City, Mo. Vice-Chairman--Frank. L. Duggan, Consolidated Ice Co., Pitts burgh, Pa. Vice-Chairman--W. M. O'Keefe, Cold Storage Division, American Warehousemen's Association, Chicago, 111. Vice-Chairman--Fred Rasmussen, Inter national Association of Ice Cream Manufacturers, Harrisburg, Pa. Secretary and News-Letter Editor--Edw. H. Fox, National Association of Practical Refrigerating Engineers, Qiicago, III. Chairman Poster and Slides Committee--Georcb G Bajcer, Consumers Co., Chicago, 111. Chairmen Membership Committee--B. B. McCuliAch, Bureau of Safety, Chicago, 111. Chairman Statistics Committee--Herman Hillbnbach, American Ice Co., care of Knickerbocker Ice Co., New York City. Chdirmtm Engineering Committee--A. J. Authenrtkth, Middle West Utilities Co., Chicago, 545 546 Nineteenth Annual Safety Congress III. Executive Committee--Officers and George A. Pardee, National Assn, o! Practical Refrigerating Engineers, Louisville, Ky. A. H. Baer, Frick Company, Waynesboro, Pa. Leslie C. Smith, National Association of Ice Industries, Chicago, 111. E. G. Hitt, Chicago District Ice Association, Chicago, 111. Charles W. Wiggle, Gabel-Risdon Creamery Co., Inc., Detroit, Midi. J. F. Nickerson, American In stitute of Refrigeration, Chicago, 111. Wednesday Morning Session October 1, 1930 VINCENT WAKEFIELD, Chairman City Ice Company of Kansas City, Kansas City, Mo. The first session of the Refrigeration Section of the Nineteenth Annual Safety Congress convened with Vincent Wakefield, City Ice Company of Kansas City, Kan sas City, Missouri, general chairman of the section presiding. Chairman Wakefield: The first item on the program is the report of the gen eral chairman. I do not propose to weary you with any long and extended report There are only two or three points oo which I want to touch. One is that a remark able record was made by our chairman of the Membership Committee. We stand this year in a very enviable position of having had an increase of some 205 per cent in our membership since the last Congress. Another poiut is the report of the statistical chairman. The chairman of that com mittee can only start to function after the meeting of the Safety Congress, as he has to wait for a cycle of time so the figures can be collected. One thing this section needs to do is to cooperate more fully and juore thoroughly with the chairman of that committee by giving him these accident statistics in your Industry so as to get a broader spread and understand more clearly the causes and the degree of our troubles. The figures in ooe section or one state alone are of little value but if you get the figures throughout the country in forty-eight states, we will have some basis on which to work. The third point is the News Letter. This is the means whereby you and I and everybody else interchange ideas when we can, and if we have experiences as the year goes on and have bad accidents, if we do not tell one another about it, our combined experience is not of any particular value until we get down to the next Congress. If 'you have some new device you run across, or some bad hazard, or some dcpictablc accident that happens in your plant, write to Mr. Fox. He won't publish names. It may be that your letter may contain some experience or suggestion that will prevent some loss of life or serious injury due to carelessness or negligence Of oversight. I want to impress upon you that daring the past year we have really not had from the membership at large the degree of material which I personally believe the News Letter Editor should receive. X most earnestly request that every person in the room send in some.idea once during the aiming year. If you do that we will have material to make a most interesting News Letter. Gentlemen, the next item is a brief report by Mr. Fox. the Secretary of the Refrigeration Section. Edward H. Fox (National Association of Practical Refrigerating Engineers, Chi cago) r Gentlemen: Your committees have been functioning well for committees in an organization that is as new as the Refrigeration Section. On the progress made by the Refrigeration Section, you will find, In the general report published by the council an excellent picture of what the section has accomplished thus far. Con siderable correspondence Iws been carried on between the members of the Executive Committee, Chairman Wakefield and your secretary which eliminated the necessity of more than one meeting of the Executive Committee. This was held in the Head quarters office April 16. Committee reports were received and other business In Refrigeration Section 547 connection with this program, the selection of subjects and speakers was handled. Your secretary has also acted as editor of the Section's News Letter. Chairman Wakefield: The next item, gentlemen, is disposing of a matter li business and we then can proceed with pur program. It has been my pleasure, since organizing this section, to have had the whole-hearted support of a gentleman who has been a great strength within the refrigeration industry. I refer to my good friend Mr. Nickerson, chairman of the nominating committee, and ask that he give us his report. Repent of the Nominating Committee J. F. Nickerson ("Ice and Refrigeration", Chicago, III.) : Mr. Chairman, your committee has canvassed the membership for nominations for officers and felt that it was fortunate in getting the consent of the previous officers to serve for another year. The Refrigeration Section,, being little more than a year old, should be within the guidance of those who have had experience in this field. The list of the com mittees at this time, is as follows: General Chairman, Vincent Wakefield, City Ice Company of Kansas City, Mo. Vice-Chairman, Frank L. Duggan, Consolidated Ice Co., Pittsburgh, Pa. Vice-Chairman, W. M. O'Keefe, Cold Storage Division, American Warehousemen's Association, Chicago, IllSecretary and News-Letter Editor, Edward H. Fox, National Association of Practi cal Refrigerating Engineers, Chicago, III. Chairman Poster and Slides Committee, Gf.ouge C. Baker, Consumers Company, Chi cago, 111. Chairman Membership Committee R. R. MrO-'i-Lorn, Bureau of Safety, Chicago, 111. Chairman Statistics Committee. Herman Hii.lenbach, American Icc Company, c/o Knickerbocker Icc Co.. New York, N. Y. Cftairman Engineering Committee, E. F. Brandt. Middle West Utilities Co., Chicago, 111. Executive Committee, the officers and-- Gardner Poole, General Seafood Corp., Boston, Mass. George A. Pardee, National Association Practical Refrigerating Engineers, Louisville, Ky. A. H. Baf.r, Frick Company, Waynesboro, Pa. Leslie C. Smith, National Association of Icc Industries, Chicago, III. E. G. Hitt, Chicago, District Icc Association, Chicago, III. Fred Rasmussen, International Association of Ice Cream Manufacturers, Har risburg, Pa. A. J. Aothenreith, Middle West Utilities Co_ Chicago, III. J. F. Nickerson, American Institute of Refrigeration, Chicago, 111. Chairman Wakefield: You have heard the report of the Nominating Com mittee. Do l hear a second? H. Hn.LENRACH (American Ice Company, New York) : I second the motion. Chairman Wakefield: It has been moved and seconded that the report of the nominating committee be received and the gentlemen referred to be elected to the position to which they are designated. (The motion was carried.) Chairman Waxefteld: The first paper is on "How Safety Measures Affect Compensation and Insurance Rates." There are many angles to the safety problem, the altruistic side and the economic side, but at this particular moment we are con sidering the dollar and cent proposition from the employer's point of view. We will hear from Mr. A. W. Whitney, associate general manager, of the National Bureau of Casualty and Surety Underwriters, New York City, who will read the paper pre pared for this session by Mr. L. L, Hall, of the same organization. 548 Nineteenth Annual Safety Congress How Safety Measures Affect Compensation and Insurance Rates By L L HALL National Boraaq of Casualty and Surety Underwriters, New York City Rates of insurance are in general based upon past experience. This is true in the case of most casualty insurance lines including workmen's compensation and liability. Safety activities then are the key to the rate situation' because experience is merely anotiier name for results. We might restate the basis of rates by saying that rates for these lines are based upon the results of past safety activities or lack of such activities. A short description of the rating processes in connection with workmen's com pensation insurance will not only be interesting but will show you that this is the case. One of the first points to which Y wish to call your attention is that work men's compensation insurance rates are an expression of sales price in terms of wages. In toy opinion, this produces some very unusual effects. In general com modities are sold at a price per unit of that commodity. This is true in the case of eggs, sitoes, gasoline, potatoes, cloth, coal or almost anything you can think of. Even in the case of certain lines of insurance such as fire insurance and life in surance. the price is expressed in terms of the number of thousands of dollars of insurance purchased. In the case of certain lines of casualty insurance, however, for instance workmen's compensation, the buyer does not purchase a fixed amount of insurance--he buys a contract in which the insurance carrier agrees to take care of all compensation and medical payments for a fixed period, usually twelve months, and the price is a rate per one hundred dollars of payroll earned by the buyer's employees during that twelve months' period. Later on, I shall point out some of the effects which result from the use of wages as the sales unit but 1 next want briefly u outline something of the technique of calculating rates. Since rale* are based upon experience or past results, it is necessary that such experience be recorded: also in order that unit costs may be calculated it is also neces sary to record the payroll, that is the exposure or volume of sales corresponding to the loss exhibits. In the case of workmen's compensation insurance, the insur ance company keeps a record of its experience. This information is kept for each state and industrial classification of which latter there are between six and seven hundred. The losses are recorded and a record is also kept of the wages earned by the employees who were covered by the policies. It is necessary that the record be kept for each state separately, for while within a given industry, such for instance a ice manufacturing, the chance of injury might be the same from state to state, the cost of a given injury under similar wage conditions would vary because of the differences in the benefits provided by the respective state compensation laws. Where the volume of information so tabulated for a given industry, within a given state, for all or a large group of insurance companies, is sufficient to produce a real average, the experience of that industry in that state is used exclusively in deter mining the so-called manual or basic rate for that industry in that state. I have not attempted to check the situation in every state with respect to the classification of ice manufacturing, the one in which I assume most of you are primarily interested, but in states such for instance as New York and Texas the rate for ice manufacturing is determined exclusively from the experience of that industry within the respective state. In other states, such for instance as Illinois and Georgia, the industry within the slate practically determines its own rate. Where the volume of experience with in a state is insufficient to produce a real experience average, it is necessary to sup plement the deficiency' in volume by the introduction of experience, from .other states. When liras becomes necessary the experience from such other states is adjusted Refrigeration Section 549 to reflect the benefit conditions of the state in which the experience is to be used. The rate for ice manufacturing, then, is determined solely from the experience of that industry, and wherever possible the rate in any state is determined solely from the experience of the industry within that state. From this it is clear that to the case of states where the industry is important, when the insured ice manufacturers improve the experience of their industry they can bring about a corresponding reduc tion in their rate, and in other states where the industry does not represent so large a volume of employment the insured employers may nevertheless have an important effect upon their rate. This, however, relates only to the so-called manual rate. Most of you, 1 think, know that this rate is used as a basis and that super-imposed upon it there is the system of experience rating. This system of rating recognizes the experience of the individual buyer of insur ance. If his experience during the preceding five year period was better than the experience represented by the basic or manual rate, and his operations were large enough to have the results represent a really superior condition rather than mere chance, he receives a rate reduction, while if his experience is worse than that repre sented by the average, and again his operations were large enough so that the showing is significant, he receives a rate increase. The use of experience for a five year period brings in one problem. The experience for the earliest year of the period is not as representative of present day conditions as is the case with the experience for the most recent year. This situation is recognized by use of a system of weights which have the effect of diminishing the influence of the experience of the earlier years in relation to that for the later years. Admittedly, however, there are some cross currents which also affect rates. I pointed out that the benefits provided by the laws of the different states are not uniform and that consequently the cost of a given type-of accident would not be uniform from state to state. Consequently it is apparent that if the benefit pro visions of the law of any particular state are changed, the loss payments will be correspondingly changed, and this will have a corresponding effect upon the rate. To that extent your rate depends upon the benefit conditions of the law in your state as it is at present or may be in the future. In addition to this there is one other point which I mentioned, and now wish to recall to your mind, the point which I stressed at the outset, that Is, that in the case of workmen's .compensation insurance, payroll seems to be the only practicable sales unit The business of ice manufacturing requires the employment of men doing different classes of work. For instance, in the operation of an individual ice plant there will be men whose work is relatively non-luzarfious. and there will be those whose work is more hazardous. These men are all grouped together in the plant, and for compensation insurance purposes arc rated under a single all inclusive classi fication. The rate for the classification being based upon the past experience of ice manufacturing plants necessarily represents the average of the hazard to which those men are exposed, but tike all averages it may not necessarily fit a single in dividual to whom the average applies. There will be within the ice plant men wfo are exposed to hazards less than those represented by the rate, and there will be men exposed to hazards greater than titose represented by the rate. Consequently, any process or organization change which affects the distribution of the men as between high hazards and low hazards will have an effect upon the rate. If, for instance, revolutionary process changes eliminating the men now exposed to the higher hazards were to be introduced in the industry it is quite obvious that the average hazard of the industry would be reduced. Similarly, if such revo lutionary charge were to eliminate the men exposed to the hazards which are lower than the average for the industry, the average would immediately go up. This does not mean that more men would be injured in the industry--it merely means that with fewer men exposed to slight hazards the average hazard of the remainder would be higher. It would not be a case of increasing the number of men who 550 Nineteenth Annual Safety Congress do get hurt so much as that of decreasing the number of men who do not get hurt. Such a reduction in the number of non-hazardous employees through increasing the average hazard of the remainder would necessarily increase the insurance rate unless at the same time the payroll were increased in an amount sufficient to equalize the hazard increase, but even though die number of Don-hazardous, men in the industry were to be reduced it woirfd not necessarily mean, as just pointed out, that the industry was becoming more destructive of human life and limb. It would merely mean that the non-hazardous element of the average was being eliminated. Neither would a rate increase resulting from such change necessarily mean that the cost of Ute insurance was rising in terms of the number of tons of ice produced. You are. of course, all aware of the fact that during the last ten or eleven years there have been tremendous changes in American industry. One of the important changes has been the substitution of machinery for hand labor, and in other cases it has been an increase in the amount of assistance rendered to the individual em ployee by means of mechanical methods. Figures taken from the reports of the Census of Manufacturers, issued by the United States Bureau of the Census and applying to die business of ice manufacturing, may be of interest. In 1919 the average ioe mamrfacturmg plant used approximately Iff) horsepower per employee. Io the 1921 census no horsepower figures were taken, bat the 1925 figures show that by that time each employee controlled 31.46 horsepower, while by 1925 die figure had increased to 37X6. and m 1927 to 43X4. During the same period the production per employee increased. The umber of tons produced anally per T-njAnyf* far each d the above <-- periods being respectively as follows: 924, 1.304. 1X12, 1X21. and eves though the average annual per capita wage rase from S3.124 to $1,475 m 3927. the proAwtinn per employee inrrrswd so rapidly as to de crease thr wages per 100 Sons. Tfaede wages for the census years above referred to, Itgiiwiat with 3919 ov respectively as fotknrs: $122. $104. $101, $87, and $81. Fnen tin* it is apparent Chri inasmuch as the wages per 100 tons were 50 per cent ermaer m 3919 than in 1927 it would have been possible for the jntqrance rate |wr $109 <4 wages So have been 50 per cent higher in 1927 than in 1919 without rvtc**<i thr premium per ton of ioe. Tlis w hnmwting in fiat it that insurance ami accident rates asst be luuked at irun mow than one ponn of view. Certainly they must be looked at in ternu of men or wages, and they must also be studied in terms of production. The latter irin rimii the cost in terms of unite in which the buyer thinks and constancy deals. This las a very ssuch closer relationship to the basis of real competition than ahea expressed in terms of wages. Another interesting point is that safety is not merely a matter of safeguarding present industrial methods.- If such were the case the safety problem would be rather simple. As soon as aU the hazards in the present set up of mdnsiry were located and cured the job would be completed, and there would be no need for farther safety work. Such, however, is not the case. Industry is -not static--it is constantly moving and changing. New processes and methods with new hazards are emstandr being introduced. We are in the position of file man in a row boat on a swiftly flowing river. We must work hard to keep from bring swept backward. At the beginning I said that file nutter of rates was almost entirely in your hands. Yet the insurance company, in addition to its function of distribution of risk, also has a very important service function to perform. Its duty is to study accidents and accident causes, to analyze processes old and new in an effort to an ticipate accidents and to furnish you with the benefit of its accumulated information at the same time that it receives the benefit of your experience. It acts not only as the organization which receives and distributes risks, but it also receives and dis tributes information to be used in reducing or eliminating those risks, and in col laboration with you is constantly striving to promote safety activities for the dual Refrigeration Section 551 purpose of reducing human suffering and economic loss, such results being of mutual benefit both to the employer and to (lie insurance carrier. Chairman Wakefield: Gentlemen, we have a few moments lor discussion and 1 am sure Mr. Whitney wilt be glad to answer any question. H. Hxllenbach (American lee Company, New York) : How is the rate fixed in the State of Massachusetts on public liability for automobiles? A. W. Whitney: The automobile rates for Massachusetts are fixed by a state rating board, and they were not willing to have the national organization act. Mr. Hillenbach : On what basis do they fir their rates, on large trucks $81.00 and small trucks $51.00 a year? A. W. Whitney (National Bureau of Casualty and Surety Underwriters) : In general they are based on actual experience. We always run the danger of not having experience enough, and in tiiat case, wc have to use judgment. A. J. Hbckek (St. Louis Refrigerating and Cold Storage Co., St. Louis, Mo.); You make a rate for a certain industry. In this company we have three industries, warehousing, pipe line and ice plant We must accept the highest rate for ware housing. Why is it that we can't divide the different industries under their different rates? Mb. Whitney: That is one of those practical problems with insurance people which put us between two fires. We want to get down to as fine distinctions ai possible and yet when we do get down, we run into other difficulties and you must have some kind of average between the two things. Mr. Hecxer: Is anything being done to take care of segregating plants instead of taking the highest rate where you have three plants under one head. In other words, there are certain plants that have a lower rate and yet wc can't take ad vantage of that lower rate because in this industry we have a high rate and every thing comes under the high rate. Mr. Whitney: Where you use the high rate, it is based on average. It is defin itely anticipated tiiat in that average there will be certain low hazards but it is not practicable to get down to the detail. Chairman Wakefield: Frequently the various activities within any of the several industries or classifications affected by our industry tend to show better experience, and there is always some underlying notes of criticism became t .v rate doesn't follow it quickly. Can you give us some idea as to how quickly you amend ,ner rates following the efficiency in llie industry ? Mfc Whitney: I think it is about three years before it really gets into effect. Kut n the situation. Our rates are based on the last policy of thr year and must vxpeve before that year is completed. You have to wait a year bi.ond the end of the year for the last policy to expire. More activities luve happened which do not luaseiialize for a kmg time; a man is injured, it runs into a ase of hlood poisoning and it may be a year or more before you know how soon that is. We have to wait almost another year for the experience to ripen enough to be of value. You don't know bow serious the accidents are as some times there is litigation. After that yon make the data up in the home office and they send it to the bureau and we com pile it. It is a task and after that it is reviewed and rates made. Then it is pub lished. Chairman Wakefield: 1 wanted the point brought out because it runs in the muid of the individual, *T am doing so much better but you have charged me the same old rate." Ma. Whitney: We try to push it but in the experience range in which we take the account of an individual risk we can push it up there considerable with the use of experience within a few months. If you people have any questions we will be very glad to serve as a clearing house if you would like to refer them to us. Chairman Wakefield: Thank you very much, Mr. Whitney. Gentlemen, the 552 Nineteenth Annuel Safety Congress nexi subject is the "Importance of Cooperation Between Employer. Employee, Sur geon and Claim Department," and is to be presented to us by a very eminent author ity on the subject. I take very great pleasure in introducing to you Doctor C. R. G. Forrester of Chicago. Importance of Co-Operation Between Employer, Employee, Claim Department and Surgeon in the Prevention and Handling of Injuries By DR. C. R. G. FORRESTER Chicago, ILL A more important subject could not be discussed, a!'* as a rule men prefer something more unusual and sensational. However, ev_n in this comparatively sim ple paper I will, before I get through, at least interest, if not actually startle you. In order to arrive at something of a tangible nature wc should discuss all angles that apply to the handling of the work and do it freely, frankly and fearlessly in ac cordance with the old phrase-- "Hew to the line and Let the chips fall where they may.*' Therefore, wc start at the top and work down. The Employer and Hie Obligation# In my work I cume in contact with every type of employer from the large one to the "Vest pocket contractor." Their ideas range from the educated employer possess ing the ideas of humanity, liberalism and personal interest down to that of indifference and downright penuriousness. I realize that the big business man has his hands full and must necessarily deputize some one man to look after the matter, and the result is he is often careless in his dxjice, appointing a man not experienced or interested along accident prevention lines; in which event he will wonder at the end of the year why his premium cost goes up and blames everybody but himself. Therefore, choose the right man for this position, likewise the superintendent, the bosses and the foremm for their positions of responsibility; men who understand the far reachiug, disorganizing effect of wounded employees. 1 know of one instance where the superintendent of a certain company succeeded in removing a competent surgeon from his company, a surgeon who had carried on the medical work very successfully, and in hi$ stead had appointed a personal friend of questionable ability. Under such circumstances the one who suffered most was his employer. The employer often is under the impression that once he pays his premium under the compensation law his obligations cease and the entire responsibility from then on lies with the claim man, who to him is the insurance company. Such an Impression is wholly -wrong as the claim man actually is your representa tive and can not protect you unless he has your entire confidence and co-operation in every way. For instance: you are obligated to give to that claim department or claim representative immediately, a complete report of accident, as soon as it happens (no matter how trivial). That means a good organization in your own company. If the claim department then sees fit to ignore that notice and not check that case. >ou are absolved and the resultant loss should not be charged to the employer. If your re port is forthcoming immediately after occurrence of an accident, it enables a claim department to make an investigation immediately, preventing subsequent family, legal or oilier complications, so that when the investigator commences bis work, he finds a closed door. Refrigeration Section 553 Failure to report an accident on the part of the employer, may end in a year's time, in increased insurance cost and he probably will be inclined to blame the claim de partment. It is really bis own fault Some employers are prone to have a physician handle their industrial surgery for reasons of his own, family or otherwise, and although the physician may be pro ficient in most lines of medicine and surgery, yet he may be a total failure in trau matic surgery and lacking in knowledge of compensation law and its demands upon the employer, claim department and injured man. As a result, such a surgeon is a liability rather than an asset. There is a tendency on the part of seme employers to "stretch" the coverage un der an insurance policy. You would be surprised to know how often an employer will attempt to force his policy to cover an un-insured injury; even going to the ex tent of making out false reports, pleading with his insurance agent to have the insur ance company accept that particular accident, or having his friend, tlve physician, make out a false report, without realizing that in doing so, he is not placing the ex pense on the claim department, but is simply developing a throw-back for which ul timately the employer clearly pays. It behooves the employer or hi9 representative to know the meaning of his policy coverage and abide by its contents or attempt to get one that does satisfy him. In the case of a self insurer it is equally essential he carry a cost department for this work, as in any other department in his business; likewise pick a capable man, hold him responsible and it will not take long to find out whether self insurance, mu tual, or stock insurance is most economical provided he has an effective statistical department. If the employer has an effective statistical department, it will not take him very long, if he reviews accident reports, to establish means of precaution and prevent repetition of costly accidents. The Employee In the majority of instances the employee does not know what the compensation law is nor what it covers. Therefore, notices simply worded aod suitably posted about a plant are a great value not only to the employee but to the employer. In some states the employee can choose his own physician; in some lie mu&t go to the doctor designated by the employer. Many employees have no knowledge of com pensation when under disability. I feel that i the elements of the compensation law were explained to the work ing man, and he realized that he would get only (15 or (16 a week when disabled as against (30 to (50 or (60 a- week when he is working, I firmly believe that be would see to it that no accident did occur to him if he could help it. Very often tlic working man is misled by false information as to tlte monetary value of his injury, and upon poor advice, indulges in foolish legal procedure with the result the company naturally loses interest in his ease and m the end the "shyster" lawyer is the gainer. The employee should be gradually taught the value of a preliminary physical exam ination. It works to the mutual benefit of both employer and employee. While some unions object to it, it would be an economy in the long run, provided such medical examination was carried out in a careful, scientific way, and not in an Indifferent manner. The employee should also be taught the importance of promptly reporting all in juries to his employer, no matter how trivial, and should he fail to report, you can then devise a standard of penalties. It is not the big injuries as a rule, that cost money; often it is the comparatively simple, unreported or untreated injury that ends disastrously. I will attempt to show later, where only one man in your plant may have a broken leg. compared with 15 or 20 minor unreported injuries, such as slivers in fingers, infected blisters or S54 Nineteenth Annual Safety Congress callouses, those minor cases will result in a yearly loss of thousands of <tollars as well as amputated fingers and toes. Some iae companies supply their employees with a special type of shoe to protect their feet should they drop a piece of ice. In many instances the man will not wear them; the same is true with goggles and many other types of protection. Under such circumstances your superintendent should take radical action the moment indifference or carelessness is observed. You are not harming the working man; on the contrary you are liefping him to learn caution. The employee should be required to report his accident immediately, otherwise he may come in with a claim when it is too late to. investigate. An investigation prop' erly conducted might prove that the accident occurred in some place other than that of the place of employment The employee ha* his obligations to carry out as well as the rest of us. 1. Reporting his accident as soon as it occurs and if the employer or -hiTM de partment see fit to ignore it be at least Is not to be blamed in the event of compli cations. 2. Complying with the use of Certain safety precautions offered by the employer. 3. By not attempting to collect for injuries not arising out of or in the course of his occupation. Of course, in this country I realue from years of experience that we have a dis tinctly cosmopolitan people to deal with, hence our difficulties. But in the majority of cases these men are not antagonistic to advice when properly given. Tba Claim Departments I put these under an abstract classification as some are self insurers, some arc mutual, and others are covered by stock insurance. This subject however, is one that applies to all three. To begin with, the claim man acts only as your agent, and can only protect your in terests after accidents are reported. If you do not supply him with complete de tailed information he can not make the investigation necessary to protect you. At the same time, as I see it, we have two types of claim departments or daitn men. One is the underpaid man and naturally if under paid, he is usually inexperienced in the fine art of handling claims; once in a while he may he* competent but forced by ne cessity to accept a salary not in accordance with hit experience; in either event he is not an asset. , The underpaid, inexperienced claim man may do one of several things; he is either going to stick to first principles and attempt to improve himself and help his com pany or he is going to take his profits in his own way, at the expense of his com pany through a subsidy of some kind, perhaps from the doctor or from the "shyster" lawyer, or possibly both. Furthermore, in so doing he has to sacrifice his company. It is not necessary to discuss the claim man who is competent and paid what lie is worth. Although even here, "God did not make us on the same yard stick." Some claim men are inclined to be lax in their methods in that even they will take it upon themselves to judge the nature and severity of an injury and <kcidc that an investigation is not necessary* until it is too late. Often they are inclined to pass on medical conditions without possession of sufficient medical knowledge, in which event they are a liability to their company. They arc apt to tell tlie surgeon what be should do, whereas if they would attempt to conduct their own department and allow the experienced surgeon to conduct his, and wofk inward a common objective, the situation would be more harmonious and undoubtedly iu wc economical. Several years ago when I became chief surgeon of a certain insurance company, the first time the manager came into my office, before my appointment, he said: "Now. Uoctur. you may be chief surgeon for the company, but I am running it and 1 want i hat t)w>ruughly understood." Refrigeration Section 555 Naturally, such an arrangement could not be a success; at no time did I have that man's confidence nor at any time did be ask me what I thought ought to be done, but attempted to prescribe surgical treatment. I never knew what costs were, nor was I asked to consult with the officials, all my suggestions were over-ruled. My purpose of drawing this picture is to show that if the claim man realizes he is responsible to a certain department and at the same time freely and openly dis cusses his problems with other departments, he will make a wonderful success. The claim man can not expect his associates to work successfully with him, such as the employer, the injured and the surgeon, unless they understand his difficulties. The other angle is that the claim man certainly has his troubles. The employer expects him to take care of friends and strangers, when an accident occurs, whether covered or not under the policy. The claim man is blamed by the assured or em ployer for losing money and increasing his premium rate, while the employer insists on having Dr. bis family physician, handle his injured employees when he is not trained to that particular kind of surgery. The agent also comes in and gives the claim naan "H" for not taking care of a certain case when the agent knows full well the case is not covered, but in order to "stand in" with his client, blames the claim man when in reality it is the agent's fault in not explaining the terms of the policy. The claim man is supposed to be a sort of "good man Friday", m overcoming ob stacles and "God help him if he does not." As a matter of fact it is not up to the claim man alone; it is up to all of us to make our each and every department a cohesive part of the workable organization. A good claim roan can do more to satisfy a disgruntled working man and avoid a lot of useless, costly litigation than can be seen on the surface. The claim man should, of course, put capable men in hs department, hold them responsible and in this way demonstrate that he is capable by showing actual figures in black instead of red, in which event he is bound to be recognised in a substantial way by his superior. The claim man should not put all medical men in the same category, but recognize medical fees bused on results. Brow beating all medical fees as a matter of princi ple, is not good judgment and leads to misunderstanding and eventually putting his company in bad standing. The result of such tactics is that many times I have heard the remark from a doctor "well the claim man cut my last fee In half but believe me 1 got him this time." In the long run it pays to pay the capable doctor who saves you money and elim inate the incapable one. "Comparisons are odious" and when the claim man says to Dr. "G" "your fees are much higher than Dr, "B", he .is only "baiting the bear", as there Is do basis for comparison. The ultimate degree of recovery of the injured workman is what counts. One claim man said to me, "Doctor, your fees for hernias are too high; I can get the same operation for $25 less from other surgeons." I replied, "1 know you can; go ahead." He did so and a few months later came hack, apologized, and asked me to re-operate the case for which he had paid $25 leas. Such experiences are expensive. The claim man sometimes leaves a bad case in the hands of a local doctor, who is experienced in minor but not major surgical work, until after the damage is done, thereby doubling his medical cost He can improve in this condition by a check up system and soon decide just what tach doctor can or can not handle. The Surgeon This department is one that requires analyzing. To begin with there arc two types of surgeons handling traumatic surgery; the capable traumatic man, and the in capable. Then too) traumatic surgery or the treatment of injuries is becoming more and more specialized because of the demands brought upon all departments of business through the enactment and changes in compensation laws. 556 Nineteenth Annual Safety Council Therefore, surgery la Its different departments has had to keep pace accordingly. Competent surgeons bare had to do one of two things; develop along with the times or stand still. Hence, the capable and the incapable. We either attend clinics to improve ourselves or continue along iconoclastic ways. Surgery, for instance, has progressed so far and so rapidly that wc are today minimizing the death ratio by much more use of local anesthesia. Those who do not care to leant these methods continue, from a surgical standpoint, to be a financial loss to a corporation. I might talk indefinitely along lines of different types of ad vancement For instance, practically all types of fractures can today be set under local anes thesia, thus protecting poor surgical risks and thereby cut down the death rate from anesthetics. The American College of Surgeons is attempting to improve the treatment of trau matic conditions but they are only beginning where some, of us, who have been at it for years, are still finding new ways to minimise results of injuries and conserve hu man life. The incapable surgeon is a liability. You may be under the impression that by get ting a man at a salary or a low rate of medical cost, you are saving money, ft can be proven by a very simple experiment Taking those same cases, total up what cadi man cost you on the. temporary total disability; then find out what each man cost you oo the ultimate specific loss and earn ing power of that man. I think you would unmrtb some startling figures. One thing I can not understand is why a large corporation will obtain the services of an expensive firm of attorneys to save them money, but have the cheap doctor to handle lives. I understand some may take offense at some of these remarks, particularly those of you who have a good costly medical organization, or you may subconsciously feel that I am upholding you and the other type may take umbrage at my remarks. There is also the type of incapable doctor who subsidises your claim man or your employees, in order to get business, and the beads of your organizations can not know what is going on except by the careful analysis of results. Personal attention of a physician to your cases can eliminate a great deal of friction. The working man tivej in a small circle but that circle is to him just as important as your big circle is to you. Therefore, each man should be treated as an individual personality. So the doctor enters the picture, in this respect, in a very responsible position. If he takes a personal interest in each case be can do wonders toward keeping the em ployee in a good frame of mind, amenable to reasonable adjustment by the claim man. Unfortunately, many physicians fail to see this condition and are not a help to the claim department There is also a tendency on the part of the surgeon to have under bin assistants of two types: first, the medical student; second, the indifferently educated graduate who works on part time. The first type is distinctly, a liability because he has not the practical knowledge to make his work a success and secondly, the senior has not the ability, inclination or time to educate the junior. Furthermore, the surgeon who hires an undergraduate is the man who is doing the work at a nominal figure and can not afford to pay for the services of a capable man. There Is no .question as to the outcome. The second type is equally daogerous because he does not know the fundamentals of traumatic surgery or the business end of its practice and yet, because he is a grad uate, he takes exception to suggestions from his superior and makes mistakes equally as costly as those of the first type mentioned. There is the occasional man on "part time", who is well educated, open to sugges tion. and is taking this opportunity to enlarge bis knowledge; he is not a liability, providing the man over him is competent and supervises his work. Refrigeration Section 557 There is another element which 1 think should be discussed: the attitude of the surgeon testifying for the companies. In this respect we have some very vicious ele ments to deal with. One is the doctor who testifies for a fee and not for a principle, or with respect for bis own knowledge. This man you will find one day testifying on one side and maintaining certain conditions, and on the next day he will testify on the same type of case in.a manner diametrically opposite. It is unfortunate that such conditions exist, but the doctors are not altogether to blame, because I find that the claim man and the attorney will occasionally use this type to gam their own ends. The physician who lives up to his ideals, therefore, has a hard time because he is usually called on cases where it is felt he will win. To a certain extent tlte blame lies, with the many different industrial commissions in that it is rather natural they are partial to the working man in their consideration of the testimony, thereby making it difficult for a self respecting, honest, capable sur geon to go in before a commission and give an opinion that he feels in advance will be overthrown by a representative of the industrial board who pays little or no at tention to the surgeon's standing or ability. I have had as many as four or five clean-cut, capable men, men who do not de pend upon companies for their living, but through consideration for me have been willing to testify. Then the situation has arisen where one or two physicians of questionable standlog on the other ride testify and the result is a finding against us. Under such circumstances is it really worth while to go to such expense ? I say it is better to settle with the man and if necessary give him the money it would cost to try the case. To say the least, such situations are disheartening as it is getting to the point in some states where wc can not get a capable, self-respecting surgeon to interest him self. As one man said "Forrester, it is an insult to ask me bo testify because I know my opinion is not even given consideration." I realize I am stepping somewhat out side of my topic, yet these matters are of great importance. Again, it is disheartening to accomplish a fine piece of surgery and know by past experience that the patient can go back to work and earn his same "per diem" as be fore and yet have the commission give him an unreasonable award. This is not mere idle speculation or abstract statement, as I iiave seen too many such cases, that I have personally operated upon, come back lo me later for some minor injury and advise me they arc doing the same old work at the same old pay. And yet, certain physicians at the time of trial will testify that such a nan can never again do that type of work. There are, of course, faults on both sides. There are physicians on the company's side who will get up in court and swear that man is capable of doing the same work he did before the accident, knowing that he can not. They do this, as well as minim izing a man's disability, thinking they are "standing in well with their company." It is true such physicians may be impressive for a time, but If that company has brains or reasoning power at all, it will eventually realise the true situation. Of course, I realize it is most difficult for you gentlemen to see a way out of these difficulties, and some of you are probably saying, "Well, it's the same old story, wliat con we do about it?" There are many ways out, as I have tried to show you, if you will analyze it care fully and keep in mind:-- A poor piece of surgical work at the hands of an incapable surgeon nearly always results in a dissatisfied man taking action costly to a company. A good piece of surgery performed by a capable surgeon should result in a satisfied employee, a proper settlement, and of even greater Importance to society, the restora tion of a wage earner to his previous earning ability. 558 Nineteenth Annual Safety Congress Chairman Wakefield: We have this problem, Doctor, operating in small towns far removed from a large center like Chicago. We have a number of cases where a local doctor is not progressive and we do not have an available hospital with suit able equipment. We get a medical report which is not satisfactory. What is the best type of medical supervision with which to handle that land of a setup. Da. Fauutsm: If you have a chief surgeon, let him have those reports and do the checking up with that local physician. Chairman Wakefield: By mail? Dr. :Forrester If he considers it advisable. If be doesn't, call him up; a few cents on the telephone is much more economical than a few dollars or a loss of a finger. If you do not have a chief surgeon, then the logical thing to do is to have a live man in your claim department who has crough experience to justify in using some judgment to get in touch with that doctor immediately. If the claim man will spend an hour with that doctor explaining to him the chum man's troubles and what they are, he will get that doctor's cooperation. Chairman Wakefield: Any other questions? If there are no other questions we will continue the program. The next subject on our program is a "Model Safety Meeting for an Ice Company". I am going to ask the cooperation of the audience. From the moment I move from the Chair, everybody in the room will please con sider themselves as employees on the payroll of an ke company, coming in to attend the monthly safety meeting. I am now going to turn the meeting over to the man who will act as Chairman, who has written And prepared part of the program and we are very grateful to him. Mr. R. A. Finch of the Bureau of Safety of Chicago. Mr. Finch took charge of the meeting whh Mr. C. C. Rosenharger acting a.< secretary. (This playlet has been mimeographed, and copies may be secured by writing the National Safety Council headquarters offices. Civic Opera Building, Chicago, M.) Chairman Wakefield: I want to express my appreciation to Mr. Finch apd the Bureau of Safety* for the safety meeting you have just witnessed. ADJOURNMENT Refrigeration Section 559 Thursday Morning Session . October 2, 1030 VINCENT WAKEFIELD, Chairman City Ice Company of Kansas City, Kansas City, Mo. The second session of the Refrigeration Section convened with Chairman Wake field presiding. Chairman Wakefif-ld: The first paper on our program this morniug by a member of ov Executive Committee, Mr. George C. Baker. Modem Methods of Accident Prevention in the Refrigeration Industry. By GKO. C. BAKER Assistant Secretary, Consumers Company, Chicago, 111. We know time changes; we have seen remarkable changes in our methods of trans portation, in the style and construction of buildings, in our dress, in the introduction of labor saving devices, in types of sports and amusements, and particularly in the manner and 9peed of production of commodities and our general attitude toward labor, skilled and unskilled. Now, in order to keep abreast with the apparent terrific progress of tune, to be -consistent, we must modernise our efforts to prevent accidents. The splendid old phrases, "Safety First" and "Always be Careful'' have lost a lot of their original "puuch" unless they are presented and enforced in an up-to-date manner. An auto mobile was called by that name fifteen years ago, but who today would purchase and operate a car made then, so long as the present improved style is obtainable? Then why be satisfied with an old style of accident prevention program, -which may have become obsolete, ineffective and probably does not fit your situation now? The question which naturally arises in your minds undoubtedly is: HA11 right, tell us how to modemite and make more effective our efforts to promote safety ?" My answer probably wit! stir up in your minds the obstacle of doubt as It will at times border on and even overlap the field of theory.' But didn't our predecessors theorize and experiment to a considerable extent when they started this great humani tarian work? For instance, where we cannot foresee a definite result as the answer to a specific act we must speculate as to the effectiveness and ultimate outcome of our efforts. Someone has to do the pioneering. Practically all the machinery in our refrigeration industry today is guarded as much as possible without interference with its operation. So strong has become the demand of safety in all commerce that manufacturers are constantly designing their products to make them snore foolproof and safer. They *r< protected at every point where even remote danger may lurk. This being the case, we must of necessity turn our thoughts and efforts to the other element in industry, the greater and really more Important element, i.e., the human being. I say this without reservation. A machine can always be replaced but a life can not And who would trade his arm for an artificial one? Right here, let me tdl you the effective safety spirit must start from the top of jrotw organization; and it must be sincere in order to remain potent as it filtrates down through your superintendents and foremen, to the men who actually perform the laborious and hazardous tasks in your plants. Don't let your safety spirit fall into the category of the old southern negro who 560 Nineteenth Annual Safety Congress said he had just shot a bull frog which weighed 102 pounds. His statement sounded preposterous, and his listeners demanded that he produce the frog, which he did. When it was placed upon a scale it weighed exactly 2 pounds. As an explanation he said the 100 pounds was "the bull." But how to get this highly important lesson to your men and make it "stick" is the question. When a new man is employed his foreman should first firmly impress upon him the fact that he will be expected to perform his work in a manner that will insure not only his own safety but that of his fellow workmen as well; that injuries benefit no one; that they are costly to his employer, and may result in his dismissal if they occur too frequently and can be charged to his conduct; that the injured is akeays the greatest loser; that the compensation he may collect for an injury will reimburse him only partially for lost time, and that the cost of all injuries is ultimately charged back to him Indirectly in the price of the commodities he porcliases. He should be acquainted with the complete operation of any machines .with which he may come in contact. There should be no air of mystery or discovery* about anything he is to da He should be physically able to perform, without strain or quick fatigue, the work assigned to him. He should be taught to be alert to observe cooditioiu or situations so that he might be able to safely adjust himself to them. Instruct him as to the importance and use of guards and other safety devices; that lier are for his protection. Be courteous to him. Start hlm right. bun feel free to come to hts foreman with any worth while subject He may develop valuable suggestions. Create In him the feeling that he a a part of'the entire organisation and not merely a puller or a handler. Observe him for a few days to see that he does his work in a safe and efficient manner. If he does anything in an exceptionally fine way, compliment him. We are all susceptible to praise, and its distribution does not appear adversely in your cost sheets. Let him know that he is not forgotten. Also--and this is important--observe all your employees to see that they do not develop careless or inefficient habits. We are very prone to become victims of common surroundings, and frequently require the aid of someone else to set us to rights again. Furthermore, if your employees know that their actions are observed at irregular intervals it will have a tendency to keep them on their toes. Teach your employees to keep their tools in proper order. Never require them to use a tool that is a potential danger. Urge them to be'orderly; to bathe frequently in warm weather, and to exercise common sense in their diet A slovenly person invariably is a careless and undesirable employee. If you start yoor onployees right they should respect the authority of their superiors, and if they do it is surprising how easily they may be moulded Into safe, efficient and loyal workers. If they do not respond to reasonable rules, instructions and supervision, then they are not worthy of their hire. Some men are careless only because of improper or inefficient supervision. Analyze your situation, and if this is the case correct it. Others may be just awkward. These latter cases hare to be dealt with individually. If a mao cannot be trained to overcome his awkwardness, it is best to dismiss him. A person may be an honest, industrious employee, but if he is frequently injured through his own acts--and I mean by this accidents which can be traced directly to his own actions over which he alone has control--an analysis of the cost of his injuries may prove that he is an expensive man to keep on the payroll. In some instances this can be corrected by assigning him to other work. However, if this does not solve the situation then you should take summary action. Do not permit sympathy to become a factor to your judgment A wise employer does not keep a man in his employ who is not an asset Keep and consult your accident statistics for information on this subject Fatigue,* improper ventilation, poor housekeeping and crowded working conditions are conducive to accidents. First be sure the men you engage are sufficiently healthy and physically able to perform their work without undue fatigue. Quick fatigue may result from several causes, the most prominent being poor health, unsuitableuess Refrigeration Section 561 to the task; and improper ventilation. It is my opinion that it is good insurance to subject your men to a physical examination. By this method you may forestall many so-called accidents which are in fact only an aggravation of some pre-existing condi tion. You may also discover that some of your men are hypersensitive to certain fumes and contact with certain chemicals and therefore unsuited to employment in a refrigeration or ice manufacturing plant. The three latter features are more or less mechanical and should be attended to by the plant management. However, they should receive immediate attention. Set a good example for your employes. Study your individual conditions. Perhaps by the expenditure of a small sum of money along these lines you may be able to prevent an accident which might cost you a much greater sum. Forestall accidents. It is by far the more economical and happier method. Now, to keep your employees safety minded, don't keep the circumstances surround ing an accident or its cost a secret. Most men are amenable to reason and might be considerably more careful if they know the actual cost to their employers of the more serious injuries, which, of course, is in addition to their loss--monetary and otherwise. Let diem know of the pain, suffering, misery and distress suffered through injuries, for which there is no recompense, so that they may avoid similar accidents. Advise them that major injuries frequently interrupt the promotion of the injured to a better job and in cases of protracted disabiliy oftentimes disconnects him entirely from industry, necessitating a new start in life. Drive home indelibly this adage: ft takes less time to avoid an accident than it does to report it. Provide attractive bulletin boards--weather-proof if they are located outside/ These should be placed in positions where the men can see them frequently and can con gregate about them without crowding and without interference of operations. From lime to time call the attention of your employees to these boards. Ask for their commeots on posters. Be sure to attach the posters in a neat and orderly fashion and see that they remain that way. Consult the National Safety New and order posters which are most suitable to your needs. Posters are a splendid vehicle to convey the safety idea to your men and are indispensable to keep it before them. They silently "speak" a universal language and can be understood even by those who are illiterate. The length of time a poster should remain on the board is largely a matter of individual opinion. If a poster is worth while, it is my thought it should remain sufficiently long that the men may learn its lesson well. If they are changed too frequently they may be* given, so to speak, just a passing glance and then are as quickly, forgotten. One poster well learned is worth many that are merely seen. It is pleasing to see the kaleidoscopic view from a train window but try to remember the details. The majority of men m our plants may not have had the benefit of a higher education, and consequently can not asfimilsde and retain the message of posters if they are changed too frequently. They might become confused Some posters warrant a longer exhibition than others. Exhibit seasonal or commemorative posters at the proper time. Do not be fearful to inject sternness into your accident prevention program. Let your men definitely understand tliat their employment is predicated upon their willing ness to perform their tasks in a safe manner, to observe the use of guards and other protective devices and to comply implicitly with your safety rules.and regulations. Teach them; demonstrate to them that you are their leader; that the matter of imikp* prevention is a mutual enterprise, and that the end result is a reflection of your combined efforts. Your safety investment should be required to pay pleasing dividends. Audit your efforts and see that it does. Cbaibmax Waufuxp: This meeting is now open apd 1 would like to hear a full discussion .on this paper. Hkkmax Htt-LXKBACH (Director of Safety, American. Ice Co., New York City): 562 Nineteenth Annual Safety Congress Do any members of the Refrigeration Section require a physical examination of their men and what benefits or results have been obtained? ft. F. Browne (Secretary-Treasurer. Southland Ice Co., Dallas, Texts): Just recently we inaugurated a system and require physical examination in oar organiza tion. We had two or three men sustain minor injuries that developed seriously. These cases went into the courts and cost us a considerable amovit of money before wc finally disposed of them. We hare learned our lesson la that regard, and all men who come into our organization are required to hare a fh-tr--g*t physical examination. C. C. RosexiAfton (Safety Engineer, Bureau of Safety, Chicago, IIL): We had two construction jobs and on one we did not require physical ftsaimtimn This company had more than 100 lost-time accidents. The other company that required the physical examination had 5 lost-time accidents. I think it is profitable to have the examinations. :Chairman Wakefield About four years ago our company started physical examinations and we wouldn't go back to the old plan under any circumstances. Wc have found that the application of the old adage that you should never try to save money on medical attention goes down to the point where you should sure that the individual coming in is reasonably fit. It is not just a cursory Li The surgeon completes a rather exhaustive report. We have fond many benefits from requiring the examination. E. \ BfcAVDT (Assistant to Vice-President, Middle West Utilities Gx. Chicago. 111.) : We had one case which occurred during die construction of an ice plant. A rather sketchy examination was made by the physician but particular man had varicose veins and it wasn't noticed. He was injured and claimed he hit bis shin against the cross-bar of a wheelbarrow. . It developed into a rather serious injury due to infection. The fact that we had a certificate from the doctor was not very good protection because the examination has not been thorough. Chairman* Wakefield; It is particularly worth while in these days of compen sation. Most of us operate in a state where there are compensation laws, and while states exempt any claims from hernia, you will find that virtually every conuntssion will allow the hernia claim if there is any attempt to show that the hernia has been increased since the man was employed. Ml Baked: I heard a doctor speak on the extent of physical examinations, and he brought oat a remarkable point: He suggested that the patient be stripped from head to foot. He discovered that a great many so-called back injuries and strains arc due to flat feet, showing that the examination should be thorough if it is going to be worth while at all. CtiAitUAX Wakefield: The next item is a round table discussion on the safe handling of refrigerated products, separated into three groups. "The Safe Handling ,f fee Cream" is the first item and will be presented by Mr. Drcux. The Safe Handling of Ice Cream By A. J. DREUX Rieck-lfcjunkm Dairy Company, Pittsburgh, Pa. The particular hazards in an ice cream plant are not many in number and those present cause accidents of a minor nature. Ice cream`manufacturing machinery is not, lo most cases, of a design which is at all dangerous to the operator and the few places of danger have been well guarded by modern design. We have no belts and no open drives. The very nature of the product requires complete enclosure; first, to hold the liquid product; and second, to Refrigeration Section 563 insulate it against loss of heat for refrigeration depending upon the stage of manufacture. The two most general hazards present are slippery floors and ammonia gas. The raw material, consisting mainly of cream and milk, is received in ten gallon cans. This material is dumped and passed from one process to another. In this handling there is a certain amount of spillage. The fatty nature of the product causes almost any surface to become slippery. This is especially true in this case, because all workmen wear rubber shoes on account of the large amount of washing necessary. The combination of the last two conditions makes it imperative to use floor surfaces which are fairly rot^h. Tile and very well floated concrete are not at all suitable We have found that a rough finish concrete with a steel grid plate incorporated to provide protection against cans and trucks gives the most satisfactory floor. lo the case of ammonia gas, the chance for leakage is slight and if one is immediately removed from such gas, the effect is oot dangerous. In fact, it is almost always pouMt to get away from the point of leakage. Proper protection includes high pressure relief valves on lines and gas masks properly located. A gas mask should never be located at a point of possible leakage. It should always be located at some point convenient to the point of leakage which has little chance of being affected by a kale. In tins way, it makes it possible for someone to get to the mask, don it, and then proceed to the point of danger well protected. The previous discussion covers the general hazard* of aa Ice cream plant and I will now outline the condition peculiar to each process in the manufacture of ice cream. The first process is the dumping of cans containing cream and milk which are pumped into storage tanks. The lids of these cam are closely watched to sec that they are In good shape. A broken can lid is liable to cut a man's hands either in rolling it or in removing the lid. These r*n are sealed and occasionally, if a man is careless, it is possible for him to scratch himself. Modem design in glass-lined tanks has eliminated almost every possibility of injury. The manholes are placed low so that no ladders are needed to get in than, also so a man cannot fall in while steam sterilizing the tank. In die pasteurizing and freezing rooms there is practically no print of danger. Previously, die lifting of sugar and fruit barrels constituted a possible cause of strain and hernia. This has been eliminated in most large plants by the use of overhead storage bins filled from tipper floors. In the hardening rooms, there are two hazards which can be easily overcome with proper procedure. First, is the low temperature of 15 degrees an 25 degrees below zero. By proper clothing being worn and scheduling work so that a man Is allowed to come out every half hour, there is little danger of being frost-bitten or taking cold. The ice cream in cans is stacked in these rooms, and if the proper stacking methods are oot used there is always the danger of a stack falling. Some plants use shelving, but this method uses a great deal of space. The best plan I have seen is the use of heavy galvanized steel racks which are placed between each layer of the stack to prevent a slip. In the loading and shipping of ice cream, the only real danger is the ice crusher. To prevent accidents, this is placed overhead in little used space and so enclosed that there is only room for a cake of ice to slip in to the crusher. In some places the crusher is so placed that the block must be lifted from the floor about eighteen inches to the opening of the crusher so that it is not possible to slip into it CnAOtMAir Wakefield: Gentlemen, are there any questions you would like tO ask the speaker, or have you any comments to make? There must be some points about this paper that can be discussed. What experience have you had in the use of dry ice, and what do you furnish your employees to protect them when handling it ? 564 Nineteenth Annual Safety Congress M*. Dkkux: We use quite a bit of dry ice for shipping various products. At first it caused a tot of discomfort to the men, and in some slight burns due to the fact that it was cut up by hand. The men would have to hold the block of ice and cut it. We have since started to use band saws, and the man is provided with heavy gloves, so there is not much chance of bums. The greatest luzard in dry ice is not with our own employees; it is with our customers. The public doesn't know just what this dry ice is. They pick it up. and there Juve been cases of very severe boras so each piece of dry ice is put in a paper bag. and on the outside of the bag is printed the word '`Danger" in large let ters, and then we tell them of the danger of holding this dry ice or of putting it in the mouth or in anything else. Each package of ice cream is marked that way, and we haven't had one accident reported to us in Pittsburgh as the result of the handling of dry ice. Chairman Wakevield: I asked that question because when the dry ice first came out in Kansas City, one of our ice drivers got mixed up with one of the ke cream drivers. Our employee didn't realize bow dangerous dry ice was. The ice cream driver knew that this product was peculiar and that every one was interested in it, and he said, 'Til tell you what I'U do. If you will bold this piece of ke for a few minutes, 1*11 give you a block of ice cream." Our man said he would hold the piece of ice, which he did. About nine o'clock he called the doctor as he had a severe burn. We paid fourteen weeks compensation because he did it in the course of his employment. Wc will go on to the discussion of the safe handling of ice. We have the pleasure of hearing from Mr. Arthur E. Scott, Director of Safety and Insurance, Central Illinois Public Service Company, Springfield, Illinois. Safe Handling of Refrigerated Products--Ice By A. E. SCOTT Director of Safety and Insurance, Central Illinois Public Service Co., Springfield, 111. To assemble in convention such as this for the study of accident prevention, has been of immeasurable value in this great humanitarian endeavor to those who are privileged to attend, but for such conferences to result in the greatest amount of good in our safety work, the information developed at these meetings must be con veyed to the individual employee. The News Letters published by the Refrigerating Section of the National Safety Council are mailed to the officials of member companies. However, they are of little or do value as file material, but they are of great worth when distributed and used as program material in employee meetings. Therefore, it would seem that there is a great deal yet to be done in harmonizing operation with policies of the Council. It is now the policy of many of the operating companies to foster their own organization bulletins covering sales and servke, and yet the reading topics rarely, if ever, make reference to accident prevention, and in the mind of the Individual em ployee this work Is relegated to an unimportant position. Many member companies arc conducting definite programs of employee training. They are trained to become better salesmen, also trained in the importance of public contact, and yet the task would be no more difficult to train them to become their own safety agents. They are unable to carry with them their instructor io these efforts, and it is equally impossible for them to take with them their safety instructor; therefore, it is vitally important that safe practices become a habit if accident prevention work is to suc ceed. It is an individual rather than a group responsibility. Refrigeration Section 565 Wc have the problem of responsibility of accidents and it is Important that this be made individual and undivided. Too often when safety work is being presented at group meetings, the individuals agree that it is ail well enough, but it doe9 not apply to them personally, for they have not had a recent accident and conclude that they are immune. Safety work, to be most effective, must be directed to the man wlio has not figured in a recent accident, for the employee wlio has figured in such an accident realizes the importance of safety work. Since the ice business is a very seasonable one, safety work becomes an important responsibility due to the added hazard of working hurriedly, which is often necessary, and it is only through the careful selection and training of employees that such hazards are recognized and safe practices arc followed. f An unusual accident was reported in the August issue of Ice and Refrigeration. In \ Oakland. California, an employee of an icc plant was drowned in an ice can 48 inches deep, with an opening 11 x 22 inches. HU body was discovered, slowly freezing, f by the night operator at the plant. The operator was unable to remove the body * since it was wedged into the can and it was indicated by the bruises on the body that the injured had struggled desperately to release himself, but apparently the struggling only wedged him deeper. This tragedy is unparalleled in the ice industry and it probably would have been thought impossible for such an accident to occur. The early history of safety in the ice industry was confined to prevention of am monia burns and ammonia gas asphyxiation, hence the advent of gas masks was one of the early developments iu safety appliances. Today the majority of accidents are classified as miscellaneous, such as slipping, tripping, falling, straining, crushed and punctured fingers and toes; tliereforc, a small number of accidents are due to unpro tected equipment. In the delivery of ice, safety work Is concerned with provision of traffic rules and ordinances, stopping and starting as well as backing, of motor equipment. Some of the more important accident prevention work is in the selection of higher type employees, giving consideration to environment, personal habits, fatigue factors, health, strength, and general physical condition, as determined by a thorough physical examination. Other influences in safe practices might include increased wages, im proved equipment, such as waterproof ice bags for delivery of ke, uniforms for ice delivery salesmen, pick sheaths, back pads and safety-toed shoes. Interest in safe practices are improved through employee training in the funda mentals of refrigeration, a more comprehensive understanding of ammonia tables, and charts, high and low pressure and temperatures, a' keener conception of existing hazards In connection with high voltage electricity and a thorough knowledge of the application of the Shaefer Prone Pressure method of resuscitation. Efficient and economical operation has made necessary the conservation of time and energy; as an example: the front end delivery equipment has the effect of increasing employee production without sacrificing safe practices and in addition to this, has eliminated the hazard of children climbing onto the rear steps of the trucks using the old method. A careful analysis of the facts causing accidents and the adoption of proper safety appliances and accident prevention measures, are of vital importance. Foot injuries have been materially reduced by the use of safety-toed shoes and should be made a part of standard equipment for ice employees. Before safety appliances are accepted, a thorough examination and tests should be made to guard against inferior equipment, which may prove an added hazard. Many accidents are due to a lack of proper examination of new equipment such as scoring machines, cubing machines and ice crushers, and Uien the necessary steps must be taken in order to safeguard their opera tion. Io summing up the subject and problems involved in tbe safe handling of re 566 Nineteenth Annual Safety Congress frigerated products, we are again confronted with the old perplexing question of finding a solution. It is very little different from the situation that has existed to a greater or less extent in other branches of the utility business. We do not know of any way* to gain the objective desired other than the method that has been em ployed in the past. That, we feci, has been in some measure effective; supplying the employee with safety devices and making every effort to instill into each worker's mind how it is to his own advantage as well as to that of the company for which he labors to acquire an attitude of safe thinking that will react to his own welfare and at the same time make him a more valuable employee. Cbaiiman Wakefield: I would like to hear from some of our friends in the same industry in Pittsburgh. I am from out in the Middle West and would like to know a little more about what you do down here. 1 want you to help us and we would like to help you if we can in discussing these common problems. Frank L. Duggan (Consolidated Icc Company', Pittsburgh, Pa ) : I would like to ask Mr. Scott if they operate their own delivery equipment? M. Scott: Yes. Mil Duggan: What success are you 1taring there and under what system do you operate your accident prevention crews? Do you have your men grouped in your different delivery organizations? Mr. Scott : Yes. :Me. Duccan Under what plan do you luvi them? Mr. Scott: We hold regular safety meetings, and at these meetings such pro grams are conducted as to enlist the personal interest of each individual. Especially do we give attention to the new employee. During the rash season, we have extra employees, and we liave, through these employee meetings, beat able to reduce the accidents to a minimum. These meetings are held every two weeks. Mr. Duccan : That answers my question. It may be of some interest to know that at the present time in the city of Pitts burgh we are conducting what is known as the Interfleet Contest There are 97 fleets entered in this contest, with nearly five thousand drivers involved. Our own company had a remarkable record over a six-month period, which was from October to March, and was awarded a bronze medaUkm for the record which wc were fortunate enough to. make. But we haven't been as fortunate in the last three or four months. We attribute this, of course, to oar summer pick-up. We all realize that the ke business does not give us sufficient time to train or drill die new men whom it is necessary to put on during oar rush season. bat this contest has created considerable interest among the driven, and we feel that the moment we dispose of many of our lununer drivers and get back to oar winter men, we will again be one of the prize winners in this contest. It has been very satisfactory, not only to our company, bat to all of the other companies that have participated in it. The driven are keenly interested in it. And the Western Pennsylvania Safety Council has been assigning speakers to these various companies that want* men to come and discus safe practices with their drivers. Chairman Wakefield: There are quite a number of devices, such as ice tongs, which, under the urge of colored advertising, are being sold as especially safe tongs, or especially safe shoes, or especially safe this, that, and the other thing. There ap parently is no restriction on the use of that adjective, and the individual who has not gone into it thoroughly or who may not be able to know whether that is a safe shoe or a safe tong, is immediately misled by the fact that it is represented to him that way. Wouldn't it be wise for this industry to Set up some clearing house, where manu facturers of such equipment can get the approval of a competent committee, and Refrigeration Section 567 yrfil that ha* been done we can take good care that the entire industry knows that yin * approval of that committee has been received, they shouldn't purchase any such equipment? We can have a competent engineering committee to look into it, and through the various trade journals we can popularize any of those devices that are submitted to os. We should not select one manufacturer of tongs. I am perfectly willing for the committee to put their approval on fifty manufacturers of tongs so long as they can satisfy our committee that they are safe equipment. I would like an expression from you. Don't hesitate to tell me if you don't think the idea is any good. We are here to discuss these things. Mr. Duggan: I am in-favor of it. If it is in order, I would like to move that a committee be appointed. Chairman Wakefield: It is perfectly In order. Do you mean that it should be referred to the Executive Committee? Ml Duggan: Yes, refer it to the Executive Committee. (The motion was seconded, put to a vote and carried.) Chairman Waxefield: Is there any further discussion on Mr. Scott's paper? Vf Duggan : One more question. Mr. Scott mentioned side icers. Do you refer to the different wood bodies? Mr. Scott: That is right. Mr. Duggan: What success have you liad with them? Mr. Scott: Good success. I might say that our lost-time accidents were largely due to that, and the first eight months of this year we have made a reduction of exactly 50 per cent over the same period last year. Mr. Duggan: You save considerable time on your delivery, too? Mr. Scott: Yes sir. Chairman Wakefield: I am going to ask Mr. C. C. Rosenbargcr of the Bureau of Safety, Chicago, to read the paper prepared by Mr. Trask on the Safe Handling of Cold Storage Products. The Safe Handling of Refrigerated Products in a Cold Storage Warehouse By H. L. TRASK General Superintendent, U. 8. Cold Storage Company, Kama* City, Mo. Safeguarding life and limb in the operation of a cold storage warehouse has been, and always will be one of our chief concerns. Since the early days of cold storage business, better buildings have been built for cold storage purposes, better equipment is now available, and more attention is given safety devices for the protection of the employee. Safeguarding the employee has played no small part in bringing about changes for betterment in the planning of cold storage warehouses. Practically every move in the advancement of the refrigeration industry has had as one of its founda tion principles^ the safety factor. The majority of operations in the handling of cold storage commodities involve hazards. From the time the car door is opened or goods are received by truck at team docks, until they are piled in the rooms, the possibility of injury is prevalent. Let us follow operations necessary in unloading a car of goods, or goods received at platform, placed in a cold storage room and delivered back to either car or team dock: The door is opened. Care should be exercised m opening car doors *o that fingers are not caught in hinges or levers. 568 Nineteenth Annual Safety Congress Goods must be taken out of doorway of car before permanent door plates can be placed from platform to car floor. A slip at this point would mean in jury if employee slipped between platform and car, falling to track level. Car plate Is adjusted from car door to platform. Fingers or feet could easily be caught between car plate and car floor, or car plate and platform, if care is not used. Trucks are usually placed in can for balance of unloading and trucks loaded are moved to car door and over car plate to platform. Again care in the operation and enough man power to properly handle the loaded truck b essential. During the unloading of can, inspections are often made by either ware house employees, or railroad Inspectors. To slip on the car plate, or to bock out of ear and stumble, usually means a bad fall from car dock to track level between car and platform. The handling of power tractors for moving loaded trucks from either track dock platforms or team dock platforms to elevators, should be undertaken by only experienced operators. In thb connection, electric light extensions used in the cars should be carefully placed so that tractor operators will not come in contact with them in the operation of the tractor. The writer has in mind one case where extension was attached to a plug on the track dock and ex tended from this point across into the car. The tractor operator, in the operation of his tractor, did not notice this obstruction and the extension struck him just below the chin, pulling him backward far enough so that he lost control of the tractor. The tractor fell into the track pit and the operator narrowly escaped injury. Probably most modern warehouses have regular elevator operators. Should this be the case, when elevators are protected properly, there is little cause for accident. However, in warehouses not so arranged and regular elevator operators are not available, only experienced employees should be allowed to operate elevators or handle loads to and from elevators. Elevators operate very quietly. Never pull non-automatic elevator gates down, or push them up to locate elevators. Very often elevators are just above or below, in which case, on account of the quietness of operation, an accident will occur as the inquisitive one usually has the head and shoulders into the elevator shaft. In piling barrel apples in a room on their bilge, great care should be used in bracing the first tier. After the first tier is well secured, it is well to only allow experienced pliers to complete the operation. Many accidents have oc curred where inexperienced pilers have been used in this operation. Pike poles used in warehouses to handle and roll tierces on tlieir bilge are very dangerous if care is not used in handling. A sheath sliould be furnished with each pike and suitable storage space should be provided when not in use. Pike poles are used to'roll tierces from platform into car. This operation is more or less dangerous if the car is above the dock platform level, necessitating extra momentum to propel the tierces from the lower level to the higher level, for which pike poles are ordinarily used. In this case the man in the car is usually crouched in readiness to assist in receiving (he tierce into the car and is in a stooped position to grab the chimes of the tierce as the tierce is rolled within range of his arms, but the man is in a position to be dangerously in jured should pike pole slip off the tierce. Great care should be used in this operation if pike poles are used. The ordinary four-wheel warehouse truck should never be pulled (possibly with the exception of grain wagons which have tlie fifth wheel and extended handle). When a truck is pushed the trucker can, at all times, see any obstacle Refrigeration Section 569 in front of him. If the truck is pulled, a slip may mean injury should the truck have enough momentum. When two men are operating loaded truck preparatory to entering cooler, the truck is put Into motion by one pushing, the oilier pulling. Quite often the man pulling the truck, and nearest door, makes an effort to open cooler door without stopping truck, with the chance (he cooler door will net open easily. The cooler door quite often is blocked in some way and will not open without a good deal of effort In this case the momentum of the truck with the load will crush the man making the effort to open the door without stopping first. Protruding nails should be driven into boxes, crates or barrels upon receipt of goods. Protruding nails are quite often cause for minor injuries. When driving nails into wooden packages it is well to be sure the nail is firmly imbedded in the wood before the final striking process. A flying nail is liable to cause serious injury. Actual accident experiences are always interesting to those who have safely at heart. Often the experiences of others help to correct similar hazards and prevent possible accidents in the future. Here is one that has come to my attention. Two men were operating a four-wheel truck, loaded with produce, this operation in a warehouse where regular elevator operators were not employed. The two men in question were old employees of the company who had but very little experience in operating elevators. The elevator had been stopped some what below the floor, prior to truck being placed on the elevator, with the elevator gate down in safety position. The elevator gate is raised, one man steps down to the elevator to bring it up to the level of the floor. The elevator Stopped slightly above the floor; the second man pulls the front wheels of the truck oo to the elevator with a good deal of effort. Knowing the elevator is above floor level, considering the effort he has made pulling the front wheels of the truck on the elevator, be commands his partner at the control to lower the elevator. On account of lack of experience, the man at the control lowers the elevator too far below the floor level and his partner immediately calls to raise the elevator again. In the excitement, the elevator operator starts the elevator up to floor level again and loses control. His partner is holding the truck close to the front of the elevator platform. The operator has lost control of the elevator and his partner is in a similarly excited condition. It happens that truck handler was too close to the edge of the elevator plat form and as the elevator proceeded upward, elevator gate hit him on the top of the head, knocking him to elevator platform just as the front wheels of the truck slipped off the platform to the floor just left, truck and load then falling down elevator shaft. In a dazed condition, the man hit by elevator gate starts to slip off elevator platform and before he had slipped entirely off, elevator platform met the floor above, pinioning the nun's legs between platform and floor above with feet above the floor and body below. This nun's limbs were badly broken and crushed, which, although did not prove fata! at the time, eventually caused his death. Thb accident could absolutely have been pre vented had an experienced elevator operator been employed. A fatal accident occurred in one of our warehouses when a man who had had very limited experience in our warehouse, lowered the elevator gate a short distance and peered over Into the shaft to locate the elevator. The elevator, instead of being below, was above and descending just above the floor on which thb man was standing. The elevator, operating silently, struck the man's head and shoulders so suddenly it knocked him down, pushing the elevator gale 570 Nineteenth Annual Safety Congress itb him This probably rendered him unconscious, howe nr, we do pot know this. The elerttor operator just above, sensing that he had hit Muwe, revoked the elevator, which left the pinioned man free, allowing him to slip into the elevator shaft and fall three or four floors to the elevator pit. In this < there was no necessity at all of locating the elevator as tins man had nc particular work to do which required elevator service. Absolute carelessness caused this accident, which probably could have been prevented had the man been experienced in the workings of elevators in general. Most of the above mentioned possible accidents are leu liable to take place if at least one thoroughly experienced man is put in charge of each warehouse operation. The skillful placement of experienced help, combined with the co-operation of warehouse organisations with local and National Safety Council movements will, in the opinion of the writer, minimise accident experience in the cold storage ware house industry. Cbaiuian Wakefield; We arc now to hear from Mx. -Hillenbach, Chairman of our Statistics Committee, and although that may sound like a rather dry subject, 1 can assure you there is more romance as to safety and the results of safety in Mr. Hillenbach's committee than in any other. Accident Experience of the Refrigeration Section During 1929 By H. HILLENBACH Ctuiinun, Buikici Committee Although we are one of the yusgat sections of the Council, our activities are expanding rapidly. The oontinmd safety interest of Refrigeration members is re flected by the rapid hinreast m the andu of annual records reported to the Council since 1921 la that year, it ana njrwatf by only two reportnig organizations. The following year iw --t&Ukmmm, working over two and one-half million man hours, npnriid la H9I dw wafac mgerirnr* of refrigeration members ap peared a the CnwrlTi Mal Kriflem srMirtk al puhhration as a separate section, reporting anMidasibi mM to twiaty and boors of exposure to over fifteen million usa hew Ow amid gvwuah rawaoued during 1929 when 44 organizations, more thaa twser 4w aadw fat unarm* ia 1928. with an exposure of over 20,000,- 000 man hours mmt flair ooeahMU aaaasda. This is concrete evidence of the spirit of the safety wwnaM m bgacsflcaVy. it means that the data collected on accident* m mm aflavy a knaihf aoa ratable and accurate each year. Whatf ffoeaa bans our aadan mods m ifawiniting accidents? We have five plants that beat igswif bar mmrnmm taA year since 1927. Their combined experience thaws a fbeaeam t M per mm m the number of last-time accidents per million hours warhsd ad a An# mt 39 pm mm in the number of days lost per thou sand hours aift if, W* had u amaanarioDS. however, that reported their aoridem taperinto* tee hmh t& afifl HP. TWy, too, had fewer lost-time accidents per ttilhoa hum wmflwd im MQ8--4fer vodwetken was 15 per cent--bat days lost per thousand hours wsrWifl ihmmfl a* merame frana ZJT to 3.42 or 44 per cent. This increase sevwey was bmpaty flu as eaare fasafities in 1929 than in 1928. An inspection of the mdwsdmf rangAs f cheae 18 plants reveals that, though nine com panies had higher sotrity cases ia 1929 than in 19281 nine others also had lower rates. Imprnuniaiili hi frequency races were decidedly more numerous; 13 plants had lower sates against only five with higher ones. Refrigeration Section 571 The experience of our plants during the last year is quite ia line with the experi ence of industry as a whole; the frequency of lost-tune accidents has declined, but the severity has gone up. Please note that these comparisons are based on the experience of those plants that have reported consistently. By using the records of the same plants from year to year, a reliable measure of progress is obtained. It is therefore important that every member of the section realize the importance of consistent reporting. We are making progress in our safety work, as you have seen, but much room for improvement still remains. In the list of 27 industrial groups given in the Council's annual Industrial Accident Statistical publication, we rank twenty-fourth. The average frequency rate for our section in 1929 was 43.35, in comparison with 25.53 for industry as a whole. Our severity rate of 3.04 was likewise considerably above the average of 2.23. The construction industry had an average frequency rate of 55.94 duriug 1929, only slightly higher than ours, the meat packing industry, a rate of 55.94, paper and pulp mills 28.43, steel industry, 18.13 and cement mills, 9.55. Our severity rate was ex ceeded by such industries as mining and quarrying, lumber and woodworking, and construction, but others, such as steel, pubtic utility and petroleum, had considerably lower rates than we. Some of these industries have fewer hazards than ouri, and not a few have been active iu solving their accident problems for years. The cement industry, for example, had an average of 43.47, in 1919, about equal to our present rate, which was gradually reduced to 9.S4 this year. I see no reason why we should not accomplish equally favorable results. We had five organizations in our industry, ranging in size from two to sixty-five employees, that established no-accident records during 1929. On the other hand we also had seven plants employing from nine to over six hundred men that had fre quency rates higher thus 60jOL More plants of all sizes had frequency rates from 20.0 to 39.9 than in any other equal range, though the average frequency rate for the entire Industry eat 4JLJS. If low rates can be commonly achieved by our mem bers, is it araaaabk to think that am cannot all reduce our accidents ? Oar average severity rate of 104 docs not entirely reflect the favorable severity ex perience of awty of oar member*. because 36 of the 44 reporting establishments had IM. Serious letikwti were, therefore, confined to comparaB of assranaatrlr every 1.290 employees tact death in This compares with one out of every 2,409 employees in y. one oat of every 1438 in the steel industry and one out rnlemn iaflaty. Our experience with permanent partial (tries. But are we not sot afford to have conditions came too often an ap- of the section should keep accident Make freqaeut comparisons of yoor and with this year to date and the same informed of the record which hb department Wbos your Sectional Officers request your accident records and send it to the Council so that you may know how with others in your industry, so that we, as a section, oar program at comparison with other sections, and that industry as tun the results of Its accident prevention activities. Waxxthu: Gentlemen. I think you probably have learned one or about the refrigeration industry that you hadn't thought about before, hen I travel around the country, I meet people who say, "There need for safety in our industry. We don't have accidents," and yet according 572 Nineteenth Annual Safety Congress to the report the chairman of the Statistical Committee has laid before you, we rank with the most dangerous industries in the United States. We are about twice as bad as the public utilities who are working among high voltage lines, climbing poles, and so on, and yet they have been able to so organize themselves that their experience is remarkably good. There is one thing that sticks out right through that report, and that Is that you can name the industries over, and the industries that have the favorable reports are the industries that are veil organized in their sections, to the point that their safety activities are going on continuously and intelligently. And in those industries where the rate is high, you will find that they are either very young in the Council, or else they have attacked their accideot prevention work in a haphazard way. The next item is something in which every ice man is always interested, something that causes a great deal of trouble and costs a great deal of money. This concerns our okl hazard of foot injuries The man who Is going to speak is the Employment and Safety Manager of The Michigan Steel Corporation, Eoorse, Mich, i take pleasure in presenting Mr. Nils JueM. Guarding Against Foot Injuries By NILS JUELL Employment and Safety Manager, Michigan Steel Corporation, Detroit, Mich. Are foot injuries of enough importance to separate from other industrial acci dents and discuss them at such an important conference as the Annual Congress of the National Safety Council ? For the lake of argument let us say we all agree because:-- 1. More accidents are caused by falling objects than from any other cause. 2. The foot is the member of the body most often punished by this type of acci dent. 3. The toes in particular receive the brant of attack. 4. A loe accident requires a bandage of sufficient bulk to protect the wound which necessitates elimination of footwear. We lutve all had demonstrations which prove that a worker may continue his daily task with injuries to other parts of the body equal in severity to those we observe on the foot, which, however, invariably lead to lost time for whatever department the accident occurs. Production, or the employer; is the heaviest loser and it would perhaps be apropos to remind ourselves of the undisputed facts brought out by the Travelers Insurance Co., that the indirect cost is four times that of the direct cost. Direct Cost. By direct cost we mean compensation, doctor, hospital, and X-ray expenses. Mr. Heinrich, of ffie Travelers Insurance Co., compiled the indirect cost in the following concise and practical table and emphasised the fact that these things arc not insurable. Indirect Cost 1. Time lost by employee from production as a result of an accident. 2 Time lost by other employees who stop work. a. Oat of curiosity. b. Out of sympathy. c. To assist injured. d. Because of nervous shock. Refrigeration Section 573 X Temporary slowing down of production in department because:-- a. Employees gather together in groups to talk about accidents. bk Thought of accidents continue to direct their attention from their work. (Thu may lead to another accident or spoiled material or equipment.) 4. Time lost by foremen, supervisors, and executives for:-- a Aid to injured employee. b. Investigating cause of accident. c. Arranging for injured employee's production to be continued by some other employee. d. Select men or break in new employee to replace injured. e. Prepare accident reports for employer, insurance carriers and the State. f. Attend hearings before State commission. 5. Time of First Aid attendant and hospital department staff (when paid by in surance). 6. Spoilage arri waste of material caused by accidents. 7. Damage to machines, tools, buildings or other property. 8. Losses due to interference of accidents to production, such as failure to fulfil) orders on time, loss of bonuses, payments of forfeits, loss of customer's good will. 9. Loss of profit on productivity of employees affected by accident and on ma chines temporarily idle. 10. Loss in putting injured employee back to work and paying full wages when the injured is not fully recovered and is unable to earn the wages paid. 11. Loss through inferior production effort due to inability (when high accident rates prevail) to attract and hold high grade worker. With this schedule in mind it is also well to remember that in the introduction wc have brought out the predominance of falling objects as a cause of accidents, the foot and toes being the most frequent sufferers, 1 will now attempt to bring out for your consideration some of the most efficient remedies. Safe Handling. While preparing this paper I recalled a clipping I had in my scrap book from the Michigan Mutual Shop Man, July, 1927, from which I quote: "Wrench slipped" or "ran nail into foot" are the old reliable standbys that come through with great regularity. The dominant hazard of all industry and a familiar line In accident reports is 'dropped heavy object on foot', how many times this happens every week! "One factory in Michigan has eliminated this hazard entirely, the secret formula on application". Of course T was curions enough to write the editor and get the secret formula and here It Is:-- "Eliminate the lifting and carrying of all objects by substituting mechanical han dling for crude and unsafe manual labor methods." The circumstances which lead to the remark occurred seven or eight years ago in the Oldsmobile engine plant at Lansing. They were pioneers in the use of roller ta ble conveyors at table height and had gone more than five years without a serious foot injury, when that was and still is the dominant hazard in gas engine building as well as the gray iron foundry. If workers do not handle or lift objects they cannot very well drop things on their feet, also, the use of the four-wheeled hand truck gives rise to many foot and (eg injuries. W. J. Graves, industrial engineer, writes, in a personal communication. "Wc had a very bad foot injury the other day when a millwright dropped a 50 pound electric drill. The drill bit that was in the tool at the time punctured the man's foot, a real safety shoe would have lessened the injury if not prevented it." The manufacturers of such portable tools should make a model for the mill wright's use, equipped with shackles and a webbing shoulder strap which would aid in carrying the drill and support it while drilling and would prevent foot injuries. 574 Nineteenth Annual Safety Congress Tlterc seems to be some inherent quality in the portable drill which makes it suscep tible to being pushed off work benches and of slipping out of hands, they are pecu liarly shaped and generally smooth and slippery. This is only oat example of equip ment somewhat unusual. ) L. Juhl's talk before the Detroit Industrial Safety Council's Engineering Divi sion is worth reading. "Safe handling ol material" is a subject to which he lias given much time, both in thought and in action. He reminds safety men of their opportunity in the study of the handling of ma teria] and discusses and suggests innumerable ways by which handling can be sim plified or averted by planning and cooperation with production men. Often, he says, orders come to reduce production and it is when such sudden changes come that a safety engineer can do his real stuff. Material piles up and the chances of getting hurt are increased in times like that He also reminds us of the (visibility of suggesting to the vendors a package of satisfactory safe weight and size to suit the situation and assures us that they are always willing and anxious to co operate with customers by doing their bit in eliminating hazards which may lead to foot injuries and for other obvious reasons of coarse. Some great man once said, "I don't care bow many mistakes a man makes, just so that he docs not make the same mistake twice." There if comfort in that for some of us who at times may feel a little discouraged. 1 r wc are to reduce our foot accidents to the irreducible minimum we must build a real safety organization made up of every man on the job. We must study each acci dent which caused, or nearly caused, an injury and scrutinize the cause and seek a remedy which will prevent its recurrence. Physical Defects. If those who have industrial beahh so much at heart could unite in their effort and standardize in medical and dental examination in industry, we would soon eliminate, or greatly reduce, the psychological causes of accidents, if t may be permitted to allude to this, which are such frequent contributors to thought* lessness, ignorance, inattention, forgetfulness, indifference, and recklessness. Service la Employees. If those who have charge of production and those in charge of industrial relations and safety could unite in a strenuous campaign, such as the National Safety Council has set as the ideal--if we could educate all men to the fact that safety shoes are comfortable and of respectable appearance, tlnas we would have arrived at that Utopia when safety directors and safety engineers would be no longer needed. But, a Will Rogers said about Prohibition, "their will be a liquor question as long as there is a bottle left." Safety Posters and Bulletins. R. T. Solensten, display editor, tells us in has cA which many of you may have beard or read that, generally speaking, safety *-<*--*~ have three functions, 1. They stimulate safety thinking. 2. They create goodwill for the accident prevention work you are doing. 3. They instruct workers in safi practice and warn them of the hazards of tmsafe practice. Bulletins and safety posters have been the principal medium and the occasional spoken word at safety meetings or die printed word in the pay envelope am! rim shop rule book are about the oul yother means used in the past. As to the relative value of the printed and spoken word, there is of course, a great difference of opinion. The road of least resistance is usually the travelled path. How often we find our selves slackening up in our varied program and confining ourselves to posters fur nished by the National Safety Council and other agencies and let it go at that. I do not wish to discount the value of the posters we receive, we have had a splendid reac tion from them. At one safety meeting, 2 asked men in different parts of the room to mention a theme and describe a poster, the text of which bad made a certain impression on them. It surprised me to have the men recall posters which we liad not used for six Refrigeration Section 575 months or a year. We took occasion to announce this story on the bulletin board and to state that these posters would again be shown on the bulletin board tomorrow. Wc have devised a filing system for posters and we often file away those which have a peculiar appeal such as we have reported. With the posters and their advancement comes the improved understanding by the artists of the psychology of color and variety of onotional appeal. I would tike to suggest that posters are to safety work what hymns are to the church. This is not enough alone, the otlier components of good service are good advice, good example, and vigilance in insisting on observance of the good Rule Book, and to lend your wholehearted support to your local Safety Council and foster the closest relationship with the mother organization, the National Safety Council Helping the New Employee. "Give the new man a helping hand" was the sugges tion on one poster; tell him he can get safety shoes, charged against his wages, also other safety clothing his job may require. Trained foremen can be depended upon in this respect and in instructing the new man about the dangers of the job. "Fore- maoshtp training" will put your safety teaching iu the hands of men who are com petent In discussing this with a representative of the Michigan Mutual Liability Co., 1 got a reaction which is worthy of credit and reflection. Picture two or three careless workmen working in the factory yard crew handling material. One of them is likely to drop a heavy object on bis foot. Does he see or read or heed a bulletin depicting a man dropping pig iron on his foot? We are not so sure. On (he other hand, suppose his foreman gives him intensive detailed instructions how to do his simple tasks, and gives him repeated callings for disobeying his instruc tions--with only one more chance to hold his job: which method will go furthest in preventing accidents? The Home-Made Poster. I am a firm believer In the home-made poster and the plant cartoonist as a valuable auxiliary service and I told about our Mr. Frank Strickland in the National Safety News, (Sept. 1928) how he was discovered and how we use him. Undoubtedly you have a cartoonist your workers and can develop him by assignments with which he is familiar and give him a task which benefits him and his fellow men. Whenever we want an idea put across we can depend upon Strickland to carry it out. I have mimeographed some of his stuff and have it here for anyone who wishes to see it. ' Staging scenes of recently occurred accidents and photographing them for the story on the bulletin board has been effective in our plant. "How to drop things" and "How to dock things" are titles which suggested them selves to me after reading an article in the Literary Digest of June 6, 1930, entitled "How to fall down." It dealt with the individual's power to cultivate certaiu preservatory instincts that are usually dormant within us. Children fall often and are rarely hurt. "You may think", they quote from a Berlin scientific journal, "that this is because they have not far to fall and because their joints are still very supple. Not at aR, children's falls'are almost always harm less because they react more naturally than adults, instinctively they assume the safest posture." Haw to Foil Forward. Avoid raising your aims suddenly over your head, a useless and dangerous movement On the contrary you should at once bring your arms to the front that they may serve as an elastic buffer at the moment ol contact with the earth. How to Fall Backwards. In case of a backward fall, the unskilled person seeks, above all, to ward off with his the contact of hk bead with the hard surface. 576 Nineteenth Annual Safety Congress He contracts his back and legs violently and falls with all bis weight on one point, he thus runs the risk of breaking; some delicate bone. On the contrary he ought to unfold his body flexibly in the direction of the fall, keeping his head up, while his extended legs serve as a counterweight and his hands and arms meeting the ground flatly constitute valuable shock absorbers. The article sums up by a thought we can apply to oar safety work. "Keep your head." In this way you will acquire control of your reflexes and will be the happy possessor, in certain emergencies of daily life, of the elements of a minor acrobatism which will prevent unfortunate accidents. The cat, the baby, the drunken man, and the circus clown are all examples of natural instincts or acquired control. Perhaps some day, some writer will tell us that the more simple minded a man is, the less influenced he is by his own intelligence and the better guarded he is by natural instincts; thus being-less responsible for his accident experience than the man we have always considered his more fortunate brother. If this should ever happen and be accepted as a fact, the statement I made pre viously about the inferior worker would iAdeed be very conflicting and highly hypo thetical. Safety Shoes. By what further means can we guard against foot injuries?1 By the use of safety shoes. Prior to 1890, it has been said, it was not customary to liave the fancy toe cap on the shoe; that was put on the toe and decorated by specialists to create new styles only. One shoe manufacturer conceived the idea of putting on a tin cap between the Jeatliers so as to produce a shoe that would retain its shape; then, many years afterward the virtues of a safety shoe were accidently discovered. The tin cap prevented an accident and a new branch of the shoe industry, which was to assume its present importance, made its modest bow. So much foT the Saga of the Safety Shoe. When safety engineers in their quest for accident prevention plotted the results of their investigations and found that in general more accidents were due to falling objects than any other cause and that the foot was the member of the body most often punished by this type of accident, and that the toes in particular were receiving the brunt of the attack, they logically sought means to reduce this hazard by giving the foot, and the toes in particular, greater protection than they had been having in the past. That meant designing a shoe for definite purposes. Among conservators of natural resources the safety shoe should have a prominent place and be recognised by those in the engineering departments of state universities. Our museums should give space to the evolution of the safety shoe, its progress and benefit to mankind deserves it Although many costly mistakes have been made by ntost manufacturers they have patiently developed the safety shoe of today. Nothing is perfect, everything is rela tive. Man or merchandise must stand or fall by comparison Wc have received many letters from shoe manufacturers and we will let them dis cuss the merits of the different types, we quote from four of the real progressive ones. 1. A'* letter. "------Many types of protection-giving toes have been developed. tried, and abandoned. Metal toes, celulose toes, latex toes, single ply, double ply, and triple ply. The most satisfactory toe yet evolved for our shoe is a triple ply weight, asphalt impregnated felt, of good quality, which is fqscd in a unit with the leather through a heat process during the course of forming the shoe toe''. 2. B's letter. "----In our first experience we used a composition toe box with the understanding that it would stand up under a very heavy pressure and would withstand oil, heat, and perspiration. We were discouraged and finally developed our present last, also the present toe box we are using. After considerable testing Refrigeration Section 5 77 wc found this box to withstand fully as much pressure and with lesr> danger than the metal box which is being featured by some manufacturers today------ ------", 3. Cs letter. "------We have incorporated in our shoes such features as experience has taught us to be the most desirable and feel sure that after 3S years of special izing in the work and industrial shoe field exclusively, we have developed a line best adapted to the various demands of industry'*. 4. D'i letter. "The special features are designed for additional protection and are incorporated principally in the box used in Che toe. This is constructed in vari ous ways. The principal materials are metal and heavy felt impregnated with vari ous asphalt and pitch combinations. The metal box, of course, gives greater strength but it has a certain hazard of its own, the injured foot is removed with greater difficulty due to the fact that the toe box is crushed on the foot. We know of one case in our locality that proved very disastrous, a hack saw had to be used in removing.-the shoe from the injured foot. It goes without saying that considerable additional suffering was occasioned by (he box toe lUrif." 5. E's letter. "------some safety shoes are safety shoes while they arc new. Alter being worn a short time the cap becomes soft due to water, oil, heat, and perspiration. "Wc arc proud of the fact that we have conquered this and that the U. S. Patent Office has awarded os a patent on our cap which is guaranteed to stand oil, water, heat, and perspiration." 1 quote from a descriptive catalogue of a manufacturer:-- "In analyzing the acci dents in various factories, coal mines, steel mills, and various other industrial plants, it was found that approximately 20 per cent of all accidents were to the feet, with three-quarters of these accidents resulting from falling objects." Various elements are. displaying a keen interest in promoting foot protection in different industries and it is possible that it may soon be compulsory to provide ade quate foot protection to industrial workers, even now, the laws of human kindness and self interest demand it. Michigan Steel Corporation has not found it necessary to make it compulsory but demands of the employees in the employment, safely, and first aid departments a lltorough knowledge of fitting shoes as well as a sincere interest in selling shoes for safety's rake. We treat our customers with courtesy and attention and are getting in creasing sales and reducing our accident cost by the policy of Wanamakcr's famous slogan, "The customer is always right** We consider it of great value to sell shoes in the. Employment Department and our customers are being waited on where those who are calling at the Safety and First Aid room can see and hear as well. Time will not permit me to go into detail in explaining the types of shoes selected for various purposes, neither can we take time to tell about the service we have de veloped or mention hundreds of examples of practical cases used to great advantage in furthering our sales. We realize that conditions vary in different plants and that it U not necessary to convince safety men of the importance of safety shoes. What they are more inter ested in is how to go about the installation of this service and where sales would be most stimulated. In this respect we may say, from our experience, that we may be of assistance. If you will address your inquiry to Michigan Steel Corporation, Detroit. Mich., we Shall be glad to tell you about our experience and answer any question which may occur to you when you study your own conditions and plan your campaign of foot protection to eliminate from our accident statistics, an item which has been costly in the past and has added to the production cost of yours -and our product. Chairman WAKr.FrF.Ln: Thank you very much, Mr. JuelL Are there any questions? 578 Nineteenth Annual Safety Congress Georgs C. Baku (Consumer* Co., Chicago, 111.): 1 just want to thank Mr. Juell for bis splendid reference to posters and bulletins, and for the advertising that he has given that department of our Section. Henry J. Mineur (Borden Co., New York City): Are the shoes used waterresisting or water-proof? Mr. Juell: Some of them arc. We found it necessary to adopt seven different types of shoes to fit the types of feet and conditions in the plant. Ill relate an experiment we made in the first aid room. Wc gave orders to make drawings of the feet of the first one hundred men who came in for first aid. We had each man step on a piece of paper, and made a circle around his toes and heels, and we compared that with the shoe lasts. You -will be surprised how many different types of shoes are required, and how much discomfort you can create with shoes if you don't know how to sell them. Ml Mineur: Id small plants where the units are broken into organizations of from 125 to 300 people, wc can't very well have some one delegated to shoe sales. Per haps our approach to the solution of the foot problem hasn't been quite right al though we have a pat many injuries due to the dropping of ice cream freezers and milk cam. We are much concerned about finding a solution. Wc haven't found any shoe chi the market Chat is sufficiently water-resisting to be attractive to the men* That is their principal objection, and I have talked to some of the manufacturers' representatives to sec if they couldn't develop a shoe that would resist water to a greater degree than the shoes that have been available. Ml Jucll: We have a shoe iaed in our pickling department. Although we do not guarantee satisfaction, we oil the shoe around the seams and tell the men to be careful not to step in acid. We have found a shoe that will resist the acid solution that is spread over the floor m the pickling department. Chairman Wakefield: Mr. Juell, I am sure we would all be interested in know ing--I gather from what you say that it is your practice to buy these shoes and re sell them to your employees. Do they pay for them in cash oat of the next pay check, or do you let them pay for the shoes over a period of time ? Mr. Juell : No, we charge them against the next pay. Mil Modbrwell (Chicago Ice Producers* Association^ Chicago, IlL) : We have experimented with a safe toe shoe Cor three years. We had an Eastern manufacturer cooperate with us, and he made us various shoes that we have turned over to our men. A 400-pound weight can be dropped with safety on the shoe that we are using now. We have something in the neighborhood of, I would say, 400 pairs of shoes among the employees now, but in spite of that fact, toe injuries cost us over $4,000 this year. You can readily see, if it were not for the fact that we have those shoes, how much we would have spent in those toe injuries. We do not attempt to make any money whatsoever on these shoes. Kt is being handled through our trade association, the Chicago District Ice Association. We sell these shoes at about $3.25, It is about as good a shoe as you can purchase in any store for about $5 or $5tS0, but you know that human nature is such that when you tell a man he ought to wear a certain kind of a shoe, he immediately feels that he ought to wear some other kind of a shoe and we find a lot of resistance among the men to wearing that shoe, not that they have any real objection. This shoe has no metal. It is a composition shoe. It isn't awkward and it isn't unsightly. It is about as good a shoe as is ordinarily used by that class of labor. Chairman Wakefield: The next, and final item on the program is a round table discussion on. four subjects in which you are all interested- We have talked about most of the divisions of our industry, but there is one section of that activity that wc haven't referred to yet. I am talking about car king. The Hazards of Car Icing will be discussed by Mr. O. O. Mills. . Refrigeration Section 579 The Hazards of Car Icing By O. O. MILLS General Superintendent, Fruit Growers Express Co., Washington, D. C. In discussing the hazards of car icing, I will consider the subject from the view point of personal injury rather than from service failure hazards which may be inci dent to the handling of perishable freight, realizing that your association is interested in minimizing personal hazards and the adoption of safety measures. While personal injury hazards are always presented when workmen are not careful, in my opinion there is no greater hazard involved in the icing of refrigerator cars than in many other lines of work--in fact there is kss. Some of the operations connected with the icing of refrigerator cars necessarily subject employees to such hazards, and it is es sential, therefore, for care to be exercised by them in the performance of their duties. 1 will direct attention to some of these hazards and suggest precautionary measures that should minimize accidents. So you may understand the details of car icing and the hazards incident thereto, which I wilt later refer to m detail. I believe it will be helpful to describe briefly the types of refrigerator cars and kinds of icing service in use. There are two types of refrigerator cars used for transporting perishable products: the standard bunker type, and the hrine tank car. The standard bunker type cars have bunkers or ice compartments in each end in which ice is contained to produce refrig eration in the car. The bunkers have an opening through the roof of the car by which ice is placed. These openings, when the car is used for refrigeration service, are kept closed with air-tight fitting plugs, designated "bunker plugs." Over the "bunker plugs", there are hinged covers known as "hatch covers." The brine tank refrigerator has chambers or tanks in each end into which ice and salt in proper quantities are placed, to produce brine at temperatures required to give the proper degree of refrigeration. These types of cars are also equipped with tank plugs and hatch covers. There are two classes of icing for the standard bunker type cat---that which is des ignated "chunk king", and that which is termed "crushed king." "Chunk icing" usually consists of using ice broken into pieces ordinarily ranging from 25 to 100 pounds in weight, although it is essential to break some of the ice into smaller pieces to fill crevkes which may develop between the larger pieces of ice when put into the bunkers. "Crushed icing" requires that the jee shall be broken into pieces weighing approximately 15 to 20 pounds, but as in "chunk icing" it is necessary to break some of the ice into smaller pieces so that crevices which may develop between the larger pieces of ke will he properly filled. At the time standard bunker cars are iced, it is necessary to chop or pike down and level any ice that may. be in the bunkers when the icing is commenced. Long-handled, sharp-pointed tools, referred to as car icing pikes, or similar instruments are generally used for this purpose. Icing necessitates standing on cars to remove and replace hatch covers and bunker plugs and to level and properly place kc in the bunkers. The method of icing brine tank can is different from that followed when king stamfard bunker cars. Ice used for icing this type of equipment is crushed to about the sice of a man's fist, either by the use of mauls or other instruments or with a me chanical crusher. The ice after being so crushed is placed in containers of some sort, such as carts, wheelbarrows, shovels and the like, and transferred to the car to be iced and there placed in its tanks. At the time of icing, employees must stand on tops of the cars to remove and replace Uc hatch ewers and tank plugs, and to see that the kc is properly placed in the tanks. It is also essential for the employees on the cars, by the use of a long-handled pole, to stir and settle ice in tanks, and to release excess accumulated brine. Roofs of refrigerator cars arc generally about 12 feet above railroad rails. To 580 Nineteenth Annual Safety Congress place the ice into bunker* or tank* it is necessary to elevate it to the bunker openings. Two methods are ordinarily employed for delivering ice to the car bunkers or tanks--the ooe by the use of platforms, generally constructed with tops or decks slightly higher than the tops of cars; the other by hauling ice in trucks or wagons to individual cars wherever located on tracks in yards, and elevating the ice to the bunker openings either by use of mechanical contrivances or by hand. The platforms are used at intransit icing station, in loading territories and to some extent at destinations. Truck or wagon icing is used largely at destinations where cars on team or hold tracks may be awaiting delivery. Ice required for use at platforms is either manufactured in a plant or accumulated in a storage adjacent to the platforms or shipped to them in freight cars and trans ferred to bunkers or tanks of the refrigerator cars. When ice is made or stored adjacent to a platform, the car icing operation requires that the ice must be handled from the building in which it is contained, to the platform and along its surface to the cars that are to be iced. Modem icing platforms arc usually equipped with mechani cally operated chain conveyors upon which the ice is placed and carried to the point on tlie platform at which cars to be iced with chunk ice are spotted. If platforms are not equipped with such a conveyor the ice is pulled or shoved by the icing forces along the deck to the point wliere it is needed. When ice Is shipped in freight cars to king stations, it is general practice to have a lower platform on a level with car floors and a mechanical arrangement for elevating the ice to the high platform. At these types of facilities the ice is elevated by the use of vertical hoisting arrangements or an in cline from the low to the high platform with a chain traveling the entire length of the facility, which moves die ice from the lower platform to the point on the upper plat form where it is required to be placed in bunkers. Mechanical ice crushers are generally used for crushing or breaking fce in proper sizes as required for icing brine tank cars. The ice is elevated from the plant or stor age or unloading platform to a point slightly higher than the hopper of the crusher through which it passes into the containers which are used for transferring it along the platform to points where cars are to be iced. While H may appear tliat to describe, as I have, tlie types, methods and general procedure of icing cars, is to depart from the subject, I have done this so you may visualize the kinds of work which Idng forces have to perform and In connection with which hazards may exist. In transferring ice from plants, storages or bodies of cars to icing platforms, labor must be employed to handle it to the elevators or conveyors which will start it on the way to where it is needed Employees must also keep the ice, as it moves along, from falling off the conveyors, and to remove it at the point where it is to be placed in car bunkers. When chain conveyors are not used icing forces must pull or shove the ice along the platforms. After the blocks of ice reach the car, it is necessary to break them into pieces of the sizes required. In the king operations, different land* of tools must be used. Icing hooks or tongs are utilized for handling the blocks of Ice in tlie plant, storages or cars to the con veyors for movement to tlie upper platforms, (ring pikes or tongs are employed to guide the ice on the chain conveyors and to pull it off at the proper places on the platforms. The same tools are used to pull or push the ice on platforms which do not have conveyors. Except when icing brine tank cars, icing pikes are essential Hi the operation of transferring or shoving the ice from tlie deck of die platforms to the car bunker openings. The pike or a similar tool is used to break or chop down icc in the bunkers. Men step or jump from the decks of platforms to lops uf cars to open and uloe die bonkers and to settle and properly place the ice in tltcm. Icc is fre quently transferred from the lops of ptaforms to car bunkers by the use of a skid, consisting of a board or assembly of boards on which the ke slides. Employees must place these skids properly so tlie ke will slkle directly into hunkers. When brine tank cars arc iced, employees must handle or guide ice from storages, plants or cars, to the Refrigeration Section 581 icc crusher, and to transfer the crushed ice along the platforms to the cars to be iced. The crushed ice is usually transferred from platforms to the car tanks by use of a spot or chute. Icing forces must properly place these spouts or chutes so the ice will flow directly into the tanks. Personal injury hazards exist in connection with all of the operations described. There is chance for injury and necessity for carefulness in the handling of ice from Itodie.i of freight cars to elevators or conveyors. Floors of tlie car* get wet and slip pery and tend to cause employees to lose their footing and fall when pulling icc around. If the blocks of ice are loaded in an upright position there is Ihe possibility of personal injury' by the blocks falling on the limbs of employes wlten the ice is "pulled down" to be handled to the lower platform. In the use of ice tongs or hooks for pulling the ice, there exists the hazard of these tools not securing a firm bold in the blocks of ice with the result that they slip and employees fall and are injured. When ice is moved oo a mechanically operated conveyor along the top of a platform, as previously described, it is necessary for icing forces to guide it properly so it will not fall off. Platforms frequently are wet and slippery and there is the hazard of men slipping whep they take hold of the ice with hooks or pikes to guide it. Icc is usually removed from the conveyor by the use of hooks or pikes, and this operation present* tlie possibility of men slipping, of blocks of ice falling on their feet, or of their limbs becoming jammed or caught between the block of ice tliat is being handled and other icc on the platform. After the blocks of ice reach the place on the platform where the icc will be transferred to car bunkers, it must, by the use of pikes or other sharp in struments, be broken into pieces of the required sizes. A hazard exists in tills opera tion by careless use of the tool employed for the purpose, for if the tool is allowed to slip it may puncture the body of the employee or some other nearby. As previously stated, skids are often used to facilitate tlie movement of ice from platforms to car bunkers and their use presents a hazard. If care is not exercised when the skids are being placed in position for use, men may fall from platforms or tops of cars, or-the skids may fall to the ground and injure someone. If the ice is not carefully handled when it is transferred over ihe skids from tlie platforms to car bunk ers, it may strike someone on lop of the can, resulting in Injury or even death should this cause a man to fall to the ground. When skids are not used, the ice is pulled or shoved from the platform directly into bunkers, and it is quite necessary for icing forces to exercise extreme care to prevent the ice from striking employees on tlie cars, or from dropping and injuring persons below. When removing and replacing bunker plugs and piking ice in bunkers, there exists the hazard *qf men losing their balance and falling from tops of cars. Icing forces frequently attempt to ride on moving chains instead of walking carefully when they move about on the platform. This presents a grave hazard because of tfie possibility of employees having their feet caught in the chain or of losing their balance Chaokan Waxsfuld: We will now have the pleasure of hearing from Mr. Hillenbach on the subject, "Safety on the Route and at the Platform." Safety on the Route and Platform By H. HILLENBACH Director of Safety, American Ice Company Since the motorization during the hst few years of practically every up to date delivery system, the problem of safety on the route has become a vital factor. The hazards connected with the old time system of horse-drawn vehicle, among which the runaway was the most dreaded and usually constituted the most serious accident, have bean replaced by others of more serious nature. Where the horse 5K2 Nineteenth Annual Safely Congress was, in many eases, the contributing cause, it k so* Ac operator with whom rests the entire responsibility, proriding the machine he ifuitu is at all times in good mechanical condition. The side swiping at MoaobOet or other vehicles by an ice wagon, or even the puncturing of a car with a wagon tongue, were minor accidents compared with the collisions of trucks moving aboot at a spaed of from 20 to 30 miles per hour. When automobiles first appeared on oar streets, many a dog came to grief before he realized that he could not contimw to follow 1iit old habit of running in front of a moving object with his htsty hath, the same as he had done to the horse. So it is in many accident cases of today. The motorist stiff dunks he can beat the ice man at the crossing, often with serious resells. As the ice delivery system is condnrted along the aarne lines in all cities, 1 assume that the accident experience is also very modi the same m nature. Now, what is being done to eliminate or at least redact these many hazards con nected with our already expensive operation of deliwring oar product ? Those who are not self-insurers are acfl aware of the ever increasing cost of insurance against public liability, propoly dimage tnd workmen's crupriHatVm. Our company became a member of the National Saicty several years ago and since that time we have made quite a study <d the problem of safety on the route. Accidents comprise two classes, the first of which are collisions, resulting in public liability and property damage; secondly, personal injury to the employee. In the New York Division, which is the largest unit of oar company, the latter class acci dents are the most numerous, due to nongertion and adverse conditions under which service is rendered. Aside from a financial point of view, the humane side, to keep our force free of injuries, is oar company's greatest endeavor, for we realize tint an injured employee, or a new man on the job, is always a serious handicap in ren dering the kind of service of which we are proud. In 1929. 15 per cent of all ow personal injury cases were fowl to be injuries to the feet and toes, and while we are ant compelling oar men to wear safety shoes, we have been quite successful of late i^Nbedncuv among them this added protection. The ice pick, which appeared with oMntrodnctsoa of artificial ice as a necessary tool to be carried hy the men. axes being extinct; hiss proved another source of many serious injuries to the public as well as to the employee. Leather sheaths, suspended from the driver's belt, are now their repose when not in use, instead of being exposed point upward from the men's hip pockets. Nearly 45 per cent of the injuries to our men consisted of injuries to fingers, hands, knees, and legs, principally caused by improper handling or keeping of tools. The improper attention given, doc to the men not reporting these Injuries in time, was the cause of many infections and serious results. We are urging our men to report an injury immediately, no matter how trivial. "No Rider" signs displayed on windshields, safety slogans Inside of the cab, and governors placed on motors to cut down their speed, are all contributing factors which help us to reduce our accidents. With the ever present turnover of labor and the impossibility of constant super vision while men are on their route, it is obiions that only constant vigilance and education in safe practices will keep the men safety conscious. Some drivers are rarely involved in accidents where they are at fault, due to experience, good judg ment and knowing what to do when occasions arise. Others become involved, very often due to the inexperience and carelessness of the other fellow. While it cannot be denied that the severity of our accident experience depends a great deal upon the man behind the wheel, we also realize that many accidents cannot be avoided and always will have to be taken into account as a factor in the final summary of the expense of conducting business. With regard to accidents at the platforms, it may he said that these are a rarity Refrigeration Section 583 throughout our company. Wherever possible a. standard width of seven feet should prevail in their construction, and where conveyors are used to bring ice onto the platform, proper starting systems should be installed, pits of sprocket wheels should be properly covered, and above all, the platform should be well lighted during the busy hours of the early morning. Axes and tongs, as well as pike poles, where such are still being used, should be in their proper places when not in use and not lay on the floor of the platform. Floor of platform should be kept in good repair and free from fine ice to prevent falls. Where there are conveyors running parallel with platform, it is important to have track of chain nearly flush with platform floor in order to prevent ice from tipping over when taken off by the loader. One of ota- vital safety problems at the platform in the summer is keeping away the neighborhood children who are attracted by the waste ice and who are very often sent for the gathering of this ice by thoughtless parents. Constant vigilance by the platform man and the observance of safe practices as outlined above should reduce platform accidents to a minimum. Chaouaw Wakoihd : At this time Mr. F. C. Lynch, the Director of the Kan sas City Safety Council, will talk to us on something that the ice man certainly needs to know, and that is Good Housekeeping. There are very few ice plants in the country in which the housekeeping conditions are what they should be. Good Housekeeping By F. C. LYNCH Director, Kansu City Safety Council, Kansas City, Mo. This subject of good housekeeping is one which your industry is concerned with as much, or more, than the other industries, because of the possibility of the equipment becoming disarranged. I am going to talk to you on the general subject of good housekeeping. Correlate some of the things I say and their application to your particular problem. I have jotted down the memorandum. What is housekeeping? Good housekeeping at home is really a matter of the arrangement of the equipment A good housekeeper must be some one who can arrange the equipment so that it will function properly for the purpose for which it rs Intended. There is another item of good housekeeping and that is the products and the by products. For example, we can say that one of the by-products of good housekeeping in ray home is my boy's dirty shirt Now, it doesn't matter at all what condition a home might be in so far as the equipment and the arrangement of the equipment and ad is concerned, if my wife continues to permit my boy to throw his shirt down in the front room. Some of us become so concerned with the immediate job, the immediate production problem, we more or less forget about the by-products, the scrap. Hie previous speaker mentioned the condition of your dock, the chipped ice that comes off until you have accumulated not a direct production item, but you have accumulated a condition by permitting this scrap to lay there oo the dock, which in troduced a very definite hazard. Not only does the accumulation of some of the by-products of industry contribute to the hazard, but there is a mental condition which many of the managers of indus try have overlooked. Let me give you a very specific example and see if this isn't right in the matter of good housekeeping and equipment. Who is most liable to have an accident, the man whom you start out with a nice new truck, all painted up and shining, or one of the boys whom you arc sending out with an old rattle-trap truck, wilh the fenders bouncing along as he goes down the street? Just analyze it your 584 Nineteenth Annual Safety Congress self. If you were driving; the two trucks with which one would you be the most care ful ? There would be a sort of pride, wouldn't there, with the new one ? Isn't that true of the man in the plant as regards the immediate vicinity in which he is working? If you give him nice equipment and keep it in good shape, isn't he going to have a certain pride in his job, a certain consciousness of his responsibility for keeping that equipment in good condition and carrying on, and isn't the frame of mind of the workman the thing with which we must wori-' Isn't this good house keeping problem a basic one that has to do with the 9 ..e of the man toward his job and his company, and isn't the easiest way to gee a man in the way of careless habits to let him operate with tools and equipment in a way, we will say, dial is bad housekeeping? If you walk up to a man m a machine shop, {or example, and find the tools all laying around on top of the bench and tome of them on the floor, obviously that man isn't doing good work in the first place, and in the second place, he isn't a safe workman, because it so happens that the right way Is the safe way. I remember that a few years ago when we talked safety some of yon hard-boiled industrial people said, "We haven't time for it. We have to do the job. Production has to be gotten out. and safety interferes with it. Yon are alt Ibe tkne taHA^ about safety first, and it isn't right. Production first, that's the thing." That was a wrong conception that you executive* had of the problem. I would like to give you a more specific example. It is something outside of your industry but you will, perhaps, be able to see the application to your Industry. The traffic lane down here on the street represents the acme of good housekeeping in traffic, doesn't it? Those lanes are merely a housekeeping item, but what do they do ? Does having these lanes permit more automobiles to be en the street, or would more automobiles be accommodated if the lanes were eliminated, and the cars per mitted to go just any way they wished to go? That is just an illustration of how good housekeeping increases production and malms it safer and that is how ft is in your plant. I used to be superintendent of a bus garage. One of the moat common things around garages are the blocks to jade up the busses, and upon investigation we had any number of sires of blocks; not only that, but that they were everywhere except where the fellow wanted them. What was the result of that kind of housekeeping? Time was lost looking for the right sire block, and so the mechanic took the first block he found, whether .or not it was the proper one for that particular job. You would see busses sitting on wiggling blocks, and some of them would fall over. I put a boy to work the proper size Mock stand so that we had a definite place for the blocks, and (rum then on our accidents caused by busses falling over were eliminated. They did the jobs quicker than they had done them before, and there was a certain pride about the men and myself In going through die shops and seeing the blocks and toots in a definitely arranged place. When you get right down to the final analysis of what we have to do with the housekeeping problems in our. industry, it is to analyse them just as the housewife analyzes her housekeeping problems. It is a constant problem and we must study and study it. A housewife doesn't just fix the house up and forget about it. It is a continuous proposition, and you will find in your industry that the attitude of your men is influenced by toe conditionsunder which they are working. Furnish them with the proper equipment and you will find that they will be anxious to keep it that way. Alertness is the biggest problem that has to do with accident prevention. An alert, keen man doesn't have accidents. He produces a high quality of product, he produces it safely and he is a happy man. Good housekeeping is a mighty important factor. Chairman Wakefield: It is a pleasure and a privilege to have Mr. W. H. Cam- Refrigeration Section 585 cron with ts. I don't oeed to introduce him. He is the Managing Director of the National Safety Council, and I want to present Mr. Cameron to the baby section. W. H. :Cakuok I just do the work in the kitchen. We of the staff are simply managers of the association, of course, helping you members to function. I am proud indeed that this section is making such fine progress. When we care enough we get this safety proposition over. I think a great many of our people don't quite understand that it takes a long time to start an idea and to work It into our public conscience. In the September issue of the Naiicnat Sofrty Newr there is an art&le about the presidem of ooc of otr member companies ia Louisville. His company went more than one thousand days without s lost-time accident. It took him seven yean to get this thing started. We umbI be enthused and go ahead with our sections and do all we possibly can, but it does take time. When people say to me. "These statistics don't show any progress, and I don't see that you are getting anywhere"; my own inner thought, being in the center of this thing for almost eighteen years, I can see a tremendous progress. Industries, railroads, and so forth, are reducing the number of their accidents, and, of course, It is phenomenal and indicative of what can be done. If I were giving you a key thought, it would be that you can accomplish good results when you care enough. I don't know of any movement in the United States--I am in touch with most of them--that has made as much progress in eighteen years as the safety movement. I do know, through contact all over toe world, that we are making more progress in America than Is being made in any other part of the world. That is not braggadocio. We are very humble about the work we have done, but I think it is encouraging to know that we have a considerable influence, and that when are do cate enough we can establish these safety principles and reduce accidents Csaomas Wakefield: The final paper of the round table discussion it to be presented by Mr. Henry Kitoch, president of the Pittsburgh Chapter of the National Association of Practical Refrigerating Engineers. Hazards in Construction and Maintenance of a Refrigeration Plant By HENRY KNOCK President. Pittsburgh Chapter No. 1, National Association of Practical Refrigerating Engineers, Pittsburgh The National Safety Council stands for Safety--st work--on the street--in the home. The N. A. P. R_ E. member is the type of engineer who is very much interested in eliminating all "Hazards," in construction and maintenance of the refrigeration plant. After all it k intelligence on the part of the operating engineer that prevents many hazards and accidents, the practical experience of erecting and operating engi neers with the education derived from being a member of the N. A. P. R. E. makes us also a safety engineer. In the erection of a new plant, refrigeration or Ice, detailed consideration must be given to the general location of the plant, and the placing oi equipment is of great importance, especially in getting away from hazards in operating same. It is probably beyond the erecting or operating engineer to assist in the selection 586 Nineteenth Annual Safety Congress of a suitable location for the plant, however, he is very often more able to place the refrigeration equipment with a thought for less hazards and by so doing make it a safer plant to operate. The requirements that should be considered in the location of the apparatus are the sanitary conditions in the rooms, lighting, ventilation, space requirements for inspection and adjustments, the relations of auxiliary units to the main units, the safety of tlie operator, etc. The most important factor In the erection of a refrigeration plant is the proper construction of the foundations of the machinery. If this is right, many hazards are eliminated right here, it is evident that the foundations must be of ample size, good materia) and workmanship. Foundation bolts for the secure anchoring of machines to foundation arc 4$ inch size for small machines and 1 to 2 inches for large machines made of medium steel and long threads on both ends to afford proper adjustment. Cement grout for leveling and grouting in machines is used quite extensively at present, other materials have been used, such as iron fillings, sal ammoniac, sulphur, type metals, etc., from 3(3 to 72 hours are allowed for setting of grouting before foundation bolts arc tightened up. Piping to and from refrigeration units must be accurate and with special care, the typical refrigerating plant has ammonia, steam, and exhaust, air, brine and water connections, and of course each type of system must have its share of attention. The erecting engineer as a rule has his own individual method of erecting the various piping systems, usually of moving the heavy pieces of machinery, the construction of rigging for heavy lifts, etc., however, it may be of interest to note some of the methods that are employed to make tight joints in the ammonia piping system. The principal means of making tight joints arc first a perfect thread on pipe, a clean thread after which they may use litharge joint, or the sweated soldered joint or the ordinary soldered joint. The soldered joint is probably more permanent than the litharge joint, while on the Other hand with the litharge joint if made properly, it wilt be easier to make repairs in the future, however, welding of pipes and headers is taking the place of joints. After all the equipment is properly installed and pipe work completed it is desir able to go over each and every part of the equipment to check up the erecting work, all parts of the apparatus should be carefully examined before they are put in for operation. All rotating and reciprocating units should be turned over by hand in order to make sure that nothing interferes with the moving parts. Next important is the proper lubrication of the various apparatus, attend to oil cups and force feed system so that the oil reaches the proper moving parts and avoid the hazards of running hot bearings, etc. In starting ammonia compressor, be careful, always open by-pass valve first; if there is no by-pass as on old type machines, open discharge valve first However* all later type compressors are equipped with by-pass valves, and after machine is up to speed close by-pass valve and open discharge valve quickly. This adhered to will avoid many hazards. The packing of the pi*ton rod of the ammonia compressor should be the very best, and metallic packing is mostly used for this purpose, and so far has proven the safest and most economical for ammonia, air and other gases. As a rule the new plant is tested with air at 150 pounds for the evaporating side and 300 pounds for the high pressure side, if there are any leaks they should be carefully repaired and the phun will then be ready to do business. In charging a new plant with ammonia, a vacuum is pumped on the evaporating side of the. plant, after which anhydrous ammonia in steel drums are connected to the charging header of the plant, these headers arc made up so they will take care of from one to five cylinders at a time, according to the she of plant, etc. The am monia will then flow .into the evaporating side and build up a working pressure, which Refrigeration Section 587 the engineer calls the low pressure, up to fifteen to twenty pounds which corresponds to a working temperature from 0 to 5 degrees F. above zero. However, these low pressures, and temperatures are governed by the engineer of the plant depending on the work to be done in each particular plant; for instance the lower the temperature the lower the back pressure. This is the point where the operating engineer must make himself familiar with the properties of ammonia or other liquids used in re frigeration, otherwise be will not be a safe engineer in the refrigeration plant The so called high side of the plant consists of ammonia compressor, condensers and ammonia receivers, this part of the plant converts the evaporating gases taken from the low side or evaporation side of the' plant in to its original state of liquid anhydrous ammonia. The compressor removes the ammonia gases or the evaporated liquid ammonia (having absorbed B. t. u.'s from its surrounding) to ihe condensers where the cooling water in turn removes the heat or B. t. u/s and completes the cycle of refrigeration by liquefying this gas which is now ready for a continuous cycle oi operation. The high pressures in refrigeration planls are regulated entirely by the amount and temperature of the water. Hazards in high pressure have been greatly dkunafcad in present practice through the adoption of electric signals which warn the engineer if water supply goes down and non-condensable gas separators which separate air and foul gases from ammonia, therefore reducing high pressures con siderably. Ammonia receivers or storage tank for liquid ammonia coming from condensers, shook) be equipped with gauge glasses to indicate the amount of ammonia in the plant automatic stop valve controlling shut-off in case of glass breaks, this wilt enable the operating engineer to hold a liquid seal in the plant at all times which is one of the most important factors for production and safety. There should be a safety valve on top of condensers and on top of ammonia re ceiver these to pop at 300 pounds at condensers and 350 pounds at receiver, in this way the hazards of dangerous pressures or in case of fire in the plant will be greatly eliminated, the outlets of these safety valves should be piped to the roof of the buildmg or sewer where there is considerable water flowing. In the larger cities of oar country there is a law or city ordinance compelling the installation of safety valves, and the ice machine manufacturers in later years are installing safety valves in all new plants, yet there are many plants throughout the country with no safety valves which has had the result of explosions, etc. Large receivers should be installed in all plants, this is a real safety measure which will enable the operating engineer to get capacity out of the plant, and if repairs lave to be made he has ample room to pump out the parts of apparatus and store his afumonia, there are still many plants where receivers are too small and the engineer has to resort to getting empty cylinders and withdraw the ammonia from the plant in order to make repairs. Ammonia should not be withdrawn from a plant into cylinders without weighing the ammonia placed in each cylinder, overfilling these cylinders is very dangerous; Purging of foul guo and air from the ammonia system is very important and practically eliminates the extreme high pressures by using a non-condensable gas separator, these machines remove the undesirable gases which are located above the liquid level of the receiver. Air being heavier than ammonia gas wilt go to receiver instead of to top of condenser. No-freeze back control valves aud multi-feed headers will eliminate many hazards in the refrigeration plant in so far as keeping a proper temperature difference and no slugging over to machine. The cooling water is the only agent that removes all the heat from the refrigerat ing plant, therefore considerable care should be taken to distribute same uniform over condensers and other apparatus, and keep condensers free from scale forming matterThe hazards of leaks in ammonia pipe lines and fittings can be greatly eliminated by 588 Nineteenth Annual Safety Congress rigid hanger* and supports. If possible, all piping should be put up $o meo can get to them with ease in case of repairs. Ammonia purifiers or regenerators if properly used will eliminate many troubles in- refrigeration plants, this apparatus separates the oil. and other impurities from the ammonia and restores the good ammonia back to the system. The low pressure side or the evaporating apparatus consists of many different types, such as freezing coils, bcine coolers, air coolers and conditioners. The oper ation, engineer can avoid many hazards by making himself familiar with every ap paratus of this land and keeping the gravity of the brine at proper, strength as the type of apparatus may require. It is really a fact that most, plants, some of them very large plants, operate on too light a charge of ammonia, and paying very little attention to the gravity of their brine;, causing great losses in a year's time. Here is wltere the N. A. P. R. E. has done some wooderful work through its Lecture Course, instructing the- operating engineer in handling the chemicals required In the refrigerating, plant, which means fewer hazards. A few "Dun'ts" for safety in operation of the plant; Don't attempt to run your plant with insufficient charge of ammonia; if you do, you lose in capacity and fuel. Don't run your plant without gauge glass on the receiver. Unless the gauge glass shows sufficient ammonia you may lose youc liquid seal between the condenser and freezing coils, thus circulating gas instead of liquid ammonia. Don't purge by hand, use a non-condeusable gas separator which separates foul gases and air from the ammonia while plant is in operation. Don't pump an unnecessary vacuum on the ammonia system. You nuy start leaks, never subject submerged coifs to a vacuum test, always use pressure; this is safer. Don't place cylinders full of ammonia on hot floors, steam lines or near boilers, the heat will expand them and explosions have occurred on account of carelessness. Don't run your liquid ammonia lines over boilers or alongside of steam or hot water pipes. Hazards will be eliminated by following this rule. Don't open an ammonia joint before venting same carefully; you may think the pipe is empty, but valves may leak and it is safer to .first "crack the joint" by loosening it only. Don't run your plant without thermometers in suction and discharge line, in read' ing same regularly, will enable you to run plant more economically and safer. Don't use small lines to convey liquid from condensers to receiver; give liquid a free flow by using nothing less than 1 inch pipe on atmospheric condensers, and larger on alacll and tube type. Many hazards are overcome In this way. Condensers are ior the purpose of liquefying refrigerant, not for liquid storage. Many other hazards are eliminated by the operating engineer by constructive thinking. Each plant requires special attention at the staring of foods, ke and ice cream manufacturing, chocolate and candy manufacturing, air cooling for theatres and large buildings, etc., and it may be proper to add the N. A. P. R. E. through its Lecture Course and Educational Committee has been and is today, the best school for the constructing and operating engineer. It is true we have made wonderful progress in refrigeration up to date, but greater things will be done in the future and that is by thinking constructively aloog spiritual lines which is the factor of all life, and in doing so we will make this world a better and safer place in which to live. ADJOURNMENT NINETEENTH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL O Rubber Section Officers 1930-31 Central Chairman--E. R. Lawleh, Woodstock Rubber Co.. Woonsocket, R. I. Vice-Chairman--C. L. Huxgcrford, The Firestone Tire & Rubber Co.. Akron, Ohio. Secretary--J. R. Hanson, U. S. Rubber Co., Detroit. Mich. Chain*** Poster Committee--Roland Kastill, U. S. Rubber Co., Passaic. N. J. Chain**n Program Committee--M. A. Quirk, U. S. Rubber Co., Detroit, Mich. Chairman Membership Committee--W. L. ScviNRiPtR, The B. F. Goodrich Co., Akron, Ohio. Chairman Publicity Committee--R. A. Bullock, Corduroy Tire Co., Grand Rapids, Mich. Chairman Statistics Committee--H. W. Low, The Miller Rubber Co., Inc., Akron, Ohio. Chairman Health Committee--Dr. J. N. Shirley, Hood Rubber Co., Watertown, Mass. Chairman Engineering Committee--C. B. Mitchxlla, Republic Rubber Co., Youngs town, Ohk>. Chairman Slides and Safety Kinks Committee--T. G. McKzn.va, The Goodyear Tire & Rubber Co, Akron, Ohio. News-Letter Editor--A. P. Regal, The Philadelphia Rubber Works Co.. Akron, Ohio. Executive Committee--The Officers ano J. T. Kidney, The Goodyear Tire & Rubber Ox, Akron, Ohio. E. W. Beck, U. S. Rubber Co^ Passaic, N. J. H. T. Martin, The Fisk Rubberjfo., Chicopee Falls, Mass. Retiring Officers General Chairman--J. T. Kidney, The Goodyear Tire & Robber Co, Akron, Ohio. Vice-Chairman C. L. Hvrqisiou, The Firestone Tire & Rubber Ox, Akron, Ohio. 'Chairman' Poster Committee--Roland Kastell, United States Robber Co., New York City. Chairman Health Committee--L J. D. Hkaly, Federal Division, The Fisk Rubber Co., Cudahy, Wis. Chairman Program Committee--A. D. Kunze, The Rubber Manufacturers Association, Inc., New York City. Chairman Membership Committee--A. P. Rboal, The Philadelphia Robber Works Co.. Akron, Ohio. Chairman Publicity Committee--P. B. Martins/The Industrial Commission oi Ohio, Copley, Ohio. Chairman Statistics Committee--*Honam W. Low, The Miller 'Rubber Co:, 'Akron, Ohio. Chairman Engineering Committee--S. Mitchklla, Re public Rubber Co., Youngstown, Ohio. Chairman Committee on Slides and Safety Kinks--J. E. Lynch, The Fisk Rubber Co., Chicopee Falls, Mass. News-Letter Editor--J, R. Hanson, United States Rubber Co^ Detroit, Mich. Advisory Com- 589 ' 590 Nineteenth Annual Safety Congress millet--W. L. ScHNEJDtK, The B. F. Goodrich Co,, Akron, Ohio. M. A. Quirk, United States Rubber Company, Detroit, Mich. R. C. Sausiuiy, Federal Division, The Fisk Rubber Co.. Cudahy, WU. E. W. Beck, United States Rubber Company, New York City. Tuesday Morning Session September SO, 1930 J. T. KIDNEY, Chairman The Goodyear Tire ft Robber Company, Akron, O. The first session of the Rubber Section at the Nineteenth Annual Safety Congress coovened with J. T. Kidney, of The Goodyear Tire ft Rubber Company, Akron, Ohio, presiding. 4 :Chairman Kidney The Rubber Section has done a good job, generally, in the last few years, and as an indication of what a good job they have done on accident prevention I refer you to Ohio, where most of the rubber companies are located. The rate on compensation was at one time very close to $1 per $100 of payroll. Today that is down to between 47c and 50c, which has all been brought about through the experience of accident prevention in the rubber companies in Ohio. And the same thing, I am sure, applies to the rubber efrnpanies all over the country. So our work in the Rubber Section, in the last few years, has not been without fruit. With just those few words, I now take pleasure in introducing Mr. C. B. Mitchella, chairman of our Engineering Committee, who will make his report for the year. Annual Report of Engineering Committee By C. B. MITCHELLA Chairman In previous years this Engineering Committee has been composed of a small number of members, usually three. The writer's previous experience as chairman of this committee developed the fact that these three members could be over burdened with work, and therefore were unable to function thoroughly and to the fullest extent. It also limited the facilities for carrying on the work. The writer thought that a much better showing could be made If the committee Is not limited in its personnel, and have some person, preferably an engineer, from each member company to be part of the committee. After corresponding with Mr. Kidney, chairman of the Rubber Section, this scheme was put into effect, and he furnished the writer with a list of all the member companies and their representatives. Each representative was informed of the plan, and requested to submit the name of someone qualified to serve on the committee. At a meeting of the Rubber Section in Columbus, January 15, 1930, a resolution was passed to have the Engineering Committee submit at die next annual'meeting a list of subjects upon which safety pamphlets could be written. To comply witb this, each member company was written to for suggestions. Of all those written to, eight replied, submitting suggestions as followj: ). Safe.Practices {or Maintenance Men. 2. Safe Guards for Bias Cutters. 3. Safe Guards for Tubing Machines having Power Driven Rolls Above the Feed Box. Rubber Section 591 Safe Guards in Tire Curing Room. (It was suggested that most accidents in Rubber Factories are in the Tire Curing Room.) 5. Proper Use of Hand Tools. 6. Handling of Miscellaneous Materials. 7. Bring up to date our previous pamphlets and treatises on heaters aud vulcanieers, and give additional information on type of hooks for supporting heater doors and methods of lifting and handling these doors. General pamphlets on Banbury Mixers, Tire Building Machines, Cutting Ma chines, Windups, and Conveyors. Safe handling of molds in Machine Shop, production Department, and Storage. 10. Cement Muring in Churn Rooms, and Varnish Rooms. w. Methods of resting gravel of mil) and calender rolls after safety stop has been thrown, and give data and records of stops on various types and sizes . of machines which have been satisfactorily attained. 12 Dust collection in the Rubber Industry. 13. Safe Guard to be used at the bite of calender and doubling machine rolls to prevent operators' hands being caught. 14. General pamphlet on cleaolinesa, orderliness, etc., particularly with reference to promiscuously strewing around tools, unused articles, materials, and scrap. 15. Treatise on tobacco spitting, cuspidor types, distribution, collection, and cleaning. It is suggested that the Advisory Committee of the Rubber Section choose a cer tain number of subjects to be covered each year, and that each subject be handled by a special committee of three, who ate well qualified on the specific subject. This no-niff>r may be chosen by the chairman of the Section. After each preliminary draft is completed, it should be submitted thru the chairman of Engineering Com- to each member of the Section for criticism, and then returned to the : with these criticisms for final execution and submission to the Advisory i for their acceptance and distribution. Is has always been the practice of the Engineering Committee to help various memtotoe safety problems of an engineering nature. During the past year, one for recommendations on a device to prevent operator's Hands being n the rolls of a rubber washing machine. Six member companies to for recommendations, and replies received from four. This is a subject to handle, and it seems that most everyone relies upon the aud good judgment of the operator to prevent injury to himself, and aio to tor safety throwout for quick stopping. However, reply was given to the meatoer so foOows: `Tiferng to your letter of Deconber 31, requesting suggestions from Engineering C-wBe ow nf*ty devices and precautions for washer mills. *1- ae'tor to take full advantage of the talent available in the Rubber Industry, ftmr wmm were placed before six member firms of the Rubber Section. To daae, rsyfias have been received from four, and the writer thinks that it would to aadasr to bold up. awaiting information from the other two, and that if the data will to *4 mj value to you, you ought to get it as soon as possible. "Yau problem has been divided into three parts, and . data requested from the ii^iiri to accordance therewith. t Method or device for preventing any accident on a roll. 1 Device for forcing rubber into the bite of the rolls without direct use of toe hands. X A device which will warn operator of danger before his hands can get to the danger point. "Copses of the various replies are enclosed herewith. "Yon will observe that Done of the replies offer anything which can be considered 392 Nineteenth Annual Safety Congress very constructive. One of the greatest problems in rubber mills has been the prevention of accidents on these mills, and many devices have been offered and tried, but there has been considerable variation of practices among .the various factories, and there seems to be no possibility of agreement between them, "In addition to the comments made by member companies, the writer wishes to submit his personal suggestions as follows; Ml. As pertains to a device for helping prevent accidents. "Most any piece of equipment placed in the vicinity of the rolls will make it difficult to teed rubber into the rolls. Rather than resort to such a device, the writer has preferred to make the height of the rolls above the floor, and also provide means for keeping the operator far enough away from the bite of the rolls, that it is impossible for him to get caught, unless he deliberately crawls into a position whereby he can reach the danger point. The rolls can be placed at such a height without making it difficult to handle the rubber, and also the operator can be kept a safe distance away by providing a cross bar across the mill from housing to housing, at a height that he can rest his body against it if necessary, and not having the bar 'so low that man can fall over it "2. Forcing rubber into the bite of the rolls. "In handling sheets this is necessary, but for washing wild rubber in biscuit form, it may be necessary to use force. The writer installed at one plant, a cross bar across the mill attached to the housings, at a height slightly greater than the top of the rolls, and under this bar was placed-a wide board or paddle as we called it, long enough to extend from this bar to the operator's position, enabling the operator to pry down upon the top of the rubber biscuit, the bar mentioned serving as a fulcrum for the paddle. This worked very nicely and no objections to its use were made by' operators." "3. Means for warning operator when his hand gets near danger point. "Reference is made, to Farre!-Birmingham's letter and their blueprints, illustrating a leaf suspended by its upper edge above the front roll. With this device, it is very likely that an operator would never push his hands beyond the leaf. 1 think this device would work very nicely for washing sheet rubber, but it might be in the way for feeding in chunks of biscuit rubber. As the device is shown, it is doubtful If its use would be appropriate on a mixing mill or warmer mill where the stock is rolled up,.and allowed to fall over the top of the null roll. ' "For washing all kinds of rubber, the writer installed at one time a series of tank washers, and so far as the quality of work done and .safety are concerned, they were very successful. However, the'maintenance was rather Urge, and it was hard to prevent leakage of the water at the ends of the rolls. "The writer is of the. opinion that methods used today for washing, mixing and warming of rubber between two rolls is crude, and that the time must come when a different process will be used, not only to enhance safety, but to get greater and more uniform production. ^ "If replies from the other jnembers are received, they will be forwarded to you immediately. "if there is any other service the writer can perform on this subject, he shall be glad to hear from you. It is a difficult problem to handle, but if a lot of questions are asked, it may be the means of bringing out some new idea and development." Work was also done in coonaction with the American Society of Safety En gineers which. Is the Engineering, Section of the National .Safety Council, and the chairman of your Engineering Committee automatically becomes a member of the Executive Committee of that Section. The principal work the past year with that Section involved the study of a large number of proposed safety pamphlets and codes which! were prepared, by committees of that Section. This work is being carried on by them very rapidly Rubber Section 593 and completely, and they are covering industries of all kinds. It is their intention to publish the various pamphlets as soon as the final drafts are completed, The writer believes that the method of operating the Engineering Committee this past year can be made to produce excellent results, and lire following suggestions for improvement are submitted. 1. That members asked to give service, DO SO, and within a reasonably prompt time, without requiring further reminders. i That members in making their replies, confine themselves to the specific sub ject given. 3. That the subjects be given careful consideration, and hasty last minute re plies avoided. > Chairman Kidney: That was a very good report, Mr. Mitchella, and we all owe you a vote of thanks for the efforts made along those lines. I think you have pointed, the way for other Engineering Committees to carry out their work success fully. The next report will be by Mr. H. W. Low, Chairman of the Statistics Committee. Accident Experience in Rubber Section During 1929 By M. W. LOW Chairman, Statistics Committee The Rubber Section for the year* 1927, 1928 and 1929 ha* shown a steady decrease is frequency rate, and at the same rime a steady increase In severity rate. This picture is the same as presented by the total of all industries reporting to the coun cil. The following figures are quite interesting. RUBBER SECTION ALL INDUSTRIES Frequency Severity Frequency Severity 1927 30.84 1.00 25.85 1.92 1928 24.95 1.17 23.39 1.97 1909 20.15 1.29 22.90 2.02 The Rubber Section may well fed proud of the reduction made in frequency which amounts to 35 per cent in 1929 over 1927 while the reduction in all industry was 11 per cent for the same period. Our showing on severity however is not so good the Increase in the Rubber Sec tion being 29 per cent while all industry increased only 5-per cent. An analysis of the 29 per cent increase shows that it occurred in all three classes of time losses, i.e. fatalities, permanent partial disabilities and time lost from temporary total disability. In our efforts to prevent the minor injuries which result In a few days lost time, are we neglecting the more serious hazards where employees may be killed or maimed? There is sufficient evidence in die figures to make us give this matter serious thought and check oar plants over with this in mind. The increase in days lost per case due to temporary total disability brings the thought to mind that we are trying too hard to keep the man on the job after he is injured in order to keep the frequency rate down. Carried too far this practice results in infectious, stiff joints, etc.# which cause loss of time far in excess of that required for complete recovery, if the man had been sent home a few days immedi ately after the injury. We had a striking example of this in our organization a tew years ago when a change in hospital personnel was reflected in an increase of 21 per cent in frequency and a drop of 9 per cent in severity Fatal accidents in the rubber industry numbered one to every 5,183 employees compared with one to every 1,888 in industry as a whole. We had one permanent partial disability accident to every 937 employees which compares with one to every 430 in all industry. 594 Nineteenth Annual Safety Congress The frequency rate of our industry also compares favorably with industry' as a wltole. The frequency rate of all Industries for 1929 was 25.5i and the rubber in dustry 19-25 or 24 per cent below the general average which places us ninth in the 27 industrial groups listed in "Industrial Accident Statistics." The records of individual plants showed a wide range of variation as did the group ing into large and small plants. In this connection it may be of interest to quote two very similar records turned in from a large plant and a comparatively small one. During the month of June the tire division of the B. F. Goodrich Co. worked a total of 750.000 hours without a single lost time accident The Corduroy Tire Co., are to hr congratulated on equalling this record by working *697,183 Hours from September (3. 1929 to September 13. 1930 'without a lost time accident These two records make it quite plain that regardless of the size of the plant a real safety* minded organiza tion can put it across when they really try. CiiAiey.tN Kioxev: It is now my pleasure to introduce Mr. A. P. Regal, of the Philadelphia Rubber Works, of Akron, Ohio, who will talk on Rubber Reclaiming and Its Hazards. Rubber Reclaiming and its Hazards By A. p. REGAL Proces* Engineer, the Philadelphia Rubber Works Company, Akron, Ohio It has been suggested that relatively few rubber men are familiar with reclaiming processes or equipment, and would welcome a description of the machinery and methods; hence this talk, with specific rcferoKe to the safety hazards, and some things we are doing to improve unsafe conditions. Because we sell only to the manufacturer of rubber goods, the magnitude of our industry is not apparent to many, but to say that the amount of reclaimed rubber consumed is fsaiff that of crude, in other words reclaimed rubber constitutes onethird of all rubber products, may make the comparison a little clearer. Two hun dred and fifty thousand tons, or five hundred million pounds per year of reclaimed are used in this country, and thousands of tons exported. The accident experience of the industry In the past has not been particularly good, whether due to unusually dangerous equipment, or to failure to keep pace With our friends in the safety movement, may be a question. However, let roe call attention to some possible reasons. The largest reclaiming plant does not emp|f>y over 500 men and when compared with establishments of simitar number of em ployees, in other industries, our experience is favorable. Again, some 40 H. P. of power is used per employee; an unusually large amount, indicating that the quantity of machinery per employe is large, naturally meaning increased hazard. Even then, most of our accidents, especially serious ones, are due to causes not peculiar to the industry', with the possible exception of bums and scalds, to which our processes render us particularly liable. Today, moat reclaimed rubber is manufactured by the alkali process, though the acid process is also used to a considerable extent Since the writer is less at home with it, however, this description will be chiefly of the former. All reclaimers find It necessary to maintain a considerable supply of raw materia), scrap tires, air brake hose, boots and shoes, etc. Efficient and low cost handling from cars to stock pile, and from pile to processing, requires conveying equipment of some kind, usually one or more gantry cranes. Hazards exist here, both in pile and crane. We have known men to (all from the pile, or tires from the pile to fall on men below. It is surprising that more do not stumble while working on the piles, with consequent sprain or fracture. Where cranes operate on elevated run ways, there is less danger, but with rails upon the ground, men have been caught Rubber Section 595 and crushed. Others have been beneath when a loosely caught box or bale fell. In more than ooe instance, the crane has left the rails and toppled over, fortunately causing minor injuries. Since reclaiming is basically a chemical process, and formulae are followed, it is necessary throughout to keep check on quantities, to, whether from car or pile, the first handling is that of weighing. Usually the scrap will be loaded on skids, or in boxes, delivered by crane to ground, picked up by an industrial truck, or hand lift truck, taken to scales, then on to pile, 2f to be stored, or to tlc next tcp, if going in to processing. This next step u usually that of removing the beads, on tires. Sometimes done by hand, the man pulling a knife around as he revolves the tire on a table, it is more usually done by machine, a revolving circular knife, motor driven, separating the bead as the tire is revolved in the machine. Whatever type of rquipnwul. there is the hazard of the knife, hands sometimes being caught and drawn in, usually with serious injuries. Some machines are more automatic titan others, the operator being in such a position that he cannot be caught. Others are fitted with safety devices, not greatly unlike those on the household washing machine wringer, the release of the operating pedal, or the striking of a safety trigger, opening and stopping the feed rolls, or bringing the machine to an abrupt stop through a plugging control on the motor. The tire is then reduced to smaller pieces through the medium of one or the other of several types d machines; die chopper, or rag cutter, having knives on the sur face of a revolving cylinder, cutting the tire into pieces the size of your hand; the hog, aq adaptation from the lumber industry somewhat similar but reducing to rather smaller pieces; or the cracker, a two roll mill, the rolls being corrugated, which grind and tear the tire into pieces and strips. However this initial breakdown may be done, somewhat similar crackers arc usually used for the final grinding, which produces particles passing through a H inch or % inch screen, the larger pieces falling back into the cracker for regrimling. About two or three tons of the ground tires are tltcn charged into steam-jacketcd digesters, either horizontal or vertical, about 5 feet in diameter and 18 feet long. A solution of caustic soda, sodium hydroxide, is then added, the digester headed up. the agitating paddles inside started turning, and steam turned into the jacket. The charge is cooked in this manner for from 10 to 20 hours, during which the action of the caustic tinder heat and pressure, destroys and dissolves all cotton fibre, removes free sulfur and soluble compounds and swells or polymerises and plasticizes, the rubber. At the conclusion of lire run, the contents are dumped into some arrangement for draining off the liquor, and applying water to wash away the caustic A travelling screen is sometimes used for this, a vertical tank, with agitators and water spray, or a long eat with a partition along the center, around which the contents are circu lated by agitating paddles, while water is added, then drained off. Since tires frequently pick up nails, other metal, and stones, it is customary to separate these out by pumping the washed stock over a "riffler", a long, inclined trough with frequent baffles, or dams, over which the water and lighter stock flow, leaving the heavier material, sand, stones and metal, on the bottom behind the dams. The stock may then go into large tanks where the rubber settles, the excess water being drained off. The stock next drops into screw presses, a machine which con sists of a screw decreasing in pitch from receiving to discharge end, likewise usually tapering down in diameter, revolving in a cylinder either perforated, or made up of a scries of bars forming slots, so that the cylinder waits are screens, through which the screw forces out the water in the stock, finally discharging the rubber at the small end. This is taken to driers, of which there are many forms, some using flat screens on which the rubber is placed, hot air being forced through from underneath, others, a continuous belt-like screen enclosed tn a casing, the wet stock being fed on at one 596 Nineteenth Annual Safely Congress end, dry slock being delivered from the other, heated air passing through screen and stock. Still others use an oil, gas, or powdered coal-fired rotary drier, a long revolving cylinder, inclined somewhat from the horizontal, the stock being fed at the upper end, gradually working down past baffles and against the flow of hot air and gasses which enters at the bottom, to discharge at the lower end. All tills time, from the initial chopping or grinding, the stock has been in a granular form, capable of being shoveled like buckwheat coal or fine gravel, and flowing from conveyer, box or bin. When sufficient water Is used with it, it can be pumped and will flow as would these substances. After being dried, however, it has a tendency to mat together. The remaining stages of processing are located in the millroom, where the stock may go directly to refiners, or first to warming mills, usually about as large as rubber mills are made, with 26 inches diameter by 84 inches long, rolls, the stock being repeatedly past tlirough the rolls until It becomes warm and coheres. Now in the form of a spongy mass, it goes to the refiners. These are sturdy 2 roll mills, the rolls being relatively short and large in diameter. Sizes vary according to the ideas of the reclaimer, orte commonly used consisting of a 21 inch and a 24 inch diameter roll with a 32 inch face. These rolls, of chilled cast iron, though alloys and steels arc beginning to be used, are carefully ground and polished, and are set together so tightly that the rubber issue.* in a sheet whose thickness is measured in thous andths of an inch, .003 being common. These rolls are so geared that they do not travel at the same speed,, the surface of one roll moving, say. twice that of the other. This ratio of surface speeds, called the friction ratio, varies according to the desires of the manufacturer. The action taking place is a rubbing, almost a grinding, so that the pieces of stock, ' previously like grains of wheat or corn, become crushed and flattened and rubbed into each other so that the sheet coming out is as uniform and smooth as a sheet of paper. Some manufacturers will repeat this refining, or even pass the stock through a third time. Either between these refinings, or following, the stock will go through a strainer similar to a tubing machine, 10 inches in size or larger, having a perforated head instead of a die, which is lined with screen cloth of a satisfactory fineness to screen out the flakes of metal which may have escaped the magnetic separators, the wasticrs and the rifflers. The stock, leaving this machine in strings quite like macaroni, is dumped into a leaf-sheater, for the final stage, issuing in laminated slabs. It is now ready for the market, requiring only weighing, packing or loading or transmission to storage. Where scrap rubber is reclaimed by the acid process, much the same methods of reducing the scrap to small pieces will he employed, but the stock will then be loaded Into some form of open vat or else into towers. Such a vat might be rec tangular, a convenient size being about 8 feet wide, 3 feet deep and 12 to 18 feet long. Or round, say 10 feet diameter and 10 feet high. A tower, probably rec tangular, might be 6 feet sqpare and 15 feet high. Several thousand pounds of stock will be loaded into such a container, a sulphuric add diluted with water to the desired strength applied either as a spray, where the tower is used, or as a hath, in the vat, the whole being kept at the desired tempera ture. 150 to 200 degrees F., for 24 to 72 hours. Washing, drying and milling is then carried on much as previously described. Since dilute sulphuric acid attacks iron and brass, wood and concrete, lead is used as a lining for such containers, and washers must be of vitrified brick or tile, or similar construction, to withstand its action. Tumps and piping must also be of lead, or acid-resistant material. From a safety standpoint, there is little to choose between acid and alkali, either causing severe burns unless promptly neutralized. We now have a finished product which goes into the manufacture of all kinds of Rubber Section 597 rubber goods, helping greatly not only to toughen the article in which it is properly used, but also enabling you to enjoy this article at a much lower cost. The general use of reclaimed rubber, in partial competition with crude, also keeps down tle price of crude, a double saving to the buyer of rubber goods. ft is apparent that conveyors of many descriptions play an important part In han dling this large tonnage economically. Before the tires have been cltopped. they may be handled by the chain type, carrying hooks which automatically dump, or the belt type which has a wide application. !>oth here, and in later steps of the process. Where Stock, after being chopped, must be carried to a higher floor, the bucket elevator, or the inclined scraper, will be used. The spiral conveyor also lias a wide field of successful application. A favorite metlux! of handling stock after digesting, when naturally there is a superabundance of water, is with centrifugal pumps, an unusually economical and satisfactory arrangement. Pneumatic conveyors, blowers, tubes and delivery cyclones, arc much used as lon as the ground stock is not too wet. The handling of the material in process in boxes, wheeled tubs, or on skid boards, either hy gantry cranes, as referred to, by overhead monorails, either motored or hand propelled, or by industrial trucks, gasoline or battery powered, is common, expediency and low cost determining which form is employed. The battery lift truck is certainly a flexible piece of equipment, and in some of the many forms available, or adaptations, frequently will be found the most satisfactory method of handling many steps between processes. We referred to certain inherent dangers associated with cranes and scrap piles. Conveying equipment of all kinds is a possible source of injury. We have known men to be caught by the suspenders, or other parts of their clothing, by hooks on a chain conveyor, and carried considerable distance )>eforc the clothing gave way, nr a fellow-worker shut the power off. Eveti the belt conveyor, or the scraper, as well as the spiral, has caught the foot of a workman, due to someone's carelessness in displacing a cover. Choppers and hogs sometimes throw with considerable force pieces of metal which may come through with stock, or break off in the machine itself, while occasionally, perhaps due to too Urge a piece of iron or of wood getting in. the. machine mav fly apart, the high momentum of the necessarily heavy revolving parts producing almost an explosive effect. We have known men cleaning out while the machine was running, forbidden of course, to stick their fingers into the revolving knives. We had one man. an old. old employee, a shift foreman, for years on the job, lose a portion of a finger between the corrugated rolls of a cracker, while thoughtlessly pulling out a piece of scrap which had caught. Steam heated digesters offer several potential hazards. Before the application of a mechanical safety interlock, the door of a horizontal heater had not been prop erly fastened, and blew off when steam was turned on. impelling the heater body through a brick wall and a small wooden shed, to lie some 60 feet away, the door, after traveling about 20 feet, coming to rest against a column. The entire room was filled with scalding steam. Had this occurred 15 minutes earlier or later, loss of life and injured would have been heavy, but fortunately no one suffered a scratch, ex cepting a mechanic who, though out of harm's way, was so frightened he endeavored to crawl through a hole too small for him, with minor abrasions. When a digester's run is over, in some plants, the steam is turned off the jacket, and the internal pressure is gradually reduced to atmospheric by opening valves connected to blow down piping The head may then be removed, and the contents dumped. Sometimes the ctew, unwilling to allow all of the prescribed time for this important procedure, will remove the head bolts, and loosen the head while there is still considerable pressure. The steam, issuing around the head has caught the men. bad scalds resulting, and death in some cases. 598 Nineteenth Annual Safety Congress In tome equipments the dump head is piped directly to a receiving tank and the opening of a valve allows the stock to be blown out under pressure. It is self-evident that a man going inside a digester to clean or repair it, should assure himself that there is no danger of the paddles within being started. Yet that has happened, with narrow escape from injury. These agitating paddles, revolving slowly, are usually driven through worm wheels. We have known these wheels to break, due to something going wrong, and fall to the floor, endangering whoever might be beneath. Caustic soda must, of course, be handled carefully, and we have frequent first aid stations, with neutralizing solutions. Boots, aprons, gloves and goggles, are worn, still we have burns, though seldom serious. Stock, after being pressed quite free from water, is elevated to bius above the driers, by bucket elevators outdoors. In cold weather, to keep the boots from frezing. a jet of steam is turned inside the boot, a drain connection carrying off what ever water there may be. During the week-end shutdown, these boots, as is all similar equipment, are thoroughly cleaned of any accumulation of stock. Though cautioned about checking the closing of steam valves, and the drain, one poor fellow, working on a ladder, opened a hand hole above his head, and since it happened the drain had clogged, received a quantity of hot water on his back, dying from the re sultant scald. Whatever safety equipment you may install on your mills, and however experienced and thoroughly cautioned your men may be, still men get caught, though we are glad to say, not nearly so frequently as formerly. But the writer is ready to throw up his hands, when two mechanics, old employees, and at least average men in mental capacity, with "safety'* hammered into them in every way possible, will climb oo top of a mil) housing while the mill is running, and, worse yet, stretch in an unbal anced position, without hand-hold, lor the end of a counter-weight cable above their heads, though tongs were easily available with which to reach the cable from the floor. In this particular case, a drum-head court was held by the Safety Committee, though perhaps even more effective, was having to repeat the posture, for the benefit of the photographer, the mills being shut down of course. In plants where there are ramps or raised platforms, there is always danger of industrial truck wheels slipping over the edge, upsetting the truck, or pinning the operator against the wall or column, or, perhaps, freight car slide. Or, the pedals may be run into wall or column, skid or box, catching an unwary operator's foot, if it overhangs. The steering handle may in like manner catch his hand. To prevent such Injuries, a guard rail may be installed along the edge of ramp or platform, a rigid fender frame around the pedals, and a sabre guard on the steer ing handle, or perhaps a disk on die end, may prove effective. Doorways and cor ners. where a pedestrian may be caught by a swiftly moving truck, must have signs calling attention to the hazard, inclined mirrors giving a view of what is approach ing. or drivers must be thoroughly schooled to give wanting of their coming. Do not Id your horns get out of.order, for by some strange law of happenings, just then is when your accident will occur. Nor should it be necessary to suggest that industrial track brakes need, to be kept adjusted and lined, just as automobile brakes. Freight elevators have their hazards, though per mile traveled, or ton-mile, or passenger, there may be fewer accidents than on most other transportation agencies. With all the safeguards, men do get caught between cage and floor, and trucks and men do tumble down shafts. Two boiler-tenders were badly scalded, spending months in the hospital, because of neglect to wear gloves. A gasket on a blow-down line gave way, as they will, the billows of steam driving the operator away, since his hands were bare. With another, he secured his gloves and returning, they groped through the steam until the valve was found and closed, but not before their legs were severely scalded. There are undoubtedly many dimly lighted areas m every plant. Because little work is done m the section, or the nature of the equipment makes an adequate lighting Rubber Section 599 installation difficult or expensive, or just because it is not recognized that hazards lurk, doubly dangerous because not seen, little attention is ordinarily given such re gions. Shadows may cover a hole, into which a leg easily slips, or hide an obstacle to be the cause of a contusion, if not a fall. Electric light is so cheap in these days that it may be decidedly false economy to turn out lights just because no one is working in the section, if there is chance that the trap attendant in his rounds, or the chart changer, must grope his way from point to point. Electrical hazards not always sufficiently recognized exist in every reclaiming plant; 110 volts have proven fatal so frequently that it is realized to be a dangerous voltage, yet almost without exception lighting circuits are the customary 220/110 volt three-wire system. A digester cannot be charged, dumped, washed, cleaned or repaired without the use of an extension cord, and in cleaning and repairing, the workman is inside. In any event, he is standing on, or in contact with, the perfectly grounded iron of the machine, usually wet, or he is standing in water. Broken down insulation on his extension cord, or coming in contact with a live part of the lamp or socket, provides every opportunity for a fatal shock, which has happened before in our industry, and will happen again. The same condition exists in boiler-cleaning, in fact wherever extensions are used where floors or men are wet. A scheme which has been successfully applied, and which is highly recommended, is that of supplying the extension circuits from a transformer the secondary of which, not connected with the primary, is 110/55 volts, the 55 volt tap, or middle point, being thoroughly grounded. Standard 110 volt lamps, and other equipment such aa fans or portable tools, can thus be used, but the highest voltage to ground is 55, recognized everywhere as not dangerous. So, even should the code regulations pro viding for grounded socket shall be disregarded, through careless work on the part of electricians, the man is safe. Electrically operated cooling units for drinking water arc coming into wide use. A caution from experience may not be amiss. At least one make has a control on the top, the cover of which may be readily pushed a little to one side, causing it to ground on live parts within. Anyone drinking with a hand on an exposed metal part of the top, may get a severe shock, the water jet and faucet being perfect ground. Probably the real remedy is to connect the metal top to ground, but if that seems too difficult, the control cover may at least be lined with fish paper or thin fibre. So called "safety switches" have proven a repeated source of injury, particularly on 440 or 550 volts. The cover interlock rarely continues effective after a few months service, and should the switch be opened under load, or dosed on a short, or should some abnormal condition in motor or circuit cause a fuse to explode, usually the switch will short across terminals, the resulting explosion blowing open the door, burning face and hands of the operator if he is dose, as he usually is. The later types of this device, are better designed and If care is exercised in se lection, should give little trouble of this kind, especially if the toad-break, rather than the disconnecting, model is used, which is recommended. In surveying potential hazards, or in considering a situation where an accident has occurred, there is an unfortunate tendency, especially on the part of those re sponsible for spending money, to take the attitude that since this the first time an accident like this has happened, and, since probably it will not happen again in a thousand years, therefore the spending of good money to correct the situation is not warranted. Of course the answer, and the only possible stand taken, must be that every place where an accident has occurred, or where there is a possibility of acci dent must be made safe; that there will be injuries a-plenty from causes difficult to anticipate, or from hazards which have been overlooked. It is taken too much for granted even today that a reclaiming plant, because much steam and water are used, must be sloppy. We know that such processes can be kept clean, and equipment so arranged that hazard is reduced to the minimum. Light, in such locations, is a valuable aid to safety. Cleanliness and order, throughout, are .6C0 Nineteenth Annual Safety Congress . so tied in with good management and efficiency, that it would seem unnecessary to particularly demonstrate how intimately they are connected with safe operation apd low cost production. Yet there is many an earnest foreman who tails to realize this relationship until (lie safety engineer or superintendent has convinced him by object lessons or data. We do not believe any one theme can better be continuously, persistently, hammered on that this, "cleanlioess and order." All in all, the hazards in the reclaiming plant differ little from those inyour own factory, and success tn safety work with us depends upon carrying out the same methods which have reduced your accidents. We must constantly check our equip ment, to see that guards are not laid aside. We must constantly watch for that unappreciated accident opportunity, to rectify it before the accident occurs. We must use every facility reasonably available to us, posters, bulletin boards, contests, and other graphic means to arouse and maintain interest. We muat keep constantly before our own minds, as well as before the workman's mind, that accidents are avoidable. We must eternally educate, and constantly change our appeal, so that it comes freshly to the men. We must so reiterate safety to our employees, that their mental attitudes will change, that safe thinking will be normal to them, that chance-taking will cease. A task, for our traffic casualty re ports indicate how deeply rooted carelessness is, but how worthy a task I And what a reward to know that some of our comrades now alive and wliole, but for our work would have died or been maimed, that Imnies are happier and misery less, )>ccausc of our efforts 1 Chairman Kidjcey: I'd like to call your attention to the fact that Mr. Regal is not only a Reclaiming Engineer of first rank, but also an Electrical Engineer. I certainly appreciate the effort he has made in preparing this paper, and I know that you do. too. We will next have the discussion on Mr. Regal's paper, which will be led by Mr. Charley F. Smith, of the U. S Rubber Reclaiming Corporation, of Buffalo, N. Y. Mr. Smith. Discussion Chari.fs F. Smith (U. S. Rubber Reclaiming Co., Buffalo, N. Y.) : Mr. Chair man. I can quite agree with you that Mr. Regal's paper was most complete. In fact, if it had been written in our own plank there would have been several parts of it that would have been almost exact descriptions of accidents that have happened. ! refer particularly to the accident that happened with the bucket elevator, where the man broke his arm. We had the same thing happen. A foreman on the third floor of our building kicked the elevator over without assuring himself that the man who was cleaning out the -boot of the elevator was away, with the result that the man's arm was badly broken, so that a good recovery was never obtained. The man is still a cripple. In connection with what the chairman said about our forming a union with the Clteinica! Section, it just made my blood boil to think that after the American Chemical Society came into the National Safety Council it can have incorporated with it the Rubber Section, which is the most vigorous of all the Sections, and that we should have to unite with the Chemical Section to discuss our problems. 1 believe that the rubber men, as a whole, if you get them aroused, are a bunch of'live wires and go-getters, and that they can put over a Section like this as well as any group in the country. What I have to say about the paper is in connection with a few points, where the Philadelphia Rubber Works process differs from ours, and I shall try to make it just as brief as possible. We use the same sort of debcader* that they do. We recently bought from Riker & Dc Croos a double debcader, with a knife both above and below, to take both Rubber Section 601 beads off at the same time. We hadn't had that machine very long before we found it to be very unsafe, because the man couldn't see where his bottom hand was going. As he ran the tire through, the bottom knife was exposed and cut his hand. So wc had to abandon the use of that machine as a safety measure. We couldn't .see any way of properly safeguarding the double debeader. We had another case of a man pushing a tire into the debcader with his knee. The bottom feed roll underneath the knife of the debeader rotates quite rapidly, so that he caught his overalls and was dragged into tlse machine. Fortunately the machine was shut down before tie was seriously hurt, but he was pretty badly bruised up. Our machines, by the way, are driven from a shaft, so that makes it rather diffi cult to shut them down quickly. Now in the crackers and other rolls that arc used, I don't think people appreciate the hazard of burrs or hooks on the edges of rolls. We had a foreman who very nearly got caught in a cracker roll, due to a burr on the edge of the roll. He war reaching about halfway down the circumference of the roll, to pull a piece of scrap rubber out from between the bearing boxes, and h>$ glove caught. He was dragged right over into the roll before he could release himself. Fortunately, the glove gave 'way, and he was not drawn into the roll; but we have had men drawn into the roll and quite badly hurt before the machine could be shut down. Wc had a case of a man feeding from the level of a cracker, who had his hand forced into the mill by a tire coming down from a chute above. We feed the crackers from both the second floor level and the ground floor level, in order to get Mends of stock; and this tire came down and knocked the man's hand right into the roll. We have recently fixed it so that a man can't get so close. We had an accident where a fine ground rubber was issuing from a spout of a screw conveyor. The bottom of the spout was probably six feet above the Root level And we had an operator there who pushed his hand up into the spout and cut his hand. He had to get up on a box to do it. We asked him why he did it, and he said that he could never figure out where that rubber was coming from, and he wanted to stick his Iland up there to find out. He did and it took his fingers off. We had quite a peculiar accident, which might he of benefit not only to the re claimers but others. We stored a caustic liquid, and through carelessness, if not thoughtlessness, the bungs of the containers were screwed up tight. They stood overnight; and in the morning these bungs had all blown out with the pressure. An other foolish move we made was that we tried to loosen olltcr bungs. Two of the containers burst spraying caustic all over the men. Wc had some very serious bums as a result. One foreman, receiving a splash of soda, instead of letting the nurse put dive oil, uf sweet oil, in his eyes, thought he would be smart and let the rest of them get the regular treatment while he dashed water in his face. The result was we had to pay a 10 per cent loss of vision for that man, because he knew more than the Medical Department. When containers are swollen or thought to be under pressure we recommend that you shoot it with a gun, or puncture it by other means from a distance. That is wlial we had to do with our drums. We couldn't open them in any other safe manner. Wc have had bad burns from our devulcartuor gaskets blowing out, and from the stuffing boxes around the paddle shaft blowing out. We try to prevent those by watching the bands and seeing that they are not too far down, and also hy putting in new gaskets when the others show any signs of wear. Bn* the worst cause of accidents has been with apron mills. We have had two men break their arms by trying to clean out pieces of rubber which have gotten lodged l>ctvvcen the apron and the rolls. The reclaimed rubber, being crumbly, gets down into the rolls and works arouud. The men see a piece sticking out. and the next 602 NintUtnth Annual Softly Congrtis thin? you know thdr hands are caught. It Is the same problem that you have hi your wind-ups, from a bias cutter. We had two men in the same mill who Had bad breaks that way. In our No. 1 Mill, which we thought would have profited by the experience in the No. 2 Mill, the same accident happened in the same way. We have since put on a guard that consists of a piece of rubber betting actually flopped over the edges of the apron. So far that has proven effective. CiiAntstAN Kidney : Is there any further discussion on reclaiming accidents? F. S. Wtlsoh (Service Mutual Insurance Co., Boston, Mass.) : I'd (ike to ask Mr. Smith or Mr. Regal if they can use gloves on that debeading machine. Is it practical? Mr. Regal: Yes. we do so constantly. In fact, several of our men have enped injury because a glove was caught and they were able td draw their hands out. However, in another case, a man's glome was caught and he was unable to draw his hand out. and his hand was drawn in. whereas otherwise it would not bare been. That is the only objection I have to gloves. Ordinarily it Is safer to use gloves, and our men use them. Mr. Wilson: I'd like to have an expression from these gentlemen as to whedtei they find a bonus system is practicable on the safety work in a reclaiming plant; and, secondly, if they have used a suggestion box and found it practical. Mr. Rxoal : I can not speak on the bonus Question. We never bait triad fiat We have used and are using a suggestion box scheme, with reasonably good result*. I can not say that it is startlingly successful, but we have managed, perhaps. mart to get an appreciation of the men's viewpoint* That is worth more than At accnal suggestions they have made. Chairman Kidney : Is there anybody here who has had experknee with a beam system on safety work? S. W. Slawson (Lavarick & Heath. Buffalo. X. Y.) .* I might say. m cwmctihu with the bonus system, that possibly I get a little wider dike oo this aab and aat it in all kinds of industry. I have never been strong for the borww ijwnsL I be lieve that good discipline on the part of die management, when are want thing* 4oat, is much more effective. I have seen the bonus system work can in acme d Ac paper mills in the Province of Quebec, and in some of the textile aadescriea, and St works for .a while, but it is awfully hard, and yon run into difficuhic* on account f the different ways of working and th? different hazards that ntp bm is departments. That, of course, is dealing with bonuses in different <-**-__ ent foremen in the same mill; and my objection has always been fbas . not what some people think it is. . W. Bsck (United States Rubber Co* N. Y. City) - I have been interested in Mr. Regal's paper and Mr. Smith's remarks. We hare two plants, and I am glad to say that one of them operated during the first see . of 1930 a total of 408,000 hours without an accident In other words, tfass plane, a regenerating plant, worked *408^000 hours, with approximately 300 employee*, for six months without an accident By the same token we have another regenerating plant--we hare two and the other one operated 440.000 hours, with approximately 300 employee* and they had five lost time accidents; which is a total of 848,000 hours with five lost time accidents. The total number of days lost was 117. Wc haven't had a very had experience with mills, and I believe that it can easily be explained by saying that our mills are all fed by hopper* The hopper* are pretty high. A ipan has to jump up to reach down into the hopper, in order to get caught in the bite of our rollers. Our rolls are extremely tight, as you know, and even if a man did get caught, why I think that he would have warning enough to get his fingers out soon after he got pinched. But I think it would be extremely difficult for Rubber Sidion 603 anyone to get caught in the reclaiming rolls or mills as they are designed at our reclaiming plants, on account of the hopper; and they are all fed by conveyor* So you see, the man is not feeding the mills. They are fed by conveyors and they are fed through a hopper. The screw conveyor is a hazard. We had an unfortunate experience with screw conveyors, hast year we had a man pick up a broken grate; bis foot went down into the opening, and he practically lost his foot in a screw conveyor. We have had unfortunate experience on the debeading machine. Our debeading machines are of the usual type, aud we have had two serious accidents; and in both cases they should never have happened. They were by boys who went into (he department, and seeing this very slick operation of debeading old tires, tried the stunt themselves, and in each case these two young men lost fingers; and in the State we were held liable. It was during the lunch period, too. We have tried to maintain discipline. We felt sorry for the young men, and we paid the compensation, and charged it up according to the specific scale of time losses for the loss of fingers. I also agree with our friend Mr. Smith regarding apron accidents. We have had several apron accidents, and they happen as you say. We have installed angle irons on the side of the frame, and then fastened heavy belts so as to keep the stock from getting down into the apron; but in spite of that we find that they will occasionally do some very unusual stunts; and when you do get an apron accident it is usually * serious one. Chairman Kidney; We'll have to close the discussion, now. in order to keep on schedule. The next speaker is Mr. Leonard, chairman of the Industrial Commis sion of Ohio. He represents the employer un the board of three; one appointed for labor, one for the public, and one for the employer. Mr. Leonard is Chairman, and is the first representative of the employer who hat bees Chairman in Ohio. How We Can Best Serve the Injured Employee By W. T. LEONARD Chabnun, Ohio Induitml Comminion, Colombu*, O. As the representative of 43,000 employers of Ohio on the Industrial Commission, I try to interpret the modem point of view of industry. I have often said "Wc try to look at thing* in terms of humanity and industrial justice", and. I know that is the wuy yon men want to look at those big problems in human life. We, the members of die Commission, personally act on 20,000 cases a year. Every day there arc between 600 and 1,000 accidents in the State of Ohio. Wc have a fund of $54,000,000, and the greatest trouble we have in the State of Ohio ii to try to convince people that it is not a surplus, that money. Most of it is spent; it doe* not belong to the employers, and it does not belong to the State of Ohio. It belongs to the injured workers. If our fund should stop today, it would be seventy years before the last dollar, the last claim was settled. I want to give you men a picture of the situation in Ohio. I have just returned from a meeting in Wilmington, Delaware, of Commissioners from all over the United States and Canada. Tliey all touched the human note; and, after alt, gentle men, people are greater than machinery. Modern industry today is coming halfway; it is coming more than halfway, and I don't mean by this that they are emphasizing paternalism, because 1 think that is one of the most dangerous things that you can have. Workingmen do not want 604' Nineteenth Animal Safety Congress something for nothing; but 1 think that you can put a lot of human interest into the live* of your workingmen when tliey are injured. I remember the case of a man who came before the Commission very much dis gruntled, injured, and he said "I am pretty sore. I was injured, and my foreman came by my house every day. but never stopped in once to see me." Now, 1 think that is one of the very important tilings, gentlemen, when men are hurt, to take a real personal interest in them, a real persona) interest in their families. You can do things which plight be considered somewfvat paternalistic. 1 know in Ohio the men of those big rubber companies go to the homes of injured employees. Tticy make a check on the family conditions. They do it tactfully. The employee and the family need a little money, and they advance it to them. They provide those employees with the best medical service that can be secured. They have hospitals; if the case is such as to warrant sending a man to a public hospital, they give him a private room. They don't put him out in the ward. They give him a private room. If the services of a specialist are needed, they get the specialist. And it pays. They are playing the human game of life, and, as I say, it is far better to look after people than it is to look after machinery. One of the great things in life is not to get hard-boiled. I think one of the greatest tributes that was ever paid to the Industrial Commission of Ohio was wlien a poor fellow came before us, nervous,--we try to make our sessions very informal; we lay the cards down on the table and make the fellow feel that he is not in the presence of three men who emphasize dignity. He went out into the hall after we had passed his case and he said to a man, "H--I, I thought those fellows were hard-boiled.** Now that is the big thing in industry, to keep from being hard-boiled. I attended this meeting in Wilmington, Delaware. I met an old friend of mine, who is chairman of the Commission of Georgia. On my way south for a vacation trip this spring, I stopped in at the State capitol. I called on Mr. Stanley; looked around his building. They were making some alterations, and I said to Mr. Stanley "You have a very old State House here. I imagine you have a lot of old records." He looked straight at me and said: "Mr. Leonard, our records date back only to the war with the States. You know, Atlanta was burned." It was very embarrassing for me, but, after all, I hadn't done it. I had occasion to introduce him during a discussion in Wilmington, Delaware; and I said, "Mr. Stanley, I am going to tell you the answer that is in my mind. The brother of the man who burned Atlanta was a neighbor of mine m Mansfield. Ohio, Senator John Sherman. You have a state rich in history; you have a state rich in resource*; and you have a state rich m people. If Sherman hadn't burned down Atlanta, you people today might have keen pointing out landmarks and saying `This was General So-and-so's Headquarters', but you didn't have anything left. You bad to start in and rebuild, and for that reason you have a wonderful city in Georgia-- Atlanta." \ow that is the same way in the safety movement, the same with our relations to our employees. Wc can't go on the landmarks of the past. We have got to keep in step with our workers. And after all, good-will is the greatest thing, to my mind, in the wliole set-up, the whole relation with ntir employees. That good-will is not secured through pater nalism; that good-will is not made by anybody but you. You write the record of good-will. In the mailer of the injured worker, anotitcr tiling comes along, the matter of giving the man a job. and, after all. that is the big thing after a man is Injured A number- of the rubber companies have rehabilitation programs. Those men are taught to take up other lines of employment in the rubber industry'. To many of those men their injury was a blessing in disguise. They are occupying better jobs than tlsey ever had before, and that, after all. is worth a lot Rubber Section 005 From the standpoint of the man. there comes tl*e dread of not being able to get a position. On the Industrial Commission of Ohio, wc try to encourage employers to put an injured man back to work: and they cooperate splendidly with us. Machinery is complicated. VV'c aJI hare accidents, and wc are continuing to have accidents; but we are cutting them down. It is discouraging, at times, in the Ma chine Age, to look at the record that is being written of accidents; hw ii we didn't have this intensive safety work, we'd have far more than we are having today. Mr. Kidney spoke about cutting down the number of rubber manufacturers. He spoke about the consolidations. I want to say this, gentlemen . If I were an ex ecutive in a company, at the end of the year 1 would go over the repons of my personnel men, of my compensation men, and I would scan that record very, very carefully. I wouldn't want a man in my organization who tried to get out of paying claims to injured workers. I wouldn't do away with my personnel men or my compensation department, in the time of cutting down overhead, because 1 think that is the poorest policy that any manufacturer can put into effect today. There was a time when men were laid off. Thcre'd be a sign "This factory is closed--no trespassing.*' Your workingmen today go up to your jtcrsonnel office and talk it over with your personnel men. They get the human point of view of industry'. You' keep their good-will. Nothing is more important than that. Two weeks ago last Wednesday, 1 looked across Use table at a young woman who came before ns. Her husband was a young engineer in a plant in one of our big cities. He had two inventions on the way. He laid great store by those inventions. He went into tlie power house, a fuse burned out and destroyed both his eyes. They had two little children. A representative of the employer sat on the other side of the table. He said to me "Mr. Leonard, we want to give this man every opportunity in the world in the way of medical treatment; send him to a neurologist We want to do everything we can to help that man." The young woman said "I am afraid my husband will commit suicide. He Is terribly worried. He sits there in darkness." With tears streaming down her checks she handed across the table a paper. I looked at it, and it was an eviction notice which was lo be tried the next day. They were ten days behind in their rent. This employer said "I will get a check to her in the morning, and I will go down with her to the Municipal Court, to have that case dismissed." I saw him again just before I left Columbus. 1 said "How did you make out ?** He said "We went before that judge, and he said T bear these hard luck stories every day. You ought to get out of that house.'" That is a fine type of judge! That isn't the spirit that industry is putting into life today in the treatment of its workers. I want to say that I am very happy to be here today. There was a selfish interest in this for me, because the fewer accidents there are, the less work we have to do; but I warn to say to you that labor and management, in these modem industrial days, are.going down the long road together, into the dawn of the New Industrial Era. 0. F. Rittenhouse (International Rubber Works, Detroit, Mich.) : I was very much interested in the statement made earlier in the day about reduction of compensa tion rates from $1 to 40c or 50c, and then, on top of that, Mr. Low's report of the increase in the severity rate. I don't know w*iiclher it comes under the Industrial Commission or not. the setting of those rates. Chairman Kjdxey: Mr. Low's statistics are to be found in the National Safety Council publication, and cover all of the United States. The Ohio rates, as set by the Industrial Commission, have dropped from very close to $1 down to around 50c, Mr. Rittenhouse: The severity rate must have dropped accordingly. Chairman Kidney: Of necessity, because the rate is based on the severity. Mr. Rittenhouse: That was a surprisingly low rate. 606 Nineteenth Annual Safety Congres: Mr. Leonard: I might say that to the employer our motto has been "Prevent or Pay.'1 Each employer is merit rated. A few years ago the rate in Ohio was $1.50. Today it is 50 cents. We have a rate /or all the Industrie* of one ctasuficatioit. That is the manual rate. One of your competitors. Mr. Kidney, might pay $1 per $100 of payroll, because he has had a bad accident in the Spring. We bare others who pay less than 50c, because of their good experience. That is why I say that it is a matter of "Prevent or Pay", and if an employer docs not protect his workingmen from the humanitarian point of view, he will protect him from the dollars and cents standpoint, or, rather, protect himself. It is a bad ness proposition from both aides. Mr. :Beck As I understand Mr. Leonard, he said that the present resent fond of the state was some $50,000,000, and tliat if you should dissolve as of today, why you would have an obligation for some seventy years. I was just wondering how you figure the seventy years. Mr. Leonard: We figure the last claim would be paid in 70 years, because some men who have been injured might live to be 85 or 90 years of age. That is the great difficulty we have, men saying "Well, what arc you going to do with aU that money and that money is already spent. Chairman Kiuney : You might find out, there, that a lot of people, ia figuring out how much accidents cost, just figure the death award; that is, $6500. In Ohio, and it is about the same in other States, it is possible for an accident to cost your company $20,000 or $30,000. If a man 25 years old loses two eyes, you will pay him $975 a year until he dies, and if he lives to be 60, you can figure it out for yourself. Every industry is liable to pay for some accidents as high as $25,000 or $30,000* Generally, in industry, the average man thinks that the most an accident can cost is around $6,500, but we have had lots of accidents that cost more than $10,000. J/S. Hvauac (American Tire Products Co., Pittsburgh, Pa.) : Although I am a stranger here, 1 certainly have enjoyed this meeting, as 1 did, also, your kindness in letting me in here. In attending previous sessions, I have been very much interested in the treatment of burns, both chemical and otherwise; and we had several fine addresses and papers on the subject. Both for the eyes and die body we advocate the use of water first, dousing with water first, before anything is put on it Mr. Smith made a statement as to not patting anything on the eyes. In our company, our instructions are always to apply plenty of water. Mr. Smith : Caustic and alkali burns ? Mr. Hvburc: Any kind of a chemical burn. I think tests were made by the doctors who presented these papers on both acid and alkali. I was wondering whether we were wrong in that. We have sprayers, and not only make that a spray, but advocate making it a deluge, 'a whole heap of water. Mr. Smith ; My understanding is that the water does not hurt, but it is not sufficient in itself. It doesn't go far enough in an alkali burn, because the alkali sticks to the tissues, so that it doesn't wash away like an oil or a saponifier would. A dash of water doesn't hurt, but its use is insufficient. Mr. Smith : Mr. Chairman, just one point that was brought up by Mr. Leonard, a question of the humanitarian attitude of companies. I would just like to bring out a phase of it that wc have run into, and that is, take a company, for instance, like our own. which is located in the city of Buffalo and has available every facility in the way of giving an injured employee all of the specialist service or treatment which is possible. We have a man injured, say he breaks his arm: we send him to the hospital, give him the v?ry best treatment we can; after his arm is knit we send him to a physio-therapist, and give him a long scries of treatments; then his case comes up before the Commissioners, and after that man has been returned to bis former normal work and is apparently doing his work as satisfactorily as ever, we Rubber Section 607 are required to pay him a lump sum award, which varies in some cases from $500 to $1,000. Now that man has probably lost a certain percentage of the use of his arm, if he were to be required to do some contortion act or some very difficult work; but for the work that he is doing, for instance, a foreman in the mill, that man is perfect, and, in fact he is as good as 60 per cent of the men we have to hire. Now I'd say it is rather discouraging to us,and rather a hindrance toour safety efforts, if a man who breaks his arm oomea back to the job with a new automobile, and they ask him "Where did you get that car?", and he says "The company paid me $900. I broke my arm, so I am able to buy a car, now." Mr. Leonard : I might say that in Ohio we have no lump sum settlements. It is based on earning capacity, although we have a new policy in Ohio, and that it when a man has permanent or partial disability, say 10 per cent loss of the arm function, or 20 per cent, we sometimes make arrangements to ease off the temporary normal period of repair. When that period is over, the man is ready to go back to work, and we say "We'll have you examined by your doctor, and If he passes you, you can go back and make twice as much as you made before." We think from the standpoint of public policy, that is, when a man's finances are low, that is when he needs the money worst, and we don't allow lump settle ments. It ia payable every two weeks. We have had men come up with representatives of finance companies and want to buy automobiles, and we say "No." They say "It is our money", and we say "It is not yours in a lump sum. It runs over a period of weeks." There is one other thing I forgot to mention. I think it is very important, too. I notice Mr. Jaechel sitting back there, Secretary of the Bricklayers Organization of Ohio. I remember a head injury case we had, a very distressing case. The at torneys for the employer insisted on having an oral hearing on the medical testimony. Now we have found from experience with workingmen that whenever you have a man with a head injury and you put him to work, that mental medicine is a great deal better than any medicine a man could take internally for a head injury. Mr. Jaechel realized that in this case. The man was a high-priced man, a brkk mason. He made big money. But that employer's attitude was such as to encourage or discourage tliis man, and make him a permanent total disability. Now 1 say, particularly with a man with a head injury, sympathetic treatment of that man is what is called for. Get him back to workl Now this whole thing, gentlemen, this whole thing is just a matter of practical commonsense, and we want to look at things in terms of commonsense practical idealism, not from the standpoint of the theoretical idealist, but from the practical commonsense point of view. Chapman Kidney: In further answer to your question, Mr. Smith, the award is based on the number of weeks, and it is no lump sum at all. If a man loses the function of his arm it is so many weeks, 108 weeks, or whatever it is. If he dies, it is 346 weeks; and they pay the beneficiaries every two weeks. So in order to get a lump sum he has jo go before the Commission, and he has to show some emergency in the way of paying off a mortgage or some debt that is going to cause a 1m of trouble to that man. That is the only lump sum that is awarded in Ohio. Any other questions? ADJOURNMENT 608 Nineteenth Annual Safely Congress Wednesday Afternoon Session October 1, 1930 J. T. KIDNEY, Chairman The Goodyear Tire A Rubber Company, Akron, O. The second session of the Rubber Section .convened with Chairman Kidney pre siding. CtiAtitaiAX Kidney; We have three speakers this meeting, and some discussion. We will start In without any delay. 1 am going to introduce Mr. M. A. Clark, In dustrial Relations Manager, United State* Rubber Company, Detroit Plant. Developing Job Value Consciousness By M. A. CLARK Industrial Relation* Manager, Detroit Plant, United State* Rubber Company This particular conference being devoted to tlte study of safety and accident pre vention, it is my purpose to show Ute relationship existing between interest in a given job and industrial accidents, and to endeavor to point a way that may lead to some remedy. Safety men and the National Safety Council, with masses of statistics, endless sen-ice and tireless energy, have succeeded in making such tremendous improvements in safe practices, that one is almost led to believe that there is nothing further human ingenuity can devise to safeguard the worker. However, in spite of all this effort, accidents still occur, and I am of the opinion that further safeguarding can only be accomplished by attacking the problem from on entirely different angle. Today accidents seldom occur from mechanical failure or from ignorance of safe practices, but rather from absent-mindedness, or lack of interest. From observation over nearly two decades in American industry, I liave seen (so have many of you) a tremendous mechanization process of industry and the simplification of operations, which are daily taking away the interest and the need for mental efforts from the worker. No longer does the average industrial worker build completely an article for commerce, but only a small specialized part thereof, and this contribution too is, as a rule, the output of an automatic machine. In shoe, tire, automobile industries-- yes, even in bakeries, can be recognized hundreds of jobs that call for no thinking powers whatever. As I see it, there have been no signs during recent years to indicate that there is any lessening of gray matter above tlie slxnildcrs in the average worker, but rather the contrary Such being the case, and there being little in the job to interest, of what then is the worker thinking? If he has brains and does not use them, It Is perfectly logical to expect mental atrophy, and in such cose industry can be charged with developing a race of nit-wits. If, on the other hand, the brain remains active (and I believe this will be the case) should it not be our function to see that the groat mass of thinking is devoted to the job rather than to extraneous matters? To fully see the picture, it would be well to place oneself in the other fellow's shoes-- let us say putting nuts on body bolts on an automotive assembly line all day long. What would you or I think about--putting the nut on? Not on your life! 1 would probably be worrying over some domestic trouble, actual or imaginary, or recon structing the speech 1 heard on the street comer last night, or (and this is most likely) inwardly cursing tlte fellow with the clean hands who is bossing my job. I would think nothing of the monotonous, repetitious job, and just here is where old Rubber Siction .609 man accident creeps in--just the place and time when tle worker has no longer any interest in the job on hand. If such a picture is anywhere true, 1 can sep no greater opportunity and no greater responsibility for the Safety Engineer than to seek ways and means of renewing Interest in. the job, or of providing a satisfactory sub stitute. This, substitute fur job interest and pride in craftsmanship I am calling "Job Value Consciousness." By this is meant the development of an understanding and apprecia tion of the value of the worker's particular, small, uninteresting job to the job at a whole or the finished product. When those responsible in industry for creating tltil substitute have found a way of renewing tlte worker's interest in his job, 1 am sure that many of our safety problems will be solved. Assuming that the foregoing is correct, that the situation as depicted is accurate and the big job to do is to provide a substitute for pride of craftsmanship, the next Step naturally is what to do. There are, ill my opinion, three individuals or groups that have a tremendous bearing upon the thing to be done. The first is--the worker himself; the second--the worker's boss; the third--Ilie worker's family. Let us first discuss methods of interesting the worker himself as an individual. Jf you or I were making one simple article day after day, and we hoped to get any where, we would naturally expect to know what the article is to be used for ami where it fits into the finished product. In particular, ! believe that 1 would want to know' what has been done to the article before it came into my possession to work on. Mime of its history, its physical qualities, and what should be the standard of excellence at the point I receive it. In order to have this knowledge, l think we would like to know something of the operation preceding our own, and 1 am firmly convinced that, by and large, every operator should have the opportunity, whenever practical, to see tlie operations performed on a given article he is expected to work oft, before it came into his hands. The next logical step would be, I believe, to assist the worker to learn what the next operation should be on the same article after he has done his part. I feel, therefore, that every worker should, by and large, liave an opportunity to see the operations following his owu, so that he may learn what effect his good work, or bis mistakes, would have upon the following operation and the completed article. Whether it $ practical for every operator to personally visit the preceding and following oper ations must be determined by the nature of the Industry and tlie size of tins organi zation. Where persona! visits are impossible, the information or education shoutd be supplied by means of photographs, moving pictures or drawings so displayed In the workshop that the most elementary mind can grasp it. The next step, I believe, should be that of demonstrating to all the workers the finished product, whether in its physical condition or by means of picturizatlon. This, of course, can be done by having all workers visit demonstrations of tlie prod uct of the company and having explained to them just where that product is used, so that they may recognize it anywhere outside of their own Company's property. In the plant of the United States Rubber Company at Detroit, wc send from department to department display racks showing defective tires and perfect tires so cut and stripped as to demonstrate all the component parts that go towards making a complete tire. By this means, every operator, during his lunch period or before he starts work, can come to the rack, study the exhibits and see exactly where his own particular job had it* effect on the finished product. We anticipated, when thl was started, a certain amount of interest, but we are amazed at the increasing interest being sliown by every worker in this display. In addition to the racks that go from department to department, wc maintain one room for tlie purpose of displaying the company's products, and the workers are constantly invited by poster and other vari ous metltods to come into this display room at any time and see and handle the articles the company manufactures. So far for the first party and the necessity for education. 610 Nineteenth Annual Safety Congress The second party--boss, foremen--is an entirely different matter. It has always appeared to me, and it must have to you, that probably the greatest satisfaction and interest one has in a job is dependent upon whether the mao to whom you report realizes and shows you that he realizes the value of the contribution you are making by the work that you are doing, So, I believe the worker is affected tremendously in his interest in his job by the attitude of the supervisory force. If the foreman treats in the most casual way the value of a very elementary job and speaks of it a* such--a$ an unimportant or simple operation--I can believe that it to highly probable that the worker would feel that all he is doing is a certain job for so much per hour and not a valuable piece of construction. So I visualise as part of this job the necessity for frequent or daily contact with the foreman, to learn bis opinion of the various jobs under his control and to create within him a duuige of attitude towards the job and the worker, if such a change is necessary. I do not believe that the foreman should be expected to walk around the department patting everyone on the back, telling each one just how important his job is, but I do believe that stopping on occasion to look at the work and ask the worker how things are going, discussing some of the very small troubles that may occur with just as much interest as if die small troubles were major troubles, will materially assist in helping the worker to believe that his boss has a realisation of the value of the job that the worker is doing. This is no criticism of foremen. Foremanship is one of the most important functions in industry, and this is merely adding a further activity to many who may not have already realized their complete responsibility. Tire third party in this arrangement, the family, offers another field for consider ation. When die worker has put in eight hours of honest effort in the plant during the day and returns to his home, It appears to me that he would have certain things pertaining to his work on his mind, and unless the family can understand something of the terms used in his job. the nature of the materials that he handles, the condi tion of the room in which he works, and {he general standard of the men with whom he associates, there can be very little in common in their conversation out side of their regular domestic problems. It, therefore, seems reasonable that families of employees should be given every possible opportunity to see exactly what the worker does, how he does it and under what oondidons he works. In the U. S. plant in Detroit, we regularly invite families of all employees to visit the plant* Guides are provided, and the wives and children are escorted right through the entire factory. As is natural, they want particularly to see the place where the bread-winner works and what he does, and so we endeavor to escort them by groups indicative of the Department in which the husband, son, or daughter, as the case may l>e, works, and we allow them reasonable time, possibly half an hour, to watch the operations. We endeavor, as far as possible, to show them our luncheon facilities, rest rooms and toilets, and finally take them to the display room, where they see samples of the company's entire product. Our experiments in this work so far have been .decidedly interesting and valuable. Not merely have the families shown a tremendous interest* at the time, but they have asked to come back again and spend more time, and Wc shall, no doubt, accede to their wishes. There are still further opportunities for interesting the worker in his own par ticular job, and one we have found very successful is the promotion and develop ment of our suggestion plan. By keeping the plan well advertised by means of posters and in other ways throughout the plant, we are dally receiving suggestions as to changes and improvements in methods, indicative of the fact that the worker must be thinking about his own job. although I must admit many of them indicate that he is.thinking about the other fellow's job. These suggestions receive careful consideration and every worker is thanked for his efforts, and the majority of them receive liberal rewards, rewards based not merely on the savings on the particular job. but also based upon the sympathetic understanding of the effort the individual Rubber Section 611 has made and the Interest he has shown in at least giving of his own time to present what he believes to be something of value to the industry. To further stimulate this interest, it probably would be well la prepare and keep before the eye of the em ployee a Roll of Honor showing the names of atl the individuals who have been rewarded for suggestions. The theory in this is naturally that others will attempt to emulate the example set and will concentrate upon their own particular jobs in the hope of suggesting better methods and being rewarded thereby. Further valuable assistance in creating job value consciousness can come from the greater use of any sound plan of employee representation. I am of the opinion that no plan can be successful unless there is opportunity for discussion at every meeting of some particular phase* of the manufacturing processes, and through this discussion the representatives are given to understand that the Management realizes the value of each job and appreciates to the full what each worker ie doing. The representa tives would naturally relay, or should relay, this understanding and appreciation to all those whom they represent. Extracts from all minutes of this type should be displayed throughout the plant. The foregoing are, I believe, the most direct methods of approaching the problem of creating job value consciousness as applied particularly to a large plant in a large city, but the same principle might well apply in any industry anywhere. No attempt has been made to enlarge upon the subject of developing the interest of the worker In the Company or creating loyalty or esprit de corps. This is being accom plished in most industries by means ot dubs, athletics and general social efforts and all these, undoubtedly, have a contributing effect, but are not so directly related to the creation of job value consciousness in the individual worker as those previously outlined. Of course, at a conference of this sort, the safety division of the plant naturally expects consideration. In this respect I believe most sincerely that the safety com mittees in any plant have a tremendous effect upon the development of this value of the job by their own particular interest in each operation and each operator, and by the demonstration of this interest they can secure greater interest of the worker in his own particular job. As I see it, the safety supervisor and the safety committee within the plant are a part and parcel of the whole plan of industrial relations, apd no safety supervisor can do a successful job if he attempts to work alone. In other words, the work has to be a matter of cooperative assistance rather than a spectacular individual job. It is a service job and the safety engineer, safety committees and the National Safety Council are performing a purely service job and, probably, one of the most noble to which man can turn his hand. Crajrkah Kqdney: This is the first time, I believe, we have had an Industrial Relations man at our meetings, in the last few years at least, and though we have no discussion on our program, if there is anyone who would like to ask Mr. Clark about some phase of this work, I am sure he would be glad to answer. R. D. Trainer (General Accident Insurance Co., Philadelphia, Pa.) : I would like to ask whether the work you are doing along that line is destined to affect labor turnover or accident prevention ? Mr. Clark: We are not interested in turnover today; I wish we were. This is entirely educational, a process developed in the last few months, primarily a safety proposition, to which we may attach such things as clean-up campaigns, i would say just one word more. I want you to take very seriously if you can, or tell me I am all wet, the thought I have in mind that the worker of today, by this repetitive job, is going to think of something, and if wc cannot get him to focus on the simple job he is doing, he is going to think of something more dangerous, and I think it is a purely supervisory job. Chairman Kionxy : If there are no other questions, we will step along. I will introduce Dr. P, A. Davis, of The Goodyear Tire and Rubber Company! 612 Nineteenth Annual Safety Congress Safeguarding the Health of the Rubber Worker By PAUL A. DAVIS, A. B., M. M. D. Assistant Medical Director, Goodyear Tire and Rubber Company, Akron, 0. Industry today must take cognizance of the health of its employees. It is vital, in this age of keen competition, if industry to live and prosper, build up and maintain the health and efficiency of its personnel and thereby increasing the. efficiency oi the organization as a whole. The personnel of an industrial organization should act in unison, there should be no broken cogs or units in the system and to keep such a system in perfect operation safeguards must be present. Their function is many fold: 1. Preventive. 2. Instructive. 3. Constructive. -1. Curative. You may ask "where docs the medical nan enter into this scheme?" The position oi die safety engineer is well established and industry must recognize his value in the prevention of accidents, best accidents from mechanical means do not constitute all the accidents. There are physical and toxic accidents which harm the efficiency of an organization. The physiological and human element must be delegated to the medical man and as such lie is a safeguard for the individual. His first task is to presen; a healthy individual for the job. A physically healthy individual is efficient, intelligent, happy, and less susceptible to industrial hazards. A physical being in poor health and with a defective structure is not efficient, is susceptible to many industrial hazards and the competitive pace today shortens his life. Because an individual is in normal physical condition it does not follow (hat he ran do any kind of work. A tall lengthy individual should not be put to work on a job where he has to do heavy lifting from the level of his feet, as many back strains result. Light skin and blonde hair individuals should not be placed where there are any irritating substances as they are susceptible to dermatosis. Light weight indi viduals should not he placed on heavy lifting jobs especially where the weight to I* lifted is three-quarters or more of the body weight Experience has shown that certain types are best on certain jobs and this should he adhered to if possible. Many injuries are due to misplacements of individuals and in their endeavor to fill the job successfully they put in many awkward and unnecessary movements. Safeguarding an individual after he is at work means creat ing an environment that is free from physical and mechanical hazards. The safety department should attend to the mechanical luuardt, the medical man the physical or health hazards. Health hazards which may be present in the rubber industry are: 1. Illumination. 2. Venlilative. 3. Toxic. 4. Mechanical. Realizing the importance of proper illumination, the safety, engineering and medi cal departments niade a survey of this problem and in 1928. I read a paper before the Ohio State Medical Association on the result oS our investigation. The conclu sions were as follows: 1. Near vision as well as distant vision can be greatly improved by proper illumi nation. 2. That ten to twelve foot candles are thought to be the best illumination for close work. 3. That correctly applied illumination and properly corrected near vision increases Rubber Section 613 the individual's efficiency 12.6 to 30 per cent, according to the degree of refractive error. 4. Corrected near vision and proper illumination decrease eye strain and ialigue, increase the efficiency of the employee, and are a financial improvement to both man and management 5. Corrected near vision and proper illumination decrease accidoiU. 6. Industrial lighting should have the following properties: a. Freedom from glare. b. Intensity to produce the greatest visual acuity. c. Freedom from the irritative rays of die spectrum thus producing less eye strain. d. Absence erf interfering shadows. e. Heat factor reduced to a minimum. f. Kcooomy in operation. 7. Short rest periods increase the individual's efficiency in the majority of cases. The problem of ventilation is no longer one of open windows. It must be installed on scientific principles; for example, benzol fumes are heavier than air and seek the lowest levels, as does water, and it collects in pockets. Open windows do not remove it. Many other volatile substances which are heavier than air do the same thing, lienee it is necessary to resort to the suctloo ventilation. How must these* problems be solved so that the individual will not suffer any dam age. It can only be done by makjng a proper study of substance used and the pos sible by-products of the process. For example, benzol and high test gasoline are the chief solvents in the rubber industry and they are both toxic. They are liquids at ordinary temperatures and volatilize readily. They are very explosive and their vapors are heavier than air. Here are two factors that must be considered, toxicity and explosive ability. The toxicity of benzol is reduced by having as few parts to 100 parts of air as possible and this is only possible by having proper ventilation. The fire hazard from benzol in the rubber industry is great because of the large juaotity used, to its ready volatility and the presence of much fabric which gen erates static electricity. The concentration of benzol can only be kept at a low point by proper ventilation, both suction and forced and by keeping the processes under ventilated hoods as far as possible. In oar experience ISO parts per million have not produced any toxic Poison Haaards in the Rubber Industry There are approximately 75 substances used in the rubber industry that are more or leas toxic, but their manifestation is not present because of the small quantities used and their lost and changed identity (n the process of compounding. L. J. D, Hcaly in the National Safety Council Proceedings, 1928, 1929, Rubber Section, has listed most of the substances used by the Rubber Industry as a whole and I shall mention only those used in large quantities and which are very toxic. Before entering into a discussion of these toxic substances it is necessary to state our procedure in determining the toxicity of the substance, not oqly those in use but any new substance that is to be used. New Substances that are to be Used The chemistry department consults with the medical research department regard ing the substance used. A thorough study of the chemical nature of the substance is made also as to its stability while undergoing compounding processes. 614 Nineteenth Annual Safety Congress Laboratory tests are made and the by-products of the reaction studied as to their toxkity. Test batches are made, milled and vulcanised and the chemical by-products arc stiKlied. The substance in question is subjected to various tests with guinea pigs and rabbits. Hypodermic injections are made, ointments are used and food is contaminated with it. If the substance is volatile a gas dumber is used c:id the animal subjected to the vapors. After this is accomplished the animats are studied and the results are noted. If the results show that the substance is not toxic or is only slightly toxic, approval is given for its use, providing however, that proper ventilation and precautions are used that will overcome the slight toxicity that may be present. After the substance is put in use then alt men who come in contact with it are observed and examined. Tiie frequency of the examination depends on the apparent toxicity of the substance used, tire amount used and the nature of its use. The chief points of the examination are as follows: 1. Blood examinations, a. Morphological b- Chemical c. Physical Peculiar cellular changes can be ascribed to substances like lead, arsenic, antimony, benzol, carbon tetrachloride, carbon bisulphide and similar substances. Chemical detection of poisons in the blood-^serum by micro-chemical methods are very accurate in the cases of the heavy metals. The physical properties of the blood are dunged by many toxic substances. The hemoglobin is reduced, the coagulability is decreased, the cessation of agglutinins for mation and decrease in calcium retention. 2. Urine examinations. Most toxic substances are eliminated through the kidneys, as such or as one of their broken down components. 3. Stools. This is similar to the urine but often the toxic substance is detected in the stools before it is in the urine. 4. Blood pressure. Various substances affect this differently. 5. Exhaled air. Most volatile substances can he detected by this method. 6. Skin. Many substances produce a dermatitis. 7. Chest and X Ray examinations. Many dusts are not only toxic but produce a mechanical pathological condition in the lungs, such as siderosis, anthracosis and silicosis. 8. Abdomen gastro-intestinal system. Many toxic substances produce pronounced symptoms, carbon tetrachloride and arsenic produce severe vomiting and lead pro* duces severe cramps often simulating appendicitis. 9. Extremities. Poisons like lead arsenic, antimony :md chromium produce decreased muscle tone, often nerve paralysis aad loss of function. Chromium often produces chrome ulcers on the hands. Hexamethyiene tetramine produces a dermatitis of the arms and exposed parts. 10. Heart. Many substances increase the heart action to a palpitation and others depress it. In otlrer words the individual is given a careful examination and stress is laid on certain particular clinical examinations for tire detection of the substance in question. The results of these examinations tell us whether or not the individual must be removed and placed on some other job or continued on the same job. Common Toxic Substances L Benzol; 2. Carbon bisulphide; 3. Carbon tetrachloride; 4. Hexamethyiene tetrainine; 5. Tread and Its compounds; 6. Chromium and its compounds; 7. Analine and its compounds; 8. Amyl acetate and nitrite; 9. Ethyl acetate; 10. Denatured and Rubber Section 615 methyl alcohol; 11. Arsenic and its compounds; 12. Various organic accelerators; 13. Organic anti-oxidants; 14. Amino and guanidine compounds. Some of these substances produce both acute and chronic poisoning. Some are cumulative in their effects and some are eliminated as fast as they are absorbed. Each substance has certain alarm signals as to toxic absorption; for example, in lead workers when basophilic cells reach a certain point it is advisable to remove the individual from exposure to lead. In benzol workers when there Is a reduction in white cells, 1500 below normal, a reduction in red cells 10 per cent to 15 per cent below normal and when the hexqoglobtn falls below normal, it is advisable to remove them from contact with benzol vapors. In analine workers a cyanosis develops with a hemoglobin reduction. Blood coagu lability is decreased and the viscosity is changed. Hematin is present in the urine in large quantities and an increase in phenol and amino-bodies. In carbon bisulphide the ncuro-muscular system becomes involved and there is an increase in the sulplio-proteids of the body, increase oi blood platelets and transitional cells. In carbon tetrachloride there is a definite nausea with vomiting persistent dizzi ness, decreased blood pressure, reduction of hemoglobin, acidosis and a marked poikitocytosis and anisocytosis, Hexamethyiene tetramine has a predilection for the skin producing an irritative dermatosis and in severe cases may produce a hematuria. One could take much time and use much space by discussing in detail each sub stance used in the rubber industry. A series of articles on toxic substances in the rubber industry by the writer has been published in the Rubber Age magazine, start ing in July, 1929, in which much detail is given. All departments where any toxic substances are being used are inspected at regular intervals and all individuals who are exposed to the substance in question are exam ined at regular intervals and a comparative test made. Should anything develop of a toxic nature the individual is removed from contact with the substance, placed on work which U suitable for him and treated for that particular condition. Should he need hospitalization we maintain a 25 bed hospital fully equipped where he is placed for treatment, observation and clinical study. Prevention is the keynote in medicine and industry. It should be the purpose of the medical and safety depart ments to prevent accidents as far as possible and this can only be done by the dose cooperation of the workmen and the supervision. Education and instruction as to the particular kind of work is tire first prerequisite. Proper environment and freedom from mechanical, physical and toxic hazards pro duce happy carefree workers. However, in spite of all our precaution tlrere are some accidents but the percentage is greatly reduced by consistent and constant supervision. Statistics Covering Many Years The following statistics are obtained from the records of a large rubber industry and cover a period of many years: Total number of cases treated during the last nine years.-...........................1,862,732 New injured eases (lost lime)......................................................................... 23,963 New sick cases (lost time)............................................. ................................ 24,834 Injured cases (no lost time)............................................................................... 325,373 Sick cases (no lost time)........................................................................................... 565,532 Patient days in hospital........................................................................................ 11,393 Xrays, examinations and dental visits..................................... ..................... 911,920 The following statistics on injured cases with lost time include both the number of cases and treatments and are classified as individual visits to the hospital: 616 Nineteenth Annual Safety Congress Year Fractures treated Strained backs 1922 373 300 1923 672 327 1924 722 311 1925 796 591 1926 979 475 1927 1090 601 1928 984 664 1929 Total i 829 | 6445 352 3621 Strains 560 647 585 673 697 862 950 342 5316 Tenosynovitis 131 233 121 39 30 24 20 17 615 Infections 152 282 140 280 249 310 386 142 1941 Dislocations 20 14 4 15 12 21 22 9 117 Traumatic amputation 24 91 111 103 113 139 20 33 634 Hernias 53 129 77 96 123 132 153 218 981 Bursitis 17 47 21 10 u 13 4 6 129 Occupational dermatitis Arthritis Periostitis Varicocele Hydrocele Eye cases Punctured Wounds Neuritis Myositis 0 0 26 *21 22 3 5 5 72 11 33 16 8 6 12 6 20 112 8 6 2 2 2 3 4 2 29 0 11 3 0 9 3 3 2 31 0 3 0 1 4 2 4 1 15 225 200 209 300 268 319 237 282 2040 50 80 70 80 81 75 42 22 500 2 2 3 1 1 1 0 1n 4 6 9 13 12 2 2 1 49 Contusions, lac abrasions Burns Synovitis Total 1200 1300 1602 2279 2407 2330 2338 1S81 15037 105. 100 109 177 132 244 115 102 1084 10 11 21 1 13 12 7 5 80 38,854 Total Patient Days Fractures. ...................................... ............... 3014 Burns............................................. ............... 673 Miscellaneous Operations .......... ............... 1335 No. of Cases ISO 180 56 108 Average Patient Days 20.9 14. 12. 12.3 Rubber Section b\7 Contusions and Lacerations................... Infections ................................................. Sprains ..................................................... Lead Poisoning....................................... Anafsne Poisoning .................................. Total patient days for 8 years Total ward cases for 8 years. Average patient days........ 1075 1190 407 31 2 88 111 74 16. 27 15. 3 103 1 2. ...11493 804 The analysis in our industry for the last 27 months is given below in percentages t Baas machine...................... 0.02% Stairs.............................................................................................. Windup........................................................................................... Press .............................................................................................. Mills................................................................................................ Infections ..................................................................................... Materia) on floor.......................................................................... Stripping tires.................. 0.04% 0.96% 0.96% 1.91% 1.91% 1.91% 1.91% Boras ............................................................................................ 2.9 % Tire machines............................................................................... 2.9 % Molds ............................................................................................ 2.9 % Eye accidents ............................................................................... 5.75% Tracks............................................................................................ 5.75% Bump V S material..................................................................... 5.75% Palls .............................................................................................. 6.71% Misc. machinery ..............................................................................7.67% Lifting............................................................................................ 7.67% Tools.............................................................................................. 10.55% Handling material ........................................................................ 13.53% Falling material ........................................................................... 18.3 % The percentage of accidents tiiat need hospitalisation is small and during the last 8 years the following are the chief causes: 1. Fractures 2. Hernias 3. Burns 4. Eye injuries 5. Strained backs . 6. Infections 7. Major traumatic injuries to soft parts Excluding hernias, which we operate on, fractures arc the largest factor for lost time. Number Days Lost Average per Case, Days Skull ............................................................ Mandible ....................................................... Nasal ............................................................. Malar .................. Zygoma ......................................................... 11 5 9 4 3 215 (8 died) 132 (1 died) 100 52 33 19.5 26.4 11.3 13 11 Ribs .............................................................. 90 1,516 14.9 1 multiple fracture of chest and arms; died 3 hours 1 fracture of 5 ribs, mandible and seventh dorsal vertebra; died Vertebrae ..................................................... 7 Pelvis ...................................................................... 518 (2 died) 83 618 Nineteenth Annual Safety Congress Coccyx .............................. Pubes ................................ Pubes and ischium .......... Ilium ................................ Clavicle ( right .......... r left ............. Scapula | right........... 1 left ............... Humerus j right............ (left ............... Radius f right............ ) left ............. Ulna | right ....... ( left............. CoUes* f right............ ( left ............. Radius (right............ and Ulna \ left ............. Radius, ulna, humerus.... Multiple fracture of right arm----- Femur f right............ {left ............. Tibia j right........ {left ............. Fibula 1 right............ {left ............. Tibia and f right........... Fibula {left............. Malleoli J exterior .... ) interior .... Os calcis > right ....... licit ............. 4 1 1 1 7 8 3 .3 7 . 14 . 41 . 48 17 6 . 16 . 18 .. 9 3 1 left ............. Pott's and multiple tibia left, comp, and infected .................... .......................... Patella .............................. 6 1 MetacarpiIs .................... .. 126 Metatarsals ...................... Carpal* .......................... Phalanges of feet.................... 1. 593 2. 204 . 3. 128 Phalanges of hand.................. 1. 691 Z 196 3. 158 925 1,045 287 (1 died) 259 173 105 288 294 177 135 524 1,315 1,823 1,832 1,139 1,620 284 207 1.508 3,472 93 140 (died) 1,916 883 717 810 762 267 1402 311 74 169 1,027 197 266 458 71.6 259 173 105 41.1 ) 36.7 J 38.9 59.0 l 45.01 52 74.8 l 93.9 ( 444 l 387 J 845 41.3 61.0 X 85.2 f 73.1 47.3 ( 34.5 ) 409 94.2 l 81.7 } 87.9 93.0 140.0 239.51 76.6 J 208.1 71.71 90.0} 80.8 44-8 l 66.7 i 55.7 133-5 { 103.6 } 118.5 370 ( 56.3 } 46.6 171.1 \ 65.6 } 118.2 63.2 { 764 j 64.7 1,000 995 987 4,110 7,307 896 1,000.0 90.4 32* 324 33.0 27.1 21,228 - 22.9 28,129 277 t | Total of 'all fractures with time lost.. . .2,826 90,115 At. 31-8 From 1922 to 1928, 100 patients with fractures were hospitalized averaging 18-1 days. Rubber Section 619 Chip fractures and fissured fractures in which do time was lost....................... 428 --------- ------ Total ............................................................ 3,254 Av. 274 Since 1928 there have been 50 more fractures which required hospitalization change ing the average hospital days from 18.1 days to 20.9 days. Cost of Industrial Accidents It is a very difficult matter to arrive at the actual cost of a treatment in an indus trial hospital, but the average cost can be obtained by knowing the yearly hospital expense and the number of patients treated. This average over a period of years has fluctuated between 33 and 35 cents a treatment However, this is not the total cost to the industry for an aeddent even tho the man returns to work, for a certain expense must be added by the safety department for the cost of investigation of the accident. This expense is charged to the labor department. The average cost to industry for cases confined in tlveir own hospital is certainly a variable quantity. However some sort of an average can be arrived at if the fol lowing factors are taken into consideration. Elimination of the original cost of the space occupied by the hospital. Average cost per meal at $ .50............................................................... per day $1.50 Compensation per week at $18.75......................................................... per day 2.68 Average medical and nursing care per day (average for 18 years)..per day .99 Average cost per day with compensation............................................... Average cost per day without compensation........................................... $ 5.17 $ 2.49 Cases not confined to the hospital if treated every day are averaged over 8 years as follows: Compensation................. @ $2.69 per day Treatment Daily........... @ .33 or .35 per tereatment Total of....................... $3.01 or $3.03 per day. If transportation is furnished this adds further expense. You can readily see that trying to arrive at the exact cost per patient in an industrial hospital on an individual or piece-work basis is very complicated. The budget system is the most desirable method, for example the statistics for 1929 are as follows: Total number of treatments and examinations........................................... 238,904 Total operating expense of hospital and dispensary................................ 93,254 Average cost per individual......................................................................... $ .39 Tiie cost to the individual is his loss of the difference between his wages and com pensation plus his insurance. The average workman makes about $6.00 per day. With statistics available one has some foundation for prevention work, and preven tion work safeguards the employees' health. This type of work requires the co-opera tion of the following departements: 1. Medical Dept 2. Safety Dept. 3. Supervisions! Dept. 4. Personnel and Labor Depts. 5. Engineering and Construction Depts. A close co-operation between these departments has produced remarkable results since 1927 as is shown by the following statistics. 620 Nineteenth Annual Safety Congress Number of day* lost by employee* since the year 1927. Caused by accidents. Year Days Lost 1927 ................................................... 34,554 1928 ................................................... 21,626 1929 ................................................... 17,954 Total Number of Days Lost. 74,134 Average Number of Employees 17,669 18/87 19455 Showing reduction of accidents since 1927. 1927 2,654 1928 1420 347% Reduction 1929 829 Accidents i 687% Reduction 1930 129 Accidents 80.4% Reduction Number of Employees in first three months 17,123 18400 20,500 16/>54 Solid lines represent reduction of accidents in tbe first three months of each year. It is very evident that safeguarding the health of the individual is a paying proposi tion to industry, for example in 1927 there were 34,554 lost days and bx 1929 almost a 50% reduction to 17,954. This means an increase in production and a decrease in lost wages to the individual. Between 1922 and 1928 there were lost 9(^115 days on account of fractures and if the average man makes $6.00 a day this amonnts to $540,690. In 1927 there were lost (n our rubber industry $207,324 on airount of accidents and by safety first campaigns, inspections and preventive measures this was reduced in 1929 to $107,724. Even this latter figure Is entirely too high and a farther reduction is possible. Preventive sick and accident measures increase production, save the worker money, decrease insurance rates, increase business and promote contentment in the personnel. The prevention of industrial hazards is much more important than treating the results after they have manifested themselves and this is only possible by the co operation of all the individuals concerned. Safeguarding the health of its employees is one of industry's greatest assets for raw material cannot be changed into uscahlc organized things without the help of the human hands. If the factor is defective or becomes defective then the organized product is deficient and inferior as is shown by experience. The consideration of only one of the factors making up the human element has sliown some startling facts, namely vision. More than 50 per cent of our population is suffering from visual defects that can be corrected. We have found that 187 per cent of workers between 22 and 60 years of age have defective near vision. Correction of these factors have Rubber Section 621 in most cases produced 100 per cent efficiency and the manufactured product* arc so much improved that the final inspection shows that only about Z per cent must be returned to Che individual worker for correction or rejection. In summarizing, the following factors in my opinion and experience have produced a great reduction in accidents, guarded the health of tbe employee, increased production and saved; the employee and employer much money. 1. Individoils in good physical and mental eoudhaaoL 2. Proper eCiminatioa. 3. Proper ventilation with enclosure of all dusts and vapors and extraction by suction ventilation 4. Adequate safety guards on all machinery. 5. Education of the individual for his particular job. 6. Instruction and supervision where there is any toxic fnhfftarvt used. 7. Frequent examination of the indivsdoals where it is indicated. 8. Maintenance of an adequately equipped hospital 3n4 dispensary. 9. Recreation and athletic competition. 10. Co-operation between labor and management 11. Competitive safety first campaigns. A. M. Dutz (Pcnbylvinia Rubber CoM Jeannette, Pa.): I know Dr. Davis said there was an increased nomher of employees in 19281 over 1927. and in 1929 over 1928, but did the man-boors increase in proportion? Da. Davis: Yes, they <fid. J R. Hawsow (United States Robber Co.. New York City) : We have been antic ipating changes in installtog periods in thr day for rest for the employees. I would like to know how Dr. Davis Seels on that, if he has a thought on that subject Da. Davis: We took a xketed group of individuals on one shift; we have three shifts. We found am several things On the third shift, between eleven and seven, we ran into difficulties. Besides giving them ten or fifteen minutes to Uo down and rest, we had to hire somebody to wake them op. They felt a little better from the rest, but by the tune you got them back to work you had lost the advantage. W. L. ScHxunca (Tbe 8. F. Goodrich Co.. Akron, O.): What is your analysis of the so-called third shift trich regard to accidents? Da. Davis: There are a kg of factors that enter into it, before answering that question. A lot of people go to work on dig third shift: a lot of accidents happen on that shift because they are new people. W* barve found that the number of accidents on all shifts will maintain a cunstas* percentage providing you are dealing with men on the job who have been on it a long rime. The minute you get an influx f new labor, accidents jump up, simply new people m the jobs. Most factories work on the service plan where the man with higher service gets the first shift, the next man gets the second, and all the new employees, except for a certain type of employment where they are hired for the day shift, on the average, hiring people off the street, putting them in to foam a job, the percentage of acci dent is higher on the shifts where they are than on the others. Mr. Schkeim* : We don't find that to be true. Da. Davis: If you consider your own employees, your percentage of accidents does not vary much in any shift. It is the influx of new people that sends the acci dents up. M. A. Quirk (United States Rubber Co, Detroit, Mich.) : I am Inclined to agree with Dr. Davis. Wc find the most accidents in the third shift X wonder if anybody else has made any such study ? C. L. Hi/xcuioii) (The Firestone Tire 4 Rubber Company, Akron, O.) : We have made a study of it. which indicate* the highest frequency of accidents being minor injuries occurred to men there over a year; very few accidents occurred to men in the first six months they were in the factory. Our really serious injuries oc 622 Nineteenth Annual Safety Congress curred lo men,--our survey covered a great number of men--not ooe of whom had service of less than five years; this is fractures, major injuries. The first six months there appeared to be very few, and the highest frequency was with men over a year in service. J. M. Kerrigan (U. S. Rubber Reclaiming Co., Ruffalo, K. Y.) : Our survey which we made at our plant agrees with the last speaker; our new employees do not have so mtich trouble in major accidents as the older employees. That may be true because we arc spending time teaching him; we figure the older man should know. However, speaking about the night shift, where the accidents occur, we rotate our shifts around Our survey showed our lost time accidents, of which we have had only five so far this year, three occurred between the hoars of seven-thirty A. M. and ten; the other two occurred one at quarter past eleven and the other at one A. M. Last year the survey showed the accidents occurred more between seven and ten A. M. I would like to ask Dr. Davis about this rotating; the men say they get accustomed to eating and sleeping and that the quick changes affect them; also is it better from your standpoint to keep them permanently on each respective shift, or shift every week or two? Da. Davis: We have a rather unique thing; we have selected a bunch of men and call them the Flying Squadron; they are picked as they are physically perfect; if there is anything physically wrong, we reject them. This job means the man ts going to start in and go clear through the whole industry; he goes to the industry university; at the end of three years he gets a diploma, master plumber, electrician or whatever he happens to be. They represent, to start with, as nearly perfect physical specimens as we can get. They are rotated about every month; they work for one month on a certain place, then go to another place, maybe on the second or perhaps the third shift We have not had much experience with a lot of digestive difficulties or disturbances with that particular type of man, principally because they are of a high type, mostly athletes, with one or two yenrs of colleges, and they know how to take care of themselves. We have the trouble you mention with the men who work two weeks on, two weeks off. We find they have gastric disturbances, indigestion. There are lots of factors contributing; if you will investigate you will find they arc eating at restaurants, and so on. Personally I don't think it is advisable to change a man that often, certainly not from a personal standpoint, because* you can't get set either way. I think a month, or preferably longer. 1 might mention the fact about our accidents. You people are like our own safety records, nothing is an accident unless you lose time; but from a doctor's standpoint there are other accidents, nevertheless. If a man cuts his finger, that Is an accident; our statistics are based on-those, not like your statistics which are based on losttime accidents. Now, so far as we are concerned wc don't care whether there is lost time or not so far as the record is concerned, but to the management lost time means lost money, not only to the Industry but to the individual as well. Somebody gets up and makes a report of a plant running a year, or a month, without accidents; that is a fallacy, but from lost-time accMents it Is all right, but from the industry's standpoint wc term an accident anything that breaks die trend of the industry. Mx. Quran: We take our figures from the doctor's office; we consider it an accident whether we lose time or not. M*. Kerrigan: About first aid stations, where the foreman can administer first aid, I am wondering whether you think it is a better idea to use mcrcirfochrome or iodine. The medical profession seems to differ ou which is the best to use. Rubber Section 62J use1? am wondering, for the men in the factory, for local cuts, which is the safest to Dr. Davis: We never encouraged this out-patient treatment in the plant; wc have a regular staff of doctors and nurses, except in tlie zeppelin works because there a man may be on top of the thing and need attention before he can get down or before you could get ro him, so for there we make our own little patches and put mercurochrome on them. I believe from the work that has been done oo mercurochrontc, from tta cultures of bacteria, and so on. it answers the purpose For those things. We request that most things go to the hospital. We have had infections develop from a mere scratch, even ttough a little iodine had been put on it. With this sort of treatment, if you don't get it down to the bottom of the trouble infection may develop. Some factories do that, have first aid cabinets; 1 would say have hoth iodine and mercurochrome; alcohol is very good as an antiseptic, germicide; 70 per rent alcohol, works as well as iodine. There are certain types of bacteria that mercurochrome get* at that iodine doesn't act upon. You very seldom find a person having a skin rash from mercurochrome as you do from iodine. Wc use iodine in preparation for major operations. Chairman Kidney: Rcinrc I introduce the next speaker, we will have a few words from Mr. R. A. Roltuck of the Corduroy Tire Company about this wonderful record they have made. R. A. Bullock (Corduroy Tire Company, Grand Rapids, Mich.): I am glad to say it is an honest record; there has been some question of records being honest, but ours is hoocst. Besides going a full year without a lost-time accident, with an average of 279 employees, I might quote from our medical record. In the first aid room a port time nurse takes care of minor cases, but if there is anything of any consequence or which we think will be, is taken care of by our factory doctor. The past year our medical expense averaged $15.60 a month, 27 cases requiring on the average $6.90; in July the expense was $3., in August $3., and up to September 27th it was $7.50. Those* are our big production months. I am repeating these figures to show you that besides no loss of time accidents, wc are having very few minor cases; several people have asked me how we are able to have a record of that kind; it is just a matter of hard work, as I see it. Wc started four years ago; ( believe the most important thing is to have the company in back of you; the company Has to appreciate the safety movement a hundred per cent; you cannot get anywhere unless it is behind you. Mr. E. Ross Farra, Manager of the Grand Rapids Safety Council helped lay the foundations of our work. We have the latest type of guards all throt^h the plant, and tlie final straw happened last year, after I returned from the Chicago Congress, and heard Mr. Fleming's talk. Every foreman is charged with full responsibility for accidents in his department. Since then, we have had none. I think this had something to do with our record. The foremen were not held responsible by me, but by the management of the factory. They knew if they had accidents, they would lose their jobs, We made a thorough study of first aid cases; whether minor or not we investigated each one, and tried to eliminate the causes before we had a major accident from the same cause; that has helped our record alio. We take satisfaction in having this record, because at the first Congress four years ago the small shops were charged up with a high rate of severity and frequency of accidents in the industry, and it was true; 1 am glad to say today there is one small shop not having any accidents. Chairman Kidney: If there is no discussion, I will introduce the next speaker, Mr. M. J. Maryansld, of the Goodrich Company, Akron. 624 Nineteenth Annual Safety Congress The Relation of Safety and Design By M. J. MARYANSKI Design Engineer, The B. F. Goodrich Company, Akron, O. Using the term in its broadest sense, design has no doubt always been influenced by the elements of safety. But, while the term design is fairly constant, safety is an elusive bird, that changes color, plumage and identity according to the relative value uf the factors involved, and which arc different m every country, in every age, and in every one of the almost infinite ramifications of the designer's art. In ancient ami medieval times, human life was considered of no particular value. Tlic operators of a tread mill, in the time of "King Tut" were not valued nearly as highly as the mill on which they toiled. The same wia true of the oarsmen, chained to the war boats of Greece, Persia and ancient Rome, and the soldiers who operated the catapults and siege rams at the fall of Troy. Designers, in those days, were more concerned with the safety and efficiency of the device than of its operators. As a matter of fact, this is true to considerable extent, in some countries even today, and we might be Justified in stating that the degrees of the civilization of any country can be gauged according to the value they place on human life. As there arc many avenues of design necessary to the comfort and progress of man, there are likewise many viewpoints to the elements of safety. In the design of a buikltug, widely different precautions must be taken than are necessary in the design of a machine. The architect studies wind stresses, snow loads and various other factors which seldom affect a mechanical unit, and the machine designer, on the other hand, considers safety from standpoints not involved in a building. The same thing is true in the design of materials, such as the inner construction and walls of a tire, a fire escape, a motor boat, or any other of the many avenues of design. In a machine there is often the safety of the materia! being handled to consider. This is a f.ictor that becomes more and more important with modern high speeds, dainty fabrics and delicate colorings. In modern newspaper plants, the stock must travel at a great speed through hundreds of feet of machinery and it is of equal importance that there be no injury to the fabric, or loss uf time in getting out the paper, for while a rubber product will probably be worth about as mud) tomorrow as it Is today, it is not true of a news sheet. However, notwithstanding the myriad angles involved in the element of safety, that angle which affects the life, limb and health of the operator is undoubtedly of paramount importance, at least in America, today; and it is this angle only that Is Mifcguarded by the State. Their argument is, that while the operator may lose his job, if he persists in neglecting the safety of the machine or the material handled, he may lose an eye, or an arm, or his life, if his own personal safety is neglected even for the fraction of a second. And so it comes that safety codes are in force to insure a maximum of safety and confidence to the worker, whether he be a miner deep down in the earth, the 'riveter on a tall building, the fireman on a locomotive, or the tire maker in a rubber factory. Very little pure freedom of design, these high pressure days, is left in the hands nf the designer, and a brief example will show that this is necessary. Perhaps you live in an apartment. H so,' you probably can view a fire escape from some of your windows. That unsightly, but highly desirable safeguard, was not designed according to the fancy of the contractor- Everything about it was made according to pre determined articles of the Building and Safety Code, the sire and spacing of the rivets that hold it together, the bolts that fasten it to the building, the sire, number and spacing of the structural angles that compose its hand rails, the area of its landings and tlie relation of the risers to the treads in its stairways. If this were not the case, every firm who bid on that fire escape would present a design according to Rubber Section 625 his own ideas of safety; the contractor would probably accept the lowest in price, and the fire escape, instead of being a safeguard, might be a misleading death trap. But if you are designing a watch, for instance, you may still enjoy every freedom from State restrictions, because nothing that you could possibly incorporate into the watch would be able to harm anyone, tmicss of course you tried to drive the wheels by the use of dynamite, in which case the contrivance would undoubtedly be classified as a bomb, and would thus be prohibited altogether. Designers today arc necessarily, to a considerable ansiaim; and since, as President Hoover recently pointed out, "In the creation of new insentama. processes and methods lies our present and future grv.uoess/* it i therefore rwMmble to assume that safety rules and laws are made with the innariia to retard design as little as passible, and to commensurate with a proper degree of nitty Theory and practice disagree as widely here perhaps as in most other d,an ill; iue the ear-tail- ment of freedom in design, for the safety of the aaao, any mean he defeat of progress, through laws too broadly applied or too narrowly autyrmi Qtute often both of these dements combine m the same ********+_ with a rud ttet is painfoL i have in mind a recent example. One of our departaaos* hwJ belt spike* pret of antiquated design and uncertain lineage, that in doc pruena *d tmm caw op for redesign. It was a machine used in a certain field >ai a --rnrwei that it be transported and mad m widely separated regions. Rcqaavg ik ac steam, this machine madid a steam generator, the two parts of which would fancue as a take. Portability, freight and fire hazard being important rtcim. it was drralrd b> attempt an electric boiler. Careful design wfcainl that the new outfit would perform its functmn in a much superior manner and weigh about one-fifth as much as the one to be replaced. How ever, being a peessure vessel, the device would appear to const under certain ankles of the Safety Code and the local State Representative was called in. The press, bong a comparatively modem innovation, there appeared to be no direct code prariasmia, but he deeming it necessary to put the device at least Mate- where, classified it nraWi a broader heading. Being somewhat confused, the agent interpreted the inesaeioa of the law so meticulously that when the necessary changes were incorporated in the design and the device designed, it was rejected by the de partment on the gromds that it was so awkward and cumbersome that they would Ptdw to coocmue the use of the old one. This was so manifestly illogical that it provided an al*i for going higher, which brought in a more liberal interpretation, and the final remit was, in this case, a fairly efficient and practical machine. In the design of machines involving continual repetition of a certain movement, like the feedmg of material between rolls, or beneath punches, fatigue, monotony and familiarity breed especial danger. A person may make a certain movement ten thousand times in perfect safety, knowing that a slip on his part, in timing or dis tance, may mean the loss of his hand. At first, the danger lies in personal awkward ness and unfsimilarity with the timing of the machine, but after ten thousand movements, these dements are reversed and the danger lies in familiarity, monotony and fatigue. The designer can seldom eliminate monotony, but he can nearly always eliminate fatigue. Frequent and well placed rest periods would help to arrest the danger of a sluggish and tired mind caused by monotony, also interest and cheerfulness on the part of the employee and his work tends to keep the mind dear. There is considerable written regarding the cause of fatigue by such eminent men as Goldmark In "Fatigue and Efficiency'*, Sir Michael Foster (British Physiologist), Mosso (the Italian Scientist), Prof. Fredrick S. Lee and many other noted special ists. The works are too voluminous to discuss here so I will give you only a brief account of the s^entific viewpoint: Fatigue is a. ?d - lactic acid accumulations from violent exertion. Muscles bum fuel in the wrra of sugar known as glycogen. Oxygen supplied through the 626 Nineteenth Annual Safety Congress lungs is carried by the red blood cells to all parts of the body. Any working muscle needing oxygen takes it from these red cells automatically. The faster the muscle works, the more fatigue creating lactic acid it generates and when the muscle works especially hard, lactic acid forms more rapidly than it can be removed. Our body is not constructed like a locomotive which consumes the same quantity oi coed for every foot pound of work. When the body or miixl is fatigued, even a small amount of work produces disastrous effects. The workman that persists io bis task when he is already fatigued not only produces less effective work, but receives greater injury to his organism. The fatiguing effect of the roar of machinery is chcifly due to its influence upon the faculty of attention. There is thus in attention a sensation of effort, and fatigue of attention is in direct proportion to the continuance of the efforts and the difficulty in sustaining them. The subject of noise in industrial establishments is usually dismissed with the re mark that the workers "get used to it", and doubtless, in many occupations, the workers themselves are scarcely, or not-at-al( conscious of any increased application on their part, due to the noise. But, in the main, the process of getting used to it involves precisely that increased intensity of nervous effort, that "ftefing of being coerced" and which is most favorable for the approach of exhaustion. And so the rubber industry is keeping abreast with the latest and most modern ap plications which science discovers to conserve its human power (and incidentally improve its products). For example: We h;ive conveyors currying the burdens, such a* cooling conveyors on mixing machinery. Formerly a man cut a sheet of rubber off the mill, picked up a bar. placed it into a socket at a convenient height, threw the sheet of rubber over the har, then lifted the bar with the rubber, placed it into a second socket to hang and cool. With a more improved method,s chain conveyor with hooks at tached passes cadi mil), the man cuts the sheet off the mill and hangs it on the passing hook. Here, energy is saved which formerly was expended by handling of the bars. Treads formerly were hand cut to length on a conveyor, picked up and placed in a book; the books were placed on a truck and when the truck was filled, the men would push the truck to one side and pull an empty truck into place for further load ing. Under the improved method, the treads are cut automatically, the men pick the treads up. place them into books, the books when full are placed on a conveyor and delivered to the floor oo which they are used. Formerly, tube machines were purchased with spur gear drives causing consider able noise. In the new design, a texrope belt drive ts used, eliminating all noise, but the hum of the motor. We further eliminate fatigue by rotating jobs so that the worker uses different groups of muscles. .Light is possibly the most important tool used in any factory. Natural daylight, f believe everybody will agree, is the most desirable of'two sources of light--natural and artificial--however, many illuminating engineers feel that artificial illumination will eventually reach the plane of natural Illumination. In fact, many industries are working the major portion of the time under artificial illumination. The B. F. Goodrich Company has long recognized the fact that proper and ade quate lighting is an essential factor m the efficiency and safety of Us employees as well as in the quality and quantity of their products. A vast amount of experimental work has been done in our laboratories and factory by Goodrich engineers to determine the proper intensity and character of light as related to the various operations conducted in the manufacture of our products and the carrying on of office work. They have also given careful consideration to the selection of fighting fixtures best adapted to types of buildings and operations carried on therein. In addition, the design department has given special consideration to lighting in Rubber Section 627 connection with each engineering project with satisfactory results. Each machine or hand operation is given careful Study by our engineers with the object in mind of proper design for placement of lighting fixtures and lights as well as natural day light to supply the most efficient light best adapted to the work. Considerable thought is given to protect the worker from direct or reflected glare. Sufficient genend illamination b provided for safety. Naturally, light intensity varies greatly in opinion according to location, class or nature of work, and the engineer under whose control the project may be. A few samples of lighting intensities used at Goodrich art as follows: Storage fit Warehouse ....................................... 2 to 4 ft candles Tire Bdkfing ....................................................................... 10 to 15 ft. candles Tire Inspections ................................................................... 25 to 30 ft. candles ItoM Engraving ................................................................... 30 to 40 ft. candles Drafting ................................................................................. 25 ft> candles. Operations where dark material or objects are used generally require higher in tensities than white or light. This is true of black or dark rubber stocks. The design of buildings and structures as related to safety and illumination ij of paramount importance. Low. squatty, dark buildings arc being replaced with more modem ones of geneixxis areas with high ceilings, large, generous windows and painted with some bright reflecting paint. This not only adds to the desired natural illumination, but to the facilities for providing better and more efficiently designed units for artificial iOtaninauiig. From a lighting standpoint, therefore, the decreased production of the early morn ing and late afternoon hours of the winter months and common to some industries inadequately lighted would be an unknown thing if given the proper perspective and attention. The use of solvents and other flammable elements also require special lighting accessories to guard against the fire and explosive hazard. Special lighting installations are required an instances where the inspection of finished materials of indelicate shades of color are carried on and light as nearly like daylight at possible is required. Generally the kmiritnf iThimmating engineer realizes when incorporating proper design in liglMasg thus dm is a wise investment rather than an expense. Even with the vary beat of design and subsequent precaution, operators do get hurt and especially Is this true on jobs involving the elements of endless repetition and monotony, for thr human brain can not always be alert; and even when the person is aware of the danger, has mind will stray from hia work, a muscle will lag and his hand easy not afways get back to safety. So, most states require safety devices on such machines. These generally provide that both hands must recede from the danger zone in order to touch two widely separated levers or controls which jointly interlock each periodic movement of the machine. However, asonrithstamfing the precautionary measures taken, the most careful individual may occasionally be injured. We Have in mind the case of an experienced female operator, whose jab was to feed roller chain side-bars under a double punch. After placing a side-bar in its receptacle in the jig, the girl was compelled to withdraw both her hands in order to touch two widely separated levers before the punch would descend. This machine was safe-guarded adequately, functioned satisfactorily and met with general safety approval The agent who represented the company that built the press took pictures of the girl, sitting at the machine, which were published in their advertising as a shining example of a dangerous operation that had been rendered perfectly safe. The girl was unusually atari and attractive and the agent fell in love with her. On the last day of her job, being on piece-work, with a counter Uiat recorded each aide-bar as it fell from the jig, she determined to set a record that would last. So 628 Nineteenth Annual Safety Congress she humped herself into an unnatural position until she was able to reach the control levers with her elbows, and by a continuous pressure, operated the punch at its full speed. Expertness and alertness almost won the day--bat not quite. At about fifteen minutes before quitting time, she failed to withdraw her hands in time and the result was a live-sixt.'cnUtt inch diameter hole through the end of both index fingers. This incident would not be complete without allaying the listeners pardonable curiosity. The girl tnu married and on schedule, and made no attempt to collect any damages from the company. Her consolation, to whatever extent it applied as such, was necessarily from other sources. Steel is tougher than flesh and bone, and any machine that accomplishes a move ment more powerful than is possible to resist with human tissue, will destroy (hat tissue if it gets in the way. Any expansive force that is imprisoned in a vessel is especially dangerous, because the danger is invisible and the strength of the container problematical. Materials transported, or heavy materials suspended above lines of traffic, are dangerous and require more careful supervision than is sometimes available to the erector of such menaces. Therefore, the State formulates codes and guides for the operation of such devices. It used to be that labor saving machines were few and far between; they were simple in design, slow in action, lacking in power and usually operated by the owner. Today, machines arc crowded into minimum floor space, complicated by multiple operation, high in speed and power and operated by male or female labor that may be changed almost daily. Today, we hear a great deal concerning safety and accident prevention, safety drives, safety contests, safety medals and safety trophies. There is also a mass of literature available on safety campaigns, commissions, councils and investigations. But, as the old saying goes, are we not getting the cart before.the horse? Tbe way to purify water is to go back to the fountain. The way to prevent accidents is to Incorporate safety Into our machines, our highways and our building*. When I started to write this article, it was attacked with enthusiasm--under the impression that the idea was logical--that safety and design belonged together and I viewed the many pages devoted to safety articles* in the "Industrial Arts Index" with delight, anticipating a rich repast of learned discussion on this subject. But, there were uoncl Several volumes of purely index matter were perused vainly. Of course, the idea is approached, from one angle or another, in almost everything writ ten on the subject of Safety, but so far as I can find from Use limited sources avail able. this is the first article on the subject of "The Relation of Safety and Design". As a matter of fact, it is probably true that the reason for the existing high per centage of accidents in every walk of life today is largely a matter of design. If the engineers wlio laid out our streets could have foreseen the present conditions, they could have avoided diem, had they been vested with full authority to do so. What I am getting at, is tliat design Is not merely a simple matter of intelligent planning, even when die factors are known, but die result of a constant conflict over possibilities that may never materialise, resulting in a final compromise. An accident, until it happens, is problematical; after it happens is very real. The very persons who might blame the designer for the accident quite possibly are the ones who refused to allow him the necessary lee-way to insure its prevention. A person may commit suicide, but be rarely will invite mangling. We may assume, therefore, that major injuries are not intentional. A man may be careless, but he's for safety, he believes in it, Ic is on your side,--at least after the accident. The highly flammable film room of the Cleveland Clink was located in the base ment of the building, between the Heating and ventilating room. What an ideal design for the terrible catastrophe that later occurred! The film caught fire--there were explosions, and the hot air ducts distributed the gases throughout the length, Rubber Section 629 breadth and bright of the great balding. Here, indeed, was reUtton of safety and design--but with the high ideas completely reversed. The price of safety for the machine from the design to the scrap heap, and for the operator from the cradle to the grave is eternal vigilance. There must be a co operation of all departnaorts. for safety is largely a matter of accident ferventten, and the matter of design can be made to play a more vital and important part than it now does--along with the edneatsoo of the worker and the pedriie. Safety affects everybody, to every walk of life. The man who goes down into the shaft* of the mane; the man who dangles perilously on suspended planks while painting the cornices of a huiViwg. the ana who stokes the boilers in an ocean freighter, the man or woman who feeds a punch press; in fact, the man who marks-- is confronted every nrenrne with the pms8ulity of accident, either through his own carelessness, faulty design *A hi equipment, or some combination of these elements with the high pressure oi wokrs uftfinou and production requirements. My message is first of all lu the designer. Keep the ideas of safety in mind at every stroke of the pcoriL Hi--in fives are valuable. Amu, hands and eyes are priceless to the mm or woman who wrix Put such menaces as gears and chains, cranks and cams, not mdy whr ftds. bat actually inside of the framework when ever possible. Remember thee in --t--c. where the only code is the survival of the fittest, those animals five fa-gese whose framework is on the outside or whose hide is the toughest; suds as ttt tank, riw aKgasor. and the rhinocerous. The relatioo of safety a--d design docs not stop however with the designer and his machine. Our message h also to the worker. Keep safety in the time! It takes less than one second to have an acci dent Don't be ashamed to think about safety or to talk about it to your fellow workers, and hove courage to wear the safety protection provided, even though ridiculed for it It's the biggest thing about your job--bigger, even, than your job; for you can get another job, but you can not git another arm! We are even yet not finished with the relation of safety and design. The foreman knows the machines latent danger. The superintendent must have an interest in the safety of his workers; knowing that the machine, no matter how carefully designed, con not be made to think, or feel or sympathise, or be humane in its action--it never reaches out its tentacles for anyone. No firm, no employer, or no roan shook! take that which he can not replace l TJicrefore, since the best worker is sometimes lax, or careless, and ever subject tu ihe human dement; and since the machine can not be designed to think, reason or take back the fateful stroke, then it is up to the management to supply this link of safety in die relation of the designer to the machine and the relation of tlw worker to his machine. R. E. Bollock (Grand Rapids, Mich.) : I would like to ask if the design is left to the designer entirely, whether it is safe or not safe. I ask this because we pur chased a new machine, a bias cutter, a few years ago which was represented to be equipped with all safety designs. We had an accident on it within two weeks; we found that it was not equipped with all safety guards. Ma. Xfabvakski : No, it is not up to the designer. In our design division, every one talks safety, and the idea in every one's mind is safety. The designs are sub mitted to our safety engineer for inspection and approval and criticism; they are submitted to the department managers, all the way down the line, every one has a crack at it, they all come back with criticisms. In that way we get the machine so that it is thoroughly sale. Ma. Bullock: Could you speak for a company putting machines on the market, how they operate this designing for safety? 630 Nineteenth Annual Safety Congress Mr. MAtYAjfsxj; It all depend* on how strict the rubber company is, what safety devices they have. I suppote it is just a matter of development, of the machine having all safety devices on it Perhaps the other rubber companies have been remedying that, as they have been receiving the machines you speak of, and eventually the machine company nuking the machine will find out about them, and eventually make these changes in the machine themselves. ADJOURNMENT Rubber Section (331 Thursday Afternoon Session October 2, 1930 J. T. KIDNEY, Chairman Tha Goodyear Tire A Rubber Company, Akron, O. The third session of the Rubber Section convened with Chairman Kidney presiding. Cbaiuiam Kidxxy : This is our last session. We have two speakers, Mr. Hungerfocd, and Mr. Fleming. We have our Safety Kinks and the election of offi cers. I am going to call on Mr. C. L. Hungexford, director of safety and hygiene, The Firestone Tire and Rubber Company, Akron, Ohio, to present his paper. "Carry On" By a U HUNGBRFORD Director of Safety and Hygiene, The Firestone Tire and Rubber Co,, Akron, O. Wonderful safety records have been established in the year of 1930 as compared with the year 1929. Wonderful reductions have tern made in the number of lost-time accidents, days lost, and the frequency and severity rates. Departments, factories, plants, have gone through mouths without a single lost-time accident, and it is wonder ful--but, why not? Don't you have to admit we have had some advantages that we haven't Ind for years? Wc have not had new men. We have not had the exposure which we have had in previous years, and aside from lay-off. labor turnover has been very low. Is there anyone connected with safety who will not admit that all these conditions have a tendency to eliminate accidents? This year there have been many disadvantages, ft is true that older men have been on the job, but what a handicap we have all been working under. Ever around the comer has been fear of loss of job, resulting in possibly loss of home, failure to meet financial obligations. In many places wages have not been sufficient to enable an employee to live up to the standard to which he has been accustomed-- this has not brought contentment of mind--all of which brings about that condition where accidents happen. In cutting down production, we have created what I call "the new job employee.** By that I mean that many men spend so many hours on this job and so many hours on tliat job, because there is not enough work for one man all day. This malms many of these old men jnst the same as if they were brand new men. Have you men been able to convince your management to spend the money for all of your safety order*? I have heard from fellow workers In the safety game who told me that it would not be long until their plant would be closed and they were wondering if there was anything open in our plant or any other plant where they might fit in. I think it is admirable to realize that io the face of a lot of discourage ment, our safety engineers have carried on and are still carrying on through a period where the going has been mighty tough. Picture Has Changed We can all look back on the past, wc see in the setting sun of passing years wonder ful changes which have made our industries more safety minded. First, is the fact that the attitude of the management has changed tremendously. Years ago the management was like some man with the automobile insured against fire, theft and liability--he drive* rrrickiily down the street, disregarding human life and property, 632 Nineteenth Annual Safety Congress Itecausc back in his mind he has that belief that his machine is insured and that if he nicks somebody's fender, the insurance company will pay for it,--if souse fool steps in front of hts automobile and gets his neck broke, his company will pay for it 1 believe that management wan very much that way in the past. They carried inwr. ance and weren't far-sighted enough to know their rates were decided very definitely by their accident experience--just figured they had insurance and let the insurance company pay for their accidents. Thinking insurance cost was the only cost. Management, through the efforts of safety workers, now recognises the relation ship of efficiency and safety. Safety is used as a measuring stick of ability. Acci dents indicate underlying inefficiency, and we know through accident analysis that in most cases there is no doubt as to who or what is responsible for an accident. Wonderful strides have been made in the design of mariunes by engineers to pro vide safety. Factors of safety are figured, which before were not considered neces sary--for one purpose, and tint is to prevent injuries and suffering to men who use this equipment. Our purchasing department uses intelligence and does not let price be the only determining factor when safety is concerned. 1 can mention a number of items which have been changed because the items did not meet safety standards as set up by our department, and I am glad to say that our purchasing department is constantly calling my attention to different items which are considered safety features. Much more attention is paid to occupational disease exposure than in the past. I am referring to work done to eliminate the use of benzol, and accelerators, etc, which caused skin irritations and dermititis. One of the best examples of that is the work done by Dr. Healy of the Fisk Rubber Company. His work has been of inestimable value to safety engineers who availed themselves of this information. The Attitude of the Foreman Someone conceived the idea of placing the responsibility for accidents upon the over-crowded foreman. That was a great idea for the safety man. The foreman was a regular fellow--he assumed that responsibility and has done a wonderful job. I am telling you gentlemen right here, that if it wasn't for the wonderful safety work of our foremen at Firestone, T wouldn't have any more of a job than a jack rabbit, and we would still be having many accidents, regardless of my work. Our foremen are real safety men. We have one general foreman who last month promised every man who went through the month without a lost-time accident a chicken dmao*. l.ast week he spent $15 buying chicken dinners. I am not going to discuss the fore man's responsibility; but I would take this opportunity to pay a tribute to all fore men. For, as Garrett Burges* says, the foreman plays a very wonderful port hi keeping a man's mind in the proper spirit. HHe passes down the path of life each day, he does a safety mission* that recalls memory into play. It may be just a word, a nod, a movement of the hand, yet a reminder that safety Is in the hands of man. For no hand meets hand in fellowship, yet from out the other eye reflects a gleam of memory, for safety will never die." The Attitude of the Worker The attitude of our workers has changed. This has not been the result of sleightof-hand. It used to be considered cowardly for a man to go to the hospital when he received a minor injury. It used to be that when a man was told that he was doing an unsafe practice, he would stand there and argue with you--he liad been doing the same thing for years and never had been hurt. It has not been so long in our plant that when a man was injured and when investigating this injury, I would be surrounded with a wave of sympathy for the injured roan. It's a different picture now. Instead of the wave of sympathy, it is now a wave of criticism, especially if that man disregarded a safety rule or If he jeopardized the safety of Ms fellow Rubber Section 633 workers. Workers have a real interest in their safety records--how jealous they are and pretty much peeved when anyone breaks their record. This affects the workers. They do not want to get injured, because they know it U wrong, and they know carelessness is not popular with their fellow workers. Has this just happened? No--emphatically no. I believe ft is the result of a series of impressions. The first impression that our man gets when he comes into our organization is from our employment manager, who tells him that we have no placenta our organization for a man who is careless and will not follow instructions, especially safety rules, and that unless he conducts himself in a safe way, he will not last long on any job. After that man successfully passes the medical examina tion, and reports back ready for work, I give him a talk emphasizing our safety pro gram and what is expected of him from that standpoint. He is then conducted to his department and Introduced to his foreman, who gives him specific safety rules covering that particular department. The foreman gives this man a little talk on safety, tells him about their safety record, and trie* to create in that man at once the spirit of pride the department has in its safety record. The man is then turned over to an instructor who teaches him the right way to do the job, which is the safe way. This man is checked later to see how familiar he is with his safety rules, and in making trips through the factory I am continually checking on men to see how familiar they are with conditions, safety rules, instructions, or whatever in my opinion is necessary for them to know. This impresses men that wc mean business when we talk safety. One of our methods of checking our people is to have our foremen, compensation and medical departments keep a very close check of men who are in the habit of beiog repeaters on small injuries, because our experience has shown that sooner or later the man who has a series of minor injuries will end up with the major injuries. We get hold of these men and tell them that this must stop or wc cannot permit them to remain in our employ any longer. In quite a few cases men who have repeated minor injuries have been removed from the payroll. We have also removed super visors and even foremen for accidents occurring under their supervision, regardless of whether anyone was injured or not Yes, our workers are becoming more safety minded--largely due to educational methods--taught to the tune of the hickory stick--coupled with a better selection of men by our employment department One of the best examples of this is the mills and calenders. You will agree with me that the bite of these rolls is still there. We have not done a lot to cover this up--it's just about as easy for a man to get into a calender, a .windup or a mill roll now a it was ten or fifteen years ago--we have raised the height of our mill rolls and we fcnve installed safeties which limit travel distance after the machines are stopped-- te* cor experience has been that we arc not getting men into these milts and calenders fifcc wc used to. Why? Simply a matter of proper supervision and education. Mill attkfcati are very rare--I can remember but one calender accident since I have been on the job, since the fall of 1926. Mr. Safety Man, you have sold management, you have sold supervision, you have sold workers. _ Stare--you hare done a wonderful job. Safety has so woven itself *d business methods that it is no longer a fad--it is no longer looked upon with nspickm by our workers and management--it is no longer a flag-waving propoeStsuB to be conducted as a carnival with pink lemonade served as an extra bnsfor men to work safe. Now, don't get the wrong impression--[ am a firm believer fa giving credit when due. No one enjoys a slap oo the fork as much I do. Charles Schwab says, that no matter how great or how small his position, **"** do better work under the spirit of encouragement than under the lash of criticism. It is this spirit of encouragement that has brought the safety move ment in this country to its present high state of efficieocy. Woodoful safety records have been established, and I hope that the actual acci 634 Nineteenth Annual Safety Congress dent cost compares favorably with the wonderful safety records that have been established. It is human nature for us to stop and rest on our laurels. That is dangerous to effective safety work. I firmly believe THAT OUR BEST EFFORT IS WHAT IS EXPECTED AT ALL TIMKS. Anything other than our best subjects tu to criticism. Did you ever think that over? Safety records show that accidents can be eliminated, wc who carry on the work of eliminating accidents have no longer alibis to offer humanity for failure. Any organization which is not safety minded cannot survive. This is a keen age of competition. Future Safety Safety departments in the past, and in many places today, have been highly or ganized. Safety directors, 1st assistant, 2nd assistant, clerks, statisticians, safety inspectors galore. As Walter Schneider once told me, "why wc even sharpened the pencils for the production department." The more hands you have in your safety department, the less safety work is going to be done by the rest of the organization. The tendency has been to eliminate these huge safety organizations, and to liave one safety engineer, a clerk and a stenographer head up safety. He has liad to be, in order, a statistician, an engineer, psychologist, an autlibr, a diplomat, policeman, but, I have seen, with one man, results obtained in our Akron organizations that have never been equaled with a larger safety organization. In addition, I have seen this same safety man finding time to give other personnel work his time, and in some cases I have even seen him help the advertising department, because he has developed a keen sense of publicity necessary to his work. I predict that in the future we will not see a definite safety department. Through the work of you men, organizations like the National Safety Council and our Industrial Commission, and definite state laws, safety has become such an integral part of good business that-- Men will come to your plant seeking employment knowing that your door is closed to careless men. Engineers will know that a machine designed and placed in our plant without safety will never turn a wheel. Supervision will realize that effective safety work is a very definite measuring stick of their ability, and the cost of accidents will appear on their departmental cost sheets just the same as excessive labor cost, spoiled material, etc. now appear, and for which they have to answer. The worker will have placed in his hands material and equipment which is right, and he will work in an environment of cleanliness and order, which is the keynote to safety. Our whole scheme of education will have safety as one of its major themes. I beseech you, safety workers, to carry on your good work--let every man here highly resolve that no product, bearing your distinguishing mark of quality shall leave the gates of your factory, made at the sacrifice of life and limb. * For to save life is the noblest of all purposes. It embodies the highest ideal of humanity. It conserves the best asset of the nation; provide its best protection; and creates its real glory. It incarnates the spirit of democracy and brotherhood. R. A. Bullock (Corduroy Tire Co., Grand Rapids, Mich.): I should like to ask Mr. Hungerford in regard to checking up these minor accidents that he mentioned and talking to the employee telling him that if they didn't stop he would be taken from the payroll, whether or not you won't run into the trouble of those people having minor accidents and not reporting diem? Rubber Section 635 Ma. Huncertokd: Wc-had that trouble and we liad to fight it. We had cases bcf men failed to report' minor injuries and we had to get after them. Even now we will have someone come to us three or four days later saying he bumped his ankJe and went home and then he couldn't walk the next day. We do go right after them. However, a lot depends upon the individual. You cannot treat all in dividuals alike. We will tell a man the right way to do things and make him realize that he is doing it for himself and his family. We tell him that it is for his own protection that he report to the hospital for if they have no record erf his accident in our hospital, he may have a hard time proving that he was injured in our factory. We say, "Get a pass from your foreman and go to the hospital so that if anything develops you can prove it." We tell them that unless they are treated in the hospital that minor injury may develop Into a serious one where they will lose time. They certainly hate to lose time. A. M. Dietz (Pennsylvania Rubber Co., Jeanette, Pa.): What constitutes proof of a minor injury? Citing a case that you mentioned where a man may bump his ankle and he does feel a little pain but he goes on working and the next day he doesn't get up and go to work, why would he have any trouble proving that he had an injury? Me. Hungextoed; Tlie best way I can answer that is by an example. On April 1, 192^ a man reported to the foreman with a headache. He was sent to the hospital There he was given balm and told to rub it on his forehead. He did that. The next morning he came in and his little girl was leading him. He thought he had gotten some of the balm into his eye. A week later the man was dead with an abscess in the brain. It developed that a month previous during his work a drop of hot water hit him on his head. He jerked his head and bumped it. It didn't hurt him. He didn't go to the foreman and get a hospital pass, hut he did tell his supervisor who remem bered very distinctly that that had happened. We paid hit claim because we figured that that had come from the injury a month previously. If wc had not been able to tie top that previous injury, I don't think the commission would have made us pay that claim because' we must establish proof of the injury. Me. :Dietz If that fellow had bumped his head outside and said he hurt it in the Pennsylvania Rubber Company, we would have paid the claim. Me. HuNCxitroRD: You have to take them all in with the rest. The percentage of people that put it over on us is not five per cent. The average fellow that comes to you is actually injured in the plant. Cbaooiak Kidney : There are a lot of peculiar accidents that liappen in the rubber industry. We had a flirting accident. A fellow saw a nice-looking girl passing and he waved to her and waved his hand right into a propeller and it came off. That is the first flirting accident on record. P- C- Wolz (Eastman Kodak Co., Rochester, N. Y.) : I should like to know where Mr. Hungerford draws the line if he can't treat men all alike. Me. Hungekfouo: I mean that there are some men to whom you have to lay down the law. You must say, "You do this or get out." Then there are other men to whom you don't have to talk in that way. They have a different altitude and you can rn^ke them realize the seriousness of it and do this by telling them in a very nice way. They will go out and appreciate what you have done for them, realizing in a much better way than before that safety is a responsibility and that our company is using it as a measuring stick of their ability as good workers. Some men you have to go after hard; other men you can approach in an entirely different way. It all depends upon the attitude of the worker. Chairman Kidney: I now take pleasure in introducing Mr. W. H. Fleming. Mr. Fleming talked to us in Chicago at our last convention and he was very hesitant about coming this time feeling that he should not-come twice in succession. But we prevailed upon him to come. He is Assistant Production Superintendent of 636 Nineteenth Annual Safety Congress the Goodyear Tire & Rubber Company. He supervises the building of the small tires. He is also in charge of all our mechanical goods. A Foreman's Opportunity in Accident Prevention By W. H. FLEMING Superintendent of Production, Plant II, Goodyear Tire and Rubber Company, Akron, O. During the last few years tbe rubber industry has experienced increased, com petition which has resulted in decreased profits. This has entailed a careful scrutiny of every item of expense. Campaigns for the elimination of waste and prevention of accidents are in progress. Selecting and training of efficient labor has become necessary. The research *and development departments are expanding their ac tivities. Efficiency departments are doing a more extensive work. These activities, along with many more, are helping to keep the different concerns on a competitive basis. In order to accomplish the best results a spirit of cooperation is necessary. To help develop this cooperation personnel department activities have been en larged. Employees representation plans have come into use and tbe employees arc being considered as individuals instead of in a mass. Industrial universities are fur nishing the opportunity for better education. Employees activities fostered by the companies are helping to provide the necessary recreation and good-fellowship. Whether these activities originate at the top or the bottom of the organization their interpretation ad execution rest with the foreman. This places the foreman in a key position and gives him the opportunity in accident prevention. Opportunity is nothing more than acceptance of responsibility. An analysis shows that approximately 15 percent of the accidents are due to me chanical causes while tbe other 85 percent are due to causes ordinarily termed "carelessness." From these figures it becomes apparent that the real problem is to teach the employee to think, talks, and act safety-first. Every organization reflects its head and it is no exception for the department to refleet its foreman. It is a proven fact that in order to be a good teacher a foreman must be respected by his employees for his knowledge, discipline, human understanding, fairness, and consideration for others. When a foreman attains this position he becomes a leader and the employees are anxious to follow his directions and discuss them with others. A foreman can only accomplish so much m a day's time, but by enlisting all of his employees as his representatives, you can multiply his accomplishments by the number under his direc tion and measure the results accordingly. To develop this to the maximum he must be open-minded to and encourage suggestions, thereby keeping the employees thiuking about constructive things so they have no time for petty, manufactured grievances. He must also be willing to admit his mistakes and appear human in tbe eyes of bis employees. The present age is termed tbe nochine age. Inventions of semi and automatic machinery have come so rapidly that the human mind is having difficulty understand ing the very anchbw* which it has invoted. The foreman who makes a thorough study of tbe machine* an his department finds be is more capable to tnuh the safe use of these machines to his employee*. Me can point oat to the new men end con tinually caution the more experienced men, the dangers in operating the various ma chines. Atso explain the various safety devices and their functions. Tbe impor tant thing is to teach these things in time to prevent an accident, not to put it off until the accident has happened. The foreman from the nature of his work is in close and intimate contact with his men and operations which gives him an opportunity to study them. This enables trim Rubber Section 637 to place the men on the job for which they are best suited. He must know whether they are mentally and physically qualified to efficiently turn out a quality product in a safe manner. In addition to knowing his men he must have experience and knowl edge of the various jobs uoder his jurisdiction as welt as the materials and equip ment used in the various operations. As new men are employed or transferred from other departments, the foreman ha* the opportunity of being the first to meet them and create a good or bad impression on the newcomer. In small departments be introduces them to their new job and looks after their instruction, which should include the danger points in each opera tion and the practical knowledge of the safety methods applied. In larger depart ments this function is delegated to someone else, either directly or indirectly respon sible to the foreman, but be still has the opportunity to see that the proper instruc tions are given. Tbe first impression is generally a lasting one and if the foreman can gain tbe confidence of the newcomer he should have little difficulty in making trim appreciate the need for safety. No foreman can impress upon an individual the importance of safety unless he prac tices his teachings in his department. It is useless to teach a man safety methods if the department in which be is working is full of unnecessary haaards. A floor in need of repair is as dangerous as an unguarded machine. A well ventilated depart ment is essential to clear thinking and accident prevention. The lighting should be given careful consideration in regard to both location and kind of lighting used. The need for cleanliness becomes apparent when we coosider the dangers arising from tools and materials allowed to lay around the department Even though a foreman has taught his men and has conscientiously practiced these teachings his opportunity as a leader is by no means ended. He must continually dteck for unsafe practices such as chance talcing, unnecessary haste, and hazardous shortcuts. This applies more to the experienced employee than to the new man be cause the dangers have become common place to him. When he notices that the men are inclined to be less careful he must arouse their Interest and enthusiasm by means of contests, suggestions, and educational meetings. In order to plan the most effective educational program it is necessary to study the problem as it actually exists. I will mention briefly the causes for accidents and their percentage of the total accidents in the Goodyear Tire & Rubber Co. since Jan. 1, of this year. Taking the items in their order of importance we first have falling material which is 19.9 percent of the total accident*. This consists of material fall ing from tables, machines, ladders, improper piling, etc. In this class of accidents the caYdess operator Is often hurt, but more frequently it is someone else. While work- . ing he carelessly piles his tools or materials on this table, bench, or machine and white reaching, for some specific item pushes another off striking some part of his body. An accident of this kind can be easily avoided by an orderly kept bench. While working on a ladder it is very easy to lay down a tool and with a little push cause it to fall on someone passing near the ladder. Storing of materials requires considerable study in order to utilize floor space to the best advantage and pile the ma terial so it will not topple over. Every factory has considerable vibration which has a tendency to shift materials, sometimes.causing a whole pile to fall. The next item in Importance handling material, which is 9.77 percent of the total accxtaits. This item covers the loading and unloading of materials and ma chines, and transporting them from place to place. While handling, the employee may drop hi* load and crush a foot or he may stumble while carrying it and break *** *fm w cause it to fall on someone else. In putting down his load it happens quite frequently (hat he fails to remove his fingers before letting the lead completely down and the result is an injured finger. make up 8.08 percent of the accidents. This covers stairs, tripping, overbalm, slippery floor*, bumping against machines, etc. Horseplay, unnecessary Hc, and awkwardness are responsible for most of the accidents in this group. 638 Nineteenth Annual Safety Congress The foreman should tee that the stairwells and main aisles are well lighted, tree from obstruction and dean. Then it becomes a matter of discipline for which the foreman is responsible. Trucks are responsible for 7.6 percent of the total accidents. Conveyors are re placing them to a considerable extent but a great deal of material is still handled by hand and electric trucks. Employees turn comers without looking and anj bumped by them. Electric truck drivers fail to signal dangerous places. Operators push ing trucks occasionally get squeezed between their trucks and other objects, and also pul) them so the wheels run over their feet. Employees often cause injury to themselves by trying to lift loads that arc too heavy and by not knowing the proper way to lift. This causes strained backs, hernia, fallen arches, and torn ligaments. The seriousness of these accidents is difficult to determine and they are responsible for 7.11 percent of the total accidents. Each man should know the condition of the tools with which he works and wlien he is not conscientious in seeing that they are in proper repair accidents are the result. Hammer heads By off the handle, rounded hammer heads cause smashed fingers, broken handles on rollers permit the rollers to drop on the men's feet and any tool in need of repair may prove itself a dangerous weapon. Accidents due to this cause make up 7.9 percent of the total accidents. At frequent times there are accidents that can not 6e classified. These we will caQ miscellaneous. They cause 63 percent of the total accidents. Eye accidents cause 6j63 percent of the total accidents. A man gets a foreign body in his eye and is careless about having it removed, and this starts infection. Most of these accidents are caused by negligence in not using goggles which are provided by the company in performing operations which require chipping, grinding, welding and homing. It is difficult to educate the employees to the importance of giving immediate atten tion to even the smallest scratch. Some fee! it is childtsh to go to the hospital for the treatment of an injury which is giving them no pain while others do not want to lose the time from their job and apply home remedies. Neglected minor injuries which result in infection cause 5.79 percent of the total accidents. Employees not looking where they are going or what they are doing bump different parts of their bodies against doors, materials, machines, and building causing bruises, fractures, sprains, and cuts. These accidents generally take place when the employee does not have his mind on what he is doing and is responsible for 4.58 percent of the accidents. Tire and other miscellaneous machines cause 8.32 percent of the total accidents. Operators get their clothing or some part of their body in contact with the moving parts of the machine often causing very serious injury. Hoping to save time they change from one operation to another without stopping their machine. Mechanics sometime try to repair a machine without interrupting the operation. These dan gerous practices should be prohibited by the Foreman. Rolling and handling molds* in the curing process presents a serious hazard at all times. The percentage of accidents, which is 2J77 of the total, docs not express its true seriousness as accidents due to this cause are rarely minor ones. Everyone has experienced the pain of a burn and can fully appreciate why accidents of this type should be reduced to a minimum, and yet they constitute 253 percent of the total accidents. The majority of these take place m the mechanical depart ments where the men are working with electricity, steam, and hot metal. With the large number of mills aod calenders in operation the percentage of 1.68 percent of the total accidents is comparatively small, however the majority of these mean a badly crushed hand or arm. Every precaution possible should be used in tbeir prevention. And 1.32 percent of the accidents are caused by men stumbling over or bumping Rubber Section 639 material lying around on the floor. This Is one type of accident which is absolutely unnecessary if tbe foreman maintains an orderly department. Presses are responsible for .02 of the accidents. Though few in number these also may be very serious accidents such as burnt and crushed arms. Going over the accidents in detail should make a foreman plainly see that lie has a definite opportunity in accident prevention. With 15 per cent of the accidents due to mechanical causes and the other 85 percent due to causes ordinarily termed careless ness the major part of the foreman's responsibility lies in the education oi those re sponsible to him. Discussion E. W. Beck (United Slates Rubber Co., New York) : On the chart the subject of infection is mentioned. 1 know of an organization that does not include infection as a cause and I should like to ask what is really cause of the 5.79 per cent infection cases, what this is attributed to. :Ckvaisman Kirney I can answer that. They are probably in this whole circle (indicating). They might come any place in that circle. They are not counted twice. He might get a scratch a week before and he comes to the hospital and we take care of it. A lot of times they don't know themselves where they got it. Ms. Beck: We have found that many infections come from steel wool and burns. We should get at the root oi the infection and consider it the cause rather than in fection the cause. :Mil Fleming They consider that a little scratch is babyish and they don't like to mention it. They have no pain to speak of and they go home and apply a home remedy. Then, too, they don't want to leave tlieir machine long enough to go to the hospital for they lose money by it. There is the foreman's chance to break down those ideas. He must get .the employee to feel that It Is manly to go to the hospital, that it is the right thing to do. He must be taught that tlte little time he loses is time well spent because later on he may lose more time if anything develops. It is the problem of the foreman to correct these impressions. Ms. Beck: We have infection on our reports. We insist upon it by our depart ments but it is not tabulated as such. Mr. Fleming: I tabulated this for my purpose today to show the opportunity of the foreman. It is an educational thing to impress upon the men the importance of spending twenty-five minutes at the tune of the thing rather than days afterwards. And secondly, that nobody i going to laugh at him for going to the hospital or con sider him a sissy or a baby. That is the reason I Illustrated it that way. Mil Dim: I wonder if it is the smallness of the injury that keeps the man from going to tbe hospital rather than the attitude of the hospital Itself. One time our nurse was away and we got a good-looking nurse to substitute for him. We didn't liave any trouble sending the men down there. I think it is the personnel of the hospital that keeps the men away. Mr. Fleming: A good-looking girl attracts men any time, any place. I do think, though, that sometimes they go to the hospital and the nurse doesn't pay any at tention to them or maybe makes some remarks. Naturally they don't want to go bock there again. That applies to the foreman in die same way. The foreman must be respected by his employees the same as the nurse in the hospital because you can get them to do things with less persuasion and with better results by leadership rather than driving. W. L. Schnejokr (The B. F. Goodrich Co., Akron, O.) : I should like to ask .Mr. Fleming in connection with men going to the hospital do they receive any comiMmsalkm while tliev are there? 640 Nineteenth Annual Safety Congress Mu. :Fleming The only compensation is when they are out on a hospital pass. As far as going to the hospital is concerned, when they are away ten or fifteen minutes, we don't allow compensation. M. A. Quirk (U- S. Rubber Co., Detroit, Mich.) : After observing the chart and looking over the statistics in the automobile industry it is amazing to note the low percentage of the Goodyear accidents on falling material and handling material. It is quite unusual to me. I want to find out how you divide the line. Some people classify the falling material that it has to be a certain height before it is classified as a falling material accident. 1 know that falling and handling are two things that cause the most accidents, but In our case the handling is higher than yours and the falling material much less. Chairman Kidney: On falling material you can take this whole slice here (in dicating) about 35 or 36 per cent. Mr. Beck: I think since this chart will appear in tlie report of this section that we should not mislead anyone although Mr. Fleming brought it out very nicely, that on this chart the smallest percentage of accidents would probably be the largest on a severity chart. As I look at this chart that same thing holds true in proportion. The largest number of accidents on this frequency chart would probably be the lowest on the severity chart. I say that so that anyone looking at that will not feel that we are having the greatest experience in falling and handling material. L. W. Israel (Philadelphia Electric Co., Philadelphia, Pa.) : Did they have any local first-aid remedy in the plant that they can use immediately to prevent infec tion, or do they have to walk a long way to the hospital ? A Hospital in the Midst of the Plant Mr. Flkminc: Wc don't have any first-aid. We have the hospital which is centrally located in the middle of the plant. It would probably only take five or six minutes to get there. Mr. Israel: Have you ever contemplated using first-aid kits to eliminate that infection hazard? Mr. :Fleming No. There was a time when we considered it, but we find that the hospital is best equipped and they do a far better job than just anyone around the plant can do. I should like to answer more explicitly Mr. Schneider's question. The thought of not paying a man for going to the hospital with a scratch is this: The Company provides a hospital and the facilities to take care of an employee even if he is not hurt in the factory, In production, there must be a spirit of give and take and since we provide this hospital, we feel that lie should give a little, and that is a little of his time. Mr. Bulloch ; In regard to paying employees for trips to the hospital, the way we get around that is that if an employee 1ms a boil, for instance wc are glad to take care of it without charge.* in other words, we take care of their injuries out side of the factory and in return for this tliey are not paid for time spent there. E. W. Bender (American Mutual Liability Insurance Co., Philadelphia, Pa.): In our particular inspection work we divide our causes into three sections, point of operation, handling material and driving mechanism. Mr. Beck : In tliat same connection I should like to ask the members present if any of them iiave analyzed their accidents as regards the basic cause. You are all familiar with the article that was written by Mr. Heinrick of the Travelers Insur ance Co. I'fed that in order to solve our problem that is what wc are going to do. 1 know if one of our men loses his eye in getting a drink of water by bending over, if we have the basic causes on our charts, I believe we are then in a position to remove the cause. Rubber Section 641 Mr. Fleminc : As time goes on in industry, we will find that the causes of acci dents are going to vary very rapidly. We are going from the human element to where the operation is going to be simply automatic. It is going to be machine attention and keeping the machines operating instead of lifting and doing the work themselves. Ten years from now I will have to change this whole picture in the way that operation in respect to causes is going to be different from today, because of automatic machinery. Mr. Hi/NGERltMtD: In the last two years, Mr. Reck, we have been classifying all our accidents according lo basic causes. I think that is one of the big things that has enabled us to make a lot of progress in our accident prevention work. Every foreman, no matter how trivial the accident is, regardless of whether the man is injured or not, makes out a Firestone accident report. Wc have written on that report a list of causes such as lack of proper instruction, short cuts, physical condition of the man, defective guards, exposed pipes, and so forth. Then on that report wc say. What have you done about it? Each month wc send to each depart ment Head a report showing the percentage or number according to those causes. We don't even classify accidents according to falling material and trucks, when a man has his foot crushed by a truck. Wliai causes the truck to crush his foot ? Inattention, improper loading, defective truck, or what? We find that that has done a lot of good. E. R. Lawler (U. S. Rubber Co., Woonsocket. R. I.) : Mr. Hcingcrford brought up the point of itaving the foreman make a report of each accident. Is it necessary lo have a report of the foreman before the man can visit the first-aid hospital? Mr. Hungerford: No. The impression that I get from safety is the same as from other problems. In the first place it is always necessary to find out the cause of anything. Then it just takes a little concentrated thinking; everybody thinking about the same thing improves it to a great extent. I think safety is in that same category. By having our organization furnish statistics as to causes we are going to get far better results. W. C. Liwmaix (U. S- Rubber Co., Passaic, N. J.) : l should like to ask some of the men if they have any provision for immediate explosions? Do they have any neutralizer or do they have to depend upon water. In a case of an exptosion you iiave to utilize every minute. You have to have a neutralizer handy. Of course this would be primarily in a laboratory. Mr. Schneider; We have showers. Mr. Hungerfurd: Ho, we don't. The man must go to the hospital Immediately. Chairman Kidney : Wc will have to close the discussion now. I want to thank Mr. Fleming and Mr. Hungcrford for their excellent papers. I am going to take about three minutes to sum up some of the impressions which I Iiave gamed in my three years as general chairman of this Section. First of all. I have had a good time out erf it myself. 1 have met some wonderful people and made some excellent friends. I am sorry I am not goiug to be chairman next year. That is putting it very frankly. We have been through a tough year in the rubber basinets, but it is nothing to worry about. Around the first of next year I believe we wilt be coming around high, wide and handsome. There is one other point that I want to point out to safety men and that is com pensation. I don't think the safety man takes quite enough interest in compensation. All safety men talk about cost and causes, but they do not take a live enough interest in compensation. The law is legislating on our statute books things that will be accidents next year that arc not accidents this year. Your occupational diseases in every state are beginning to include a lot of things that are really alarming. I am not proposing that we should put up any fight against any legitimate cause of an accident, but there are a lot of alarming things creeping into the occupation taw. 642 Nineteenth Annual Safety Congress Thu day is coming when you won't have to hire anyone unless he is a physically perfect person, i think the rubber business should pay some attention to that feature of safety. That is one thought which l should like to leave with this Section. To the officers that served with me, I want to thank them personally. I certainly enjrwed meeting and working with them. Jf anyone of you comes to Akron, we are willing to take a day off and show you around. I will oow call on Mr. Deck, cliairmau of our Nominating Committee for his report Report of the Nominating Committee E. W. Beck (U. S. Rubber Co., New York City) : The Nominating Committee presents the following list of officers selected for the coming year: General Chairman--E. R. Lawlzx, Woodstock Robber Co, Woonsocket, R. I. Vice-Chairman--C. L. Hungerford, The Firestone Tire & Rubber Co, Akron, Ohio, Secretary--J. R. Hanson, U. S. Rubber Co, Detroit, Mich. Chairman Poster Committee--Roland Kastell, U. S. Rubber Co, Passaic, N. J. Chairman Program Committee---M. A. Quirk, U. S. Rubber Co, Detroit, Mich. Chairman Membership Committee--W. L. SCHNEirea, The B. F. Goodrich Co, Akron, Ohio. Chairman Publicity Committee--R. A. Bullock, Corduroy Tire Co, Grand Rapids, Mich. Chairman Statistics Committee--H. W. Low. The Milter Rubber Co, Akron, Ohio. Chairman Health Committee--Da. J. N. gnni.iv, Hood Rubber Co., Watertown, Mass. Chairman Engineering Committee--C. B. Mitcurlla, Republic Rubber Co, Youngs town, Ohio. Chairman Slides and Safely Kiuks Committee--T. G. McKenna, The Goodyear Tire & Rubber Co, Akron, Ohio. News-Letter Editor--A. P. Regal, The Philadelphia Rubber Works Co, Akron. Ohio. Executive Committee--The Office** and J. T. Kidney, The Goodyear Tire & Rubber Co., Akron, Ohio. E. W. Beck, U. S. Rubber Co, Passaic, N. J. H. T. Martin, The Fisk Rubber Co, Chicopee Falls, Mass. Chairman Kidney: You have all heard the report of the Nominating Committee. Will someone make a motion? (It was moved, seconded and carried unanimously that the report be accepted and the chairman declared the nominees elected.) Chairman Kidney: We ought to have a few words from Ed. Lawler. E. R. Lawler (Woonsocket Rubber Co, Woonsocket, R. I.) : I thought 1 would get by and have a year to prepare ray speech. 1 started going to these Congresses back in 1920 and with the exception of a few years I have attended every one of them. Without throwing any bouquets, I want to congratulate Mr. Kidney and tl>e committee for giving us the best program in years. All I ask is that when we have our annual meeting next year wc can say that we have had as successful a year as in ihe past X also ask tliat you cooperate In getting new members and anything along that line. 1 think we should pass up for the time being affiliating ourselves with any other section. We have lost some very good members but we have a good-sized crowd and what we lack in quantity we make up in quality. I think this is an opportune time for us to bring up the subject of our amalgama tion with the Chemical Section. We ought to either kill the idea or advocate it so that it won't come up next year. I think we should put it up to this group right Rubber Section 643 now whether we should entertain this thought. Let us put it to a vote and get it out of the way. We have considered it now for the past five years. (The motion to kill any thought of amalgamation wiih the Chemical Section was moved, seconded and passed unanimously.) ("Safety Kinks" was then presented by Mr. T. G. McKenna--Goodyear Tire & Rubber Co, Akron, O.) ADJOURNMENT NINETEENTH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Steam Railroad Section Officers 1930-31 Gourat Chairman--George H. Warfel, Union Pacific System, Omaha, Nebn Vice-Chairman--W. A. Booth, Canadian National Railways, Montreal, Que., Canada. Secretary--J. L. Wai.su, Missouri-Karoas-Texas Railroad Co., Dallas, Texas. Chairman Poster Committee--L G. Bentley, The Chesapeake and Ohio Railway Co., Richmond, Va. Chairman Program Committee--C. E. Hill, New York Central Lines, New York City. Chairman Committee on Prevention of Highway Crossing Accidents--E. G. Evans, Louisville &. Nashville Railroad, Louisville, Ky. Chairman Membership Committee--W. H. Failing, Central Railroad of New Jersey, Jersey City, N. J. Chairman Publicity Committee--Frank E. Strouse, Pennsylvania Railroad, Chicago, in. Chairmen Public Relations Committee--M. J. Flanigan, Chicago, Milwaukee, St. Paul & Pacific Railroad Co., Chicago, III. W. A. Boors, Canadian National Railways, Montreal, Quc., Canada. Chairman Engineering Committee--A. E. WilI-akan, Kansas City Southern Rail way Co., Kansas City, Mo. Chairman Committee on Present and Future Activities--J. E. Long, The Delaware & Hudson Corp., Albany, N. Y. Chairman Committee on Accident Causes and Remedies--T. H. Carrow, The Penn sylvania Railroad, Philadelplua, Pa. Chairman Safety Contest Committee--A. V. Roowedbr, Duluth, Missabe and North ern Railway Co., Duluth, Minn. Chairman Health Committee--Da. J. W. Groumlcy, The Delaware and Hudson Corp., Albany, N. Y. Executive Committee--Thb Ovficsrs and C. F. Larson, Missouri Pacific Railroad Co., 5t. Louis, Mo. D. G. Phillips, Wabash Railroad. St. Louis, Mo. F. M. M*TCALre, Northern Pacific Railway, St. Paul, Minn. Retiring Officers General Chairman--C F. LAnson, Missouri Pacific Railroad Co., St. Louis, Mo. Vice-Chairman and Chairman Committee on Safety Contest Methods--George H. Wartel. Union Pacific Railroad Co., Omaha, Nebr. Secretary and News-Letter Editor--W. A. Booth, Canadian National Railways, Montreal, Quebec, Chairman Poster Committee---L. G. Bentley, The Chesapeake and Ohio Railway 645 646 Nineteenth Annual Safety Congress Co., Richmond, Va. Chairman Program Committee--E R. Cott, The Hocking Valley Railway Co., Columbus, Ohio. Chairman Commitiee on Prevention of High way Grade Crossing Accidents--C. L. LaEountaine, Great Northern Railway Co., St. Paul, Minn. Chairman Membership Committee--A. V. Rohweder, Duluth, Missabe and Northern Railway Co., Duluth, Mina Chairman Publicity Committee-- M. T. Furrow, Kansas City Southern Railway, Kansas City, Mo. Chairman Com mittee on Accident Causes and Remedies--T. H. CaKsow, The Pennsylvania Railroad, Philadelphia, Pa. Chairman Engineering Committee--Pk, N. Rssa, The Kansas City Southern Railway Co., . Kansas City, Mo. Chairman Public Relations Committee-- J. L. Waub, Missouri-Kansas-Texas Railroad Co., Dallas, Texas. W. H. Jones, Canadian National Railways, Montreal, Quebec, Canada. Chairman Committee on Present and Future Activities--D. G. Philups, Wabash Railroad, St Louis, Mo. Chairman Health Committee--Da. J. W. Gbobiclky, The Delaware and Hudson Co., Albany, N. Y. Exeeuthh CoaumUee: Tsx Ornois anb--J. E. Long, The Delaware and Hudson Co., Albany, N. Y. J. G. FrrzHUCH, Gulf, Colorado and Santa Fe Railway Co, Galveston, Texas. H. W. Hubcin, St Louis-Son Francisco Railway, Springfield, Mo. Tuesday Morning Session September 30, 1930 C. P. LARSON, Chairman Missouri Pacific Railroad! Company, St Louie, Mo. The first session of the Steam Railroad Section at the Nineteenth Annual Safety Congress convened with the chairman, C. F. Larson, Missouri Pacific Railroad Com pany, St Louis, presiding. ChaOiman Larson ; These annual gatherings are for the purpose of discussing things we have done and the things we want to do, to hear reports and eminent speakers discuss safety. Much happiness has come to us sq our work. Therefore, I am going to ask you to stand and reverently bow your heads while Mr. Emerson R. Cott of the Chesapeake & Ohio invokes divine blessings upon our work. Emeksox R. Cott; Almighty Father, we are here in a spirit of brotherhood to learn how to improve our chosen work of saving tlie lives of our fellow men, so that women and children may be blessed with an unbrokm home. Guide us in our work, bless our efforts, and in the end save us one and all. Amen. Resume of the Year's Activities By C. T. LARSON Missouri Pacific Railroad Company, St. Louis, Chairman It has been said that "To save human life is die noblest of all purposes. It em bodies the highest ideal of humanity. It conserves the best asset of the nation; pro vides its best protection and creates its real glory. It creates the spirit of democracy and brotherhood.** There are two national organizations, the Safety Section of the American Railway Association, and the National Safety Council, whose purposes are to save fives, to reduce accidents and save from harm, the employees in industry, the passengers who travel by land or sea, or in the air. The men and the women in these organiza tions know that humanity is prone to tamper with conscience, excuse wrong. it a slight thing; arguing with ones-self that the act is not so bad after all. These are Steam Railroad Sacteem 647 the things that produce moral ignorance, leading -to moral tragedy. Under the intoenoe of these organizations, results have been attained that are startling as one studies and analyses the aeports showing the steady decline in fatal and non-4atal accidents to employees on duty on the American railways and other industries. We know, and it has been truthfully said that education is the only practical means of bringing the individual to a -realization of what an accident would mean 4o hiatdf and his family, of his duty and responsibility with reference to the safety of him+rff and others and to the protection of property. This education must be continuous, constructive and interesting. We all know how well tliis program has been carried on. We also know that the foundation for successfully teaching the principles of safety lies in the schools and the homes of the nation. It is from these sources that our children must learn the hazards that face the -normal child or grown person, and be taught to safeguard -life end limb. Knowing all of -these things, the National Safety Council is carrying safety teaching into the schools by specially prepared literature and illustrated posters that carry conviction. In this particular feature your Section has also been diligent and your attention is called to the pamphlet entitled, "WILL YOU HELP STOP THIS SLAUGHTER?", recently off the press for sale at a ridiculously low price, the product of the Chairman of the Publicity Committee. The railroads should buy liberally and distribute in the schools. It is no new suggestion that we should seek opportunity to get into the schools and seek to bring the message to teachers and pupils alike--they all need it. I count it a great happiness that I have been privileged to occupy the pulpit in several churches in large cities, where I have endeavored to interest large congregations in the subject of "Industrial and Spiritual Safety." The field of opportunity is wide and we should cultivate it. Tlie great public problem is the grade crossing accident and the National Safety Council Has done as much to face the motor vehicle accident problem as any other force engaged in effecting an improvement from the devastating state of affairs that exists nation-wide, the appalling death rate as a result of the speed craze; tbe drunken, the careless, the sleepy-don't-care driver of motor cars. The Council has been ubiquitous, stirring up the waters of complacency into waves of constructive action. In view of the immensity of the task there is certainly no gainsaying tbe apparent negligibility of actual accomplishment; but this-does not at all detract from tbe significance of a real beginning--the Council's earnest oi determination to fara the situation. Nevertheless, actual tackling of the problem has revealed to its undertakers a painful'lack of interest on the part of those whom we are trying to save. This reference to the automobile accident problem is to the whole problem, not only that aspect in which the railroads are primarily concerned--die grade crossing problem-- ,, but as it relates to tbe highways of the country and to the streets of the cities and towns. The Steam Railroad Section of the Council, through its activities is supple menting the splendid and tireless efforts of the Safety Section of the American Rail way Association, which is so relentlessly fighting a battle of education concerning the ever-present dangers lurking at the railroad-highway crossing. The efforts of the National Safety Council are more directly concerned In bringing about safe and sane driving at all times and at all places, and this will directly have its effect upon bringing to the attention of the driver the necessity for being careful at the railroad crossings. In the contest awards of the National Safety Council for the best records made by various groups as shown In the "GREEN BOOK", there has been made a change that should be pleasing to all--no railroad shall win the award two years in succes sion. In tlie past certain railroads were constant winners and there seemed to be no hope for others. Under the new rule, made effective through the efforts of your present Executive Committee, the successful winners in one year must drop out if they are successful again the succeeding year, but this does not preclude their return again after having dropped out for one year. 648 Nineteenth Animal Safety Congress :1a the conduct of our work, and the work of the: Safety Section of the American Railway Association, where the. results sought are identical and to be derived from identical sources* there seems to be overlapping-rand duplication of effort and, rn some cases, interlocking Committees.; .Were it not for the high class personnel of the two organizations there could be conflict that would arouse and engender feelings that might make the results doubt ful as to success. We arc thankful that never in the past has this been manifest. However, for the purpose of minimizing the duplication of effort, your chairman has appointed a committee consisting of John E. Long, chairman,, with Chas. E. Hill and D..H. Beatty serving \yith him to carefully consider the relations which exist and should exist between the Steam Railroad Section, National Safety Council, and the Safety Section, American Railway Association. The chairman of the latter organiza tion has appointed a similar committee and they will co-labor in developing a plan of procedure that will bring about even closer co-ordination of effort than now exists. The incoming chairman will, no doubt, sec the wisdom of this step. The Engineering Committee has developed a set of rules governing the use ond operation of motor cars for use of engineering and maintenance of way forces that is the very best compilation of rules ever. made. It was die result of much research, thought and hard work. Mr. A. N. Reece, chief engineer of the Kansas City Southern Railway, as chairman of this committee deserves the praise of this section for his untiring effort and the work Is commended to your favorable consideration. A pamphlet on the use of hand tools is also under preparation by this Committee. , The Poster Committee, L. G. Bentley, chairman, has been diligent in the study and preparation of posters and every issue has been a whole safety speech reduced to colors, and we hope the sales to the various railroads have been in proportion to Che value of the poster. The News Letters edited by our good friend and efficient secretary, W. A. Booth, aided by his assistant, W. H. Jones, have been gems of literature and it is no reflec tion upon the efforts of other secretaries and editors, the speaker included, when'wc confess and admit that they have been the very best ever. And, as a secretary, Mr. Booth has been diligent, active and, of course, always pleasing in his office and we attest our appreciation for the support given us, and of our affection for him as a friend. In this way, my friends. X have given you a brief summary of what the section has done in the past year, and we will yield the office of chairman to another when this meeting ends; it is our hope and prayer that the efforts put forth will bear some fruit. Years may elapse before the seed that has been planted comes to maturity, yet the seed planted is kept continually cultivated, and this, after all, is the essential thing if fruit is to be brought forth. We shape the future by our work today. We (mow that the future of safety does not lie altogether in the hands of the loyal and devoted men and women of this`generation. It lies in the hands of the children, the safety men and women of tomorrow. So, going back to what I have said about safety education starting in the homes and in the schools, I would strongly urge that we give more attention to this phase of education, by accepting, and even soliciting invitations to talk to school children and the instructors. Nor. should we overlook the importance of getting into luncheon clubs and churches-and make known the message of safety. For those who did not have the pleasure of attending the American Railway Association meeting in Denver in' July. I want to quote just a paragraph from the address of Elmer T. Howson, Western Editor, Railway Age. The Question of Safety '`In meeting this further and still more insistent demand for economy and efficiency in operation, the safety department must be prepared to bear its share- Steam Railroad Section wy of the burden. You have as an impelling motive your full share of responsibility as railway officers for the conduct of operation with the degree of economy that the future is going to demand of every such officer and the further incentive that any success attending your efforts goes to relieve suffering and sorrow. "To the extent that an injury disorganizes a gang and interferes with its production that injury constitutes an uncessary tax on the efficiency of that department and oa the cost of its operation and should be eliminated. Entirely *1 - aside from the humanitarian consideration, every accident resulting in the death of an employee or other person, likewise creates a drain on the revenues of the road sufficient to cause it to haul a tonnage train on the average railroad a full engine district to pay for this claim." . Finally, I wish to express a debt of gratitude to all those faithful and zealous members of the Steam Railroad Section, who have contributed to our success during the year now about to close. Such success as has attended our efforts was made possible and made actual by their unceasing activities. In the remaining years allotted me, the memory of your goodness toward me will live, while maybe more important things--names, dates, faces, places--are lost and forgotten. Memory, "the warder of the brain," will hold in her jeweled casket no more precious treasure than my recollection of our association and the honor that you placed upon me one year ago. These are tender reminiscences to me, dear friends, that will come back to me o'er and o'er. Chaaman Lasson: The first number on the program is by Mr. George H. Warfel, chairman of the Committee on Safety Contest Methods, and Assistant to the General Manager of the Union Pacific Railroad, Omaha, Nebraska. Report of Committee on Safety Contest Method By QEOKQB H. WARFEL Railroad Company, Omaha, Neb. Statistical Data As a preliminary to proper consideration of the subject, a questionnaire was sent to practically all class 1 railroads reporting accident statistics to the I. C. C., re questing information as to policy and practice. Replies were received from 101 roads. The following is a brief resume of the replies: Twenty-three roads do not tabulate the casualties occurring among empelyes and others for purposes of comparison with past performance or stimulation of preventive effort. However, the three larger of this group signified intention to do so at once. Forty-eight roads do not employ "Contest" methods of any kind, although twentyfive of them circulate their accident statistics to stimulate preventive efforts of supervisors and employes. Of these 48 roads, 2 are large systems, IS medium size roads. 31 comparatively small. One Urge road which formerly conducted a safety competition between groups discontinued the contest, stating as a reason that their preventive work did not seem to be stimulated by the contest sufficiently to justify it. Four other roads state they do not believe contest methods arc effective, and for that reason have refrained from using them. Some 53 roads, including a decided majority of a large and intermediate size, employ contests of various kinds. Of these. 47 use some basic measure of exposure as an equalizing factor against which an accident ratio is calculated. Two measure results, otherwise, as shown: 40 Use man-hours worked. 650 Nineteenth Annual Safety Congress 4 Use Uan^hours for 5#od-Tearned Carnaltie*. Locomotive mike lor Trait A Train Scrrioe. 3 Ute number of men employed. 1 Use per .coat reduction under jwtMont perioA 1 U*e least total time Jott irom work. 49 4 Use simply lowest prober of accidents, groups of employes contesting bring approximately of same general size. 53 Total employing contest methods. Of the 47 using some basic measure of exposure, 27 use figures certified by their accounting departments, and 22 use figures arrived at or estimated by supervising officers, but not diedeed for accuracy. 44 Apply 1. C. C. roles as to coanting casualties. 7 Include passengers and persons carried, in contests. 42 Do not count passengers and perooos carried, In contests. 11 Use a differential weighting as between fatal, other reportable and loat time casualties. Of all -roads replying -to questionnaire, whether using contests or not, 57 require certificate from a surgeon that man can be pot to work. Fourteen do oat ask for doctor's certificate, 30 did not state their practice. Prises awarded are of various kinds, usually banner*, plaque*, cqs or lapel buttons, two roads giving money bonus to foremen and men tnaldng bat record. General Comment There has been definite opposition in some quarters against putting railroad safety work on a competitive basis, particularly as between the various individual roads. Broadly speaking, the fundamental objection was that men obviously do not refrain from being maimed merely to improve a score or tally, and that therefore the result of instituting a contest would be simply -concerted effort to avoid reporting and tabulating injuries that did occur. Those holding these views have been Erapkly skeptical or incredo!ous of any low casualty records, achieved where contest methods were employed. Gradually, how ever, this attitude has become less marked, in view of the increasing evidence of the validity of results attained. Perhaps there has been a misconception of the real purpose and legitimate objectives of contests. The primary purpose of a safety contest is to stimulate interest in and create enthusiasm for, the prevention -of accidents and casualties to persons and to suitably recognise the success of efforts directed to that end. The primary objective in promoting competition between groups is to more quickly and thoroughly train officers, supervisors and employes to develop and use the safest practices, and to insist upon high standards in tools and equipment A secondary but very important objective is to develop cooperation and team work between individuals, groups and departments in their efforts toward a mmmoo purpose, thus improving general morale. Two valid criticisms may be offered to the use of contests, although justified in but few cases. (1) Unless carefully and constantly supervised, a contest may deteriorate Into mere efforts to prevent casualties from being entered against the record of the competing group or unit. (2) Indifference of management or failure of higher officers to take active interest and give full support may result in completely stultifying the interest of foremen and men, and the contest fails to show any gain. Steam Railroad Section 651 I either ease it is almost inevitable that a large portion of the personnel will eventually lose faith in the sincerity of purpose behind the contest, will regard it as a sham or a fraud, and develop a jtartifiable resentment. Contests or any other form of safety work will only receive loyal support and active cooperation of the men over a king period, if directed with absolute sincerity of purpose and guided by high standards of ethics. It is true also that very effective safety work may be done on a railroad without t}>e benefit of contest methods, if the management insistently requires supervisors and foremen to employ safe methods and to teach their men a high r^fard for personal safety. Experience on a majority of roads, however, seems to justify their belief that it is most satisfactory to reinforce aggressive supervision with the contest plan, for no matter how definitely men understand that they must get results in preventing accidents, they take a very human pride in having their accomplishments officially recognized and publicly acclaimed. In this era of high pressure on supervision, the opportunities to win sincere and open praise from the executive office of a railroad are rare enough to be highly coveted. BaU for Rqualfring Contesting Qroopa Such a preponderant majority of roads use the ratio of casualties to the number of million man-hours worked, there seems to be scant ground for argument favoring other bases. Although admittedly imperfect as an equalizer, it is more reliable than locomotive miles, number of employes, or any other measure of exposure readily available. While assuredly a period of hours in one occupation may involve much milder exposure to hazard than a similar period in another occupation, this apparent inequality may be almost completely rectified by arranging contestants into groups of similar exposure, and instituting contests between these groups. It is regrettable that a comparatively few railroads do employ other than the million man-hour base, as by so doing their periodical contest records are rendered incomparable with results on most other roads. Bind of Accident Counted It is common practice of most roads to count in their contests only injuries occurring to employes on duty reportable to tic L C C., ?ach one constituting a debit against the record. A few include injuries to passengers, and to persons car ried under contract, such as mail; express and Pullman employes, stock caretakers, etc. Argument for including these latter is that any injury to such persons pre sumably reffects failure of the organisation to protect those for whose safety it Is properly responsible. The number of L C. C. reportable injuries is, however, only a relative index of the number of failures to prevent accidents. As a matter of fact, many hazards and even serious accidents, fortunately do not result in harm to persons, or inflict merely minor hurts. A minor injury may therefore indicate a safety failure as truly as a reportable' or fata! injury. It would seem proper thus to count, in a prevention contest, every little hurt nu matter how trivial. But this is impracticable for the rose reason we do not count hazards where no injury results, namely: the men will simply not reveal tee occurrence, knowing it will be charged against, their rec ord. They would often fail to secure medical or first aid treatment In order to keep the record dear. It is only practicable therefore to count minor casualties re sulting in loss of time beyond shift, in order not to penalize for securing medical and first aid treatment. But these is a widespread and well grounded feeling that after all, the gravity of an accident or hazard' should be measured to some extent by the severity 652 Nineteenth Annual Safety Congress of its effect oa the human being, and men regard it a* unfair to charge their, grotty record as heavily for a mashed finger nail as for a broken arm or leg. This raises the question ol propriety of waiting for severity of injury. Weighting for Severity The frequency of accidents per unit measure of exposure it, of course, the most trustworthy index of results. In fact many fed that it is the only real and practical measure. There is some question whether severity weighting is justified in a safety con test. The fault, carelessness or failure which results in death is often no more heedless or negligent than the one which results in a mere bruise. But the humani tarian points out that safety work-is designed to prevent men front being maimed and killed, and that its success or failure is rightfully measured by the degree of severity of injuries which continue to occur. It seems expedient therefore to consider a differential which will recognize in some measure the degree of severity, but still not inflict penalty out of all proportion to degree of hazard involved or preventive effort possible, nor overshadow the relatively more important factor of an accident frequency. If two competing divisions average 100 reportable injuries a year, 5 to 10 of them fatal, a weighting of 1 point for a lost time, 10 points for a reportable and 50 points for a fatal injury may not be unreasonable. But if two sub-divisions only run 3 to 5 reportable each, that weighting might result in a single fatality completely overwhelming one contestant, if the other had none, though die former had but that one casualty. While a weighting scale of 1 debit for a lost time, 5 for a "reportable" and 15 for a fatal injury will prove fairly equitable for roads and groups having a casualty rate of 5 or more per MMH, a corresponding weighting of 1-3*6 is preferable where the frequency is less than 5 per MMH, and this scale would impose no disadvantage on the roads with the higher frequency. It is therefore urged for the sake of uniformity of practice. It ts desirable, however, that in every published or generally circulated contest statement of a road, the unweighted total casualty rate of the road be used for the period standing on the national basis. Grouping of Contestants ,, Many safety contests have fallen short of the results possible, and a few have failed utterly, because of inequalities between individual groups competing against each other. There may be gross inequality as to size of groups, or degree of ex posure. Generally speaking, complete operating divisions of a road are on equal terms provided there is not too tremendous a difference in traffic density. But when contests are instituted between smaller sub-divisions, departmental groups, shops, yards, freight terminals, road-masters, district mechanical foremen, etc., much care is needed. This becomes increasingly evident as injuries become fewer. When injuries are occurring at a rate of 10 or 15 per MMH the supervisors and men do not see the handicap to a shop of 300 men when competing against one of 50 men. But when tlc rate drops to 5 or to 3 per MMH, they see that the smaller group will always win in any period when it goes "clear" if the larger group has rven one injury. Other conditions being equal, the odds on going "dear" for a year" are 6 to 1 in favor of the 50 man shop! There is less apparent inequality so long as the small shop keeps having some accidents, but when safety gets to a point where the smaller contestants begin going through the contest period "clear" their advantage is inversely proportionate to their total man-hours. Railroad Section 653 Again generally speaking, employe groups iu similar general occupations should be placed in competition with each other, but not pitted against groups similar in size but different in class of service. Enthusiasm and Interest arc bound to wane when there is any evidence of serious inequality of opportunity to win. This is also evident when a point is reached where a majority of contesting groups go "clear" and only one or two have any accidents charged against them. Thus on one road with six small yards competing in a contest, all went dear and there was considerable disappointment that but oue prize was awarded, the yard with most man-hours receiving it Ob viously there was nothing more to be gained from continuing such an uninteresting contest. Fundamental Requirement It would be desirable to measure contest results in positive terms by tabulating a list of the accidents and injuries actually prevented, if such a tabulation were possible and practicable. Obviously, liowever, that cannot be done, and we are forced to keep score by counting tire failures rather than the successes, and measure contest results in negative terms ol accidents or injuries which continue to occur. This gives rise to tlte most serious drawback encountered in conducting con tests, the one which has drawn the most warranted criticism, namely,--a tendency to avoid reporting an accident or to minimize its severity, in an effort to escape tabulation of it against the record of the contestant group. Unless such a tendency is rigorously curbed, and the performance kept under impartial surveillance to assure complete reporting, the contest record manifestly will not reflect the actual effectiveness of the safety work of the competing group, department, or railroad. The safety contest simply employs the age-old expedient of making an interest ing and exciting game out of a most serious and difficult undertaking. It U a game which develops resourcefulness, cooperation, skin and efficiency. Best of all, if properly conducted it develops sportsmanship, fair play and a code of ethics which is directly reflected in the morals of the entire railroad personnel. But if im properly conducted and inadequately referred, it may, like any other game, de generate into a mere cheating contest Government Statistics Have Proved Valuable The tabulation by government agencies of accidents and injuries occurring on railroads was secured largely through the influence of labor organizations for the purpose of establishing accurate statistics on the hazards of their occupations which could be used as a basis for remedial measures. These statistics have proven im mensely valuable, not only to the workers but to the managements as well They are the very foundation of the splendid safety work in which the railroads have led all the industries of the country. So long as the casualty statistics of the I. C C. as rendered by the individual railroads, reflect with accurate fidelity the actual situation on those roads, our safety contests will continue'to receive, as they do now, the whole-hearted and loyal support of the great majority of the men who are the chief beneficiaries. But if ever, through over zealousness or incom petent reporting, die accuracy, of these casualty figures is impaired, we may expect to lose the esteem and support of those vitally interested men. and of their labor organizations, and we would deserve to lose it Next to the prevention of accidents, the most important service any safety officer can render to his railroad is to see that every accident is correctly reported as to cause, extent of property damage, and severity of personal injury. He should be scrupulous to eliminate such minor cases 654 Nineteenth Annual Safety Congress as are rightfully excluded by fair and honest application of the rules, but be equally zealous to see that every one of them contemplated by the l, C. C. rules is impartially recorded. That Is a fwMlmm(al requirement in any safety contest* local or national. Me. Cott I want to give you the benefit of a discussion that I bad with a surgeon of a railroad who called ray attention to the injustice, as he saw it, of putting the surgeon up against the problem of combatting the lost time accident. John, an employee, comes to the office with an injured thumb. He has seen blood and is somewhat nervous from the accident. The thing pains him. What do I have to do ? Clean it up, of course, and as I do it, I talk to John about going back to work. The injury wouldn't prevent John from going back to work, but this man begins to think of roe as some kind of a driver working for the company .who insists that he immediately get back on the job when he has a hurt, after being privileged for years to expose that thumb to the world* and say, "I have been hurt and I can stay off." The result is I have a problem in psychology and painology and a few other things to make John see the necessity, for the sake of a record, of going back to work. It puts a tremendous problem on the doctor, causes a lack of opportunity for him to make a contact with the man to secure his confidence, and from the doctor's angle at least it does not work out as successfully as when be can permit a man to take his time about returning to work. Tlie doctor believes that he can assist in reducing reportable accidents more effec tively if lie is not expected to get a man on the job in a hurry. L. G. Bektlzy (Chesapeake & Ohio) : The reason we count a lost time injury is because it might have resulted in a reportable accident and because we want to get away from the thought in the minds of some of the supervising officers that just as long as we keep a case off the reportable list, we don't care how many minor injuries we have. We do feel that, by including both the lost-time and the reportable injury, with a proper weighting, we are striking at the rca] cause of the accident and encouraging the supervising officers and the employees to correct causes. Charles C. Hill (New York Central Lines, New York, N. Y.) : What do you call a lost-time injury? Mr. Bsntley: One that results in tost time beyond the shift. In Mr. Warfel's report it involves more than one day's lost time. Roeeat Scorr (Atlantic Coast Line) : Those who are just starting out in the contest may find it advisable to me the I. C. C. reportable, accident as a yardstick for measurement, and later adopt the one-day or one shift lost-time accident as a measure of loss. Contest* Help to Hold Ssfety Interest Douglas Phillips (Wabash) : The object of safety contests is to get the men so interested in the record iey are making that they will not have to be driven back to work. You can work your contests up to such a pitch that the men will be so interested that your doctor, instead of trying to get men back to work, will have to be telling them to stay off the job. Mr. Wartel: A man may be incapacitated from performing part of his duties, and yet try to and want to work. Out of fairness to the man, we let him continue to work, performing part of his duties, paying him for that work so as not to im pose a penalty on himself or his family, but reporting, the accident to the Interstate Commerce Commission. Wc have done the same thing with seven other cases in the past fourteen months. Chairman Larson : The next number on the program is "Work of the Bureau in Preventing Accidents Due to Handling of Explosives, Ftammables, etc.," by Mr. W. S. Topping, Assistant Chief Inspector of the Bureau of Explosives. Steam Railroad Section 655 Work of the Bureau of Explosives in Preventing Accidents Due to Explosives, Flammables, Etc. By W. S. TOPPING Assistant Chiaf Inspector, Bureau of Explosives, Washington, D. C. Twenty-five years ago James McCrea, then vice-president of the Pennsylvania Railroad, started the movement which resulted in the formation of the Bureau of Explosives. He advocated, before the American Railway Association, the appoint ment of a special committee to prepare regulations for the purpose of promoting the safe transportation of explosives. For many years the railroads had endeavored by individual efforts to decrease the possibilities of fire and explosions on railroad property, but these efforts had not prevented many serious disasters. Mr. McCrea had vivid recollections of disastrous explosions at Kings Mills, For rest, Crestline, Red Stone Junction, Ohio, and at Greenwood, Delaware. These had caused the death of many people, injury to many others, and had cost the Pennsyl vania Railroad many thousands of dollars. It was appreciated by Mr. McCrea that dangerous explosives were necessarily interchanged between roads, and that little good could come from the efforts of individual railroads acting alone. It was his thought, therefore, that uniform or standard regulations should be prepared, presented to the American Railway Asso ciation for approval, and after such approval submitted to the members of the Asso ciation as recommended practice for individual adoption and enforcement. In response to Mr. McCrea's plea a committee was appointed with instructions to present its report at the October, 1905 meeting. While the committee was engaged in its work, one of the most disastrous explosions in the transportation of explosives that had ever occurred in the United States happened at Harrisburg on May 11, ' 1905; 20 lives were sacrificed and the financial loss exceeded $600,000. This explosion may have furnished a further incentive to the committee, but the committee worked diligently during the summer of 1905, having die assistance of civilian experts and also representatives from the Army and Navy Bureaus of Ordnance. In October, 1905 the committee presented its proposed regulations covering the safe transporta tion of explosives to the American Railway Association, and they were approved. These same regulations were adopted promptly thereafter by practically all members of the American Railway Association. At that time it was thought that this uniform adoption* and publication of the regulations would produce the desired results in connection with the handling by the railroads of dangerous explosives, but it was early appreciated that adoption and publication of the regulations would not go far enough, and, therefore, in October, 1906, a year after their approval by the American Raffway Association, it was decided that some central agency of all the railroads should be formed for the uniform enforcement of the rules. A Constitution and By-Laws for the "Bureau for the Safe Transportation of Ex plosives and Other Dangerous Articles" were, therefore, approved. Membership in this Bureau was optional, but about 75 roads immediately joined. The active work of enforcing the regulations was not started until seven months later when the office of the Chief Inspector was opened in New York City in June, 1907. Immediately after the Harrisburg accident the Pennsylvania Railroad had taken the important step of putting a competent man on duty as an Inspector to travel over its line and educate shippers and employees and check their compliance with the rules for the transportation of explosives, which were then in effect on the Penn sylvania lines. The formation of the Bureau of Explosives was the natural outcome of this work on the Pennsylvania Railroad. Other lines familiar with this activity saw the necessity 656 Nineteenth Annual Safety Congress of inspection and educational work on their own fines, and they realized that without such effort to enforce the regulations the simple adoption of rules would prove futile. The Constitution and By-Laws of the Bureau for the Safe Transportation of Ex plosive* and Other Dangerous Articles, as orginally formed, provided for the em ployment of a chief inspector and a number of local Inspectors. Certain powers were delegated to local inspectors with respect to the condemnation and stoppage in transit of explosives which were found to be unsafe for transportation. Embargoes were authorised; the powers of the local inspector were quite comprehoisive. Part of our first work was an attempt to convince the manufacturers of explosives that the efforts erf the Bureau of Explosives for greater safety were in line with the manufacturers own interests and that we could be of material assistance to them. We were met at the beginning with a frank statement of suspicion that we could not apply our instructions impartially and uniformly. The small manufacturers of explosives could oot conceive that a Bureau of this kind would be operated other than in the interest of the larger plants, but by November, 1907, there was a general acceptance by the manufacturers of explosives of a proposal to meet representatives of the Bureau for the purpose of discussing tlie regulations and proposed changes. The records show that they appreciated the opportunity of explaining freely their objections to the restrictions, and these restrictions were taken up in the spirit <rf impartial discussion and with a view to indicating clearly the reasons that prompted each regulation. As a result of this conference a committee representing the manufacturers of ex plosives was appointed at the request of the Bureau of Explosives. It was under stood that this committee was to represent the explosives manufacturers at all future conferences on any matters pertaining to the regulations affecting their industry. The knowledge that this committee, composed as it was of members representing the various explosives interests, would have an opportunity to present in future discus sions their side of any controversy, had a very salutary effect. It was not long before the Bureau of Explosives and the committee representing the manufacturers of explosives were working in complete harmony in their efforts to secure safe transportation of explosives. Through the assistance and cooperation of this committee a Federal Law was finally passed, effective May 50, 1908, which gave to the regulations for the trans portation of explosives a legal backing found by experience to be quite essential. This Committee of Explosives Manufacturers carried on for some years until finally the Institute of Makers of Explosives was formed and is functioning in modi the same way as did the old Committee of manufacturers. When we go back to 1907, we find that conditions facing us were not conducive to complete success. There were doubts in the minds of many railway officials as to the value of the plan. In its work to prevent explosions in transit, or while explosives were on carrier's property, the so-called district or local inspectors of the Bureau wens distributed throughout the United States add Canada with district headquarters in the offices of some operating official. The activities of the local inspectors were concentrated first oo the Inspection of explosive factories, then on storage magazines from which shipments were mad* hy rail, the objective being to prevent the earners from being offered any dangerous explosives, liable to cause trouble while in transit. The railway employees were also fully instructed during this preliminary inspection work. Samples of explosives were sent to the Chemical Laboratory for examination and report. In 1908. which was the first complete year of the Bureau's operation, 4,582 boxes of dynamite were condemned as in improper condition for transportation; 531 kegs of black powder were also condemned because oif leading condition. In 1909 there were 10,029 boxes of explosives and 1460 kegs of black powder condemned. Steam Railroad Section 657 It will be appreciated that by the condemnation of these defective explosives be cause of the leakage of nitroglycerine from the boxes of dynamite or defective kegs of black powder, and the prevention by such condemnation of these explosives reach ing the hands of the carrier and getting into the channels of transportation, serious explosions were undoubtedly prevented. In the selection of inspectors and in their training, men with railroad experience were selected for the reason that a great deal of the inspectors* work was in con- oectiou with the duties of railroad employees. Through laboratory training, inspectors were instructed on manufacture of the various types of explosives, peculiar hazards incidental to their packing, handling, and transportation. Experience of many years has undoubtedly made experts of our inspection force in their particular line of work, and their testimony ts freely accepted in legal controversies throughout the land. The first regulations, which were those prepared by the special committee ap pointed by the American Railway Association, and thereafter adopted by the Asso ciation, were quite simple and few in namber, but even with these few regulations, it was found necessary to issue interpretations from time to time, and one of the first duties of the Chief Inspector's office in 1907 was the preparation of a proposed revision of the explosives regulations. Experience even then indicated the necessity of enlarging the regulations, providing greater restrictions in some instances and providing other rules relating to the carriers so as to provide greater precautions in the handling of the more dangerous shipments. It was very early evident that to secure the safe transportation of explosives it would be necessary to regulate the transportation of other dangerous, articles, which included ffammabies, oxidizing materials, acids, and compressed gases. One or two lines had already put into effect certain restrictive requirements with reference to the acceptance and handling of flammable liquids, application of labels, etc. In the development of a comprehensive set of rules to take care of all of the other dangerous articles it was necessary to hold numerous conferences with representatives of both the carriers and the various industries affected. The attitude of the,shippers of dangerous articles was a very important factor when an attempt was made to regulate the practices and customs of such industries. The complete cooperation of the explosives industry was early secured. A more difficult task was presented with respect to the regulations of other dangerous articles. Prior to the adoption of the Federal Law on May 50, 1908, the attitude of some shippers and carriers of explosives was not conducive to uniform enforcement of the regulations. By the adoption of this law, which provided penalties for violations of the regulations, and by a few prosecutions, good results were accomplished. The original law of May 30, 1908, did not place with the Interstate Commerce Commis sion the duty and authority of prescribing regulations to cover the transportation of the "other dangerous articles." Under the authority of the Mann-EOuns Act the Commission took the regulations proposed by the Bureau and prescribed them so that in effect we had the authority of the Federal Law behind both the explosive rules and regulations applying to other dangerous articles. Under, the authority of Federal Law, the regulations applicable in the United States are prescribed by the Interstate Commerce Commission and apply to both shipper and carrier. These regulations cover not only freight transportation, but also express transportation and baggage transportation. It will be appreciated that there is con siderable difference ` i the transportation oi explosives and other dangerous articles on passenger trains n ig express matter in comparison with carriage by freight trains of similar articles. There is, therefore, a greater limitation of the amounts and character of the explosives and other dangerous articles that may be transported by express and a still further limitation by baggage. The Commission looks to the Bureau of Explosives for the proper preparation and submission to it of the proposed rules. Under a recent plan, dockets are prepared 658 Nineteenth Annual Safety Congress by tbe Borem of Explosives and distributed to the principal industries affected, and a conference date is set. at which time an opportunity is given to all interested parties to appear and present their objections, criticisms, or niggestkms. These docket con ferences are to be held at reasonably frequent intervals and after these conferences the proposals are submitted to the Commission lor final disposition. The Commission may dispose of the matter as follows: l. Action after circulation of proposed changes among interested parties and hearing. Z Action following 20 days' notice. X Action without such notice when that seems necessary in the public interest The foregoing plan contemplates tlie receipt by the Bureau of Explosives of pro positions for amendment, full consideration thereof, opportunity for presentation and consideration of objections, presentation of agreed matters to the Commission, and the issuance by the Commission of the amendments so agreed upon with such changes or modifications as the Commission may see fit to make, all of which is sought to be accomplished without the necessity for a public hearing by tbe Commission. Safety in the transportation and handling of explosives and other dangerous articles depends very largely on the method of preparing and packing any dangerous articles, wlaether it be an explosives, flammable liquid, a compressed gas, or an acid. The dangerous material can be made safe for transportation if sufficient and proper precautiotis are taken in its packing. If the dangerous article b thus properly prepared, packed, and delivered to the carrier, it should then, be safely handled by the carrier's employees up to and including the time it is delivered to the consignee, excepting, of couree, any accident in transportation, such as a wreck or derailment. Prompt delivery after arrival at destination should be made so that the dangerous article ts removed from the carrier's property and is not subject to exposure to other hazards, sucit as fire. Proper handling by railroads includes proper loading, blocking, and bracing of dangerous shipments. Tests were made at Altoona in the early stages of the Bureau work to determine what shocks the packages would ordinarily receive after being loaded in cars and under transportation conditions. As a result of these tests, secure bracing was specified to keep the packages in their relative position in the cars and prevent them from sliding over the car floor and coming ip contact with other freight. As has been stated, the practical work of the. Bureau was started in Juste 1907; office headquarters were established in New York City, and on August 1, 1907, the first group of inspectors was put to work. So far as practicable, these inspectors were trained by a man. who had performed inspection work for the Pennsylvania Railroad, and who had entered the services of the Bureau of Explosives. In 1907 there were found dynamites which, because of improper, manufacture were susceptible of leakage of nitroglycerine in storage, and in this leaky condition had been offered to and accepted by the carriers for transportation. Accidents were found to be due to this leakage. It was appreciated that some action must be taken to prevent the acceptance and transportation by the carriers of leaky dynamite or other explosives tltal would not withstand the shocks incident to reasonably careful handl ing during such transportation. . One of the first things that the Bureau did was to establish a Chemical Laboratory at South Amboy. N. J. It was determined that such a laboratory was a prime neces sity in the development of suitable regulations covering the transportation of ex* plosives. This laboratory was placed in charge of a chief chemist, C. P. Beistlc, who is still with us. Mr. Bristle had had wide experience with explosives, having been employed for a considerable time at Government Ordnance Laboratories and Depots. One of the first important duties assigned to the laboratory was the development of standard tests to determine whether an explosive, such as dynamite, was safe for transportation. This work was of great value to the manufacturers and users of explosives. Steam Railroad Section G59 Jo addition to leaky dynamite, the early inspection work of Use Bureau showed many other unfavorable conditions. Then was indiscriminate loading of explosives together, packages were not stayed in the car to prevent their shifting, nor were packages of otfier freight blocked or braced to prevent damage to boxes of explosives. Blasting caps were loaded with high explosives. Matches, gasoline, and oil were loaded with black powder and black powder kegs were in many instances found to be in a leaky condition, and accidents were occurring from time to time due to these improper practices. The custom of packing blasting caps was not such as to prevent occasional explosions during handling. After a manufacturer or shipper once knew what he was expected to do in the preparation of dangerous articles before delivering them to the carrier for trans portation, there was but little difficulty in getting him to do that work. This required much educational and inspection work on the part of our inspectors. Tbe Work of an Inspector An inspector of the Bureau of Explosives is a busy man. He may have as many as 25,000 miles of railroad in bis district. The United States ami Canada are divided into districts and each district is directly in charge of an Inspector. The inspector visits and inspects all factories manufacturing explosives and fire works to determine the thoroughness of their preparation and to sec that the regula tions arc fully complied with in connection with their packing and offering for shipment. He sends to the laboratory of the Bureau at South Amboy,N.J., periodically, samples of the product of each plant in his district and receives a report from tbe chief inspector's office, together with a copy of the laboratory report In this way he is advised whether the explosives are found to be sufficiently safe for transpor tation. If the laboratory , examination shows that they arc not safe for transportation, then the manufacturer is immediately notified and instructed not to offer shipments to the carriers. He instructs the shippers of explosives as to the proper marking, loading, and staying of explosives in cars loaded by them and for L. C. L. shipments loaded by the carrier, similar instructions are given to the railroad forces. Carriers' employees are instructed as to the proper position in trains of cars placarded "Explosives"; also cars bearing other placards, and as to the handling of such cars In trains. He also visits and confers with supervisory officials of the lines in his district, endeavoring to secure their interest in a strict enforcement of the regulations, showing them wherein they are responsible for compliance on the part of thrir subordinate em ployees. He visits many other' factories where shipments of other dangerous articles are prepared, and in a general way gives them similar instructions. He makes periodical visits to loading racks where gasoline and highly volatile flammable liquids are Handled in tank cars; has made, or makes himself, necessary tests for the purpose of determining the vapor pressures, so that only cars permitted under the regulations may be used. He makes periodical visits to acid plants In his district; makes or supervises tests on boxed glass carboys, reporting the results to headquarters, from which reporta are also rendered to the manufacturer. Instructions as to the proper loading and bracing of carboys in cars arc given to shippers' and carriers* employees. He periodically visits all magazines from which shipments of explosives arc offered for transportation by rail, and by inspection determines whether the explosives in such magazines are in proper and fit condition for transportation. If he finds that any explosive* are not in proper condition, he lakes samples, sends them to the laboratory for check examination, and in the meantime secures the written assurance of the magazine owner or proprietor that the explosives so indicated by his con demnation report will not be offered for transportation. In many Instances, after the 660 Nineteenth Annual Safety Congress laboratory examination, it is found that condemned explosives may be repacked. In these cases the Inspector supervises the repacking in proper containers and lifts the condemnation. In other instances it is found that the explosives are so badly de teriorated that it would be unsafe to repack and ship them, and if they cannot be used locally through wagon delivery, then the next step is to of them. The Inspector supervises and in many instances actually does the work incidental to the destruction of these condemned explosives by burning. During the past 23 yean a total of 6706 samples of explosives, 8649 samples of fireworks, and 6049 samples of other dangerous articles (total 21,406) were examined at our laboratory to determine if they were safe for transportation and what their proper classification would be. The regulations require that the product of any new explosives manufacturer must first be submitted to the Chemical Laboratory and be passed upon as sufficiently safe for transportation before any shipments can be made. Any new explosive manufactured by an old manufacturer must be similarly submitted and passed upon. An inspector periodically visits every freight station, transfer, yard, or other point in his district where explosives or other dangerous articles are handled % gives short talks to employees at these points for the purpose of interesting them fit the enforcement of the regulations and gives individual instruction to all of the em ployees as to their particular duties. From tune to time the inspector is called upon to look over locations where it Is proposed by an industry to establish "*>***"g plants for flammable liquids, such as gasoline. The American Railway Association has adopted a set of redes to govern such locations and the work of securing compliance with these rules falls, in a very large measure, upon the Bureau Inspector. When fires, explosions, or ether accidents occur, usually the first call is for an Inspector of the Bureau of Explosives to visit the scene and supervise the handling of the situation. It may be a wreck or derailment, and through their training the inspectors are competent to supervise such work insofar as safeguarding the carrier's property from additional explosion or fire is concerned. In his visits to railroad stations, if he finds defective packages, leaking containers, or other violations of the regulations, it is his duty to see that these violations are immediately corrected, and lit this work he is compelled .to make many visits to shippers' plants and shipping departments. In general, the Inspector of the Bureau of Explosives it welcome wherever he goes as a man whose object in life is to assist others to avoid trouble. In the division of the United States into districts, two separate inspectors are assigned solely to express work. Their work is devoted principally to the larger express offices, platforms, warehouses, etc., and they devote a great deal of time to the proper instruction of shippers in regard to the express rules. These express in spectors, of course, Have no explosives or fireworks factories to visit, such factories being taken care of by the regular district inspectors. The Bureau has three inspectors who devote all their time to the question of proper shipping containers. There are many plants in both the United States and Canada making containers used in the transportation of dangerous articles. These plants are visited periodically for the purpose of checking compliance with the specification requirements, and in addition these three particular inspectors, who are specially trained, visit alt plants from which compressed gases, either in cylinders or tank cars, arc shipped, tfie object being to prevent delivery to the carrier of cylinders in im proper condition lor transportation, through age, weakness, overcharging, or other wise. Experience has shown that no matter how honest and conscientious any particular shipper of dangerous articles or manufacturer of a container may be, unless these people are subject to regular inspection and their work checked up they do fall down .S'Aram Railroad Section 661 and are guilty of violations, some of them possibly minor but in other instances oi major importance. Hew W Accomplish Our Methods of Accident Prevention We first started oft with an acceptable set of rules, which regulated the manu facture and preparation of dangerous articles before delivery to the carrier. By co operation on the part of manufacturers and shippers we get them to do their part What they do Dot know we tell them. Thus, through education we get them to understand what is expected of them in the preparation and offering of their danger ous packages to the carrier for transportation. By periodical inspection their sub ordinate employees are checked and in this way continued effort on the part of manufacturers and shippers to comply with the regulations is secured. Of course, uniform application on the part of the railroads is essential. There can be no favor ites. There can be no traffic pressure. If a dangerous article is offered in proper condition to the carrier, in the Urge percentage of instances, that dangerous article will reads its destination without trouble. If, however, the shipper gives to the car rier a package containing a dangerous article in improper condition, then the chances for trouble on the line are many. Nitric acid is a dangerous article and it is well known that on contact with com bustible material it will start a fire. It will also cause serious bums on contact with the human body. As far back as 1907 there were difficulties due to ignoranoe on the part of shippers of nitric acid on the method of packing to prevent accidents in transit, and even now we find certain shippers taking a chance in chipping nitric acid in glass bottles with combustible packing, stoppers unsecured, with the result that we have occasional fires and personal injuries due to these failures. As with shippers, it Is necessary that railroad employees, having anything to do with the handling of explosives and other dangerous articles, be subject to continued Inspec tion service and that they shall have full opportunity of knowing what is required of them under the regulations; that these rules shall be explained to them with the reasons therefor and that the supervising officials, shall be in sympathy with the rules providing for safety and insist upon enforcement and compliance on-the part of their subordinates. Education of railway employees throughout the United States and Canada has been accomplished partially through the medium of Illustrated lectures, first, to secure their interest, and second, by less formal talks and addresses given by district or local inspectors familiar with local conditions, and by the issuance of quarterly or bi-monthly bulletins in which are described accidents which have actually occurred and results oi violations of the rules. About 30,000 copies of these bulletins are dis tributed every two months. They do not, of course, reach every employee that Hu something to do with the handling of dmigerous articles, but they are read by many times 80,000 employees for the reasons )hat they are passed on from one to another and they undoubtedly serve a very useful purpose in continually bringing before the rank and file of railway employees the necessity of exercising care In this safety work. In the development of proper containers for the transportation of explosives and other dangerous articles, a great deal of constructive work has been performed. It has been the practice to consider the standard types of containers as used by the principal industries affected, and call a conference which will be attended by the manufacturers of the articles to be shipped and the manufacturers of the containers proposed to be used. Suitable specifications will be drawn up and, when finally agreed to, incorporated in the regulations. During all the past years the Bureau of Explosives has been charged with the duty of recording instances of failure of containers to carry goods to destination and 662 Nineteenth Annual Safety Congress this information has been utilized in the development of specification containers. There is now available a more complete set of container specifications than ever before. The use of specification containers does not give any trade advantage to one shipper over another for the reason that they are all required to use the same Of**in securing the cooperation of the manufacturers and shippers, the 6rst work was performed by the committee representing the manufacturers of explosives. This has been followed by the formation of many associations and representative committees from all sorts of industries affected by the regulations. As an evidence of their desire to cooperate in this safety work many shippers and associations have become associate members of the Bureau of Explosives and join with the carriers in assisting in a worthy public service. They are also entitled to utilize the facilities of our Chemical Laboratory' and the services of our expert chemists. They receive regularly copies of all circulars, regulations, bulletins and annual reports giving details of fires and explosions reported, and the results of investigations relating to our work. They have an opportunity to assist in the drafting of proposed amendments to rules and to shipping container specifications. The associate members take interest in seeing that all their employees are properly instructed and that they comply with the regulations. The associate members and interested employees exercise over their neighbors a helpful influence that promotes a proper appreciation of the object of the Bureau of Explosives. The expert knowledge of the associate members in their respective specialties is placed at the disposal of the Bureau and assists in formulating reasonable and efficient regula tions. What Has Been Accomplished The records show that during the year 1907, which was the first year the Bureau of Explosives did any work, there were 79 accidents, 52 persons killed, 80 persons injured, and a property loss of $500,000. Compared with the figures today showing persons killed and injured in automobile accidents, these figures may seem picayune. Familiarity breeds contempt and undoubtedly the driving public take many chances and pays the penalty. The potential possibilities incidental to a fire or ao explosion involving dangerous explosives are very great. Any serious explosion in a thickly populated district is horrifying to contemplate. The explosion of casinghead gasoline vapors at Ardmore, Okla. in 1915 was devastating. An explosion of war ammunition at Blade Tom, X. J. in 1916, while having record of but 5 killed and 99 injured, caused a property loss running up into the millions. Safety in the transportation of explosives is an acknowledged fact today. During the past three years there hare been no accidents in the transportation of explosives by the carriers in either the United States or Canada, with the exception of some minor explosions involving the carriage of fireworks (toy torpedoes). Today wrecks and derailments constitute' the prime causes of most of the losses in the transportation of flammable liquids. In the transportation of gasoline alone in 1929 tliere were 380 accidents, five persons killed and eight persons injured, with a total property loss of $606,166. In the period from 1910 to 1928, 165 persons were killed, 811 injured, with a total property loss of over $8,000,000; all of this being charge able to gasoline. No matter how carefully gasoline is packed for shipment, no matter how thoroughly employees of carriers are instructed as to its hazards, so far the Bureau of Explosives has been unable to do anything that will lessen the hazard incidental to the wrecking of a freight train involving cars containing this inflammable liquid. The total cost of maintaining and operating the Bureau of Explosives represents an additional item in evidence showing the earnest efforts of carriers to increase Steam Railroad Section 663 the safety and efficiency of their service. We can never secure perfection in enforce ment or complete freedom from accidents for we arc dealing with the weaknesses of human nature and with the natural characteristics of dangerous material. J. T. PaxIT (Reading Railroad): I use the bureau pamphlets many times when inspecting points for unloading gasoline. We frequently hare a request to locate a skiing close to buildings where unloading would be decidedly unsafe. Some time ago a large corporation wanted gasoline by the carload. They wanted to unload the cars back of our passenger station. I explained to them that the location would be entirely too close to the passengers and that we cannot control smolong around passenger stations. I pointed out that the siding went past their building, jf they chose to take the risk. After furnishing them with some of the bulletins from the bureau, they decided they didn't want gasoline near their buildings. Those bulletins helped out wonderfully. Cbaiuiak Lasson : The next paper on the program is the report of the Com mittee on Prevention of Highway Crossing Accidents, by Ur. C. L. LaFountaine of the Great Northern. Report of Committee on Prevention of Highway Crossing Accidents By C. L. LA FOUNTAINS Chairman The Committee on Prevention of Highway Crossing Accidents respectfully sub mits the following report: There were 2,485 fatalities at highway grade crossings in 1929. a decrease of 3.2 per cent as compared with the number killed in 1928, and 6,804 injuries, an increase of 2.1 per cent in comparison with the number for 1928. While it is to be regretted that we had a slight increase in the number of injuries at grade crossings as com pared with the previous year, everyone who put forth any effort in the cause of pre vention of highway crossing accidents should feel highly compensated because there eras actually a saving of eighty-three lives as compared to the record for the previous year. This was accomplished in the face of an increase of 7 per cent in the number of automobiles registered, together with a greater density of traffic on the railroads than in any former year. To my mind, however, the record for* the first six months ol this year as compared with the same period last year Is most conclusive evidence that our combined efforts have been effective. The records show a decrease of 338 highway crossing accidents, 158 less fatalities and 356 less injured. Every agency or individual who has influenced these results should be inspired not only to continue this campaign but to put forth greater efforts. This committee has endeavored to educate the automobile driving public to Hie need for exercising greater care at railroad grade crossings and to impress them with their responsibility in grade crossing accidents. To that end the National Safety Council has given the grade crossing accident.committee's activities frequent editorial mention, not only in thetr weekly clip sheet service to 3,000 newspapers but in their monthly publications, The Safe Worker and Public Safety Magazine. They have distributed through their membership an average of 200,000 copies per month of the Safe Worker and 9,600 copies per month of the Public Safety Magazine. Leading articles on the grade crossing problem Have appeared in the National Safety News, with a circulation of 19,400 copies per month. One of their Universal Safety Series plays was devoted to the grade crossing tragedy; namely, "Not So Dumb," and presented through the National Broadcasting Company service with thirty associated 664 Nineteenth Annual Safety Congress stations. The railroad crossing safety problem was mentioned also in the radio talks made by Samuel Insull, Jr., L. A. DeBlois, A. W. Whitney and Claude Bowers. It is estimated that three million people were reached through these addresses. While the committee feels very grateful for the active interest in this problem taken by the Council, we don't feel that we have been entirely able to reach die poblie as a whole with our message. In the National Safety Council we have an accepted public institution which is in a position to be of valuable service to os, and I would like to suggest to all the members and especially to the chairman and members of the Grade Crossing Committee of the American Railway Association, that they take advantage of the large resources, available through the Council ami furnish them with all available data dealing with the grade crossing accident problem. This committee feels that we should all be very grateful for the valuable educa tional work done by the press. Thousands of editorials have appeared throughout the country during the past year and it is reasonable to believe that the active efforts of the newspapers of the country in urging safety have played a material port in re ducing automobile fatalities at grade crossings. It has been our aim through our educational campaign to cut down the toll of all automobile accidents, whether at grade crossings or elsewhere, for it should be re membered that the grade crossing accidents constitute only a small portion of the safety problem which Involves the automobile. Viewing the constantly mounting toll of deaths %nd injuries in automobiles, street and highway accidents, of approximately 11 per cent annually for the past ten years, this committee believes that more emphasis should be placed upon the idea that the right to operate a motor vehicle on a public highway is a privilege conferred by die people, and should be restricted to such persons as qualify physically, mentally, mor ally and financially before competent officials, and who are found to have adequate knowledge of traffic rules and regulations, and sufficient skill and responsibility to drive a motor vehicle without unduly endangering the lives of otlwr. To this end we respectfully direct your attention and solicit your support Chaimsax LarsOh: The next number Is "Grade Crowing Accidents and Their Elimination," by Mr. J. L. Walsh, Superintendent of Safety, Missouri-Kansas-Texaa Railroad- Grade Crossing Accidents and Their Elimination By J. L. WAJLSH Superintendent of Safety, Missouri-Kansas-Trzaa Railroad Company, Dallas, Texas In 1929, 38 per cent of those killed and 9 per cent of those injured on American railroads had accidents at highway grade crossings. This condition has developed during the last twenty years, and is going to stay with us as long as we have railroads. Our record on highway grade crossing accidents may not be as good as yours, but I am giving our record with the idea that perhaps we have some mttfesting methpds of decreasing this clast of accidents. Comparing 1920 with 1929, ten years, we show a decrease of 39 per cent in con tact, 49 per cent in killed, 37 per cent in injured, while the railroads of the United States show an increase of 35 per cent in killed. I have no record of the contact. In 1920 we found that of 298 contacts on our railroad, the car that was struck approached front the fireman's side of the engine in 209 cases, and 98 contacts oc curred from the engineer's side. That gave us an idea that a whistle was necessary for the fireman as well as the engineer, and we therefore had the whistle extended to the fireman's side of the engine. Steam Railraad Section 665 We also changed, in 1921, our standard rule, which required two long and two short blasts of the whistle to two long, one short and ooe long blast and required the whistle to be sounded until the crossing had been passed. We believe that the whistle has done more to prevent crossing accidents than any other one thing. A rule was incorporated in our book of rules requiring the fireman to handle the whistle in an emergency. On our modem locomotives the engineer can't see an automobile less than three 6r four hundred feet ahead, and from the record that we had of cars approaching from the fireman's side of the engine, it was necessary to hold the fireman responsible, with the engineer, for cars approaching from his side of the engine. We keep a card index of the enginemen who are involved in crossing accidents. You may think it a hard job, but it isn't We don't start a card index until an en gineer has hit an automobile. If such a record were kept by all the railroads, you would find that some engineers hit more cars than others. The record of the fireman is kept in the same way when the car approaches from his side. We also conduct an efficiency test in safety. We try to carry out thirty or forty tests a mouth. They are carried out with an automobile under the condition of our rules, and a record of the test is kept on the engineer's card. We are, therefore, able to find out which engineers are failing to whistle at their highway grade crossings and whether the whistle has been held open until the crossing has been passed. You all have had complaints from people living adjacent to railroads about whist ling. In order to overcome them we have been trying out a new whistle ahead of the smokestack which concentrates the sound directly ahead of the engine where it is needed and very largely does away with the noise annoyance. We have had this whistle for seven months. We have had comments from people living along the line, and from passengers on our .trains. We have dooc away with the annoyance our enginemen have been subject to with the whistle back on the dome. They now take pleasure in blowing a whistle because the noise is largely removed and there is no danger of harming their ears. We also make a periodical inspection on a motor car of our 3000 miles of rail road every two years to examine crossings. We have a well maintained railroad. It would shock you to know that perhaps at a good many crossings you haven't even a highway sign, numerous whistling posts that are absent, and obstructions of all kinds surround the crossings that should be removed. We feel responsible for the highway grade crossing condition, and therefore, makfc this inspection every other year, and follow them through by constantly keeping after those who are supposed to remove obstacles. Trees, sign boards, tool houses, depots, everything imaginable obstruct the view at crossings. I believe that, when the safety men on railroads feel their responsibility for highway grade crossing accidents, they will take a more active part in supervising and insisting upon better conditions at crossings. I don't believe there is a thing in safety work that is as important to us as the highway grade cross ing accident k Chairman Larson : Before inviting discussion on that paper, I would like to emphasize what Mr. Walsh has said about whistling at the crossings. Two ladies with five children in an automobile reached our thek at a crossing in a ravine where it was utterly impossible for them to see the track more than a few hundred feet in either direction, and it was just as impossible for the locomotive engineer and the fireman to see on the crossing. This passenger train was running at a speed of sixty miles an hour. It struck this automobile and knocked it through the woods, but it did not injure anyone because there was no one in it The train came to a stop. The crew went back to sec what damage they had done- One of the women grasped the engineer by the hand, and with tears streaming down her face, said, "Sir, if you hadn't been whistling back there in the woods there would have been seven funerals in our home town tamor- 666 Nineteenth Annual Safety Congress row, and I want to thank you from the bottom of my heart because you whistled.'' I have bad this story printed and mailed to evny train service employee on the Missouri Pacific Railroad because it very vividly tells the value of effective whistling at the crossing. C. R. Woopwao (New York, New Haven ft Hartford): I would like to ask Mr. Walsh what effect die whistle has on calling in the flagman from the rear of the train. Mil Walsh : By actual test we called the flagman 3.000 feet with the engine standing. Wc don't intend to put it on our freight engines; we are putting it only on the passenger trains. Ma. Schajtt (New York Central Lines): If a man fails to blow the whistle it there any discipline ? Mr. Walsit : Yes, we make reports to the superintendent and a copy to die got' oral manager. The superintendent calls the man in and interviews him on lm failure. Ma. Schatt: How docs this whistle operate* by air? Mr. Walsh : We are putting it on air and steam. L. G. Bentley (Chesapeake ft Ohio): Do you have any trouble with cnrafcmarian on the whistle? Mr. Walsh: No. The method of getting the steam to st is rather crude. We take it from the steam line leading from the fountainhead to tbs pomp: the whittle is about twenty-five inches higher than the return pipe and the drainage goes So the pump and is pumped up. We have had objections from the air brake inspector abcea this, but wc have had absolutely no condensation. On the modern locomotive where the throttle valve is out on the from end, it Is a very easy matter to get the whistle in the proper location and get superheated steam to it. E. G. Evans (Louisville & Nashville) : On March 1 the crossing accidem pens* tkm work was turned over to the safety department on the Louisville ft XasfaviDe Railroad. It had been my opinion from experience in the transportation department that the whistle signal was the greatest factor in the prevention of arridems If aouialed at the proper point Wc got our management to change the rule to two longs, one short and one long, the last blast to be continued up to the crossing. Since that time, our record shows a reduction, from March 1 to and including August 31, of forty-seven and a half per cent in accidents; 85.7 l*tt** in fatal in juries; 52.7 decrease m minor injuries. In other words there has been twenty-four lives saved and seventy-seven injuries prevented on our railroad, which is more than twice as good a record as for the railroads of the United States as a whole. In addition to the change in the whistle signal, the division superintendents and their entire staffs were charged personally with the responsibility of seeing that this signal was properly sounded. There was a great deal of misunderstanding when we first started. Now. the instructions to the engineer are that the whistle signal shall be approxi mately ten seconds; the point at which he commences to blow is governed entirely by the speed of the train. We prepared a chart showing a train running at different rates of 5peed, and indicated the point at which the engineer should start to sound the whistle. For a train running sixty miles an hour, it should start at the whistling post, for a train running thirty miles an hour, it should start half way between the post and the crossing; fifteen miles three-quarters of the way, and so forth. After an intensive campaign of eight months we have almost a perfect signal and perfect compliance with the signal. If the engineers don't blow the signal, we warn them one time- If they fail to blow it the second time, we suspend them for failure to comply with the rules. Steam Railroad Section 667 There has been an unusual number of complaints on account of biotaring whistle signals in towns. In Gulfport there are forty-three street crossings within the city limits, some of them not over 200 feet apart. We make an exception there by having the engineer blow one complete signal lor two and sometimes three crossings. It doesn't make any difference what kind of a signal is blown just so there is a blast of the whistle. In addition, we have changed more than 500 of our whistles, putting in a reducing valve, so that only a certain amount of steam pressore will go through to do away with the shrieking sound of the whistle. Annual Membership Report By A. V. ROHWEDER Chairman The membership records of our Steam Railroad Section since the Congress a year ago show a slight decrease. At that time we had enrolled 103 members. In the period between October 1, 1929, and September 1, 1930, we enrolled 7 new industrial members and lost 8 through cancelations. New members were obtained by direct solicitation on the part of oar members and bf mafl approach. Our selected list of 170 Steam Railroad Section prospective mem ber* received the following solicitation during the year: (I) General letter enclosing folder giving interesting statistics, mailed in October. (?) General letter on Council's Industrial Health Service enclosing health folder, mailed in November. (3) General letter on safety with descriptive folder outlining service, mailed in December. (4) Letter to canceled members of past five years enclosing service folder, also miilrfl in December. (5) Gmoral letter enclosing booklet "Protecting Life" describing service, mailed in January. (6) General letter following up January letter, mailed in February. (7) Letter to monbers by President Pettibone, announcing Spring Membership Campaign, mat March, followed by letter from Mr. C. F. Larson. General Chair man, enrlosing several prospective members' names on cards and urging their solicita tion by members. n (8) General letter enclosing testimonial folder mailed in April. (9) Specific fetter by Mr. I .arson enclosing poster, mailed in May. (10) Testimonial letter (general) by Mr. Temple Williams, Secretary of the Dodge Manufacturing Corporation, also mailed in May. (II) Letter by Mr. Rohweder enclosing new booklet "Gazing into the Future" describing the specific steam railroad and transportation service, mailed in June. A summary shows that each prospect received eight general appeals to affiliate and two specific steam railroad appeals during the year. This mail campaign brought us a $25 membership. Many of our members have helped by writing to prospects, usually at the sugges tion of Headquarters, and their endorsements were of vital assistance in the obtaining of some of the total memberships of 7 new industrial members, with dues aggregating $450. (A list of new members, and by whom they were obtained, is attached, in the event you care to name those who helped.) A list of Steam Railroad Section mem ber* who helped in the solicitation of member* is also attached. In conclusion, I believe that our cause, its aims and purposes, and our Council service have been presented to the industry. Future solicitation at our present rate of growth will become more and more specialized and result in individual approaches 668 Nineteenth Annual Safety Congress to companies rather than general mail appeals. We aril! advance, too, proportionate to the help given by members of our Section in soliciting those companies in our industry not yet members of our Natonal Safety Council Report of Publicity Committee By M.T. PULTON Chairman 1. Your Committee on Publicity has mamtaioed throughout the year a contact with the Council Headquarters' Staff in Chicago, with the General Chairman of our Section and with officers and members. 2. With the view of avoiding any conflict or duplication of effort on the part of this Section as related to the American Railway Association Safety Section, and other established sources of railway safety publicity, we have not made direct ap proaches to newspapers or commercial magazines. 3. The Publicity Division of the National Safety Council staff early in the year revised its mailing list for news releases to newspapers and periodicals making a new addition of about one-thousand publications. This Committee, and other members, accepted the Cowidl'* land invitation to furnish them the names of publications in which wc would be especially interested to have safety articles appear. Our observa tion indicates that ground, in the way of publicity, has been gained with country newspapers and magazines published by railway employees' organizations- 4. The Committee offered a recommendation to railway safety officers that they* endeavor to have published in their respective railway magazines more material re lating to safety Including current information regarding activities of the Council and the Steam Railroad Section. 5. Arrangements were worked out by courtesy of the Council for publication in the National Safety News of a number of articles pertaining to safety on steam rail roads. A part of this program has been carried out, with more to follow, and co operation of the members who constitute the ooly source of this material, is again solicited. 6. At the suggestion and under the supervision of this committee a four-page leaflet on trespassing entitled "Will You Help Stop This Slaughter?" was prepared and printed by the Council, and more than 40.000 copies of this leaflet have already been used by members of the Steam Railroad Section. 7. Favorahle publicity among the members of other Sections of the Council was very kindly incorporated in the Managing Director's 59th News Letter, being the issue for May, 1930. 8. Cooperation of the parent body and through its headquarters' staff, particularly Managing Director W. H. Cameron, Editor C. T. Fish and Director ef Publicity T. A. Burke, also the helpfulness of our own General Chairman, our Secretary and other officers, is grateful acknowledged. Report of the Public Relations Committee By J. L. WALSH Chairman Since the first of the year I have written to the Chairmen and National Secretaries of the-1- Kiwanis International Rotary International Steam Railroad Section 669 American Automobile Association, Dallas, Texas American Automobile Association, Washington, D. C Texas Ginner's Association --and to the Chairmen of fourteen or the various A. R. A. sections, offering to pro vide a competent speaker for a short talk on Safety at their annual meetings. Be cause of various reasons set forth by these gentlemen, I have been successful in placing but one speaker, this being Mr. F. P. Foisie of the Waterfront Employers of Seattle, who addressed the Freight Claim Division of the A. R. A. at their annual meeting in Seattle June 10th to 13th. I have now secured permission from Secretary Hawthorne of the Equipment Painting Section, A. R. A. for someone from the X. $. C to address their Convention at Chicago, September 9th, 1930. On handling with Mr. Larsoo he suggested Mr. F. M. Metcalf of the Nortitern Pacific, but be cause of sickness in Mr. Metcalf's family he is indefinitely detained in Spokane and could not accept, and as the time was getting short 1 took the liberty of calling on Mr. Shedd of the Rock Island at Chicago to make this talk, but have not yet re ceived advice of his acceptance. All of those addressed furnished replies to my offers, and expressed approval and gratification of the Safety Work as carried on by the Railroads and the N. S. C., however, the results obtained were rather disappointing. Representatives of the M. K. T. Safety Department made talks on Public Safety More the following schools and organizations since the first of the year: Parent-Teachers Association, Denison, Texas. Parent-Teaciwrs Association, Sedalia, Mo. Parent-Teachers Association, Smithville. Tex. Rotary Club Luncheon, Denison, Texas. Dallas Technical Club Luncheon, Dallas, Texas, --and on April 23rd, 1930 addressed the entire student liody of each scliool at Deni son, Texas, consisting of some 2,000 boys and girls, on the subject of Public Safety. Report of Public Relations Committee for Canada Council By W. H. JONES Chairman, Montreal, Quebec Unfortunately, after considerable search, I have failed to procure any specific and comprehensive Information relative to the duties of this Committee. It seems that most of its work is (eft to the personal initiative of the Chairman. Therefore, I regret that nothing out of the ordinary, that is, in the form of anything unique, has been accomplished during the tenure of my office. In fact my report consists of the same things done hi Canada as have been assured by the Committee in the United States and that during the past years these activities have comprised the followingCooperation of the Railways' Safety Departments to outside organizations such as Roy Scouts, Literary and Educational Clubs, Church Organizations, Schools and Fraternities. Id Canada we have not missed any opportunity during the past year in propagating to the people of this Country the old Gospel of Safety. In order to do that we have scattered its appealing truths into the air by radio; into the ears of people by lectures and to the eyes of all men by prepared articles and posters. There is indeed so much of the element of public relations in the activities of other committees that one is tempted to infringe upon their rights; e. g- the Publicity Committee; the Committee on Prevention of Highway Grade Crossing Accidents and the Poster Committee. All of these are public appeals. However, allow me to say in conclusion that nu stone was left unturned in performing the unlimited duties of your Committee on Public Relations in Canada daring 1930. If a suggestion is intended in this brief 670 Nineteenth Annual Safely Congress report then it would be this,--that in view of the tendency of this committee to overlap other committees that those responsible in the preparation of the next slate of committees for the Steam Railroad Section should consider the advisability uf discontinuing the Committee on Public Relations. Report of the Secretary and News Letter Editor Bj w. A. BOOTH Director of Safety, Canadian National Railways, Montreal, Que., Canada. The 18th Annual Congress of the Steam Railroad Section, National Safety Coun cil. was held in the Stevens Hotel, Chicago, Illinois, from October first to October third, 1929, Mr. J. E. Long, Delaware and Hudson Railroad, presiding, with ViceChairman C. F. Larson and Secretary G. H. Warfel assisting. Tire proceedings included presentation of twenty prepared papers and addresses on very important assigned subjects, togetlter with a roundtable discussion and also reporu from each Committee Chairman, the whole proceedings being voted as constituting a most outstanding convention with a very large attendance of not only those especially engaged in the field ol accident prevention but also a great many high officials of man>' of tie largest railroads on tlie Continent. In fact it was one of the most inspirational safety gatherings held under the auspices of the Steam Railroad Section. National Safety Council. Our chairman. Mr. Long, was the recipient of much laudatory comment in recogni tion of the dignified manner in which Ik* conducted the various sessions. There were three special committee meetings called by the chairman during the term and each was wHI attended. The first was held at Chicago on November 27th and this meeting covered organization and for the purpose of receiving reports of the various committees. At this meeting it was decided that insofar as the present contest plan was concerned, a revision should be made and this was done as follows:-- `'That no competing rla 1 railroad (or System) be eligible for a group award two years in succession**. Tlie second meeting convened at the National Safety Council headquarters on April eleventh, at winch time routine business was carried on: the chairman also received reports from the chairmen of committees. Tlw third and last meeting took place in the new headquarters of the National Safety Council, Civic Opera Building, Chicago, III., and in a few introductory re marks, Mr. Larson congratulated his committee chairmen for the splendid support and cooperation extended him. A tentative program, supplied by Mr. E. R. Cott, chairman of Program Committee, was then considered and any proposed changes were to be referred to him for final action. I might here inject a word of thanks to Messrs. Cameron and Keefer of the Na tional Safety Council who were invited by your cliaimtan to attend these meetings and who were ltdpful in their suggestions pertaining more especially to the conven tion you are now attending. It might not be amiss to mention here the consideration that our chairman gave to many of our members whilst en route to the recent con vention held in Denver. He was most untiring in Itis efforts as representative of the Missouri Pacific Railway to make the trip over his road as pleasant as possible and am sure we alt appreciated the way in which everything was handled, including the engine whistle for railroad crossings, and of course the dining car with special menus. Then on arriving at Denver our good friend Geo. Warfel was at his best and per haps excelled in that wonderful treat at the hands of the Union Pacific Company, when invitations were issued to visit Troutdale when on the way we viewed the graves of our esteemed friend "Buffalo Bill" and his good wife. Steam Railroad Section 671 Trusting that the monthly news-letters sent to all of you have been lielpful and interesting as it has been the aim to give you in a condensed form information re ceived from our railroad safety friends. Report of the Poster Committee By L. O. BENTLEY Chairman With the hearty cooperation of the officers of the National Safety Council, par ticularly the Director of the Poster Division, Mr. Kershaw, all posters due for pro duction during the past year have been produced on time. These posters have been based on the actual needs of the section and have por trayed causes of accidents and suggested remedies which, from experience, arc most effective. The sales of the posters produced liave been far from satisfactory in view of the nature of the posters and the needs of the members, These sales have been as follows: Number of Potters 2S12-B 2555-B 2596-B 2638-B 2681-B 2727-B Z774-B 2825-B 2871-B Class of Employers Covered Firemen Employees Off Duty Trainmen Firemen Station Employees Trainmen Enginetneo Switchmen Station Employees Circulation 3,700 6,200 2,500 3,000 9,500 8,000 2,000 2,750 3,000 29I9-B 2963 B) 3021-B) Trainmen 1,000 (1 Mo. circulation) Circulation figures not yet available. The average circulation per poster in 1930 was 4,517 compared with 7,625 during previous year. a startling reduction and not justified by any deterioration in tlie nature of die material produced. The chairman of the section, and the managing director of the National Safely Council have co-ordinated their efforts to increase the circulation of tlic posters during the past year, but without avail. Report of Committee on Present and Future Activities of the Railway Section By D. Q. PHILLIPS Chairman Past and present activities speak for themselves, so this committee will devote the space of a short report to the discussion of our future. Owing to the existence of the Safety Section of The American Railway Association, composed as it is of the same railroads that make up the Railway Section of the National Safety Council, it is necessary that the work of each Section lie planned with reference to the work of the other, otherwise there will be duplication of effort. - 672 Nineteenth Annual Safety Congress A study of the situation seems to warrant the existence of both organizations. The National Safety Council, j a great organization, going into cvczy field where there are accidents, at home, on the street, at work, at play, in the school, in fact every where we find the National Safety Council at work. As it is just as serious to an injured man to receive an injury off the railroad as on the railroad and a railroad man is just as much concerned with the safety of bis family as a man who follows some other occupation, he is also interested in any plan of safety that seeks to pro tect him when he is not at work, that seeks to protect his family at all times. The National Safety Council is such a body. The Safety Section of the A. R- A. is and has, and rightly, devoted most of its attention to the man on the railroad. Its very organization is for that express purpose, while the National Safety Council on the other hand, is organized to look after safety everywhere at all times. It is a public organization and reaches and influences the public as a whole, while the Safety Section of the A. R. A. talks mostly to the railroad man, or with others as they come in contact with railroad movements. It is said that no man can live by himself, and just so no set or class of men can successfully exist and operate unless they are helped directly or indirectly by other sets or classes. Successes in safety among certain occupations, leads to success in others. On the railroad we need the help of all. in order to increase the interest of railroad men in safety. The child comes home at night from school, a safety idea has interested that child, and you hear about it. While that idea is not directly concerned with the work of a railroad man, yet coming as it does from your hoy or girl, it adds to your general interest in safety, it affects your attitude toward safety and thus does have its in fluences on you as you go out to your own work on the railroad. In other words the National Safety Council is building up a great and general interest in Safety that not only protects your home life, but also indirectly affects the work of the man out in the shops, or on the road, or where ever he may be. We cannot afford not to be a part of such a movement We cannot draw off to one side and say the "Safety Section of the A. R. A. will take care of my needs.** However it is absolutely necessary that the two Sections have definite programs of work so that we can get the most good possible out of both organisations. It is only natural that to the Safety Section of the A. R. A. should fall the especial task of the employee on the job, just as naturally fails to the Railroad Section of the National Safety Council "The employee off the job" and his wife and children all the time. Also there is a certain line or rather lines, that fall to both, such as "the public in contact with the railroad** that is the passenger, the trespasser, the man using the public highway across the track, etc. But even these joint cases should be approached from a different angle, or rather different methods and avenues of ap peal should be sought. The Railway Section as a member of the National Council will be able to use means that would not be available to a strictly railroad organiza tion. In fact the Section of the Safety Council should seek to work with and through the Safety movement as a whole as represented by the Council, while the A. R. A. Section should work through railroad channels. By each one following well defined lines, not In conflict with each other and yet not identical, the greatest good can be done. The railroads cannot afford to get out of touch with the rest of the world in pre venting injuries. The Railway Section affords them the means of keeping up contact and getting the full benefit of the general drive for Safety. Bring railroad men it would be a dull convention that did not discuss many railway subjects, but as wc see it, our rhief work between conventions, will fie to keep our safety work in touch with that of other industries to help and be helped by them and also avc believe that in ilie future more time at our conventions should be devoted to the safety of the rnrlmadrr when be is not raitrnnding and In the safety nf his family. The phases of safety work are so linked with the work of the National Safety Steam Railroad Section 673 Council that we will be able to profit much by cooperating with them. We should endeavor to work with all local organizations--we should be an active part of the local Council In dosing we merely wish to suggest that one is just as much a cripple, is just as hard tip, regardless of when and where the injury occurs, and also that the list of railroad men hurt off duty is very large. In order to cut down this outside record of death and injury, let us place ourselves where the influence of the National Safety Council will be most easily available, that is a part of that organization, both at the annual convention and all the year round. ADJOURNMENT. 674 Nineteenth Annual Safety Congress Tuesday Afternoon Session September 30, 1930 C. F. LARSON, Chairman Missouri Pacific Railroad Company, St. Louis, Mo. The second session of the Steam Railroad Section convened with C. F. Lar*on presiding. Ckatbman Larson: The first topic on the program this afternoon is by Mr. P. E. Odell, vice-president, Gulf, Mobile and Northern Railroad, Mobile, Alabama. Education--A Factor in Accident Prevention Bf P. E. ODELL Vice-president and General Manager, Gulf, Mobile and Northern Railroad Company, Mobile* Ala. Accident prevention is receiving the attention of the entire world as it never has before. The people are awakening to the fact that great suffering and loss of life and property caused by accidents due to carelessness and thoughtlessness, can be les sened or almost entirely eliminated by means of education. But, in order that maximum results may be obtained, we have found that the activities in this direction cannot be carried on as a side issue. They must be given a place of paramount impor tance in the operation of a railroad. The best proof of this statement lies in the fact that, while wc on the Gulf, Mobile and Northern had been making fair progress in reducing employee injuries from 1923 to 1927, through more or less routine, methods and sporadic safety contests, our casualty rate had been reduced only from 30.89 tu 12.02. In the early part of 1928, mass meetings were held at the important points on our tine, at which the employees were assured that the management was in ear nest in its desire that safety be given preferred attention. They have responded nobly, and our casualty rate was reduced to 3.15 in 1928, and to 1.68 in 1929. In bringing about this reduction during the past two years, let me assure you that we adopted no revolutionary methods, nor did wc have any secret formula, it has been primarily a matter of education, along the lines with which practically all of you gentlemen are thoroughly familiar A great deal of the credit is due to the helpful Suggestions received through the Steam Railroad Section of the National Safety Council, and the Safety Section of the American Railway Association. Further in centive was supplied through the National Safety Contest among the various Class 1 railroads. Every employee on our property was advised of our relative standing among other railroads, and these figures brought about forcible realization of the fact that we had a huge task before- ns if we expected to he a real contender in the contest. Each employee was designated as a safety committeeman. His foreman, su pervisor, or trainmaster, was designated as chairman of the committee. Department heads were made vice-chairmen of the system safety organization, and the writer was designated as genera) chairman. A system of rating cad) safety chairman was inaugurated, am! the standings arc published from my office monthly. These stand ings also included the cumulative figures for the year. Extcnsirc instructions in safe practices became the order of the day. The chairman's safety record was given its' proper place in determining his efficiency as a supervisory officer. Other methods liavc been employed, with which you are all familiar, such as the use of bulletin IwLirds, safety meetings, safety suggestions, etc. Steam Railroad Section 675 Doubtless you have all heard at one time or anotiter that the subject of safety is being overworked--that the public is getting "fed-up", il you please, with safety talks, literature, meetings, etc. I have never been convinced that this is true. On the contrary, it is my belief that continual and unremitting efforts are essential. The new man should, of course, be given intensive safety instructions, but as Is often the case, the "old-timer" knows as much, or possibly more about the safety re quirements of his particular job than does the supervisor. He,, therefore, sometimes resents being told liow to do this and how to do that. The proper way to educate him is through little reminders. Several railroads, ourselves included, have been placing a transportation rule on their bulletin boards daily. It is called the "Rule of the Day." Most of these rules arc so well known to the "old-timer'* that he can re peat them verbatim. He knows the necessity for the rule, and probably has religiously lived up to it. Yet, instead of his feeling that his intelligence has been Insulted when the trainmaster asks him to repeat the "Rule of the Day", if he has the right stuff in him, he will show a little feeling of pride in being able to come right back with an intelligent answer--as if to say "Why don't you ask me something hard?" It has been said that "most of us are past die point where we will listen to advice that is presented in text-book fashion. Those wbc/ would teach us must assume that we know something. We will listen to the homeliest advice if it is given us in the form of a `reminder'. We arc like children in thi sense that we must be 'reminded* all our lives." \\ Probably the most productive medium of education, from the financial standpoint, is that of advertising. When one has a particular brand to sell day in and day out, what form of advertising is essential? Constant reminders. What brand of ciga rette do you smoke? And why do you continue to smoke that brand? Or why did you change? Because you have been constantly reminded that "Lucky Type", "Gold Spun", or some other brand are still on the market, and that that particular brand is better than any other. How quickly would you switch your preference if your pet brand sponsor stopped reminding you about them? And why did you addicts begin smoking in the first place? Because you have been reminded through precept and example that It Is the thing to do. Through the earnest and conscientious efforts of you gentlemen who are in charge of the safety departments of your respective railroads, there has already been created a decided change for the better In the attitude assumed by the "old-head" towards safety. He is not afraid to caution his fellow-worker to avoid chance-taking. Instead of adding to Jits own importance by relating to the new man how he had kicked draw bars all his life, how he has caught fast moving trains, or the front foot board at top speed--in other words, how close he has come to accidents without getting scratched he is telling that man that these tricks arc considered foolish in this day and age. I repeat that you gentlemen have had a large part in upsetting the old railroader's code that a stub finger or toe goes along with his job, and is a necessity before he is enti tled to be called a real "he-man." Now, that is the result of the right sort of edu cation. The word "cooperation" has been very much over-worked in the past few years, but in this safely game, close relationship is essential between (he safety supervisor and the foreman who is confronted with the actual hazards from day to day. Each can offer suggestions that will prove helpful to the other. Rut, after all, il has been truly said that "it is hard to teach an old dog new tricks." It has also been said that, unless a man marries before he is thirty, it is probably too late, as his mean, selfish, cantankerous habits, will have been too well- formed, and his wife finds it almost impossible to adjust herself to them. Habit plays, a very important part in our lives. As most habits are formed early in life, we decide that the safety habit, or "safety consciousness", as it has been frequently termed, oould best be developed in the minds of our youngsters. About a year ago, we therefore organized the Gulf, Mobile and Northern Junior Safety Committee. 676 Nineteenth Annual Safety Congress which include* ton* of employees between the age* of ton end seventeen. Subse quently, we extended the membership to include boys within these age limit*, who are not sons of employees. In January of this year, a mass safety meeting was held at a large terminal on our line, which eras attended by 250 members of the Junior Safety Committee. They brought their school teachers and pastors with them, and were addressed by a Judge of the Supreme Court of that state. It was with a feeling of pride that I looked into the faces of those youngsters as they listened attentively to every word spoken. They all pledged that they would frequently caution their father* when leaving home for work, with the words MBe Careful, Dad." These boys have entered into the safety movement with a great deal of enthusiasm. While they have no regularly assigned dudes, their services are enlisted at any time and in any manner where they may be used to advantage. Their assistance has been most valuable in the distribution of safety circulars, posters, stickers, etc. They are active in eliminating the practice of hopping trains and trespassing on railroad prop* erty by school children. Prom time to time we have issued flyers to motorists regard ing the exercise of care at railroad crossings. Such flyers are distributed by these boys. It was also their Job to post the 1930 Careful Crossing posters, and to distrib ute the 1930 Careful Crossing booklet to motorists. Incidentally, I think that booklet one of the finest pieces of helpful propaganda that has ever been dissentmated. As an example of their enthusiasm m distributing safety material, 1 might men tion the following: Last April, the state of Tennessee inaugurated a "Save-a-Life" campaign. Arrangements were made by state authorities to make free inspection of motor vehicles in the state, during a tfairtjMay period. This inspection included brakes, lights, horns, steering mechanism, etc An official sticker was given the car owner, showing that bis car passed the inspection. Through the assistance of our Junior Safety Committee boys, our employees secured this inspection end displayed the official sticker one hundred per cent, within less than ftv* days. The influence of these boys in the homes of our employees is a fast growing asset in accident prevention, but, aside from tins important feature, it is also a part of our plan that safety education shall start with the boy, who, at maturity, should develop into a worker with the idea of safety firmly fixed in his mind. With this objective; we are organising in the schools, school or das* safety committees, with the possi bility of the Junior Safety Committeeman acting as chairman of his school or dais committee. These committees bold juerliugs from time to time, mod their efforts m spreading the gospel of safety among their classmates are carefully directed. A short time ago, an automobile accident occurred at one of our grade crossings, which resulted in serious injuries to some of the occupants of the automobile. The car was bring driva by a boy only fourteen years of age. This unfortunate acridnnt could have been avoided had the boy exercised a little care in approachmg the railroad crowdng. It is also safe to litant that had this boy- been a member of oar junior Safety Oxnnwitee, or bad be reorived safety mstructioo a the school room, :hc aerriem would not have occunrfed. 1 taHung with one of ear Junior Safety Cmiimtttermqfl, who is seventeen years of Mr*, and the sea of one of oar agents, I told him that I expected to attof die An nual Safety Cugm this ymr. and liked if be would let me have his views, as a school-hoy. cm the iwljin of acridm* prevention. His letter, which I win now read, rat wanes vnh*g any assistance from his father, or instructors, and tends to prove Jiat the mind <n the hoy earn be so trained that in his business and social fife as a nan. he w ill follow safe pnwlwi, not only in the performance of his dally dries, bat n conducting hi* chosen morion The letter:-- "We are living ie an age of science and invention. "Distance has been dwwmated by modern methods of communication and transferation. Anything that may happen here today could be flashed over the world in a Steam Railroad Section 677 few minutes, and distance that formerly took months to travel can now be traveled ian few hours. "With modern inventions and improved methods of transportation has arisen the necessity for greater care and thought in our daily routine, and for this reason a universal campaign for safety it essential. "Thoughtlessness and carelessness are usually the contributing causes of accidents. To get people to think and act In terms of safety is the first and fundamental rule of safety education. In a certain grade crossing accident which occurred recently, twenty-two persons lost their lives, and seven were Injured. If the driver of this bus bad been well versed in the rules of safety, these lives might have been saved. Many other accidents similar to this one have occurred because of carelessness or lack of knowledge of the prevention of such accidents. "To avoid these horrible accidents, the railroads have been putting safety litera ture before the public in order that the loss of life might be decreased. "Safety is easily recognized as the most effective weapon man has to combat the grim reaper of death. The problem is to get the public to educate Itself to such a degree that it will realize the necessity of using safety. Each railroad, I suppose, has its own methods of doing this. The Gulf, Mobile and Northern employs a mctliod both effective and unique through its Junior Safety Committee. This committee is an organisation composed of sons of Gulf, Mobile and Northern employees. It is their duty to see that their community is well supplied with safety literature and that this literature is disposed of in such a manner that everyone's attention will be centered upon it. . '"This thought of safety has now become so widespread that it is being taught in schools. There it is instilled into the minds of children who will carry it on through life with them mod transmit it to the future generation*. This is indeed a practical theory in the development of safety from an educational standpoint "Among other methods that are being used are lectures, motion pictures, and prominently displayed posters and signs. Perhaps the best mode of educating the public in safety Is to practice it ourselves. To do this ooe most first realize the value of safety, learn Its code, and then practice it By common observation, other people will soon follow the example. "In conclusion, let os realize this thing; as soon as illiteracy an safety is wiped away, as soon as people have been taught to think and act along safe and sane lines in every walk of life, then will this loss of life and injury resulting from thoughtlessness and carelessness be eliminated, and safety from an educational standpoint will have become one of raanknafs greatest benefactor*." I km stnmgly of the opinion that no talk or address m the subject of safety should be brought to a dose without a suggestion from the speaker; therefore, T offer this one: That Safety be taught in the schools an every state in the Union. 1 do not offer this na new idea, hrnst I aa aware that some schools throughout the country have already included this subject in their onrricnhaaa la a great many such schools, rsceflmt work is, no doubt, bring done; bat the methods employed, and the nature of the courses offered, are not at all uniform. Albert W. Whitney, vice-president in charge of adoration, of the National Safety Council, recently stated that "the strain upon the curriculum of the modem sdwol is very groat, and anttring can permanently find a place an it that does not make a gearing contribution to the development of Has naad and chancier of the child." I behove cdaratico m safety is entitled to a very high price a this category. If it is absolutely necessary to choose between safety and some other come. I be lieve that safety should be gives very serious eonsideraikm When our young people have bee*.' thoroughly instructed in safe practices, and have developed a "safety consciousness" early in life, their safety wiB lave become so firmly entrenched that they will be practically impossible of dislodgment. 678 A- iuiu* Anmmui iu;rty Congress And when tkw ymi *>- fc-Uw t*v* Uw fem* of industry, it is my belief that the rcfcuhi that how beau i. Kn^>mhnhil Um* far in the prevention of accidents, Ruaerr Scurr < AcLuitk i **m !.*** Oit Iwhatf of the Steam Railroad Section of the XutkmaJ Safety tJ acl #um wr a*v much indebted to Mr. Odell for this wonderful oMut mbm- uddfew* that hr tuu given us this afternoon. I make a motion that we idler a uf rhanh* so him for his contribution to the safety mcrvcmmi ua she Ameescaa fih>uatU ui she L'mted Slates of America. (The isouua was me<uad*d aad rawrwat) Chairman Lasmox: We were advwad at the last moment by telegram that the subject to be handled by Mr- J. P. Kavanaugh. "Accident Prevention in the Stores Department.** would be without a speaker. He could rot be here. ^ Mr. L R. Guo. the maker of the program, has kmAly consented to lead a discus sion on this subject of accident prevention in the stores department. E. R. Carr (Chesapeake 4 Ohio, Columbus, Ohio): A number of years ago the safety record in the stares department of the Chesapeake & Ohio was bad. Mr. Bent ley was not making the progress in that department that he should have made, prin cipally because Mr. Kavanaugh of our stores department (and I think Mr. Kav- anaugh would have told you these things had he been here tMay) had not been sold on the safety idea, having the old attitude that it is up to the man to look after him self. The stores department record on the Chesapeake & Ohio now is of the best. They practically have no accidents, indicating that safety is a by-product of a man who is the head of the department. A piece of equipment with hazards now used by the stores department, is the tractor, It is operated by gasoline and gasoline carries a certain hazard. The safety man and the fire prevention man are interested in the proper storing of the gasoline supply for the use of the tractor and the method of transferring from tank to tractor. There is danger in starting a tractor in a closed building due to car bon monoxglc poisoning. There is danger in operating a tractor at varying, speeds around buildings and around material. The problem of unloading, piling and loading are important operations in the stores department. They arc making some strides in tlx* use of mechanical devices to avoid unnecessary lifting, always a cause of a number of accidents among the laboring class. I think there is room for improvement in this, in the routing of material. A great deal of unnecessary re-handling of material might be avoided if someone would give that work the attention it deserves. - The stores department also use trucks, and a number of you have seen trucks with, wheels spreading out. The stores department should buy trucks that are adequately built to carry the loads they put on them. I think we should give the stores, department the credit for improvements in the housekeeping of our properties. The stores departments are an example of what can be accomplished when somebody sets out to do a job right. I emphatically think that there should be a closer contact between the safety man and the purchasing and stores department. Without criticizing, the stores or pur chasing department are inclined, in making a purchase, to consider the question of price rather than quality and use. The safety man should be ever-alert to observe whether tools are up to the task they are intended for and whether they endan ger the lives oil employees, and to bring inadequate equipment to the attention of the purchasing department. Those are merely highlights that come to my mind in connection with the stores department. S.\ am KjtS,ctuiM 679 G. T. Bail** tOrgeon *sh*jri Law. i other depenmex*> in your large >**' ihc -turr* department deliver to the Ma. Corr: Ye. Ml Bails* 1 n Um- hsbu oi employee* m the department to utilize the mechanical *crv*t * hu| to wl h they are delivering heavy material? We recently hud a wry accident which occurred to one of our stores delivery nurviec rmjh ; ev who. m delivering some heavy engine truck springs, to a machine up ups meed an air bobtiot device with which he was not familiar and suf fered a broken kg. -We shook! insist on the mechanical forces operating machines in nuking deliveries. Mil Cott: Some stores departments are not familiar with the rules and regula tions of the Bureau of Explosive* for handling explosives and inflammables. A num ber of railroad* haw* had very tad experiences with \Het materials and U stove* departments should know the proper precautions for handling them. Mil Bextuv : Portable crane* on our railroad arc under supervision of part of the store room equipotent. M. J. Flanigan (Chicago, Milwaukee & St. Paul): The stores department de livers the material to the various shops, who have cranes and trucks to pick up the material. E. E. Seypartii (Belt Railway Company of Chicago): Our store employees do operate trucks, tractors and cranes for delivery to shops, but they must be examined and qualified. Me. Core: Are any of you having accidents due to material falling off trucks, and what are you doing about it? Mm. Bailey: We arc having a lot of trouble with reclaimed track chisels. Has any other line had trouble with reclaimed tools? Ma. Flanigan : We have had quite a lot of trouble with chisels. Some of them would last about two minutes and some of them two years. I think the trouble with the reconditioning of tools is that different makes of tools have different material in them, and when they go to the shops to be reconditioned, Jhe man who does the job doesn't know bow to temper the tools because he doesn't know what kind of steel is in them. Ma. Cott: For a number of years we were confronted with the same situation as that on Mr. Flanigan's road. Our purcliasing department was buying the steel atxl we were making our own chisels. We had some too hard and some too soft. We finally persuaded our purchasing department to standardize bn one particular, high priced hrand of rail ehiseK We put them m service, three chisels to a section gang, instead of thirty-five or forty. We appointed a tool inspector. The man at that time was scale inspector. His sl>op was located adjacent to the shops where all our tools were redressed, and he made a personal test and inspection of every reclaimed tool. The tool had to have his yellow o. fc. oo it before it went out on the property. At the same time we bought a number of grinders to put in die hands of our sec tion men in order that they might grind tools. A man was selected at each super visor's headquarters and trained in redressing tools. Our purchases of chisels were reduced nearly eighty per cent. A number of roods are returning chisels to the factory for redressing. F. Hartenstzik (Lehigh Valley) : We have had very few injuries in our stores department; the few were due to handling scrap iron. Chairman Larson: Dr. Hugh L. Taylor, the leading surgeon of the Rocky Mountain district, is here. I want the Doctor to speak about three minutes. D*. Hues L, Taylor: It has occurred to me that possibly you gentlemen don't realize what you have accomplished- I have been in this game a long time and I 680 Nineteenth Annual Safely Congress have seen the entire transition take place. In the okl days we had no physical ex amination for employees and wc had no safety devices. I got to be an expert on cutting off fingers and thumbs and legs and arms. Now wc have safety rules, the human element is trained in safety and mechanical appliances and machines are guarded. You gentlemen have reduced mortality, mor bidity, and lost time fully 90 per cent during my time of service. 1 think if you keep up your good work it will only be a few more years until the company's surgeon will just be an honorary officer. CtJAiaitAX Lakson: The next paper is by Mr. E. W. Boots, engineer of main tenance of way, the Pittsburgh & Lake Erie Railroad Company. Safety Among Bridge and Building Employees By E. W. BOOTS Engineer, Maintenance of Way, Pittsburgh and Lake Brie Railroad Company The employees of the Bridge and Building Department of the Pittsburgh and Lake Erie Railroad Company include carpenters, masons, mason helpers, painters, tinners, staters, roofers, structural iron workers, locomotive crane operators, steam ditcher engineers and firemen, steam hoisting engineers, bridge watchmen; their assistant foremen, foremen, general foremen, track scales inspectors, supervisor of bridges and buildings and clerical forces in the office of the supervisor of bridges and buildings, The scope of work includes principally the maintenance of bridges, buildings, plat forms, paved driveways, signs, track scales, ash pits, sewers, turntables, fuel stations, water tanks, pump houses and round houses. The Pittsburgh and Lake Erie has the greatest traffic density of any American railroad. It extends through the southwestern section of Pennsylvania and the east central section of Ohio and traverses the valleys of Use Youghioghcny, Monongahela, Ohio, Beaver, Shenango and Mahoning Rivers, serving the coal fields and manu facturing plants of this immense industrial section. In 1929, the maintenance of way department of the Pittsburgh and Lake Erie had the casualty ratio of 1.41 per cent per million man hours. This casualty ratio was the lowest of any of the Amer ican railroads. The bridge and building department is a part of the maintenance of way department And contributed to this low casualty ratio. The bridge and building department casualty record for 1924 to September, 1930. inclusive, is as follows:-- Accidents Causing Personal Injury Resulting In Loss of More Than Three Deye Year 1924 1925 1926 1927 1928 1929 1930 ' 10 12 3 1 0 0 0 (First nine months) Ratio 26.87% 26.21% 6.52% 2.09% 0.00% 0.00% 0j00% It was the opinion of bridge and building department officers in 1924 and 1925 that the casualty ratio was as low as could reasonably be expected because of the efforts made prior to 1924 to reduce the number of accidents. However, the per sonal injury accidents resulting in the toss of more than three days time or in death Sitarn Railroad Section 681 was greatly reduced in 1926 and in 1927. In December, 192S a study by the officers of the bridge and building department of the accidents that occurred in that depart ment in 1924 and 1925 convinced them that a greater reduction in accidents could be' made. The study of these accidents showed the following Ties were bong renewed on a bridge. The rails wore raised and temporarily sup ported on blocking. A tie in being placed in position struck one of the lines of rails and pushed them off the blocking and injured a foot of a carpenter. The blocking was too short The fault was that of the foreman in not providing blocking of proper length. Tics were being renewed on a bridge. A carpenter had a thumb lacerated when it was caught between the rail and a tie which was being placed. The fault was that of the foreman in not requiring the carpenter to use a rope sling on the front end of the tie. A carpenter was working on a timber scaffold in the interior of the hopper of a fuel station. Some of the planles of floor of scaffold extended considerably beyond their supporting joists. The carpenter stepped out to end of planks which tipped and he slid down to bottom of hopper. He had two ribs fractured. The fault was that of the foreman jn failing to place the supporting joists properly. Rails were being driven as piles by a pile driver. A rail was being hoisted into position in the guides, when it swung and struck a carpenter and fractured his jaw. The fault was that of the foreman in failing to provide proper means of controlling the rail while placing it in the guides. A Typical Case of Infection The deck plates of a track scale were being renewed. A carpenter had one finger slightly lacerated when it was caught between a cast iron stand and a steel plate being placed la position. The carpenter continued working and did not have the wowd examined mod dressed. Seven days after the accident infection appeared in the finger and ha was taken to a surgeon; he was off duty seven additional days. The fault arms that of the foreman in failing to send the carpenter to a surgeon. Proper dressing of the finger would have prevented the accident causing toss of time. A ditcher fiiem) broke a bone in tile thumb of his left hand when wrench he was using slipped off a nut and struck his thumb. The fault was that of the ditcher engineer in allowing him to use a wrench too large for proper fit on nut. A painter was painting while standing on a scaffold'and attempted to reach beyond the limits of the scaffold and fell off and injured bis right arm. The fault was that of the foreman in falling to direct the painters to move the scaffold so tltat the painter could paint without reaching beyond the end of the scaffold. A carpenter was lifting a plank from the ground to the floor of a trestle by using but one rope sling. The plank got out of balance and struck the carpenter and injured his right hand. The fault was that of the foreman in not providing two carpenters to use two slings for lifting this plank. There were other carpenters under the direction of this foreman on this trestle. A carpenter was turning a 12* square timber with a cant hook. This timber was in a pile of creosoted timbers. The timber swung and struck the carpenter and his right leg was injured. The foreman was at fault in failing to have another carpenter work with the carpenter and each using a cam hook to move the timber. Tlicre were other carpenters on this work. A mason helper was placing a 3x10 inch x 16 foot plank in place. The plank swung and struck his foot and injured his foot The foreman was at fault in failing to have two mason helpers handle the plank. There were other mason helpers on this work. 682 Nineteenth Annual Safely Congress The result of thii study showed that fourteen of the accidents could have been prevented by the foremen and that two of the accidents were minor ones that wook] not have involved loss of time had the foremen complied with instruction to have any minor injury attended by a surgeon, and that six of the accidents were the result of carelessness on the part of the mechanic injured. The officers of the bridge and building department renewed their efforts to reduce accidcuts by calling at tention of the foremen to what could have been done and the foremen renewed their efforts and discussed accidents with their mechanics. Immediately a decided im provement took place to the extent that not an accident occurred during the first six months of 1926. However, on July 10, 1926 a foreman left his gang of carpenters for the purpose of making a trill of material. During his absence a carpenter jumped off a ladder that had been insecurely placed. The carpenter was injured. The foreman should have made his bill of material where his carpenters were working and liad he done so he would have observed the insecure placing of the ladder and would have cor rected it and thus would have avoided the accident. Also on July 14, 1926 a foreman attempted to move a scaffold along the side of a building with the help of three carpenters. The work required the help of four carpenters. The foreman had other carpenters working on this building but did not call for the fourth carpenter. A plank of the floor of the scaffold fell and struck one of the carpenters and injured his ankle- Tlie foreman was wholly at fault. Both accidents were avoidable. It was a Salutary Lenon to Foremen These two accidents were- explained immediately to all employees not Only in the bridge and building department but also to all other employees in the maintenance of way department. There has not been ao accident since in the bridge and building department in which a foreman has been at fault. On October 19, 1926 the roof above the rafters of a roundhouse was being renewed. Sufficient walks fur the safety of the workmen were provided, but a carpenter stepped off a walk and fell and broke his leg. On July 1, 1927 a carpenter with the assistance of another car penter was placing awnings on a building. He had two ladders of different lengths suitable lor placing different awnings. He placed the longer ladder on Z flat slope but was cautioned by the other carpenter that the ladder would probably slip. The carpenter paid no attention to the advice given him and mounted the ladder. The ladder slipped and tlie carpenter was injured. Both of the accidents were immediately explained to all employees in the bridge and building department and also to all other employees in the maintenance of way department. The result is that there lias been no accident in the bridge and building department from tlud date to the present date; a period of three years and three months, a praiseworthy achievement. The efforts of the foremen and other supervisory officer* have been an Incentive to the mechanics to take proper precautions and the result is that the accidents that mechanics were liaving are eliminated to a considerable extent by the mechanics' efforts. Tlie character of the work performed has been the same through the entire period of 1924 to 1930 inclusive. Foremen and other supervisor officers by constant attention to die work of the employees under their supervision can prevent all accidents with very few excep tions. The descending casualty ratio of the bridge and building department is the result of making safety a part of the work and practicing constantly safe methods. There has been no accident causing a fatality nor permanent maiming in the bridge and building department since December 5. 1923. :Chairman Larson Our next paper is by Mr. A. E. Willahan, of the Kansas City Southern Railway Company. Steam Railroad Section 683 Hazards In Operating Modern Power Maintenance of Way Equipment By A. BL WILLAHAN Ajsbtaxtt Cbiaf Engineer, Th Kua, City Southern Railway Co., Kanaas City, M& One of the parts that machinery plays in modern industry is the reduction of unit cost. Our transportation systems have recognized this fundamental fact. Wherever and whenever human brains can conceive a machine that will produce a thing cheaper and do away with tlie drudgery of manual toil, industry demands that it be built. Machines have come to stay, and will increase in number rapidly. Our problem then, becomes one of devising ways and means of using them efficiently, and from the human standpoint, with the minimum amount of injury* and loss of life. I have been exceptionally favored in the pout ten years* in having had the oppor tunity to observe most of the machines now* in use by Maintenance of Way depart ments. This observation has been in connection with various organisations, and on several railroads. Where my own field lacked detail, many of my friends have sup plied me with data and with their experience, for which 1 wish at this lime to render grateful thanks. During the past decade there have been developed more than twenty machines of various types for maintenance work. Some bare a single function, others are adapted to a variety of -in It is obviously impossible to describe each machine in minute detail during the period assigned. 1 will refer only to those that are causing the greater number of accidents. Biemthf Miihhniy The most fruitful cause of accident charged to excavating machines, is the (ailing of either a part or the entire load from dipper, dan-dell or bucket. I reviewed a report not long ago of an instance which wit! illustrate. One man was seriously injured, suffering a partial fracture the skull, a broken shoulder, and a compound fracture of the right arm. The ufhtr was buried beneath a cubic yard of rode The accident was caused by the operator accidently tripping tlie dipper latch. You any say, "they should not have been within the swing of the dipper", but they were, and a death resulted. Under-cutting on the working face, to the extent of leaving overhanging material is dangerous, and yet, you commonly sec it being done. Workmen being struck by the dipper or clam-shell seems a careless thing, but it happens more often than one would suppose. Frequently, men are injured while making minor repairs or ad justments to some part of the machine while it is in operation. The remedy for the class of accidents I have mentioned is obvious. The most potent one is closer supervision by the man in charge, and a careful machine operator. Hoisting Cranes The movement of materials by the use of cranes causes a large number of injuries in which the percentage of fatality is high. A rough check of tlie statistics, showed one death for each twenty-nine reported injuries. Those accidents most frequently occurring are the result of falling loads. Falling loads are due primarily to carelessness in securing them. 'Poor hitches, improperly designed lifting hooks, faulty containers and slings eitlicr not strong enough in the first place or weakened by tlie numerous defects that can so easily escape notice. These, combined with reckless handling of the lifting line or boom. 684 Nineteenth Annual Safety Congress contribute lo economic waste and human suffering. We have found that good equipment with proper inspection and supervision, which includes instruction of the crane operator and his heipers in the best of safe practices, paid a handsome return in accident prevention. Rail Handling Handling rail is a prolific source of injury. As weight of rail increased, the difficulty of manual handling led to the design of machinery to do the work. The introduction of mechanical handling eliminated some of the former hazards but, unfortunately created others. Where a thorough investigation of an accident is made, the cause of it is usually revealed. A railroad whose number of injuries in the rail-laying gang were about 20 per cent higher than those on a neighboring road, discovered that a change in the design of the lifting tongs, reduced their accident rate about 50 per cent. The best method of keeping down the number of broken limbs and crushed hands and feet is: Careful and painstaking instruction of the men who work about the machine; the assignment of men to do certain parts of the work, and intelligence in their selection. There also should be close and frequent inspection of the parts of the machine subject to excessive wear. This should be a part of the duties of the man in charge. Ballast Machines Most roads have an assortment of devices for shaping sub-grade and ballast sec tion. From the nature of the work done, they are heavy in design and require the application of considerable power. Various parts of the machines are adjustable and call for special care if they are to be operated safely. Rapid changes in the position oi wings or blades sometimes catches a man off his guard. When this happens, he is usually badly hurt or killed outright. An accident of this sort came under my own observation. The man was standing within the swing of an adjustable Made. The operator applied the air to the piston which swung the part, and the blade caught the man just above the shoulders. He had tn'e<f to get in the clear but a loose half sole on one of his shoes caught under a sharp piece of angle and he did not get there. You will note that there were two contributing causes to this accident. One, lack of proper instruction as to action and direction of movement of the blade; the other, a dangerous condition of the man's shoe. One of the best safe-guards lies in the employment of physically active and mentally alert men. These men should then be carefully instructed in safe practices and should be thoroughly familiar with the operation of each part of the machine. After satisfactory men have been secured, there should be as little change in the personnel as conditions will permit. Tie Tamping Equipment There has recently been developed a machine for tamping ties. We look forward to seeing large numbers of them in use by railroads. Some of the machines are direct acting, being operated by two or three men, while otliers art either electrically or pneumatically operated. In the case of the two last mentioned, the actual work is done with a hand tool weighing twenty to forty pounds. There was reported last year, two serious accidents resulting in the death of nine men. Again the high fatality rate is impressed upon us when collision between trains and work equipment occurs. Steam Railroad Section 685 The underlying cause of these accidents was improper flagging in one instance and a disregard of the Aag by the train crew in the second case. 1 recall another type of accident, while not usual, illustrates what can happen if what we commonly all "horse-play" is allowed on the job. A crew using pneumatic tampers had stepped to one side to clear a passing train. One of the men had stepped into the loop caused by a kinked hose and was intent cm watching the train pass. A fellow workman gave the hose a sharp jerk, the other man fell and was struck by the train and killed. A good deferent for accidents of this sort is instant dismissal of the guilty man or men. Adzing Machines A mechanical adzing device is being widely used. The machine, due to the rapidly revolving cutting head, has caused numerous eye injuries from flying chips. In one case there was total loss of sight. To remedy this condition, safety-guards have been applied to the cutting head, and as a further precaution, the men working nearby are required to wear goggles. It is too late to cautkm a man to wear his goggles after he has lost his sight Therefore, definite instruction should be given the men to protect themselves and, if necessary, suitable discipline should be resorted to, to see that they do. Spfta and Bob Due to insufficient classification of injuries, t am unable to give the number of injuries caused by the use of mechanical spike drivers, pullers and powered bolt tighteners. Observation of them in use discloses the fact that injury to the hands and feet are'quite numerous. Great care should be taken in setting the spike because there are always several men within range. If it flies from under the hammer someone is apt to he seriously hurt or killed. Ordinary care wilt reduce die number of accidents caused by t .*c machines to relative unimportance. Welding Machines A few railroad companies have adopted the practice of building up battered rail joints by the process of arc-welding. On steam roads, the work requires that cur rent be produced by portable generating sets. The use of electricity introduces an additional chance for accident. While the voltage used is not extremely high, there are conditions, as when a man's resistance is low, under which he can be dangerously shocked. Perhaps the most care should be taken in the use of the grinder which is a part of the equipment. The usual voltifc* on this machine is two hundred and twenty. Poor grounding and defective Insulation of the feed wires has accounted for several reported cases of shock. Further, eyes must be protected from the injurious rays generated by the arc. Also, there is constant danger of eye injury from flying particles of metal and dust in mine the grinder. Suitable head helmets arc provided for the welders and goggles for the other men. Jt is an open question as to whether or not man's eyes may not become defective from constant use of the electric arc. The suggestion has been made that workmen be rotated at suitable periods and given some other kind of work for beneficial eve rest. This idea is being carried out as an experiment by some firms. Up to the present time adequate reports have not been made on the results obtained. 686 * Ninetcenth Annual Safety Congress Weed Burner* and Sprayer* Weed destroying equipment is a part of the machinery found on most roads. One type depends on heat, the otlver makes use of poisonous chemicals, mostly compounds of arsenic. The bnmers develop high temperatures and, as minor adjustments and repairs are frequently necessary, cases of severe burns are encountered. The usual first aid kits are carried oil these outfits and emergency relief is given. However, subsequent lack of care, resulting in infection, has caused permanent disability. In handling solutions of arsenic, extreme care should be taken to remove it from the skii> in the event of contact The poison is insiduoos and immediate effect may not be observed. Wc have a record of foot infection from a man who had walked about the machine in the wet grass. If the right care is not given at once, fatal poisoning may be the outcome. To avoid bums or poisoning, is a matter of ordinary intelligence and yet, we have constant repetition. Careless handling of gasoline fjom tank cars to the storage tanks on th* machine has been the cause of more titan one dlsasterous explosion. General Hazard* All of the machines described are of such weight that they must be moved from place to place an the tracks. Most of them occupy the track while they are being used. If I were asked the question, "What constitutes the greatest hazard". 1 would say--Train Operation. Under these circumstances, liability to accident becomes greater as railroads ex pand from single to multiple tracks and traffic density increases. Rules governing the movement of work equipment are in effect and are strictly enforced on every well managed road, but regardless of the rules, we have wrecks entailing serious injury and frequently loss of life. Investigation usually develops the fact that the work gang failed to dear the track, due primarily to improper flagging or disregard of it by the crew of the train Bagged. The high percentage of fatality, about 15 per cent, resulting from such accidents caused by collision places this hazard in the front rank. General Hazards Independent of Train Movement Mufflers I will mention a general hazard not connected with train movement. A feature common to most units and one deserving of our attention, is the practice of using internal combustion engines without adequate muffling. We have mufflers, what we should have is a silencer. Shortly after we had begun the use of our rail welder, we had a man killed The facts brought out were that he had put his foot on the rail and was intent <*n tying his shoe lace when a passing tram struck and killed hint. The investigation showed that the engineman had blown his whistle, vision was not obstructed, and yet he did not hear the approaching train. Why? As one of the contributory causes, he was standing near the generating unit driven by a gasoline engine. All of you have experienced the deafening effect of the ex plosions from a motor running with the cut-out open. Your ex|ieriencc was that within a certain radius it was very difficult to hear any other sound. The human car is a delicate mechanism receiving vibrations and recurding them in our brain as sound. There is a very definite limit to its capacity to receive and record, and when this limit is reached, the ear ajxi brain cease to function. I want to say again Steam Railroad Section 687 wc should have silencers. After this accident, the road with which I ain connected, has taken steps to equip engines of this sort with devices which will practically eliminate noises. Since somewhat similar conditions exist when inadequately muffled gas engines interfere with hearing orders, approaching trains and shouts of warning, it seems inconsistent to give ourselves a handicap that requires exceeding alertness to overcome. The question confronting the railroads is: Can track work be done with a machine with less injury to the men than by strictly hand methods ? The answer is Yes--because it reduces man-hours. But we must first recognize the inherent hazards of each type of machine used, and then do everything humanly possible to eliminate them. There arc several advantages in our.favor. Three specific ones arc: Lesser number of men involved, a higher grade of intelligence and better organization. We have proved to our own satisfaction that this is true. The road with which I am connected, have one or more of each of the machines I have been discussing. Our safety records show, that as mechanical means for doing track work have ex panded, our injuries per million man-hours have been consistently decreasing. Chairman Larson: Is there any discussion? Ms. Hammond: I would like to ask Mr. Willahan if he requires men using auto matic tie tampers to wear goggles. Mil Willahan : The practice is to wear goggles when near these machines. M. J. Flanigan {.Chicago, Milwaukee & St. Paul Railroad) : I would like to ask Mr. Willahan if he requires the men to wear foot-guards when operating the adzing machines. Mo. Willahan : We haven't yet, but we are inclined to think that wc will. ADJOURNMENT 688 Nineteenth Annual Safely Congress Wednesday Moraine Session October 1, 1930 C. F. LARSON, Chairman Missouri Pacific Railroad Company, St. Louis, Mo. The third session of the Steam Railroad Section convened, C. F. Larson, tl general chairman, presiding. Cuaimiah Labson: The first number this morning is "How Can We Reduce Accidents to Employees Due to Being Struck sod Run Over by Cars and Locomo tives?" by George H. Warfel, Assistant to the General Manager of the Union Pa cific Railroad Company, Omaha, Nebraska. How Can We Reduce Accidents to Employees Due to Being Struck and Run Over by Cars and Locomotives? B, GEORGE H. WARFEL Aiibtul to General Manager, Union Pacific Railroad Co., Omaha, Nab. This is the most serious and the most important matter coming before this session from the standpoint of the conservation of human life. During the last four years there has been an average of about 1350 employees on duty killed in each of those years from all cames, and roughly speaking one-third of those employees are killed from being struck or nm over by cars, or an average of 420 men killed per year, and 600 injured, which means that the fatality percentage is almost fifty per cent It is at least better than forty per cent of the total number of accidents. The mintwnni* of way mm for ZK per yor out of 420 killed, and 217 of die 600 injured. Of those, the track men rtprtku 1*7 tolled and 180 in jured. Do you realise those figures? The yard Cocoes and train forces together account for less than the trade, 130 killed a year and 261 mjared, as against the maintenance of way, 226 lolled and 217 In jured. I want you to get this picture. For each year the casualty rate has re mained about the same, except for 1929 when it was a little worm. We have made no impression on tins type of accident daring the list Soar years. Most of the track men who were UXled by befog strode and ran over are section and ordinary track workers. Extra gangs aro wmUy agio; -d on hravy jabs under slow order protection, and oonseqnody are better taken care uC Few acodqts occur on trade --*** art and only a very small percentage of "struck and run over** accidents by trains iuvofu motor cars. These accidents occur to men working on and walking along the track, saetsan and orfimwy track patrol men. There is another peculiarity about this type of aoridrte. Nobody else at the time can do anything to aid the man to avoid the catastrophe. Whatever is to be done has to be done by previous preparation and training. Whit is the first ftmdamcntal thing we might try to do for this type of man? I would say wadi Idas, train him. and check him on this first fundamental rule: "Look both ways when you bear any thing that sounds like a train." One of our serious weaknesses is our failure so get oar section foremen to teach their men, to talk to them tike teachers. They are rrhirtant to do this. We had a man killed while laying steel titweus two stations. This experienced Steam Railroad Section 689 track laborer was working between the main tracks on a curve. A train was ap proaching, and the foreman called out, "Hot rail," but he didn't remind them that this was single track today. This laborer laid down his shovel and ambled slowly and thoughtlessly across the north track. But the train was on the north track. He was struck and killed before the eyes of the foreman and his men. How had the foreman warned his men about the single track ? When they put the motor car on the track that morning he said, "Put her over on that south track, there is nothing on that this morning." He expected these colored laborers of low intelligence to glean the fact that the track was being singled. We must train our foremen to give explicit orders. A serious situation arises when any section gang has work on a high speed track where the view is restricted. If there is any failure to whistle warnings around ob scure points, the train may be right upon them before they realize it. I feel that the foreman should take the position of lookout and do nothing else, where the view is restricted to less than 1,000 feet on fast track or 600 feet on medium track. Check up and insist upon engineers whistling at points where the view is obscured. For the benefit of maintenance of way men that should always be done. On extra gangs of fifteen men or more, a foreman or assistant should always be the lookout man. This is necessary in large gangs to assure immediate warning when a train Is approaching. A good habit is to carry a police whistle or a crossing flag man's whistle. If you buy whistles, I suggest you buy the hard rubber whistles so there is no danger from freezing to a man's lips or the plating wearing off and men getting brass infection from the brass whistles. Every man in that gang should be taught that when the whistle blows, he immediately looks both ways and gets off the trade Don't get back on the trade until that whistle blows again. Track walkers are frequently struck and nut over. The track walker is out by himself. He gets thoughtless walking about; he is prone to think of other things, and fails to keep looking behind him. To look behind,' especially on single track, is his only salvation, especially in the winter when his ears are covered up. On double track he should walk against the current of traffic Motor cars can best be protected by flagging. The observance of block signals by every motor car operator to help him place the approaching train is very necessary. We have a peculiar situation with colored light signals, particularly on single track operation. Most colored lights today are advance light. It takes a train to light the signal, and If there is no train approaching, the poor fellow coming up on the track guard gets no information, for the signal Is blind to him. I suggest that we insist on colored light signals on single track being so wired that the light will show red when there r% a train in that block, regardless of whether any other train is ap proaching. If a foreman approaches a blind signal he will have assurance that no train in that block is approaching from the other side of the curve, because if there is, that signal should show red. It costs but very little and certainly is worth while over a period of year' 'n saving track men's lives and the expedition of track men's motor car movements. Switchmen and trainmen have contempt for a hare track. They are used to work ing around on them and they don't sense the hazard. It Is hard to get a hard-boiled switchman to fear the open track, but that is his one salvation. All men in yards and about stations, trainmen as well as track men, should be taught, watched, checked and reported, for stepping on a track without first look ing both ways. They should go across it and get off as soon as possible. They should not go between cars until they know that the stop signal has been re peated and understood. Too many times men arc run over going between cars to make a cut or to couple up air because they had not given the stop signal; they thought they had time to make it, or had given the stop signal but didn't know whether H had been received 690 Nineteenth Annual Safely Conyress Don't stand foul of a track wlten there is noise or disturbance about you. There is a sort of hypnotism about standing and watching a moving train from the side, watching the recurrent passage of the trucks aod wheels, and a man becomes rather hypnotized and forgets where he is. We must continue to teach yard men, switchmen and trainmen to do all their in specting from between the tracks, get outside of that track, between the tracks to make cither running or standing inspection. Break the habit of walking between rails. We. should detail safety workers among assistant yardoasters and foremen who are willing to go over and tap the workman on the shoulder and say, "You know what we have been preaching about this." Break the habit of trying to get on cars moving too fast, whether in the hump yard or in the kick-and-pull yard, or whether on the road train out along the line. Engineers start to leave town too fast--the rear man should not tolerate speed at which he cannot hit the hind end. He should not be forced to hit the middle of the train, or along toward the rear of the train, for too frequently he goes under. For the benefit of trainmen and switchmen drive home to them at every oppor tunity that the most dangerous moment in/ tlie trainman's life k wl*n he goes onto the brake platform, operates the brake, and leaves that platform. The hand brake is, not only a means for stopping a car, but a very effective hand-hold; if a man re members that, it will save him from the impact when another car H kicked into the one he is on. L. G. Bentley (Chesapeake & Ohio) : Is there any objection to a rule prohibiting trainmen from giving a signal and crossing in front of the car that is moving in ac cordance with the signal? Mr. Wartel; We have found no objection to that rule, aod I believe it is very strictly enforced. One of the most frequent causes of accidents is in kick-and-pull switching. A train has just been on that track, comes out, before the trainmen goes' over to throw the switch, be gives a back-up sign and then steps over and throws the switch. He should first throw his switch, then get back on the other side, and then signal to the fireman. If the supervision is sufficiently aggressive, he will do * that without the loss of a second's time. J. J. Hkavey (Erie Railroad) : Mr. Warfel, do you have a rule that requires track men to get off ait tracks while there is movement on any of them? Mr. Wartel: Within the past year we have permitted extra gang work to con tinue on one main track whale a train was passing on Che other, if a track intervened between the two, to avoid disrupting the work of a lOG-mau extra gang for several minutes while a slow-moving train was going by. They must, however,, keep clear of the intervening passing track. During all of the time a train Is passing, we liave watchmen at both ends of tlie gang with their whistles at their mouths; there are four other whistles ready in a gang. We do not permit this where the straight view is less than one mile. Rosin Scott (Atlantic Coast Line); Mr. Warfel, what Is the most effective way to reach men in the maintenance of way department on safety. Mr. WAnna.: I only know of two reliable ways. We call in maintenance of way foremen from November to April We hold maintenance of way foremen safety meet ings attended by Italf the foremen one month from a district and the other half the next month. They are drilled and schooled in what to teach their men; they must teach their men the same things we teach them. We try to familiarize all the laborers with their safety rules which we itsrnish every laborer in book form. During the wanner weather, from April to November, we insist that the division engineer, the general roadmaster, the safety agent, and oftentimes another officer, shall make a motor* car trip over part of the division each month, usually about onethird or one-half of the division, and hold a fifteen or twenty minute safety meeting with track men, bridge men and other gangs. Steam Railroad Section 691 They stop the work, no matter what is going on, and hold a safety meeting. C. T. Bailey (Oregon Short Line) : We have required each motor car operator to pass an annual examination on safety rules whkh has reduced accidents in tle track department. Mr. Warfel: Furthermore, every track walker must also qualify as to sight and hearing, and pass an examination on tire rules. W, F. Johnson (New York Central) : We have been requiring our section fore men to devote at least ten minutes of their time, usually the first thing on Monday morning, to a discussion of some lively topic before tliey start out on their week's work. Then, if some special work comes up during tlw week, the section foreman gets his men together and goes over the dangerous points in order that they know what to look for. Wc have one sub-district in the bridge and building department that has not had a reportable case so far this year. Formerly we had a number of injuries in the department. Chairuan Larson : The next number on the program is by Mr. C. W. Ham mond, Assistant General Safety Agent, New York Central Lines. Overcoming the Hazards of Operating Hand Brakes B1 C. W. HAMMOND Assistant General Safety Agent, New. York Central Line* Mr. C. T. Bailey, chairman of the committee on train service accidents of the Safety Section, American Railway Association, in his report submitted before the A. R. A. Convention held at Denver, Colorado; called attention to the fact that there had been a 44 per cent reduction made in casualties due to train service acci dents by comparing 1929 with 1923. He also stressed his gratification on the results that had been obtained, to all of which I most heartily agree. However, when we Start to sub-divide train service accidents occurring during this same period, wc find that casualties caused by operating hand brakes were reduced only 31 per cent and if the Safety Section of the American Railway Association were obliged to base their comparison of reduction on accidents of this character alone, during this same period, they would nut have readied the goal of 35 per cent which Ihcy hope to attain. I believe that the goal of 35 per cent reduction will be reached by the end of 1930 due to this cause of accidents because, when we compare the reduction in casualties as between the years 1928 and 1929, we find that there were 25 killed and 1,867 in jured during 1928 as against 37 killed and 1,752 injured during 1929, or an increase of 12 killed and a decrease of 112 injured, which represents a total decrease in cas ualties of 100, or 5 per cent; and if the same percentage of reduction is maintained during the year 1930, we will surely decrease casualties due to this cause, at least, 35 per cent covering the seven year period, 1924 to 19.10 inclusive. While this is nothing to be especially enthusiastic about, it will show a 35 per cent reduction, but it would indicate to me that special safety activities should be introduced about to curb this type qf accident, especially as it applies to the num ber being killed. Experience has taught me that accidents due to operating hand brakes can be prevented as I have operated hand brakes for twenty five years of my railroad service and have never been Injured due to this cause, therefore, it Is my belief that what I can do, others can do. When we start to analyze the twenty one causes of hand brake accidents submitted by the Interstate Commerce Commission, Bureau of Statistics, wc find that there are, at least, three outstanding causes that contribute to nearly 85 per cent of the deaths and 50 per cent of the injuries as follows: 092 Nineteenth Annual Safely Congress 1. Losing hold, slipping, or falling, not otherwise classified. 2. Sodden stopping, starting, lurch or jerk of train or car. 3. Brake club, struck by, because wheel flew around. Allow me to take these three causes of accidents up in their respective order and sec if I can possibly recommend a remedy. When we say that an employee loses his hold, it means, in many instances. that he has first lost his foot hold which invar iably means that this causes him to lose his hand hold at about the same time due to being thrown off balance, which naturally causes him to fall and can only be pre vented by first knowing that you have a proper foot and liaml hold and that your hand brake is tested before depending upon its use. This is especially true when wc realize that today, at least, 75 per cent of our hand brakes on freight car equip ment arc operated from the brake stqi board, and ofttimes covered with ice and snow. I-land brakes kicking or brake chains kinking or twisting has caused many em ployees to lose their fool and hand hold and can be only overcome by the employee expecting that every brake he operates may be "kicker" and be on his guard to pre vent being struck by brake dub or lose his hand hold account of wlieel flying around. Kinked or twisted brake chains sliould be observed by the operator of brake before depending upon its use, as a brake with a kinked or twisted chain is not necessarily defective. Cause No. 2 can be overcome by first knowing that the car is detached from string of cars being switched before starting to operate hand brakes, that is, if you arc flat switching, as many employees have been jerked from top of car because the man that was supposed to cut the cars failed to pull the pin. This, of course, does not apply when doing hump switching, as tlie employee should be in a position to test and operate his brake before cars are detached but in motion. Another good rule to follow while operating hand brakes is always anticipate that a sudden start or stop of cars may be made at any time and be ever on the alert to guard against it. as falling from the top of cars or from a brake stop board usually results In seri ous injury. Cause Xol 3 can be overcome by using brake pawl while operating the brake, ever remembering to push on brake chib with left hand and pull on brake wheel with right hand (providing brake club is being used). Strongarming brakes is an Im proper practice and should be prohibited, as this practice has caused many employees to be struck by flying brake dub. Much has beat said about the use of geared brakes on freight equipment as a remedy to overcome accidents while operating hand brakes and while the New York Central Lines have installed one thousand of these brakes for trial purposes, they have not been in use a sufficient length of time to determine their efficiency and safety. Perhaps, some of the members present from the railroads that have standard ised on these brakes can give ui their opinions in the discussion that will no doubt follow my remarks. Years ago when yard and road movements of trains and ears were controlled by hand brakes there was a very great similarity in the class of brakes being used and while they did not have the same braking power as the brakes we have today they were simple to operate, wlicreas, today we have the horizontal, vertical, lever, pomp handle and various other designs, all of which arc supposed to be efficient but not as simple to operate as the type used in past years and it is my belief that, if there was a more uniform standard of hand brakes adopted on freight equipment that was easy and simple to operate, it might be another medium of overcoming hand brake hazards. Let us consider for a moment what class of employees are being killed and In jured due to the operation of hand brakes. When we look over our Interstate Commerce Commission figures covering the year 1929. we find that practically all casualties due to operating hand brakes were to trainmen. What class of trainmen Steam Railroad Section 693 were the)-, road or yard? 1 had uccasion recently to ask a road brakeman this question, "how long has it been since you haw operated a hand brake V--his reply, "about once in two mouths, and that was on a car that was set out on side track account of hot journal." \nw if this applies on all roads of the United States, and f am of the opinion that it docs to a greater or less degree (with the possible ex ception of road crews doing local freight work) tlien we must agree that the major ity of accidents due to operating hand brakes occur to yard men as this is the clans of service doing this type of work. My observations prow most conclusively that there are less hand brakes being used each year, therefore, there really should be less accidents of this nature for two reasons. First, many railroads are running solid trains which are classified at initial terminals and run to final destination with as few switching movements as is con sistent with the make-up of the train. This not only saves additional switching at many terminals but also saves delay to freight, which is a very important factor in railroading today when railroads are looking for more business. It is apparent, therefore, that from the standpoint of road freight train movements that there arc less Hand brakes being operated each year as the train is controlled mostly by (tie engineer and instead of hand brakes heitig used on steep grades, this feature is over come, to a great extent, by the use of retaining valves. The second reason why there are less hand brakes used annually in yards is not only because of more solid trains and less switch movements, hut many railroads arc installing car retarders in their Hump yards which control the switch movement of cars, which greatly reduces hand brake operations. However, I really think it Is a blot on our intelligence to admit dial wc should be obliged to depend on mechanical devices to reduce casualties of this nature when proper education and practical, demonstrations wilt bring about 1 he desired results. Gentlemen, wc are nut making the progress that wc should in reducing employee casualties caused by operating hand brakes, or in other words, we are slipping to a certain extent; that is. we are nut keeping pace with the reductions being made in non-train accidents. Proper inspection and maintenance of hand brakes should not be overlooked in connection with reducing hand brake accidents as wc still find employees being injured due to faulty equipment in some instances, and while the percentage is small compared with the improper practices used in operating hand brakes, I believe our inspection forces sliould do everything in their power to detect any defects, and at repair points where cars are placed (or major or minor repairs, proper consider ation should be given to maintaining each car with an efficient hand brake according to the Interstate Commerce Commission ruling. This is especially true in this ad vanced age of fast road and yard movements with cars loaded to their full capacity. Gentlemen, the time has nearly arrived for us to ring down the curtain for the final act of the campaign to reduce all casualties, at least, 35 per cent on the rail roads of the United States during the seven year period ending with 1930. As I stated in my previous remarks that being an optimist, I believe that this will he accomplished, in fact, many of our railroads have already exceeded this goal, and I am hoping that when we have occasion to look hack over the achievements of this campaign, wc will have no cause for regrets and that the class of accidents under the caption of operating hand brakes will also show the required reduction. Will yon do your part to bring this about ? M. J. Flanigan (Chicago, Milwaukee & St. Paul) ; Mr. Hammond, what ought to be the standard brake on our freight equipment? I don't quite agree with what was said about the freight brakeman not manipulating the hand brakes except on local freight trains. Since our box type cars are much higher than in the days when 1 was braking, it is almost impossible to get the brake wheel high enough on top of the car an account OH Nineteenth Annual Safety Congress of the clearance, ami you have to have a step on the end of the car or cither sit down on top of the car to set the brakes. I would like to know if the railroads as a whole ought not adopt some ratchet type brake. In other words, a one-hand brake. I don't think that we ought to pick out any one manufacturer's brake. We have nude three or four tests on a hump in our Milwaukee terminals, and we have found three ratchet type brakes of about the same braking power. Mr. Dolan (Xew York. New Haven & Hartford): The Ajax type hand brake has been adopted as standard for a?l freight equipment on the New Haven. It is a hand brake that you swear by and not at. It has proven eminently satisfactory to every body. We drafted a special circular on the operation of hand brakes, which was adopted by the management. We made it compulsory to operate a pawl or dog with every type of hand brake. We showed how every type of hand brake should be operated, and it brought our accidents down to practically nothing. Mr. Dougherty (Michigan Central) : I happen to be a yard brakeman, not nec essarily, a hard-boiled one. I notice that out of the 97 deaths, 28 of them were yard brakemen. and out of the 1755 injuries, 1165 of them occurred to the same employees. This indicates that the men who should be considered are the yard brakemen. As a result of my experience and observation, I believe that you will never improve con ditions until the railroads come to the high-powered hknd brake. However, I don't believe that the Ajax is tire only high-powered hand brake that meets these specifica tion*. It is unquestionably a good brake, but in so far as box ears are concerned, it has certain defects that can be gotten away from by installing the horizontal type brake. The visibility is not at its best on a brake step below the level of the car with your head almost flush with the roof of the car. Remember tint we operate these brakes not only in the day time, but in the night time, in foggy weather, and when there is snow and ice. To couple onto cars, it is necessary to see above, along and below the car. By operating the vertical wheel type of brake, with your right hand and having the left hand free to protect yourself, you are supposed to eliminate all classes of hazards but you don't. Install the vertical wheel type of brake on gondolas or open type of equipment be cause visibility is not a factor. On this type of equipment you can't get away from (lie hazard of the brake step in between or over the wheels, regardless of its location, ahead or behind. It has the added advantage of forcing a man to work on the out side of the car, and thus eliminates the hazard of a shifting load catching his hand, toot or body. If the horizontal wheel type of brake is put on box cars, with the ratchet and paw) flush with the roof of the car, the man operating the car can get almost perfect visi bility. He can go to the head end of the car or the rear end of the car. If there is a sudden lurch, a man is far better off if he is on the roof of the car to re ceive that jerk or to have the slack pull away from him, than he will be if he is on the brake step or between the ends of the cars. If a vertical wheel type of brake is used, it is placed in the most hazardous place-- in between the cars--and I don't care to see the day when that type of equipment is made standard. J. L. Walsh ( Missouri-Kansas-Tcxas) : The power brake at the end of the car on a platform five feet below the top of the car is, in my opinion, a very dangerous brake. To stop the car, the power brake is excellent. I believe we can get manufac turers to put it on the side or end of the car, close enough for a man to go up a (adder and set the brake from the ladder, instead of getting around on the platform five feet below the top of the car. It would prove just as effective and remove the nan entirely from all the hazards that he is-subject to now by getting between the Steam Railroad Section 695 car*. If he slips or falls, he falls on the track. A shifting load may get him. He has no viiibility nt^l J. F. H. Wise (Canadian National Safety League, Toronto) : Mr. Hammond, have you ever tried a shoe with a non-slipping sole for the brakeman? Mr. Ham mono : I have a pair of them myself made by the Williams Shoe Com pany of Bertram, Ontario, and 1 have not found the substance on which they will slip yet. It is possible tiiat such a shoe furnished to the brakemcti might prevent slipping. Mm. Dolan : We have used the Ajax brake for the last three years. All of the points Mr. Dougherty referred to have been met in actual operation arid have not proved objectionable in the operation of the hump yard. Chairman Larson: The next number is by Mr. C. L. LaFounlaine. General Safety Supervisor, Great Northern Railway Company, St. Paul. Coupling and Uncoupling Accidents By C. L. LaFOUNTAINE General Safety Supervisor, Oreat Northern Railway Company, St. Paul, Minn. In the annual accident bulletin prepared by the Bureau of Statistics, Interstate Commerce Commission, reportable accidents are divided into three primary groups, namely: First train accidents; second train service accidents; and, third non-train accidents. In 1929 there were 909 fatalities to employees on duty in train service accidents which represent 67 percent of the total number of.employees killed; 20,965 injured, representing 35 percent of the total number of employees injured on duty. Accidents due to coupling or uncoupling cars or locomotives, the subject assigned me, is one of the classifications of train service accidents. The following table shows the number of employees killed and injured annually for the ten year period due to this cause: Year 1920 1921 1922 1923 1924 192$ 1926 1927 1928 1929 Killed 151 78 81 103 72 64 64 48 37 59 Injured 2.450 . 1,540 1,498 1,954 1,592 1.538 1,591 1,325 1,145 965 You will note in checking over the column showing fatalities that, v ceptlon of the years 1920 and 1923, wc have showed a constant downward trend to the year 1929; the latter year shows an increase of 60 percent over the record for 1928 and 23 percent increase as compared with 1927. Without making any further analysts this would appear alarming. However, in making a comparison in the num ber of fatalities in 1929 with 1928, wc are selecting the best record by far ever made by tire American railroads and the record in 1927 was second only to the 1928 record. In comparing the number of fatalities in 1929 with tire average for tlie ten year period, wc find that wc had a decrease of 7 percent. Further, railroads enjoyed a greater 696 Nineteenth Annual Safety Congress volume of business in 1929 than any previous year, which must have required a larger addition of new employees and literally thousands of additional coupling and uncoupling operations. Accident Causes and Remedies In endeavoring to determine the causes of the fatalities and injuries, I am going to refer to table No. 72, Interstate Commerce Commission Accident Bulletin No. 98, where we find that the unexpected movement of cars while adjusting coupler, either due to slack, mistake or misunderstanding in giving or observing hand signals, and other causes, resulted in the death of 19 employees and the injury of 148. These causes alone show an increase of six fatalities over either of the previous two years. Accidents due to the unexpected movement of cars are generally the result of lack of understanding between the members of the crew as to the work which is to be performed. While definite instructions, the observance of which would positively avoid such accidents, cannot be issued, nevertheless any member of the crew can convey to the balance of the crew, either orally or by signal, knowledge of the work he la about to do in such a way that it will not be misunderstood. A full understanding on the part of alt concerned m train and yard service is of vital importance in doing their work, but a thousand times more so when some member of the crew is about to put himself in a position whereby an unexpected movement of the cars would result in killing him or maiming him for life. The unexpected movement of cars due to slack was responsible for 2 deaths and 64 injuries. There is a possibility, under certain conditions, of slack in' cars running out sufficiently to cause accidents. Just when and under what conditions to expect this is unusually difficult to explain to inexperienced men except by actual demonstra tion. Even experienced men do not always foresee the full extent to which the slack may run and to a new man the situation is especially full of danger. There are certain precautions to take that will occur to every practical train or yard men. Supervisory officers and older employees should instruct the younger men when to anticipate this condition and how to guard against the hazard, either by setting of brakes or by waiting for the brakes to release and slack to run out as the circumstauces might warrant. Mr. Jeffers, vice-president of operation. Union Pacific System, in his address at (lie annual meeting of the Safety Section, American Railway Association, this year at Denver, in his opening remarks stated: "Proficiency in the art or science of rail roading has to be acquired by experience and by word of mouth instructions. There is probably no general trade, profession or industry with so little of the technique recorded or outlined in text books,".and I fully concur in this statement. Accidents due to adjusting coupler when moving cars were nearing each other resulted in 15 deaths and 82 injuries. This practice is unnecessary and reckless. A common instance is the habit of men stepping between moving cars when coupling is about to be made, usually to determine if the knuckle has fully opened or to adjust the location of the coupler. In the majority of such cases tlieir efforts serve no good purpose in making the coupling. That such condemned practices should persist in spite of company rules, is due to, I believe in a measure at least, the unfortunate fact that such practices were once perfectly legitimate. They are the offspring of the link and pin age when train and yardmen had no choice but to go between the cars and make every coupling by hand. Then a maimed Iland was a badge of honor and a tribute to the intrepid spirit of pioneer railroading. . The habits of years are not easily shaken off and even after the advent of the automatic coupling device, many of the older men continue the unnecessary practice of stepping in between the cars to adjust knuckles and coupler at or about tile time the cars arc to come together witliout any fear of meeting with an accident or Steam Railroad Section 697 realizing the bad example titey are setting for the new employees entering the service who naturally follow the example set by the older employees, with the result that these evils have been handed down through the years. ' My remedy for correcting this dangerous practice would be to prohibit employees from going between moving cars when nearing each other. This can be done. It may take some Jittle time, as the habits of men are not easily changed, but I am sure it can be accomplished if desired and an honest effort is made. The causes which I have referred to were responsible for 58 percent of the fatali ties in coupling and uncoupling accidents and resulted in 230 of the persona! in juries, including those of a serious nature. Manipulation of the uncoupling lever accounted for four fatalities and 253 in juries. Every transportation company should insist upon a careful inspection of all coupling and uncoupling equipment and see that it is kept in good safe and efficient working condition. Every train and yard man should be an inspector of the equip ment be is called upon to handle as far as his duties will permit, so that he will know for himself that coupling appliances are in condition to perform their required function. When defects are discovered, he should refrain from taking chances. We must secure the hearty cooperation of operating officers to insure that men entering the service are correctly instructed and that safety rules are strictly enforced. This, together with the continuance of the educational campaigns which arc now in force, I an sure will bring about a reduction in this class of accidents. Chaiemak Laksojt : I will now call for a report from the Nominating Committee. Report of the Nominating Committee C T. Bailey (Oregon Short Line): The Nominating Committee wishes to present for officers for the ensuing year, the following: George H. Warfel, Chairman. William A. Booth, Vice Chairman. J. L. Walsh, Secretary. The following doinnen of standing committees: Poster, L. G. Bentley, Chesapeake & Ohio. Program, Charles E. Hill, New York Central. Prevention of Highway Crossing Accidents, E. G. Evans, Louisviltc & Nashville. Membership, W. H. Failing, Central Railroad of New Jersey. Publicity. F. E. Strouse, Pennsylvania Railroad. ' Public Relations, M. J. Flanigan, Chicago, Milwaukee, St. Paul & Pacific, for the United States; W. A. booth, Canadian National, for Canada. Engineering, A. EL WiHahan, Kansas City Southern. Present and Ftrture Activities, J. E. Loog, Delaware & Hudson. Accident Causes and Remedies, T. H. Carrow, Pennsylvania. Safety Contests, A- V. Rohwcdcr, Duluth, MUsabc & Northern. Health, Dr. J. W. Gbormery, Delaware & Hudson. Executives at Large: C. F. Larson. Retiring Chairman D. G. Phillips, Wabash Railroad. F. M. Metcalfe, Northern Pacific. HemCRT A. Rowe (Delaware, Lackawanna & Western): Mr. Chairman. 1 mow that the report of the Nominating. Committee be accepted, that the nominations be closed and the Secretary be directed to cast a single ballot of the convention. (The motion was carried unanimously, and the Secretary cast the ballot.) ADJOURNMENT. 698 Nineteenth Annual Safety Congress Wednesday Afternoon Session October 1, 1930 C. P. LARSON, Chairman Missouri Pacific Railroad Company, St. Louis, Mo. The meeting convened with G F. Larson presiding. Ciiauiman Lapson : The first speaker is Mr. C. W. Galloway, vice-president of the Baltimore & Ohio Railroad Company, Baltimore. I am going to delegate the pleasure of Introducing Mr. Galloway to Mr. W. W. Wood, superintendent of safety and welfare of the road represented by Mr. Galloway. W. W. Wood : Some men arc bom great, some achieve greatness, and some haw greatness thrust upon them. The man I am going to introduce to you is one of the achievers. Throe generations of his family have been connected with the Baltimore & Ohio Railroad. When his father was killed in a railroad accident, the boy became an office boy in the office of one of the vice-presklents of the road. We who know him are willing to stand up before the world and say: `'This is a man." And I take pride in introducing to^ you Mr. Charles W. Galloway, vicepresident in charge of operation and maintenance on the Baltimore & Ohio Railroad. Address By C. W. GALLOWAY Vice-President In Charge of Operation and Maintenance, Baltimore and Ohio Railroad Company, Baltimore, Jfid. The railroad plant is so constructed, thirty feet wide in some places to several hundred in others, and from 5,000 to 10,000 miles long, that the safety problem rovers a wide stretch of territory. These problems may l>e grouped roughly into four classes; accidents to passengers, accidents to employees, accidents to trespassers, and accidents at road crossings. In the handling of passengers the railroads have risen to such a high degree of safety that for years accident insurance companies have been offering double in demnity to any clients that may be hurt while riding on trains; one casualty com pany, I understand, has a standing offer of ten thousand to one that you will not be killed while riding in any given twenty-four hours. That you may not feci hesitant in taking advantage of this apparently liberal offer, statistics prove that the chances are about 11,000,000 to one that you will not be killed if you ride in the forty miles of average travel; and 870,000 to one, if you take a journey of 1,000 miles; so tire casualty company lias a very comfortable margin of safety. About seven years ago the American Railway Association undertook to reduce accidents to employees, 35 per cent. At the end of 1929 this goal had been readied and surpassed by so many railroads that it is now proposed to raise the ratio of improvement to 50 per cent and perhaps higher. Accident prevention to passengers and to employees is directly under the control of the railroad management and a noteworthy improvement is obvious from year to year. When wc come to trespasser* the case is different. It is impossible to place along our tines such signs as "No admittance" and "Call at the office " Tle records for 1919 as compared with 1929 show a slight improvement. In 1919, 5,211 trespassers were killed or injured by the railroads. In 1929, 4,87(1 were killed or injured. Just why this slight improvement has been made is impossible to say, although the riutnce> of a hitch-hiker on the highways have probably increased and the improved surface of the public roads may account for part of it. Steam Railroad Section 699 It tt to hv *1 oi grade crossing accidents that I especially wish to cal! your attention. The ysMk W ao incomplete right to the use of these crossings, perhaps a complete nchr *> mt them when not used by the railroad; but it is the indisposition on the part ui thr tumawtik driver to rccognuc our mutual rights that makes our problem so ddErah oc solution. We put up warning signs, wig-wags, and flash light *ignis, gad have watchmen at busy crossings; wc sound our whistles and ring w Wb: we do everything we can, except to stop the operation of the railroad, to avoid these atdwu, and still they occur. This ts not a railroad problem, primarily. It is a national problem, and an associa tion stsch as this, nationwide and made up of loaders in our business and social life, should head the campaign to arouse the public to the enormity of losses and devise ways and means to check such criminal destruction of human life. Increased speed means increased hazards and the automobile drivers seem determined to go to the limit at railroad crossings and road intersections. Recently it was revealed in the publication "Railroad Data" under a caption in large print that 31,500 died in automobile accidents in 1929. This is an increase of 13 per cent over 1928, and is equivalent to the death of one person in automobile accidents each and every seventeen minutes last year. In the previous year it was about one every nineteen minutes. Estimates based on the first half of 1930 show* otic death in emy 14.5 minutes. Consequently the situation is getting worse. When measured in comparison with the casualties in the World War. automobile accidents last year alone took a toll of life equal to forty per cent of all the casualties to American participants in the World War. I was greatly impressed with the remarks of Honorable R. P. Lamont, Secretary of Commerce, in a radio address some months ago. He said, "Safety is a serious national problem, primarily because our people generally are not fully aware of the increasing hazards of life and the alarming facts that confront us." He pointed oat that there wrcre 10,000,000 accidents each year in the United States; that fatal accidents alone run close to 98,000. Consequently the 31,500 who were killed m automobile accidents last year is about 33 per cent of this total of all fatal accidents. Considering accidents from all causes, he revealed that one person out of every twelve b injured or killed every year, a most serious situation. Let us consider the relation of automobile fatalities to persons killed in train ac cidents. In the ten years 1920 to 1929, inclusive, on all railroads in the United States, there were 579 passengers killed, and having in mind that there arc more persons injured than lolled in railroad accidents, the total number of passenger casualties on all railroads in the United States in the ten years to which I have referred, numbered 22,854. The number of persons killed in automobile accidents in one year is thirty-nine per cent greater than the number of railroad passenger casualties in ten years. During this period passenger trains ran 5.600,000,000 miles, and the railroads carried 9,300,000,000 revenue passengers a total distance of 361.000,000,000 passenger miles. The amber of casualties at grade crossings on all railroad* In the United States for the eleven years. 1919 to 1929, inclusive, in automobiles alone were 23,628 people killed, while during last year alone in all accidents involving automobiles, 1 repeat, 31,500 were lotted. At grade crowing*, 2,085 were killed as against 31.500 killed in all automobile accidents, or only about seven per cent of the total. It would therefore seem that Ute railroad grade crossing, is not the place to look for the correction of this trouble. Yet hardly an accident occnrs at a grade crossing which has not aroused a great clamor from every direction demanding the removal of the crossing, utterly disregarding the factor that should really have consideration, which is; What is being done to insure a better supervision and control over those who are permitted to operate motor-driven vehicles? Typical of this particular point is an accident that occurred last winter at a grade crossing where the motorist, 700 Nineteenth Annual Safely Contjress in a snow storm, was driving at such a furious rate of speed that the motor car skidded onto the tracks, colliding with the train, and in the mix-up the crossing watchman, who tried to stop the driver, was killed while performing his duty. Im mediately there appeared in a local paper a bulletin urging that a bond issue be placed before the voters at the next general election for the elimination of the hazardous grade crossing, wholly disregarding the fundamental cause. With 2,085, or only 7 per cent of the fatalities resulting from automobile accidents occurring at railroad grade crossings, and taking last year's figure of 31,500 as tliv total number killed in all automobile accidents, we have over 29,000 who were killed at points other than at railroad grade crossings, many of which occurred at inter secting highways. I do not believe that any question has ever arisen or any clamor has been made for the separation of grades of intersecting highways. Comparing 1929 with 1922, there was an increase in the total motor cars registered in the United States of 116 per cent, but the fatalities increase 1J6 per cent. It would seem from these figures that experience does not improve the situation. In the 1929 report of the Dean of the School of Law, Columbia University, he points out that the automobile has raised new law problems, and adds that, accord ing to recent estimates, more than 180,000 people were killed and over 6,000,000 in jured in automobile accidents in the United States during the last decade, and concludes with this: "In any event, existing rules of law and the machinery for their administration arc proving inadequate to cope with the situation.'* These figures arc a serious indictment of our conduct. To take out all of the grade crossings on the railroad with which I am connected will cost roundly $600,000,000, and the best figures obtainable indicate that to take them out on all the roads in the United States will cost roundly $20,000,000,000, ap proximately equal to the tentative valuation of the railroads as fixed by the Inter state Commerce Commission. This makes the whole thing prohibitive. Despite the efforts that are being made to reduce the number of grade crossings, there was a net increase of 1,697 in crossings in 1928, according to the figures made public by the Interstate Commerce Commission. This increase came on the heels of a net gain of 952 in 1927 and 1,457 in 1926, and it is pointed out that there will also be a gain for 1929. It has not been many years since the general demand for the elimination of high way grade crossings began. Our company alone has eliminated 250 crossings at an expenditure of around $12,000,000; other roads have done as much or more. Wc have before us now, for the elimination of grade crossings, an expenditure of ap proximately $28,000,000. Nearly half of this work is now tinder way. The money to meet the enormous cost which is being assessed against the rail roads for the elimination of grade crossings must he produced by them from their earnings. It is quite the contrary when we come to look at how the states provide for their proportion of these costs: The forty-eight states and the District of Columbia in 1929 collected $431,636,456 in taxes from the sale of 13,400,000,000 gallons of gasoline. This record includes a twelve-month collection in forty-six states and the District of Columbia, a five-month collection in Illinois, and only an eight-month collection in New York. The average tax rale per gallon last year was 3.22 cents as against 3 cents in site previous year, this tax varying in different states from 2 to 6 cents. After de ducting collection cost of the gasoline tax, the net revenue in thirty-four of the forty-eight states with full year collection, was used In the construction and main tenance of rural roads. Not only have the railroads no way, except from their earnings, of recouping what they put into these improvements, but being a taxpayer they also contribute to such work; consequently they get hit both ways. Ten years ago it occurred to me that wc should make some observations of the manner in which motor vehicles cross our tracks at grade at tte principal highways Steam Railroad Section 701 on the various sections of our line. We set up what we thought was a fair standard to be expected of a motorist in crossing railroad tracks at grade; for instance, was speed reduced when approaching the crossing, did the driver look and apparently listen, or in other words did he indicate by his conduct iu the driving of the car that he was interested in determining as far as possible whether the way was clear and safe? These observations were made by subordinate officers wlto had been schooled for the purpose. They have reported roundly 3,028,000 observations, of which 397706. or more than thirteen per cent, were failures. These failures indi cated that drivers failed to exercise proper care in approaching and crossing the tracks at grate. I can say, however, that the motorists of Uie territory on the Baltimore & Ohio east of the Ohio River, were substantially better in their ob servance of safety rales than the motorists in the territory west of the Ohio River, the difference being about seventeen per cent. We know it was bad. These figures, serious as they are, did not cause any amazement. Every morning many reports come to my desk from which I have selected a few to give yea An automobile, on the track, was struck by a freight train 150 feet past the crossing. Two men occupying the car were asleep. In the report of September 29 of accidents occurring the previous twenty-four !tours, there are eight casualties, seven of which involved automobiles. One had been driven off the crossing onto the track. One was driven into the side of a rail motor car. Another was driven into the side of a freight train. Another was driven into the side of an engine; three injuries resulted. All of the occupants of the car were intoxicated. There were 224 people killed in automobile accidents at grade crossings in Ohio in 1929, while in New York, with its large population and enormous traffic, 148 were killed; in Massachusetts with its heavy seasonal tourist travel, twenty were killed in automobile accidents at grade crossings; in Pennsylvania, 112--one-half the num ber of people lulled at grade crossings in Ohio, although Pennsylvania lias 3,000,000 more population than Ohio. In the April issue of the Maryland Motorist, it is reported: "Certain eastern states have reduced accidents about twenty per cent through license laws requiring examinations of all new drivers, according to Sidney J. Williams, director of tl*e Public Safety Division of the National Safety Council, who addressed the Road School of the Wisconsin Highway Commission recently. "The following states, according to the National Safety Council, now have driver's license laws: Arizona, California, Connecticut, Delaware, District of Columbia, Indiana, Maine, Maryland, Massachusetts, Nebraska, New Hampshire, New Jersey, New .York, Pennsylvania, Rhode Island, Vermont, Wisconsin. "He stressed the fact that such laws needed enforcement by a strong centralized state motor vehicle bureau to be effective. "These seventeen of our forty-eight states that have passed driver's license laws are mostly eastern states. Wisconsin, one of the five states in the entire middle, south and western parts of the country to have a driver's license law, was also one of the thirty-five states in the country to show a decrease in motor vehicle fatalities last year. "A few legislatures, in their next sessions, will take up this problem. Traffic authorities are agreed that the enactment of driver's license laws is one of the ways in which the country can combat its alarming toll of 31,500 annual motor vehicle deaths." Some tune ago I was asked to review the requirements imposed upon the student before a license to drive was granted. I would say that not more than per cent are fit to drive under the very limited supervision that generally now exists. While some states have no regulations or definite requirements for the licensing 702 Nineteenth Annual Safety Congress of a motor car operator, the figures we have been able to develop indicate the aver age motorist is created in aboat seventeen minutes. He undertakes to drive a ma chine which can be operated at a speed equal to that of the average passenger locomotive, and which can be and is driven all over the highway at the will of tbc operator, quite a contrast with a passenger locomotive engineer. I had the records of fifty passenger locomotive engineers running our high speed trains taken from our files at random. Prom the time these men first entered the service, until they ran a passenger locomotive was seventeen years. It did not, of course, require seventeen years to qualify these men, but the fact remains that they were that long in seasoning, running on tracks that guide them, under signals that, so to spealc, talk to them, and under definite rules and closest supervision to see that they are obeyed. Therefore, when you ride in a passenger train on our American railroads, you have almost definite assurance of safety because of the qualifications and thorough seasoning and supervision over the fine body of men running locomotives, as against the inexperience and incompetence of motorists to which we constantly expose our selves when on the highways. If the locomotive engineer should fail to stop at a red signal, unless he bad an exceptionally good record, the penalty is dismissal. Although we have spent well onto a million dollars to install flashlight signals for the protection of the motorist at highway grade crossings, we know definitely that these signals arc frequently disregarded by the motorists, many times resulting in fatalities. These signals arc operated through track circuit in the same general manner that the electric auto matic signals governing the locomotive engineer are operated, and yet we accept the disregard of these signals by motorists, a thing you would not stand for ooc minute if it were done by the locomotive engineer. In a two-day check which I had made in June of last year at certain crossings on our road, controlled by flashlight signals and bells, we found 140 Instances of motorists disregarding the flashlight signals, most of which occurred on only one oi the two days the check was made. This is typical of many similar checks. Only five years ago the newspapers carried a story of the thirteenth anniversary of the gratest marine disaster in the history of die Atlantic, when the White Star Liner Titanic went dowu off tlie grand banks of Newfoundland with a lost of 1,517 lives, due to colliding with an iceberg. An officer of the coast guard commoted on this, saying, "Most people imagine it is a matter of hide that inch an accident has not occurred since that time,** adding that they do oot realize it has been made impossible. It was explained that the disaster aroused a universal demand for pro tection from icebergs, resulting In the International Confo-ence on Safety of Life at Sea, at London, on November 12, 1913. In January of the following year the convention was signed by the representative ms;iihne powers of the world, and the United States was invited to assume direction of v derelict destruction and ice ob servation and the ice patrol service, and in the following February the President directed the coast guard service to commence live v/ork as quickly as possible. It was reported in the press that with the exCcptiodr of taro years during the World War. cruising cutters have operated along the transatlantic steamer lanes for the protection of ships. Constantly on duty in the spring and early summer months, these cutters are broadcasting the location of bergs, studying their rate of drift, water temperatures, ice erosion, atmosphere, and currents. As a result of this one disastrous accident that sacrificed 1,517 lives, immediate action followed to guard against a repetition, and with obvious success, while 31,500 died in automobile ac cidents last year alone, *and aside from the clamor for the elimination of highway grade crossings at railroads and the installation of signal lights so frequently dis regarded, nothing is seemingly being done by the lawfully constituted authorities to improve this situation, at least, such effort as is being mode is not effective. Steam Railroad Section 703 There is such general apathy to this great problem that I felt this occasion offered an exceptional opportunity to present the subject to you and urge that you in your various activities give it your earnest consideration and attention, with a view of developing a greater and more sympathetic interest toward promoting a better and more helpful supervision and control over those authorized to operate motor-driven vehicles on our highways. The safe operation of our railroads is ample evidence that it can, if properly handled, be done. Chaxxman Larson : The next number on our program is by Mr. T. H. Carrow, chairman of the Committee on Accident Causes and Remedies. Accident Causes and Remedies ' By T. H. CARROW Superintendent of 8afcty, Pennsylvania Railroad System, Philadelphia, Pa. What I want to do is to give you all the knowledge that can be gleaned from statistics. I want to give you all the inspiration that can be gathered from the progress that has been made, and I want to point out how we can from time to time improve our record. I shall use the figures for the first six months of this year as a basis on whieh.to draw some comparisons. The figures include all classes of accidents, such as em ployees, passengers, trespassers, crossing accidents, and other persons. In the first six months of this year, there were 2600 people lulled, using round numbers, representing a reduction of 12 per cent. There were 26,000 injured, or a reduction of 30 per cent. The reason the fatal injuries show so little reduction is because they include cross ing accidents and trespassers and others over whom the railroads have no control. I shall first refer very briefly to the highway crossing situation--962 people killed, a reduction of 14 per cent. The number of non-fatai injuries dropped from 3,000 to 2.700. If we take into consideration the reduction in business, we held oar own. I think that the redaction in travel might be construed, if you associate that with tlie figures in the highway crossing accident situation, that we merely held our own. What are the influences at work in America that enable us to hold our own on the highway crossing accident situation? First, I would mention the unprecedented work of the Committee on the Prevention of Highway Crossing Accidents. There is no doubt in my mind If nothing had been done by this committee to apprize the public of the dangers of carelessly driving over highway crossings and seeing to it that the bulletins were distributed and people everywhere informed about this danger, today instead of having a thousand fatal injuries in six months, we would probably have twice that number. The oext point I want to stress as having contributed to this remarkable figure is the lectures in the schools that have been conducted by the safety agents and the police deportment representatives of the railroads. In the last year on our own railroad, we have addressed literally hundreds of thousands of children, with a model flashlight to show them what the flashlight means. There is no gainsaying the fact that a lot of people do not know the significance and the meaning of a flashlight at a highway grade crossing. 1 think it is high time that we devote a little more at tention to educating the public in its significance. To my mind the efficient use of the locomotive warning whistle has contributed more than all the rest. It is perfectly asinine, to think tliat a person with low mentality will drive right in the front of a locomotive whistle at full blast, if he can slop hts cor. We must see that the locomotive whistle is used. Check up your locomotive whistle and see if It is being blown right. The next problem is trespassers. The railroad does not have any legal respoosi- 704 Nineteenth Annual Safety Congress bility involving accidents to trespassers; they perhaps do have a moral responsibility. We show a slight decrease of 2 per cent, but an increase of 13 per cent, in injuries. 1050 killed and 1400 injured. Continued education in the schools and the public press, and particularly policing and doing whatever we can to impress the public with their responsibility for this class of accidents, are the remedies 1 suggest. Now we come to passengers. We had 21 fatal injuries, arid although that is a drop of 48 per cent, only one of those fatal Injuries involved any responsibility on the part of the railroad. That is to say, only one passenger was killed on all the 250,000 miles of railroad in the United States in the first six months of this year, which is almost complete immunity. The number of injuries dropped from 1900 to 1600, or 18 per cent reduction. Of the 21 fatalities, 11 of them were killed while getting on and off cars, and 6 were struck by trains after they got off or before they got on the cars. A similar proportion of the non-fatal injuries are attributable to causes over which, to a very large extent, the railroad has no control. I think that is another case of public responsibility, and wc suggest to our friends of the Interstate. Commerce Com mission that there might be some way to emphasize this question of the responsibility of the passenger as contrasted with Uie responsibility of the railroad. We are willing to accept our responsibility, but it does seem kind of tough for a dumb-Dora passenger to walk off a car and get in front of a moving train or to jump off a car when it is going ten. fifteen or twenty miles an hour and kill.himself. Passenger transportation on steam railroads today is not only the safest .form of transportation in the world, but a passenger train itself is a safe place to be. It is infinitely safer than the street. It is as safe or safer than being in this very hotelThe chances of meeting with an accident on a passenger train are practically nil. This is attributable to the unrelenting effort put forth by the railroads to main tain the track and the property and the signaling systems in the proper condition. The next problem is employee accidents. It was out of an interest in the employees, in recognition of the fact that our fellow workers were injured In greater numbers tlian necessary, that the safety movement originated. In the first six months of 1930 500 railroad men were killed as compared with 62$ in the previous year, a drop of 21 per cent. The number of injuries fell from 30,000 to 20.000, a drop of 35 per cent. Isn't that a magnificent reduction ? Isn't it a comfort to the railroad managements in these troublous times to know that Instead of having 600 men to account for, pay compensation, they have only 500 and that instead of having 30,000 injuries to account for they have only 20,000? It Is my firm belief that not one additional dollar has been expended on account of safety activities. There is one fact that stands out tike a lighthouse; 47 per cent of the fatal in juries occur in the train and engine service as well as 34 per cent of all non-falat injuries. At first blush, that figure is disconcerting. It has, however, the greatest promise of all of the statistical information put out by the Interstate Commerce Commission, because we can already put onr fingers on railroads wlrosc engine and train service employees have mastered tire dangers of their occupation. We know that there arc other railroads that are going to fall in line. We know wc are going to level engine and train service accidents to a reasonable rate. Why? Because 80 per cent of all accidents that occur in train and engine service arc of a preventable nature. At Salt Lake City in 1924, the Committee oo Statistics said: "We want to trans form the bulletins of the Interstate Commerce Commission into a kaleidoscope to stow you the rise and fall of the casualties on the American railroads, the causes of the rise and fall, and outline the ways and means by which we can prevent t!>e rise." In dial same address we sakl: "So far as the observance of rules is concerned, wc Stca9n Railroad Section 705 predict that within the next ten years we shall almost read) perfection. Given the money wc can make them almost completely safe, due allowance being made for acts of God or other causes over which human agency has no control." Let us see how that prophecy works out in detail. Let us see if we can't read, in the Interstate Commerce Commission's statistical information, the observance of rules or the exercise of precautions that common sense and intelligence dictate. Coupling and uncoupling cars. Seventeen fatal injuries occurred on all of our railroads in the first six months of this year--42 in the same period last year. Just think of those 25 men being alive today who might not be alive if no effort had been made to enforce the rule, which reads: "Going between or in front of moving cars to couple or to connect or disconnect hose is prohibited." That rule is in effect on every railroad In the country, and while we are not getting 100 per cent enforcement, we are getting about 80 per cent, and that explains exactly why fatal injuries dropped from 42 to 17. Operating locomotives. The number of injuries dropped from 1621 to 1044, a 36 per cent reduction. Accidents on locomotives are occurring in firing engines, shaking grates (or nearly all of them), operating water plugs, and so forth. Every one of those operations is covered by specific precautions or rules. Operating hand brakes. We had 13 fatal injuries last year in the six months, and 12 this year; 805 non-fetal injuries last year and 602 this year. 1 am satisfied that we can make a reduction of at least 30 per cent in 1931. I am certain of the possi bilities of more definite, effective, constructive education and instruction of our train service men, particularly on the humps, in the operation of hand brakes. Operating switches. The number of injuries dropped from 417 to 225, 46 per cent. In 1923 there were 1065 injuries from that cause, and in this year wc will have less than 500. Isn't it clear that in running about the tracks, In close proximity to the train, nothing short of a constant admonition and warning and checking would have caused a reduction in that kind of accidents? Coming in contact with fixed structures. I regret to report an increase under this beading--13 fatal Injuries in the last six months of 1929 and 16 for the first lialf of 1930. The number of non-fatal injuries, however, dropped from 207 to 154. I don't believe that there is a railroad in the country that has any short clearances where it is reasonable to remove them. The only alternative is to pound away at the rule, which says: "Watch to avoid coming in contact with structures alongside of tracks or cars or adjacent tracks." I am satisfied that tlicre is a big field for constructive accident prevention wider that head. Getting on and off cars. The number of fatal injuries this year dropped to 30 from 39. The number of non-fatal injuries dropped from 2228 to 1478, or 34 per cent redaction. In 1923 the number of fatal injuries under "getting on and off cars" was 101 as compared with probably 50 for this year. The number of non-fatal injuries was 8,000, compared to possibly 2.500. It is my opinion that it will be easier io cut a third off our present figures than it was to bring the original figure down to the present one. la other words, wc have laid the foundation and employees arc more amenable to instruction than heretofore. We recently made an analysis and found a very large percentage of the accidents due to getting off standing cars. Wc have simply put the order into effect: "Hold onto the hand-hold until you get a solid footing " which practically wiped out the accidents. Struck or run over, not at public crossings. This is a most serious cause of accidents on or around the railroad. There was a total of 271 fatal and non-fatal injuries, a reduction of 44 per cent. There is no figure that gives me more encouragement and illustrates the possibilities of education, supervision, and discipline, than this par ticular cause. Our general manager issued instructions to our supervision to make a check of thirty days on every rule in our book which covers struck and killed by trains. Wc hail 706 Nineteenth Annual Safety Congress a mighty fioe falling off in fatal injuries, and it is my belie! that it was that check that did it- Don't ever feel that it is any imposition to require a check, because if a man is on the job. he is making that dieck anyway. Non-tram accidents. In Salt Lake City we said, "In the future our greatest pro gress will be made in non-train accidents." In the present year the number of fata) injuries that mill have been saved will be almost 200 and the number of non-fatal injuries will be almost 90,000, you can see how that prophecy came true. If we can't mice a reduction in our fatal and serious injuries, then all effort is wasted Fortunately, we can report a reduction from 625 fatal injuries to 494, or 21 per cent. But In my judgment it will be easier to save 100 fatal injuries on all the railroads next year than it was to save 131 this year, aud if we do tliat, we will have cut down the fatal injury rate by 40 to 50 per cent Now remember, when you get home, get busy on the causes of accidents that most commonly result m fatal injuries. Nothing has been done by any body of men in the world that is finer titan the progress made In accident prevention among employees on the American railroads. What has been accomplished is merely an indication of what is going to take place for the fatality rate will be cut in half in a short time, and the non-fatal rate will also show a very decided drop. I am willing to stake my reputation as a prophet that within another three years you will see a drop in train accidents on the American railroads that will be equivalent to the drop that was made in personal injuries in the first three years after the Salt Lake City meeting. 1 should like to analyze the collisions and the derailments and the other locomotive accidents. I hope the recommendations made in the last circular will be complied with, that reports will be properly made, that you will check your accidents, and that you will put machinery in motion to bring down the train accident rate. CHAIRMAN Larson: The next paper is by Mr. A. J. Cates, safety inspector. Personnel Department, Pennsylvania Railroad, Philadelphia, Pennsylvania. Head and Eye Protection for Welders By A. J. OATES Safety Inspector, Personnel Department, Pennsylvania Railroad, Philadelphia, Pa. In the protection of the head and eyes of welders, consideration must be given to numerous features which involve not only the injury cause, but the efficiency of the operation being performed. The work lias been sub-divided into the three most common classifications for which protection is necessary* These classifications are: I. Oxy-acctylene cutting ami welding. II. Metallic electrode welding. 111. Carbon arc cutting and welding. In these operations two injurious invisible light rays are encountered, the infra red and ultra-violet, as well as visible light of varying high intensities. Filter Gian When guarding against these injurious light rays, the first consideration should Ik* given to protection for the eyes, involving the use of filter glass. Almost any piece of colored glass will cut down visible transmission, and to a major degree will eliminate ultra-violet, but will have no effect on the infra-red. These invisible rays are colorless; tljcrefore, the color of the protective glass has nothing to do with the elimination of them. They can be absorbed only hy glass of Steam Railroad Section 707 the proper chemical composition. However, the color of the protective glass is an important factor from the point of visible transmission as it is well known that a glass of ooc color will obscure details while a glass of different color, but the same density, will bring out details not seen through the first glass. Therefore the ideal screen or filter glass is one that will absorb the invisible light rays and give the proper visible transmission and dearness of object with the least amount of glare. This is accomplished by having the field of visible light within the range of yellow to green bands of the spectrum. Filter glass must be free from striae, waves, flaws or other optical defects which would cause eye-strain or fatigue. This glass is manufactured in a number of colors and of different densities in each color. The color should be selected that will give the highest visible light transmission, or, clearest definition of object, with the least amount of glare, but the density of the color in the glass can best be decided by the operator using it because of the individual difference in keenness of sight which enables one man to see through a certain glass that would be too dark for another man. Filter glass is quite expensive and for this reason a piece of thin clear glass is placed hi front of it, to protect it from scratdies and from being pitted by sparks. This protective glass is known as a cover glass. It should be free from optical defects. We submit all filter glass to our test department for 100 per cent test and ap proval before placing it in service. We do not permit the use of broken filter glass or cover glass. Oxy-Acetylene Welding and Cutting In gas cutting and welding the chief hazards are glare with its injurious invisible light, and small Aying particles of molten metal or sparks. Light rays from these operations arc not so intense as to affect the skin, and adequate protection is given by a pair of cup type goggles. Particular care should be given to the proper fitting of goggle?, especially at the side of the nose bridge. If there is an opening here, sparks will enter and bum the corner of the lids or the eye itself. Serious eyeinjuries have been caused by poorly designed or ill-fitting goggles. Such goggles are held iu place by head-bands, and must be made of non-inflam mable, non-heat conducting material and comfortable to the wearer. They should be well ventilated and so constructed as to exclude all direct light not passing through the lenses from a source la front of the wearer, ami all stray light from the sides. ' The cups should form a complete seal around the eye cavities and their interior surfaces should have a permanent non-reflecting, finish. The hazard of glare with its content of injurious invisible light may be eliminated by fitting the goggles with screen or filter lenses having high invisible light absorp tion qualities with a moderate reduction in visible light transmission. For gas cut ting the density of the glass should be low because there is little reflection of light and the workman needs to follow template or lay-off lines which demand a clear definition of the object or work. In welding the intensity of the light is somewhat greater, a condition that can be eliminated by using a glass of higher density. Metallic Electrode Welding Most of our electric welding is done with the metallic electrode. The arc from thts operation is very intense and sufficiently rich in invisible light and glare to warrant protection for the face as well as eyes. The protection consists of a helmet or a hand shield equipped with filter glass to absorb the invisible rays and gives a considerable reduction of visible light transmission. If hand shields are used they 708 Nineteenth Annual Safety Congress should be constructed of wood or fibre. They should be large enough to cover the face and the edges turned back to protect the sides of the head. The handle should be designed with a shield to protect the hand of the operator, or, he should be re quired to wear gloves. Helmets for this class of work should cover the entire face and front portions of the neck, and be so constructed that the window holding the filter glass, the top por tion of the helmet or the entire helmet can be raised to enable the operator to in spect his work from time to lime. They must be made of a material which is light in weight and a non-conductor of heat or electricity. To protect other workmen from direct or reflected light rays, and sometimes as a matter of convenience, this electric welding should be isolated or done in booths formed by fixed partitions or shop walls. Only one operator should be permitted in each booth unless they arc separated by screens. When work is such that it cannot be taken to a welding booth, the operator is obliged to go out into the shop to do the job. Under no circumstances is this oper ator permitted to proceed with the work without first patting up screens which insure complete isolation of the job from other employees in the vicinity. These screens usually consist of fireproofed canvass held in place by a rigid frame. When arc welding is done in booths or confined space, care must be given to in sure sufficient ventilation to carry off injurious fumes created by flux on the welding rod or surface conditions of the material being welded. In places where it Is im practical to provide ventilation, the operator should be required to wear a respirator of filter pad or chemical cartridge type. Carbon Arc Welding and Cutting Light from the carbon arc is of an extremely high intensity and is rich in ultra violet and infra-red rays which cause serious injury if prolonged or repeated ex posure occurs unless adequate protection is provided. The operator must wear a helmet covering the entire face and front portion of tbe neck. Unless the helmet affords complete protection to the upper portion of the cJicst and lower portion of the neck, a short bib or apron should be attached to the lower portion of the helmet. It is important that this bib be made of fireproof ma terial. If two or more operators are working together oo the same job, say cutting down steel cars or other similar operations, the back of the neck should be protected against rays from tiie adjacent operation. The inside of Ixxsths, sheds, portable screens or curtains used for electric weldfag operations should be {tainted with a sine oxide paint colored to a bluish grey fay the use of lamp black. This will absorb the invisible light rays and reduce the reflected visible raysl Goggles, Helmets and Hand Shields All gas and electric welders and cutters should be supplied with individual goggles or helmets according to the requirements of their work. These devices once used regularly by any individual should never be used by any other person until they have been sterilized. Helmets and hand shields should be made of material having a low moisture absorption quality, should not be easily warped by heat and sturdy enough to with stand shop usage. - We require foremen to nuke frequeut inspection of goggles, helmets and shields to sec that (hey are in good condition and that oo light teaks hare developed. Helmets and hand shields are ordered less glass and after receiving them the proper fiber and cover glass must be applied before the device b placed in service. S/etrnr Railroad Section 709 In conclusion it can be said that there is a definite recognized li.uard ulikh can be controlled in direct proportion to the efficiency of the devices used in relation to the operations. Chairman Larson: We will go tu the uexi subject by Mr. F. K. Bradford. Superintendent of Safety of the Boston & Maine Railroad, Boston. Collapse and Pall of Objects in Shops By PRANK R. BRADFORD Dboetor of Safety and File Protection. Boaton ft Maine Railroad, Philadelphia, Pa. The first recorded accident in this class that I have been able to find, was due to an apple falling on Mother Eve in tbe Garden of Eden. Incidentally, that is the first "Alibi" for a man-failure ou record. Since then, man has been the victim of things falling from trees, from mountain sides, from caves, and even his house sometimes collapsed and squashed him. There are few types of railroad accidents in which the fundamental cause is so clearly and invariably defined. We know without possibility of doubt, alibi or argument, that inanimate objects, insecurely fastened or supported in an elevated position, will tend to reach a lower level at an accelerating rate of 32 feet per second and the person so unfortunate as to interrupt that progress is quite likely to spend some time in the hospital depending, of course on the comparative mass and density of the falling object and of the person involved. That this has occurred with rather disturbing frequency is indicated in the reports of our friends the Bureau of Statistics of the I. C. C. which show for tlie year 1923, 46 fatalities and over 15,000 reportable injuries due to collapse and falls of objects in non-train accidents. In the seven years of war, politics and strikes just previous to tbe present safety era, there was reported under this classification, an average annual toll of some fifty persons struck down and killed, and nearly twelve tliousaiKl severely injured. This class of accident, is not confined to shops, on the contrary, it includes all branches of railroad activities, and its casualties account for over twelve percent of those in all types of non-train accidents. About the time the 35 percent reduction program was set up, you gentlemen be gan to pick the apples before they had a chance to fall and hurt somebody. Whether the number of falling objects has actually been diminished, or you have taught your employees better how to dodge, or both, I am unable tio definitely determine, but the result has been a percentage year to year reduction in total number of reportable fatalities and injuries considerably In excess of your contemplated 5 percent per year as follows:-- 14i percent, 14.4, 10.4, 17.8, 10.6 and 5.2 percent respectively in the years 1924 to 1929 Inclusive, the number of such accidents in 1929 being only about 4200 as compared to over 15,500 in 1923, a grand reduction of 11,300 injuries or 73 percent. Remarkable as !uve been tiie reductions in this type of accident which, up to only a few years ago. were generally considered "unavoidable'*, or as "something that just happened", there is still plenty of opportunity for further Improvement for here is the chance for the foreman to step up and do his stuff. The foreman Is the one who selects the materials and directs the placing of scaffolds, staging, ladders, shoring, etc., and his is the direct responsibility for their strength and adequacy. Obviously, however, the foreman must first have had the necessary training and experience to qualify for this responsibility and the management must be willing to furnish tlx: proper quality and amount of materials required. With large erection, tunueliog, ditching and similar jobs, it is probably advisable and most efficient to engage the 710 Nineteenth Annual Safely Congress services of an expert staging1 or shoring contractor, but tl>e stagings, jacks, etc. used in ordinary shop or rip yard work, and in bridge and building mamteoaace are distinctly within the province of the local or gang foreman. The safety of his *r" and others depends to a very large extent on the ability of the foreman to visualize and prepare in advance for the loads that his staging may be called upon to and to recognize the need for bracing and shoring where progress in the work may introduce the possibility of collapse. In recent years, largely owing to the activities of interested foremen, employees and Safety committees, improved types of ladders, blocking, stagings, supports and braces have been and are being, developed; some of which have been standardized and put on a, commercial production basis. This inventive activity undoubtedly has had a marked effect in improving efficiency and reducing accidents and should be encouraged to the fullest extent by the management As each particular type of work has its own specialized requirements for staging, platform... etc., it would be imprac ticable in the time alloted for this paper to enter into any detail discussion, but I would call your special attention to the Safe Practices Pamphlets of the National Safety Council, and to the many excellent articles contributed to the several Safety* Magazines in which these improved devices are pictured and described for the benefit of us all While the collapse of structures, stagings, jacks, etc., probably contributes an ex cessively large proportion of the fatal and permanent Injuries in this class, the simple falling of tools and materials, mostly comparatively short distances, undoubtedly causes the greatest number of injuries and in the aggregate probably the greatest loss of time and expense. Wc know that a personal injury is the result of only one of a succession of accidents. Some enthusiastic investigators figure as high as three hundred accidents to one serious personal injury. Ou this basis, and disregarding severity, it seems conservative to estimate for the American Railroads, 10.000 injuries occuring during a year due to falling objects, which would mean an almost con tinuous downpour of some three million wrenches, chisels, boards, boxes, crow bars, axes, and what have yon. Thirty seconds would not be too long a time to allow for stopping work to pick up each of these things that have fallen which figures up to a quarter of a million hours wasted in non-productive time and effort. We are apt to laugh when something drops on tle other fellow's head, but when you consider that it takes a day's work of over thirty thousand men to clean up the mess besides putting upwards of five thousand men out of business for more than three days time--and some are never able to return to work--you begin to appreciate the seriousness of the situation. The reason for things dropping has been explained by Newton's Law of Gravity, but the reasons for things being in a position to drop accidentally, are the old offenders, indifference; negligence, thoughtlessness, clumsi ness, ignorance, hurry and occasionally maliciousness. However, call them what you may, none of them has any justifiable place on a wed managed railroad. Their presence as indicated by repeated casualties due to fading materials, tools, stock, etc. is a reflection on the ability or willingness of the foreman to personally direct and lead his men in ad of their activities. That accidents in this class are readily sus ceptible to practically complete elimination through reasonably adequate supervision is clearly apparent in the records being made by the leading industries represented in such groups as the Metals, Cement and Quarry sections as well as by the rail roads in our own section which lead in safety. In six years, reportable casualties listed in class (h), collapse, fad, etc. of objects, have been reduced 73 percent. Gratifying as this reduction may appear, the very fact that such a material reduction has been so readily made, supports the belief that a further large decrease from tl>e present figures is still easily possible by in telligent and continued improvement in supervision. Steam Railroad Section 711 Chausiak Laxson : The next paper is by Mr. G. M. Kramcrcr, Shop Safety Agent, lbMwr and Lake Erie Railroad Company, Greenville, Pennsylvania. Shop Burns and Palls By G. N. KRAMERRR Shop Safety Agent, Bessemer and Lake Erie Railroad Company, Bessemer, Pa. In the last six years 24 per cent of our lost time accidents on the Bessemer have been caused by falls and burns. In the year 1929, only 12 per cent of our lost time accidents resulted from lliese causes. Our accidents now are only about one-fourth of what they were six years ago. This means that we now have about one-eighth as many accidents from these causes as we did six years ago. The most common causes of these accidents in their order of frequency arc-- Falls. From engine or car or into car. Slipping or tripping ground level. Holes or loose obstructions along track. Slipping or tripping from above. Burns. Hot metal, flue dust or flame. Steam, hot water or acids. In the last six years we have had but four lost time accidents resulting from falls from ladders, one from falling into an unprotected hole, none from falling from scaffolds, and only one from electric shock. The Carnegie Steel Company safety booklet states that "A dirty plant means acci dents". Good housekeeping is one of the most important factors in the prevention of accidents from falls. A foreman cannot expect to have a good safety record if he does not provide a place for tools, surplus material, scrap material, etc. and insist on these things being kept in their place when not in use. Aisle ways and walks should be kept clear for pedestrians and trucks. A good idea is to paint lines or nail thin metal strips to outline aisles, and then keep material back of these lines, piled in neat order. This will also provide more floor space. It is the supervisor's duty to take the initiative, and the men will soon form the habit of good housekeeping. A clean up day each month, or a week'during a year is valuable to get rid of ob solete material and scrap. When men get the habit, they will not revert to former practices. Fruit skins, oily waste or other rubbish should not be tolerated on floors. Cov ered containers properly labeled must be provided if the shop is to be kept clean of slipping hazards. Grease and oil should not be allowed on floors. Rubber soles and heels are par ticularly slippery on oily surfaces. Men cannot work safely on rough, uneven or loose floors. A great deal of at tention is given to the floor in a modem shop. Metal plates, used to cover valve pits or sewers, should be roughed up or corru gated, especially when used outside, for in frosty or snowy weather smooth plates are a real slipping hazard. Low places in yards, where water stands and freezes should be filled in before freezing weather. When spots of ice are covered with snow, they give no indication of bad footing. All obstructions throughout yards should be kept at least six feet from the rail. Give the switchmen a chance. Jumping from rail to rad and across pits should not be allowed. It is bad prac tice to step on rails; they are very slippery, especially when frosty, or when a man has greasy shoes. I have been told that one large R. R. System prohibits em ployes stepping on rails. 712 Nineteenth Annual Safety Congress Turntable and transfer uble jilts, engine pits and ash pits cannot have guards around them, but sltould be well lighted to prevent falling ioto theca. Cleaning grease from engine parts or machinery on floors or runways is bad practice. These places get wry slippery when wet. Floors about pits, elevators and revolving machinery should be of the best material and kept clean. All stairways, more titan three steps high should have a hand railing. Laying tools or material on steps should not be allowed. Men need well lighted shops and yards il they arc going to work safely. Ladders Ladders and trestles, condemned as unsafe, should be sent to the carpenter chop at once for repairs or else destroyed. We, on the Bessemer, learned onr lesson. A painter who had some work to do on top of a box ear, used a defective ladder which had been thrown on the scrap pOe-- this ladder was handier to get than a safe one. He did his work, but when getting down, the ladder broke, he fell to the ground and broke his hip. He has not worked since and never will, just because some one neglected to destroy the ladder. Ladders and trestles should be inspected and tested frequently; the ones that arc in need of repair should be sent at once to repair shop and those beyond repair, siioulri be destroyed. Not long ago I saw a man mt a ladder, about twelve feet from ground. The ladder looked suspicious, so I walked over, and when l saw Its condition I almost held my breath until I got the man down. The side rails were full of weather cracks and some of the rungs were split diagonally and tied with twine. I asked him why he was using it, and he told me that it was handy. I told him that I would park right there until that ladder was destroyed, he got a saw and cut it in short pieces. Sometimes ait apparently good ladder is not safe. Wc had one which looked to be 100 per cent safe. A man was coming down it and the rung next the bottom broke off. almost as square as if it had been' sawed. Investigation showed that the rungs Imd been made of black ash which had become brashy in about two years. White ash or Hickory make the best rungs. A good way to test a Udder is to place one end up about a foot from floor, then jump on each rung. If it stands this treatment, it is safe to use. Spikes or safety shoes should be used on the bottom of ladders, according to the floor. Ladders should lie kept on the floor; not set up on boxes or benches. Only men who are accustomed to climbing should do work on roofs, cranes, crane runways, and on scaffolds. Whenever it is practicable a safety belt with life line should be used. Men working around and on top of engines should use good safe wrenches. Many falls have resulted from a wrench breaking or spreading, or ben* too large for the nut. * Scaffolds Too much care cannot be given to the erection of scaffolds. Of course they are but temporary, but lives depend on their being strong. Only good straight grained lumber should be used, free from defects. Railings and toe boards should be used, and all nails driven in full length. The specifications for high scaffolding as laid down by the state law, should be followed closely. Where loose floor planks are used, cleats ought to be fastened to ends, on the bottom, to keep them from slipping off supports. Spruce or yellow pine snake the best flooring plank. Supports should be placer) about every eight feet, especially if more than one man is to work on them. If heavy material is to be handled on Steam Railroad Section 713 scaffold, greater care should be taken in erecting it. It's a good idea to test a scaf fold, a short distance off the ground, with about twice the weight that it i> intended to carry, before actually using it. Men working on a roof should wear rubber soled foot gear and if the roof is smooth, it is best to have safety belt and life line attached. Don't send up tlc fel low who is afraid of high work. There's always something for him to do on tlie ground. Coal Chutes Open coal chutes are hazardous. Some companies have a screen over them, large enough to permit coal to go through, but not large enough to let a man through. A good precaution for a man entering hopper is to wear a life licit and line, at teas! be ought to have a companion near him. Open trestles should have standard railings. I've brought a small model of a ladder which was designed by Mr. Cray, our superintendent of motive power. It is used by men who clean out pockets in hoppers and eliminates the danger of man going through chute. Bums Probably most eye bums are the result of being struck in live eye with hot sparks, scale, hot chips, etc. Every person who is exposed to eye hazards should have a pair of comfortable, well adjusted goggles. On the Bessemer we have a list of occupations, for which, we insist that men wear goggles. This list covers the more dangerous occupations, but in addition, we are trying to educate all employees to put on goggles, if there is the least danger of having an eyo injured. Extra precautions are taken with a man who has only one eye. Work requiring the use of goggles at all times include; handling acids or lye; all welding and cutting with torch; riveting or heating rivets; any grinding operation; machining any hard inetal; operating hot saws or pouring any molten inetal. The operation of oil burners require the use of goggles, the operator should be an experienced hand. These burners go out, if the burner is not hot enough or the oil ts too thkk or cold to ran freely. If unlighted gas is blown into a confined area, then lighted, it sometimes explodes with serious results. In our shops we use oil burners to Are locomotives, for pop setting and tests. Up until a short time ago, the operator of a luirner stood beside it on tlie deck of the engine. After a number of near accidents, caused by the flame becoming ex tinguished and the operator lighting gas, when combustion chamber was full of it, valves were changed from burner to tanks which are on the floor, so if gas explodes there is no one near enough to get burned. A man should stand back a safe distance when wetting down hot ashes, as there is sometimes ah explosion of steam. Goggles should be worn for this job. Care should be taken in walking over fresh ashes because man is liable to sink through where they are red hot. A man should be well equipped with good shoes, gloves, jacket and goggles, when entering a hot lire box to work. He should have a companion at Are box door; he might be overcome with the heat or the door might become latched. A few years ago, one of our men was in fire box when someone swung the door shut. Fortunately the man inside was able to make himself heard and no harm resulted. Several years ago a boiler maker and bis helper were working on the front end of a locomotive. About the time Lhcy were ready to close up the front end, the foreman asked them to go to another engine and do some work. They finished the job and the boiler maker went off by himself a short time. When he returned to the first 714 Nineteenth Annual Safety Congress engine to finish lliat job, his helper had disappeared. He closed the front end and tightened all clamps ami reported the engine ready to be fired. The helpers got up fire wood and oily waste and were about ready to fire the engine. In the meantime, this* boiler maker was wondering where his helper was, who was prone to lie down and go to sleep very easily. He told them not to fire up, opened the front end, and sure enough there lay iiis helper sound asleep. It's not hard (o imagine what would have happened, had fire been started and the blower started. In foundry work the greatest hazard is flying bits of molten metal. Goggles should be worn at all times when working with molten metal. Many burns about the feet and legs result from improper shoes, and short trader*. A foundry should have a good floor and free from tripping or slipping hazards. Some time ago a near accident happened in our foundry when pouring molten brass around a rocker arm shaft. The shaft was hollow; both aids had been plugged by pressing steel plugs in with a hydraulic press. The hot metal around the shaft, heated the air inside, causing it to expand, and blew one plug out with great force. Fortunately it hit no one. When the centers were drilled, the holes should have extended through the plug, so the air could escape. Wet or damp ladles ought never be used for molten metal; dampness causes explosions. The increasing use of electricity brings hazards which we did not have a few years ago. Severe shock and boros come from defective insulation, sockets and switches. Pliers made from fibre or other non-conductor material should be provided for placing and pulling fuses. No one but an experienced electrician should be allowed lo repair equipment. See that electricians and linemen are equipped with good, safe climbers and safety belts, and if workiug on high tension lines, have rubber gloves and toot gear. All men working around electricity ought to be instructed, at least, once each year, in the Shafer method of Resuscitation. Even UO volts have proven fatal, under cer tain conditions. Accidents from the use of acetylene carbo gas and oxygen generally come from in experience or carelessness in handling or repairing tanks, gauges and torches. Great care should he taken with this equipment, and the instructions sent out by these companies, followed closely. The operator of a burning or welding outfit should be protected by well fitting goggles or helmet, long sleeve gtoves, jacket and leggings. It's a good plan when anything hot is left lying on the floor, to take a piece of chalk and mark it HOT, so someone will not come along and burn their fingers. Statistics tell us that only about 15 per cent of accidents come from defective equip ment; the remaining 85 per cent are caused by man failure. Then, in addition to practicing good housekeeping and keeping equipment in good order, we should strive to educate men in Safety, so they will not break the Safety Rules and will do more real thinking. Don't forget that "The best Safety Device b a Careful Man". ADJOURNMENT Steam Ratlroad Section 715 Thursday Morning Session October 2, 1930 C. P. LARSON. Chairman Missouri Pacific Railroad Company, St. Louis, Mo. The final session of the Steam Railroad Section convened with Chairman Larson presiding. Cuauuam Labson : Mr. D. G. Phillips will discuss the subject of "Motor Car Accidents." Motor Car Accidents By D. G. PHILLIPS Superintendent of Safety, Wabash Railroad, St. Louis, Mo. The introduction of the motor car has brought a string of serious injuries. These injuries have been caused by defective equipment, improper handling or operation, or a combination of both, in spite of the fact that the section foreman and tltc road supervisor know more about motor cars than anybody else. I believe the best way 1 can get at this motor car transportation problem is to let you be a section foreman, with whom 1 am going to take a trip to work. It would be a good thing, as Mr. Hartemtein told us yesterday, to take more trips out with the boys and find out what is going on. I have come to your house. Don't get in a fight with your wife before you leave home in the morning. Leave your home in a good frame of mind. You are going to operate a motor car. a dangerous machine, so leave your troubles behind, and have your mind on the job for the next eight or nine hours. The first thing is to get a line-up on the trains. I don't mean for you to ask the operator what is on the line and for him to say, "Eighty-two Is on time. Ninety-six is about on time. An extra over at Evansville--they arc tied up there, don't know when they will get out." Get a written line-up with the dispatcher's name on it. The dispatcher has thus acknowledged his responsibility for its accuracy. In the next place, Mr. Foreman, it b foggy, so wc are not going out this morning. We are going to work on the passing track until the fog lifts, unless there is some thing so important that you must do. In that case you must flag both alicad and behind, for there is nothing more helpless on the road than a motor car in a dense fog. Don't lake your men out in the fog. Mr. Section Foreman, I want you to inspect that motor car before wc go. I know you tested the brakes as you came in last night. Be sure the nuts are on the holts, the bolts are there, and the brakes are there. While you arc looking it over, say just a few words to the meu about safety today. Get tlieir minds on safety first. When you put the car on the track, be sure you have a definite, recognized method of doing it. Don't let a big strong man try to put the whole car on alone. Make him wait, until all the men are in position. Many sprains and hernias have been caused because some big strong man or some little man attempts to get the car on before the rest of the gang arc ready. Your motor car is on the passing track. Be sure your men are all on the car before you start, except those who start the car. Have the men who start the car, start it from behind and not from the side or front. Your motor car is started. Of course, you don't go very fast on the passing track to the main line. Get oft yourself and handle that switch. If your car is light, it Is better to lift it over the rails and not operate tlie switch. We try to 716 Nineteenth Annual Safety Congress impress on our foremen that the car should always be lifted over the points and not run through- the switch, but in hard times, when you don't liave many men on a section, it is sometimes better to throw the switch and run your car through. But handle that switch yourself. After the motor car has passed, throw your switch, lock it, watch the position of the switch carefully yourself. A designated man should remind the foreman before he starts the car, "Mr. Jones, you left the switch locked for the main line," or, "You left it locked for the passing track." Another motor car comes up. Have a talk with the other section foreman. I.c( it be understood that he is going to follow you today, and tinder no circumstances is he to run within 400 or 500 feet of you. You start out. You turn to me and ask me: "How fast do you want me to operate this motor car today?" On straight, good track with an even view, you might safely say, "You can run twenty miles an hour." On the other hand, if there are curves, obstructed crossings, steep grades a different speed is necessary. In other words, twenty miles an hour is perfectly safe at one point and live miles an hour is absolutely dangerous at another. I don't think it is safe to operate a motor car over an interlocking plant at any speed- it is one point where you should push the car because that switch is liable to be thrown at any time. We come to a grade crossing. It is absolutely open, for you can see a long way in either direction. I think it is safe to cross at five mills an hour, but not faster because there may be something lying between the rail and the track that will derail the car. If there is an automobile In sight, let the aotomobile have the right-of-way. It the crossing is obstructed, if there is an automobile in sight, stop. We tell our foreman: "Whenever you get hit by an automobile or whenever you hit aa auto mobile. automatically you are discharged, you arc through.** We come to a switch. The foreman is supposed to inspect every switch he goes over. Mo man can inspect a switch going over it at fifteen or twenty miles ao hour, so wc slow down to five miles an hour to avoid derailment and for proper in spection. We tell our foremen: "When you run through an open switch, yon are through." Another thing--see that some of your men are looking both ways, behind and altead and don't let any Tom, Dick and Harry operate your motor car. Rm it yourself unless you have a man who is a better operator. Whenever you do have a motor car accident, bulletin it to every section foreman on your railroad. A section foreman in New York never hears what happens on the other end of the line. Became lie isn't having any motor car accidents, he takes it for granted that all is well. Let them know what is going on all over the tine for information will open their eyes to what is liable to happen. Don't follow a freight train too closely. Let's keep away back here, several hundred feet. Wc have had many accidents oo different railroads due to motor cars striking trains. A motor car caught up to and' struck one of our fastest trains. The general manager sent for the head of the signal department (this happened to be i signal department gang), and said, "If you arc going to operate your motor cars faster than I can operate our passenger trains, we will make arrangements to have the passengers transferred." He could not liave said anything more effective to stimulate that signal supervisor to stow down his motor cars. Be very careful about curves. When the look-out man can't see far enough around a curve to stop in time to get the car off if a train approaches, he should be directed to flag around that curve. As long as motor cars are operated around curves without a flagman out ahead, motors cars will be struck and destroyed. Steam Railroad Section 717 From a financial viewpoint alone, It is better to take a little time and flag around the curve. You have no right to expect your men to take chances. The safe operation of your motor car depends on whether the section foreman himself docs the things he ought to do. He already has the knowledge; yoa can't add much to it Your job is to impress upon him the absolute necessity of using it as he should. Make that road supervisor a safety first man. A safe section foreman will overcome your motor car troubles. Mr. J. L. Walsh (Missouri-Kansas-Tcxas Railroad): The prolific cause of deaths and injuries is placing tools on the motor car. Men need to be drilled on the safe place to put their tools where they will not (all off. Furthermore, every man should liave his place on the car, knows what he is going to do when an emergency arises such as removing the car on the sudden approach of a train. Installing Remote Control at Switches M. J. Flannigan (Chicago, Milwaukee it St- Paul Railroad) : On our railroad we are putting in remote power control switches. We just had an accident which kilted a section foreman and put another ma in the hospital, when the switch was thrown with the motor car going about twenty nr twenty-five miles an hour. We have a rule in our safety book of rales for maintenance of way men that they must stop their motor cars at derailing switches and power ^itrol switches and push the car over the switches. In this case the section foreman, with all other section foreman and automatic signal foremen, had a one-day session on handling motor cars and a half day discussing these power control switches. This particular section foreman took a car over the switch four different times up to the time of the accident, stopped his car, and pushed it over the switch, so he thoroughly under stood wliat to do, but in this case he failed to do it It cost us $55,000 so far this year for accidents earning derailments, personal ac cidents, and injuries to our employees because tools fell off the car. We were beaten in court because we didn't have a screen to oover the tools. Wu. F. Johnson (New York Central): We have instructed our foremen to organize their gangs, so that the same man will be in the same position day after day for he becomes more efficient and knows the strength required for certain lifts and is freer from strains and slips and falls than if he is working at one position today and another position tomorrow. Mr. Phillips mentioned that it was advisable to have the section foreman operate the switches. If the section foreman Is to delegate the operation of the car through ' every switch there is going to be a constant change from one position to another all the time. I think the assistant section foreman should operate it, and the section foreman check up. Two motor cars start out, one trailing the other. We liave tried to instill in our foremen that the lead car must signal a trailing car before a stop is made, and then not to stop until the trailiug car has answered the signal. One method to overcome the danger of interlocking plants to have the section foreman with the power man, and have the power man look out for the motor car. There are different hazards in going through switches, and it is well to remember whether you are going through a trailing point switch or a facing point switch. I want to call your attention to skylarking in the transportation of men on motor cars or trailers. We had a death case that arose through skylarking. The section foreman was responsible because he didn't stop it. Make someone responsible for the safe loading of tools. Before the car is started, have that man report to tlie foreman that the tools are in safe condition to ride. Chairman Larson: The next subject on the program is by Mr. E. G. Evans, superintendent of safety, Louisville & Nashville Railroad Company, Louisville. 718 Nineteenth Annual Safety Congress The Prevention of Accidents--Handling Rail, Ties and Track Material By E. G. EVANS Superintendent of Safety, Lotrisvflla and Nashville Railroad Co, Louisville, Ky. I interpret my subject as being a discussion of those measures which should be taken to stop or hinder accidents from happening when ties, rath and track material are being handled--a subject of decided interest to me since on our road more than 50 per cent of our total track department injuries each year occur while handling rails and ties. Since 65 per cent of our total injuries occurring while handling rails and ties hap pened while rail was being handled, 1 will first deal with the handling of rail--you must pardon me if I refer to what we have done and are doing on our line. If I should try to generalize, my remarks would not have behind them the force, the sincerity which a reference to our own activities will give them. The Handling of Rail Wlkile some authorities recommend the loading of rail in low sided gondolas we greatly prefer for our rail to come to us on flat car;, properly stripped between the tiers--where and when possible they should be handled by a crane or other equip ment. Their weight and bulk ('especially that of frogs) make it extremely difficult and dangerous to handle them safely by hand. At the commencement of unloading the foreman should, in all cases, place himself where he may see what is being done and if necessary direct the moves. All rails should be marked at the center so that tongs may be placed so as to prevent rails from tilting or falling. No attempt should be made to lift a rail until it is free from other rails in the car. The boom should be in a position directly over the rail to be lifted so that the rail will not swing sidewise. Just before I left the office a report was received which read--"Will Carr was engaged In loading rail with his gang and while raising rail with rail machine the rail swung cross-wise causing machine to drop it and it fell on Carr's foot, bruising K slightly.* The report ended by saying--"The matter has, of course, been handled with all concerned and they have been cautioned regarding the improper manner in which this work was bring performed." All parts of the rail handling machine should be given frequent inspection, not only by the foreman, but by supervisors and roadmasten. Tongs, cables and cable fasten ings must be given especially thorough examinations. Under no circumstances should men be permitted to jump over or pass under suspended rails, or place themselves in dangerous proximity to skids when they are used to unload nils. Rail should never be lifted by a`derrick when a tram is passing on an adjoining track, for some untoward event might swing the rail into the side of the passing train; for the same reason the derrick boom should be securely fastened when a train is passing. Loading or unloading should never be done when the vision on an adjacent trade is obscured. When rail is unloaded between the tracks, unless the ballast is troughed, the rail .should be turned over on its side to prevent possible fouling of tracks by vibration. All signals during the handling of rail should be given by one designated em ployee who should be thoroughly grounded in the principles of safety and who will refuse to make any moves that involve a hazard. Rails should, of course, be placed as near as possible to the point where they will be used so that the hazard of re-handling will be reduced to a minimnm. Should Steam Railroad Section 719 it be necessary to move rails any considerable distance, however, a truck car should be used and great care exercised in the loading and unloading. Before attempting to load the car the wheels should be securely blocked. Sufficient men should be at band, if possible, to carry tbe rails by hand as it is easier to lift rails the required height for placement oo a truck car by hand than to lift them with tongs. Men should be placed at each end of the rails leaving the middle clear to rest on the car. The actual loading of rail on truck cars on our line is covered by illustrated in structions whkh have been made up in the form of a cardboard poster and placed in each tool bouse. This poster, which also coverj the loading of cross ties, angle bars and be plates and lists the amount of each permitted on a load, provides, in the case of rails, that the load limit for truck cars with 16 inch wheels is six d9 foot 100 lb. rails and reads as fallows--"Where available, use two truck cars for trucking rails being very careful to place the rails on the cars so si not to interfere with the free movement of tbe cars around curves; turnouts, etc. "If necessary to haul rails on one truck car, place not more than 4 rails workway on the car. On the front end of the rails they should extend out over the motor car but should not rest on it. At the rear end, the ends of the four rails should be placed dose together" After the rails are placed on the car one man at each end should attend to the spacing, extreme care bring taken so that one will not have his hands on the rail while the other is moving it. Truck cars loaded with rail should not be palled by a motor car except in an emergency and then only under full flag protection and at a very low rate of speed. Only one man should ride the truck car to handle the brake and see that there is no danger of the rails creeping off the car while in motion. One of the fertile fields for the occurrence of accidents is in renewal work--it is here that the real test of the supervisory official comes--the prevention of acci dents depends entirely upon the men bring properly trained, properly supervised and upon the material having been properly loaded on the work train. Safest and most economical is the distribution of all fittings as dose as possible to the point of use. Joints, tie plates and rail anchors should be dropped directly opposite each panel of track, leaving only spikes, bolts, nut locks and tie plugs for distribution by truck car from kegs or bundles left at certain intervals. All material should be strung out at one operation of the train, the speed of which should be kept to an easy gait. Every movement must be made with the thought of Safety uppermost in the mind of cadi man--if possible joints, plates or anchors should be on flat cars--if they are in box cars one man should drop and the others keep a supply in the door, two drop pers being necessary for plates in bundles of five. If these materials are in gondolas each man must drop his own quota per panel of rail. Care should be exercised to avoid pressing men too closely to get the material out. They should be spaced apart to prevent bumping into each other or stumbling and from dropping material on their feet Where material is in piles, care should be taken to avoid undercutting with the resultant collapse of the pile. Men on the ground, whose duties are removing pieces of materia) dropped too close to the rail must be made to keep dear of falling pieces. If the material is being unloaded toward an adjacent main track, a man must be at hand to clear the rail Instantly for fear a train may pass, but he must keep himself enough to the side so as to avoid being struck by bouncing material. ' The unloading of kegs of spikes and bolts by hand so often results in injured hands and toes that if possible a light block and fall arrangement should be rigged up for this purpose. If they are merely dropped they are apt to burst or to roll. The same safety precautions which must be observed in the unloading of this ma terial should be observed in the loading of released and surplus rail and material. A savings will be noted both in time and safety if toe small material is loaded from small lots alongside the track, clear of the released rail onto the same train that 720 Nineteenth Annual Safety Congress loads the rail. This saves the time required in piling the material in large piles and it prevents the confusion and danger which would result in a large number of men working at one pile. Old rail which is being loaded onto cars should be piled and stripped. It takes more time and care but this is saved in the time and ha2ard in unloading. Renewal work and new construction often call for the employment of men with no experience in track work--it will be found that it is of advantage to place these men on maintenance work and to use the older, more experienced men thus released, for the renewal or construction work. It is most important, from a safety standpoint, that capable and conscientious foremen, assistant foremen and gang leaders be in charge of gangs doing this work. Experience has shown that in such work injuries most frequently occur to men handling the nuts with tongs. Next, to men installing bolts and spikes--next in order, the spike pullers and next, the men throwing out the string of old rail, tie plates, etc. Therefore, the following details of safety should be watched. Rails being unloaded for installation should be separated so tliat one will not be turned over on the men's feet when others are lifted. All tools and material should be kept out of the way of men carrying the rail, all other men should keep out of the way of rail being carried. The designated employee should place himself at the rear of these gangs where he can sec the movements of all the men and he should call all signals, to lift, to lower, to slide, etc. Each pair of claw bar men should be spaced a half a rail front those oo either side. Men using adzes should be placed four ties apart. All men passing these two classes of workers should walk outside the rail on the opposite side of the track from them. In laying switches, work such as kinking and drilling rails should be done in ad vance by a detachment who should also do the lining and full spiking of switch plates, frogs, etc. Then the steel laying gang can go on with their work without bundling up and becoming disorganized which always increases the hazard of acci dent One of the most dangerous jobs in laying switches is the moving of heavy frogs by hand and the most extreme care must be exercised, every movement must be called, but only after it is seen that everyone is in the dear. Both safety and efficiency demand that in the handling and working of rail an ample supply of good tools be on hand at all times. Foremen should watch this mat ter very carefully, but the roadmaster should not take the foreman's interest in the matter for granted, he should frequently inspect the tools on the job and the reserve supply in the tool houses. In short, in the handling of nil, careful planning of all details aod constant supervision are the best safe-guards. The Handling of Ties The handling of ties, which, on our line, is responsible for 35 per cent of the total injuries chargeable to handling rails and ties, is a class of work which can be made accident free by proper supervision and training or can be made a fruitful source of accidents by failure to exercise the proper care. The work must be directed by the foreman and the movements of the men watched and when necessary corrections made in the method. In the loading or unloading of tics there should be strict attention to the work with no hilarity, horse-play or talking beyond that required for the indication of movements so that these indications may he more clearty heard and better understood. If tier- are being unloaded out of a car by one or more sets of men their move ments should be timed so that they do oot interfere and they should keep back out of the way of possible rebounds. If ties'are being unloaded from gondolas extreme care should be taken so that the men will not catch their bands between the edge of the car and the ties. The safest way to throw ties over the edge of a gondola Steam Railroad Section 721 is for <mc set of men to place the end of the tic on the edge of the car, grasping it far enough hack so that there will be no danger of mashing fingers, then the men holding the ocher cod shove it over tle side. This is, as you can readily see, a much safer method than that of the men taking hold of both ends of the tie and attempting to throw it bodily over the side of the car. The men on the outside of the car should never be permitted to pick the ties up until the throwing out of the car has ceased. Time after time, where this precaution has been neglected, have we seen men killed and injured due to being struck by the falling tie. These men on the outside should not be permitted to toss ties into position when piling them--it is much safer to place them in position and piles should be built no higher than ties can be placed. On some of your roads you no longer permit the unloading of ties from a moving train; others of you do. To those who do I would say that double care should be exercised when unloading in this manner. A foreman or a designated leader should be In each car, be should be trained and impressed with his responsibility to see that the loads are worked down evenly to prevent ties being shaken or rolling down in the cars by the movement of the train. The engineer of the train should handle if with a minimum of jerking and slack taking. The men on the ground must not be allowed to walk alongside the train--they must -follow it and pull back any ties that have fallen too close to the rail. Ties should never be hauled on a motor car. but they may safely be hauled on a truck car properly coupled to a motor car. Our rule covering the loading of ties on a truck car. a part of the illustrated in struction poster referred to heretofore, provides that the load limit for truck ears with 16 och wheels is 35 cross ties, the first layer to be loaded across the truck, the next layer lengthwise of the truck and so on to the limit of 35 crass ties--being careful to keep ties a safe distance from the edge. No one should be permitted to ride on a track car loaded with cross tics twr should there be any attempt made to unload the car as it mores along. It must always be pulled by the motor or never pushed. Ample flag protection aod definite stop signals should be provia* u ss a positive line up has been secured. Under no circumstances should a loaded truck car be moved at a speed greater than ten m.pJi. Push cars should be regularly inspected, well oiled and heavy material, which will damage cars, must not be dropped onto them. In the replacement of tics, injuries very frequently occur as the result of men falling while drawing ties in or out or being struck fay tics carried up to the point and thrown down. The foreman should see whether tongs are being used to drag ties In and out of track and that they are the type that will afford a sure grip, in both old wood and new--if shovel blades are bring used to drag tics in and out this should be stopped. Sharp picks may be used to drag out badly rotted ties if tongs will not hold, but the use of these picks must be guarded for they offer a decided hazard--in fact the use of all track tools presents a hazard at all times. Tools should not be dropped unless the men are certain that no one is standing near enough to be struck. Shovels should not be left with blades turned up--in fact tools should not be left under foot or between the rails except when they are actually in use. Men, using picks, mauls, etc. should be spaced well apart and should look about them before swinging. When tie plates are being applied the track jack should be used instead of tupping the nil up with a bar which frequently slips resulting In mashed fingers. Track Tools The prop** use of track tools will eliminate a lot of injuries which have always 6cen considered a part of track work. Jacks, daw bon, omuls and sledges, chisels 722 Nineteenth Annual Safety Congress and punches, wrenches, bars, picks, shovels, adzes, axes and scythes all are potential instruments of damage to the careless users. Jacks, with wore teeth, pawls, etc., should never be used. The lever should never be left io a jack after the lifting operation is stopped, nor should any part of one's body ever be placed in a position over the jack lever so that it might be struck were the lever to fly up. A jock should never be used inside the rail without flag pro tection. Lifting should never be done with jacks tilted nor should jack loads ever be dropped without ample warning being given and every effort made to see that all men are in the dear. The proper use of the claw bar should be demonstrated to every new man who comes into the gang after this is done an adequate supply of bars should be kept on hand so that men will not use damaged bars and the same rule applies to other cutting, striking or prizing tools. Mauls and sledges that are cracked or worn, will) handles cracked or broken; chisels with mushroomed heads or crumbly edges; wrenches with jaws spread; picks with dull points; shovels with cracked, splintered or rough handles, with loose rivets; axes and adzes loose on their handles all are the dogs that bite but do not bark. Ballast I have discussed the handling of rail, of tics and of track tools, their remains only one thing left as I view the subject under discussion*--Ballast Work--m the handling of which very few injuries occur on our Hue. The same general rules that I have given before also apply to the handling of this class of track material with a few additions. First, where ballasting is being done a slow order should be provided both to protect the impaired track and to decrease the danger of men being hit. Gangs should be trained to clear the track and all tracks upon the approach of trains. This is of first importance in all kinds of track work. When unloading from a ballast train there must first be a definite understanding between the man in charge and the trainmen regarding signals to be given for move* ments. No signals should be given except by the foreman or a man designated by him, except stop signals in emergency. Tlw trainmen should be impressed with the fact that the safety of all the men engaged in the work depends upon the careful handling of the train according to signals. If the work is being performed on double track the engincmen of the work train should wfiistlc an alarm when a train is approaching on the other track and all work should be stopped until the train passes. Only active, experienced and cautious men should be allowed to work on a ballast train. They must not be allowed to go into a car to assist in working down the ballast until the top of the load hay caved in and then only when the construction of the car is such as to offer them security from falling through into the hopper bottom. If tire ballast is wet or does not run freely and the car is to be shaken up or jarred by letting the wheels run over some object men on the car must be warned and known to be in safe positions. Such shaking often makes it unnecessary for men to go into the cars at all. Care and the proper tools should be used in the opening of the drop doors-- wrenches flying around when doors are suddenly released or give way have seriously injured many good men. If it is absolutely necessary to plow ballast with ties placed ahead of the wheels, men must be made to keep their hands and feet off the ends of tltc tics, using shovels to hold the lie in place. They should walk at the side or ride at the sill step but they should not get up on the end of a car. Men must not be allowed to climb across moving cars but may, at the foreman's discretion, be allowed to drop off a slowly moving car and climb onto another. They Steam Railroad Section 723 must look carefully before dropping tools off or throwing them onto the platform of a car so U to avoid striking others. The safe way to do work is generally the common sense way--this we believe is particularly true of track work. Our task is not so much to teach our foremen their men to distinguish between the safe and the unsafe way of working, as it is to arouse them to a point where their interest will cause them to observe more keenly the actions of their men and the possible or probable results. Chairman Larson: Mr. P. M. Gault, Signal Engineer of the Missouri Pacific Railroad Company of St. Louis, was to be the next speaker, but unfortunately, was taken ill. He was good enough to detail his assistant lo read the paper which they prepared together. Mr. Foster is Assistant Signal Engineer of the Missouri Pacific lines. An Accident Prevention Program for Linemen and Signalmen By PAUL M. GAULT Signal Engineer, Missouri Pacific Railroad Company," St. Louis, Mo. There are comparatively lew men comprising these two groups, but, while their work in itself is not of an extremely hazardous nature, tax supervision or careless ness on the part of the men themselves---which sometimes comes from familiarity with the work--may bring about conditions which lead to serious accidents. As these, men usually travel and work alone--both day and night--in all kinds of weather, it is necessary that they use every precaution for their own safety. In the performance of their duties, both classes must depend largely on motor car transportation; uoder these working conditions, this is considerably more hazardous than when two or more men are traveling together, in which case bad curves are flagged and a sharper lookout for trains or obstructions may be maintained. In either case, however, the motor car operators should not depend on their watches and time cards, or on line-ups obtained' from the telegraph operators. Except in cases where motor cars are actually operating on written train orders, such details are merely Information, and precautions taken to avoid delays to trains and observance of these details are not a guarantee of their safety. Every man required to operate a motor car should be given an examination by a supervisory officer, who will issue certificates to those showing the proper qualifica tions. These examinations should be of such a nature as not only to determine the applicant's qualifications for such work, but should be Instructive as to the proper care of the car and Its safe operation. Such details as speed restrictions, flagging rules, the proper loading of tools and materials, and the handling of a trailer should be particularly stressed. The exercise of care In operation over highway crossings is also a very important factor, which should be called to the attention of the motor car operator. In case of an accident where it is dearly shown to be due to care lessness or disobedience to the rules on the part of the operator, he should be taken out of service and required to canvass his division on his own time, and explain to all men working Jn a similar capacity what rules he had violated and what steps Ire should have taken to prevent the accident, before being allowed to resume work. Signal and line work requires men of a high degree of intelligence, who have had some years of training along these lines either In gangs or under competent signal men. They are usually therefore quite ready to take advice and to follow instructions Intelligently. Supervisors and foremen should be thoroughly acquainted with the qoaliflcatkms of the men working under them and should be certain that a man is capable of handling such work as is assigned to him, particularly when such work may become hazardous if handled by a mao not entirely familiar with It. 724 Nineteenth Annual Safety Congress Particular care should be used in the selection of men to work on or around high voltage lines. Working on live supply lines carrying above 250 vohs, is pro hibited. Before starting on such lines, the man who is in charge, should personally cut off the power and then test all wires to be worked on for voltage by making the static test. After completion of such work, only the employee who cut off the power should restore it, and then only when he has notified all who have been authorized to work on that line that power is to be restored and he positively knows that they are clear of the line. A lineman, before going to work in any territory, should acquaint himself with the characteristics of the circuits on the line on which he is to work, as well as those on lines adjacent to his territory. No work should be attempted unless sufficient qualified men to do the work safely are on the job. There are certain customary safety devices for use of men doing this class of work. Each supervisor or foreman should see that his men are equipped with these devices and that they are properly used; too often the experienced or expert lineman feels it beneath his dignity to use a safety belt when climbing. The habit of being cautious should he maintained at all tiiqes and warning signs and signals should never be ignored. A man, in order to work safely, should keep his mind on his work at all times and horseplay should never be permitted among the men while on duty. Observance of the Rules is the fundamental requirement of safety. It is therefore necessary, first, that the supervisory forces be strongly impressed with their re sponsibility for the safety of their men; and, second, that they make their men fed a sense of their own responsibility both to themselves and to their fellow workers. Each man should be supplied with a book of Safety Rules and the supervisor or foreman should personally see that the men under thdr jurisdiction have familiarized themselves with, and properly interpreted, these rules. Perhaps the best way to handle this is by group meetings, at which times the rules should be read and dis cussion encouraged as to their Interpretation by the men; these meetings should be either divisional or general, held periodically, and call for compulsory attendance. The men should be advised that surprise checks wilt be made to see that the safety rules are being adhered to; they must understand that these checks are not to be made in the spirit of eavesdropping but for their personal welfare and to assist in keeping them on the alert. After such tests, the man should be advised aa to whea and where they were made, whether or not he was violating any rules, and, if so. what the rules were and wherein he endangered himself or others. At these group meetings, such instructions as apply to resuscitation and first aid should be demon strated to the men. who should themselves take part in the demonstration and show that they understand the methods and first aid practices. Inspection of tools is a highly important factor in safety practices. Those; such as safety belts, climbers, rubber gloves, ropes and blocks, as well as insulated line tools and other satiety appliances, should be inspected from time to time by the supervisor or foreman, whether or not these tools are the property of tlie company. The men themselves should Immediately turn in for repairs any tools found to be defective. Line work especially offers a greater opportunity fen* the careless worker to set up dangerous conditions. This work is often carried on around public highways, where pedestrian or vehicular traffic is heavy. When doing such work, the men must be impressed with tlie necessity for added precaution. Temporary work should be nude as strong and safe as permanent work. Manholes or post holes should not be left unguarded or uncovered when leaving the job. Piles of material or other obstruc tions on or near highways should be placed, if possible, so as to be clear of traffic or be properly marked by flag or light. When accidents do occur, a clear, detailed report should be made immediately to the proper officer. Investigation should be made to verify the report and obtain any necessary details not given. These reports should be broadcast to the men so Steam Railroad Section 725 they may take warning from the experience of their fellow workers. Such reports as show carelessness or infraction of the rules should be featured by the supervisor in the safety meetings and discussion encouraged as to the nde or rules which had been violated. Too often men become calloused to their work and the luzards connected with it, so that they come to look at an accident report in an abstract manner, thinking such a thing would never happen to them. Safety work on the part of tlie employers not only means the issuing of rule books and holding of meetings, hut it means continually keeping the idea of safety before the men by placards around the work and by exemplary conduct of the supervisory forces witeti they are in contact with the men. Supervisors, foremen and workmen alike must be made to realize that the A, B, C of efficiency and safety is to Always 11? Careful. Discussion Chairman Larson : 1 request Mr. Bailey, of the Oregon Short Line, to take charge of the Inspectors' Session. (Mr. C. T. Bailey took the chair). Chairman Batlxv: I understand this is a meeting to be thrown over to inspectors and not supervising safety officers. If there is any subject that any of the inspectors wish discussed, now is the opportunity to bring it up. J. A. Crowley (Boston & Maine) : What is the practice of starting motor cars when a trailer is attached, carrying rails or tics? What position should the men take who start the car? Chairman Bailey: On the Union Pacific we require the men to take position on the rear of the motor car. one oq each side. J. L. Walsh (Missouri-Kansas-Texas) : How about with the trailer? Chairman Bailey: It doesn't make any difference. Mr. Walsh: How is he going to push with the trailer behind? Chairman Bailby : There is plenty of room to push from the side. Mr. McNally (Wabash Railroad, St. Louis) : You can start your motor car away from your push car and then push the push car up to it and ooupte on. Ma. Walzii: If it is a free running engine, there is no trouble; but when it U not. there is no way to start a car from the rear with a load of nils on behind. Mr. Crowley : That answer is all right on a free running engine, but how about the direct drive? G. H. Wabfel (Union Pacific) : We permit pushing qpHt (he front hand rail when there is a trailer so loaded that the pushing cannot be done from the rear. The men can push from each aide against the front hand raff ot the motor car, and step on from the side. We recognize; however, the hazard. Tlx out serious hazard is on the right-hand side of the track car. The man who as pushing from the righthand side of the track car against the front corner most step op onto the side plat form of the car with the left leg which is hazardous, especially if the gravel shoulder or ballast shoulder slopes away abruptly from the edge of the ties. Free running motor cars should be substituted for direct driven to avoid this situation. D. G. Phillips (Wabash Railroad) : How do you fasten a trailer onto a motor car? Mr. Wabpfj.: I would like to amplify the question. Has anybody had experience using long coupling poles or pulling trailers lauded with rails or other raw materials? I should also like to know whether anybody uses form of coupling between hand cars and push cars. H. A. Hostler (Belt Railway) : We use a long connecter there, twelve to fifteen feet long. Mr. Warfel: Is it a rod? 726 Nineteenth Annual Safety Congress Mr. Hostler: Yes, with a jaw on each end. Mr. Wartel: Did you ever have any trouble with it? Ml Hostler : Not that I know of H. J. Flanigan (Giicago, Milwaukee & St. Paul) : I would like to know some thing about the general practice of headlights oa motor cars. Chairman Bailey: Are there any representatives of lines present that furnish headlights on track motor cars? Mil Waxfel: May I state that in a little different way? Will one of us who uses a motor car headlight or a track man's car headlight other than an ordinary oil lantern, please tell his experience and state what kind of lights he uses? We are about ready to establish a standard track car headlight for use of track men called out to patrol track at night, go to wrecks, and so oa. Mil Walsh: We are experimenting with a carbide light with a charge that lasts six hours. We keep three charges of lights on hand alt the time, and find them very effective, especially in stormy weather. They are very good lights. Mr. Wartel r Mr. Walsh, have you had any of those lights blow out in a heavy wind ? Mr. Walsh : We haven't had any failures yet. L. J. Henderson (Bessemer & lake Erie): I have been using an Edison night light for my motor cars for five years; it is equipped with a 90-ampere hour battery. We charge a battery about once every thirty days, .whether they are used or not It is a spotlight like on an automobile. The light lias 16 feet of cord, and it rolls itself up. Mr. Wartel: In other words, it makes a good wrecking light, a good trouble lamp for signal work, and a good bead iamp- Me. Henderson : Yes, you can see your wires as well as in daylight. Mr. Warfel: Would it be usable on branch lines where they don't have facilities to recharge the battery? Mr. Huipvuom : You can buy a charger for $7. Mr. Wartel: And charge from any house current? Mr. Henderson: Yes. Mr. Warfel: Does the light cost around thirty or forty dollars? Mil Henderson : It costs $31.80, J. T. Prait (Reading Company) : We have been using that eleetric trouble light for some years on the motor cars for the trouble men; we charge.the batteries as needed. Mr. Walsh : Are all the section men furnished that light? Mr. Pratt : Only those liable to be called out in our larger towns. Ma. Wartel: Can any one give me his experience on that carbide lamp, described by Mr. Walsh as a car inspector's lamp? Have you had any trouble with it going out or carrying a charge to run all night or any other difficulty? Carbide Damps as Standard Equipment Mr. Dolan (New York, New Haven & Hartford) : We use carbide lights for car inspectors as standard equipment. There is no comparison between them and the old type of oil lamp. They are eminently satisfactory. Also, in our electric transmission department, our high tension men, transmission employees, use a battery inspector's lantern with a lens of approximately eight to ten inches. It shows all the overhead wires very clearly at night, even the high transmission lines that are several hundred feet bp. That same lamp would be useful as an emergency lamp for section men. It is heavy, substantial, and throws a light several hundred feet, a straight beam. Steam Railroad Section 727 Ma. Warfel: A successful lamp for track motor cars must be one that can be set up in a tool house and neglected for months, but will be all ready to go when the emergency arises. I am wondering about any type of electric lamp. I understand the Edison night light will stand almost indefinitely without serious deterioration, and that it is not subject to the same troubles that the ordinary sulphuric acid storage battery light is. This is also true of carbide lamps, I under stand. If the carbide charge is rinsed out when put away, it can be made ready in fifteen or twenty minutes. Is that your experience with the carbide? Mr. Dolan : Yes. The carbide people are also interested In a hand lantern but they couldn't get light enough. We subjected a carbide hand lantern to every pos sible abuse and the hand lanterns do not go out. Mr. Warfel: You never got it in a wind or a storm? Ma. Dolan: We put it up against an air hose and turned on 90 or 100 pounds pressure and it didn't go out. Mr. Warfel: We experimented with a tew of them, but wc have never had them in a Wyoming blizzard. Mr. Flanigan raises a question, docs a carbide lamp ever freeze up in low temperature? A. M. Smith (Erie Railroad): It wit! freeze around zero. Experiments With Preatolite F. R. Bradford (Boston & Maine) : Wc arc now experimenting with a Prcstolitc outfit, using the standard Prestolite tank similar to what we used to use on the automobiles, a searchlight, reflector and lens fastened with a clamp and a swivel arrangement so that it can point in any direction. The Prestolite Unk is very reliable. We wouldn't have carbide around and depend upon the intelligence of the section foreman to handle tire carbide lamp. You must keep it clean and it must be serviced intelligently or it goes bad very quickly. We use the carbide outfits on our wreck trains, the big lamps that stand three or four feet high, as well as the small ones. This Prestolite outfit is heavy but looks pretty good. You wouldn't want to carry it very far. They have a lamp that wifi go on the motor car very satisfactorily. Mr. Hbayey (Erie Railroad) : In my territory motor car accidents, which are very few, happen entirely to the one-man car. I want to know the experience of Other railroads with the levers provided for lifting one-man cars off and on the track. Is there a portable handle or is there a permanent handle used for tlut purpose by your railroad? Mm. Warfel: On one railroad we use a slide-out handle on all Fairbanks Morse 41 cars or similar one-man type cars. Mr. Heavey : Are they fast ? Mr. Warfzl : They arc. They are permanent. They can't be pulled clear out. They are stop-locked, but they can be slid out and in. A number of tlxm arc rigid with an extension handle like a wlteel barrow handle that enables the man to run tint car around like a wheel barrow. Mr. Heavey: There arc about 1000 Eric signal men on the floor. What is your standard headlight on the Erie Railroad? Have you got one? N. E. Scribner (Erie Railroad) ; We are experimenting with an Edison night light. Mr. Heavey: What is your standard now or have you got one? Mr. Scribner ; Wc have no standard. 728 Nineltenth Annual Safety Congress Mr. Heavky : Does anybody use the carbide light for car inspectors oo the Eric Railroad ? M. SCMawia; There are several that use carbide lamps. E. E. Sbyfakth (Belt Railway of Chicago) : We have a very important problem on electric hand lighting for trainmen.. The switchmen want to be supplied with electric hand lanterns. We have supplied the car inspectors with carbide tamps foe years. They are getting a better job of inspection which is important from a safely standpoint. However, I think an electric hand lantern in the hands of a switchman represents a hazard. Chairman Bailey: Our general storekeeper carries a stock of electric lamps. If a switchman desires to use an electric lamp, he may sign up for one and have a reduction made from his pay check for the price of the lamp. We furnish the batteries and the bulbs. Mft. Warfel: Do you offer the same privilege to car inspectors? Chairman Bailky: No, sir. Our car inspectors are all furnished with the carhide lamp. Mr. Flanigan: Do any of your trainmen use them? Chairman Bailey: Practically all of them. Mr. Flanigan: Do you use electric lanterns for flagging? Chairman Bailey: No. Mr. Crowley: How about car inspectors using gasoline? Chairman Bailey: Where gasoline is used, they are required to use an electric flashlight. Fool-Proof Electric Light Preferred C. C. Law (Pennsylvania Railroad): - 1 personally prefer the electric hand light. The type I use is practically foolproof and is a cheap lantern. The lantern lias two bulbs on the bottom--shove the lever to one side and you light one. -If that bulb fails, slip the lever Over to the other. There is another bulb in the top. If you equip your train crews with that type of light, it will be necessary to make it somewhat inconvenient for them to get bulbs and batteries. If they arc too easily had, the men will not handle them carefully and keep them in condition. The battery gives a little over six hours1 notice before it dies, by giving a yellow light, which is far stronger Uian the average hand lamp. The lamp will stand a severe shock. I dropped it to see how far it would ga I dropped mine from a standing position on a baggage car floor to a concrete station platform. The light was burning when I picked it up. It had comparatively no effect on the bulb. Chairman Bailey: The switchman using an oil light on a stormy windy night, sometimes finds the light out when he wants to give an emergency stop signal. Y<m can usually depend on an electric light for a signal when it is needed in a hurry. Ilia. Ssyfarth : The engineers' complained tliat the man shut off the light after giving the signal to save the battery. Chairman Bailey: Wc require signal men to leave them lighted while out on the job. Mr. Piiilljfs : Are your lights constructed so that there is no difficulty in giving signals to the engineer? Our engineers complain that when the light is on the bottom, unless a switchman is careful, the engineer will hot get the signal. Chairman Bailey : A switchman learns to use it in such a way that he gets the signal to the engineer. Mr- Heavky: Mr. Warfel, do you think it advisable tu remove from motor cars any temporary handles other than the ones securely fastened on the car? Straw Railroad Section 729 Mr. Warfel: Yes. Frequently track car men fiod their cars pretty heavy to handle, particularly gang motor cars. When handles arc not furnished, they will use lining bars with a chain shut or loop on the rear end to use for leverage to help get the track cars on or off. Oftentimes they are mere makeshifts and are a scrioin hazard which should be met by uag a permanent pull-out lever. Mr. Heavky : Wc have a unrvcnal rnrugltaw ou oar railroad that the brake lever on a Fairbanks 41 or smaller car is too short to give the proper braking power. Mr. Warfel ; We have never bad any difficulty if the hrakeshoes and the brake coltar are properly maintained and zdjuted (Mr. Larson resumed the dmir). Chairman Larson: We would like to have the Chairman of the Resolutions Committee read his report. Report of the Resolutions Committee Mr. Bailey: The Resolutions Committee desires to present for your consideration the following resolutions: "Whereas, The National Safety Council Steam Railroad Section, in regular ses sion, Pittsburgh, Pennsylvania, appreciates the excellent work of our Program Com mittee for the many splendid features provided, and "Whereas, The members and guests wish to formally express their gratitude for this very fine program, therefore be it "RESOLVED, That the Steam Railroad Section extend its sincere appreciation and thanks to that committee for their interesting, instructive and inspirational pro gram ; and, "Whereas, This section, the Steam Railroad Section of the National Safety Council, having provided much pleasure and at the same time a program instructive in char acter thus enabling those in attendance to more enthusiastically and Intelligently carry on the work of accident prevention, be it therefore "RESOLVED, That sincere appreciation is hereby tendered to all those who con tributed to the success of tltc program and to all those speakers who brought to us such valuable messages at such a great personal sacrifice. Be it further "RESOLVED, Tliat the appreciation of tltc members of this Section be extended to the officers and all committees for their untiring efforts in carrying on their work during the past year. Be it further "RESOLVED, That the Steam Railroad Section m session assembled express their sincere regret at the inability to be with us today of those few early sup porters and staunch members of this Section who by their vision and foresight made possible the fine success of this organization. And be it further "RESOLVED, Tliat the sincere appreciation of this Section be extended to Dr. J. H. Parmeke of the Bureau of Railway Economics and to Mr. Lew R. Palmer of the National Safety Council, the Employee Safety Contest Committee, for their contribution in statistical form, graphically indicating the standards of all Class 1 railroads.** (The resolutions were adopted). New Section Offices arc Installed Chairman Larson: I see Mr. Lew Palmer is in the audience, and J want him to speak a few words to us. Lkw Palmer (Equitable Life Assurance Society, New York City) : This has been a fine session, as all of the previous sessions of this Section have been. As a member of the National Executive Committee I am proud of our Section. I hope we all will be more so at the end of the year. 730 Nineteenth Annual Safety Congress Cnairman Larson : We will next install the officers for 1930-1931. You have done well in the selection of Mr. J. L. Walsh of the Missouri-KansasTexas Railroad to the positioo of secretary and News Letter Editor. Mr. J. L. Walsh is too well known to all of you to need any formal introduction. Mr. WALsn: I appreciate very deeply the honor that was bestowed upon me yesterday. I ask for your help and assistance in getting out the News Letter, whidi is the big thing on the job. I will appreciate it. Chairman Larson: I want to introduce Mr. W. A. Booth, the vice-ch' irman of the Steam Railroad Section of the National Safety Council for the year 1930-31. Mr. Booth: My job as 'Secretary and News Letter Editor this past year has been a real pleasure and I take this opportunity of thanking you for electing me your vice-chairman. The Vice Chairman's job, of course, is a period of rest. Having such a staunch, broad-shouldered, aide and amiable Chairman, my work will certainly be made easy. As you all know, Mr. Warfel is a tower of strength. General Chairman Wartel Chairman Larson: Your retiring Chairman has experienced much happiness and joy in his work. I shall continue to lend all of the assistance I can to further our work, and will pledge to the most efficient Chairman who will succeed me, all the assistance that 1 can give. It is now my very great pleasure to introduce the general chairman of the Steam Railroad Section of the National Safety Council for the year 1930-31, Mr. George H Warfel of the Union Pacific Railroad. Mr. Warvrl: It was mighty nice of Fred Larson to make those remarks. A little fellow told me to recognise him immediately because he had already obtained the privilege of the Boor. (Mr. Warfel took the chair). A Vote of Thanks to Chairman Larson Robert Scott (Atlantic Coast Line) : I wish to offer a few remarks about our retiring chairman. I know something about the arduous tasks that fall upon a chairman because it was my honor and my privilege to serve this Section a few years ago in that capacity. Those of you who attended the Safety Section of the A. R. A. in Denver, who heard your new chairman undertake to eulogise Mr. Bentley, who had served os so well during the year, will recall how graciously and how fittingly he spoke. Fred Larson has made a most capable and most efficient Chairman of this Section. He has conducted this annual meeting through a storm; we are passing through a critical period. Nevertheless, Mr. Larson has conducted one of the most successful annual meetings in the history of this Section. Mr. New Chairman, 1 propose a rising vote of thanks to Mr. Larson. CtiAiaiiAN WA*ra. i Moved, seconded and approved. Mr. Larson : I thank you, Mr. Scott, for thoac kind words. E. E. Seytarth (Belt Railway of Chicago) : I have not seen our friend Cott here this morning, and I think the thanks of the Section are due him for his excellent service. Chairman Wartel; We shall be very glad to convey to Mr. Cott that very thoughtful expression which I am sure comes from the entire Section. The incoming chairman fully appreciates and is deeply grateful for the hooor conferred upon him, this expression of your confidence, of your willingness to leave Steam Railroad Section 731 to my hands, to some extent, the guidance of the Section. Your Chairman will undertake to further the best interests of the Section and to make the Section an even more potent influence, if that can be, in safety. ADJOURNMENT NINETEENTH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Textile Section Officers 1930-31 General Chairman--. E. Place, American Mutual Liability Ins. Co.. Boston, Mass. Vice-Chairman--C. H. Eames, Lowell Textile Institute, Lowell, Mass. Secretary--Paul W. Viera, Plymouth C&rdage Co, North Plymouth, Mass. Chairman Membership Committee--D. Frank Lord, M. J. Whitttll Associates, Ltd., Worcester, Mass. Chairman Poster Committee--Feed W. Sehl, Aetna Life Insurance Co, Hartford, Conn. Chairman Program Committee--Ignatius MacNulty, American Woolen Co, Bos ton, Mass. Chairman Publicity Committee and News Letter Editor--Guv W. Swallow, Nashua Manufacturing Co, Nashua. N. H. Cfioirmon Engineering Committee--G. W. Cook, Travelers Insurance Co, Hartford, Conn. Chairman Statistics Committee--Sydney Ingram. Ludlow Manufacturing Associates, Ludlow, Mass. Executive Committee--Tut Officers anp Artiiuk Barlow, Armstrong Cork Co, Lancaster, Pa. Harvey Saul, The United Finishing Co., Providence, R. I. John H. Southam, Sanford Milts, Sanford, Me. Retiring Officers General Chairman--D. Frank Lord. M. J. Whittal! Associates, Ltd, Worcester, Mass. Vice-Chairman--Sydney Ingham. Ludlow Manufacturing Associates, Ludlow, Mass. Secretary--E. E. Place, American Mutual Liability Insurance Co, Boston, Mass. Cftairman Poster Slides Committee--F. W. Seul, Aetna Life Insurance Co, Hartford, Conn. Chairman Membership Committee--John H. SouthaM, Sanford Mills, Sanford, Me C/minnon Pxibtieity Committee and News-Letter Editor-- Arthur Barlow, Armstrong Cork Company, Linoleum Division, Lancaster, Pa. Cltairman Engmeering Comtnittec--G. W. Cook. The Travelers Insurance Company, Hartford, Conn. Chairman Program Committee--Arthur S. Jonnson, American Mutual Liability Insurance Company of Boston, Boston, Mass. 733 734 Nineteenth Annual Safety Congress Tuesday Morning Session September 30, 1930 ARTHUR S. JOHNSON, Chairman American Mutual Liability Insurance Company, Boston, Mats. The first session of the Textile Section of the Nineteenth Annual Safety Congress convened with Arthur S. Johnson, American Mutual Liability Insurance Co,, Boston, Mass., presiding. Chatsman Johnson: Mr. D. Frank Lord, who is general chairman of the Sec tion, wrote me as follows: "It is with sincere regret that I am forced to tell you of my inability to be present at the Congress. I had looked ahead to being there surely but last Saturday my physician strongly advised against my taking a chance of a set back through the extra exertion that would certaiuly be required, etc. Sincerely, Frank Lord.'* Those of us who have worked for and with Mr. Lord on our Executive Committee realise the terrific strain under which he has worked for die last couple of years. We deeply regret, of course, his not being here. Mr. Barlow: I would like to make a motion that we send our regrets to Mr. Lord. (The motion was seconded and unanimously carried!) Chairman Johnson : The secretary will attend to that matter and consult with Mr. Barlow on the framing of the message. I will' read the remarks prepared by the chairman which he asked to have read as his report. Remarks of the General Chairman By D. FRANK LORD Safety Engineer, M. J. Wbittall Associates, Ltd., Worcester, Mass. We are met here in annual session to review the past and use its experience as a guide to our future activities in the cause of Accident Prevention and the consequent relief of the workers and their families. A few of the outstanding points in the activities of the Textile Section for the season 1929-1930 are as follows. Since the annual congress in Chicago in 1929, there have been three meetings held, all of which were well attended. The first meeting was held November 8, 1929, at Worcester, Massachusetts, in the rooms of the Worcester Chamber of Commerce. Our newly elected President, C. E. Pettibone, was present and made a few remarks on the work; at die conclusion of the meeting luncheon was served at the Hotel Bancroft, and our Executive Com mittee was joined by the Industrial Division of the Worcester Safety Council.- President Pettibone delivered an address on "Safety.** This was the first time that an active president of the National Safety Cound) had spoken at such a joint meeting In Worcester. The second meeting was held on February 7, 1930; at the mills of the Lorraine Manufacturing Co., Pawtucket, Rhode Island, at which a goodly umber of our officers were present After the morning session the members of die plant safety committee entertained us at a luncheon served in the dining room of die plant; after which William B. McColl treasurer of the Lorraine Manufacturing Co* extended a hearty welcome to us and expressed his satisfaction on being able to Textile Section 735 extend the courtesies oi the plant official to us. At this meeting there was present the manager of the Pnrwknre Safety Council. The third meeting was held oo May 9, 1930, at Sanford. Maine, where we were the guests of the Sisfwf Mills and the Goodale Worsted Co. The meeting was held in the spacious qinrsari of the Sanford Club. At the same time and place a meeting of the State of Maine Safety Council was held; at noon an elaborate banquet was provided ai abdi many prominent men and officials of the state and officers of the nulls with their safety committees were present, in all some 12$. Many valuable and interesting suggestions were given and the cause of accident prevention was given a forward step in the state of Maine. Outstanding Features Several outstanding features have been started and some have been completed. Among these may be zuentsooed: 1-- Holding our regular meetings at some large industrial plant, this broadens the scope of our work and gives to industry the idea that the National Safety Council is providing for industry something worth while. 2-- Contact with and endorsement by educational institutions; this gives to live student the idea of safety in industry and where can the "safety consciousness" be built up better than in the schools. 3-- Contact with the manufacturers of machinery through the American Society of Mechanical Engineers; this promotes the guarding of machines at the source. Notwithstanding the general depression in business the membership of the Textile Section has showed an increase which in itself reflects credit to our membership committee. During the year we have lost from our list of officers an earnest and conscientious worker, the chairman of the Statistics Committee, Jerome Gaudet, of Pawtucket, Rhode Island, who passed away in March. He was very highly thought of and his passing is deeply felt. I want to call your attention to the very large strides that our News-Letter has taken under the very aide management of Arthur Barlow of Lancaster, Pa. When we look at what our letter was and what it is now any one must be impressed, and I bespeak for him your most hearty cooperation. I wish to express my sincere thanks to Charles Eames, president of the Lowell Textile Institute of Lowell, Mass., for his interest in and contributions to our success. He has been present at all of the meetings and some of you may recall that early m the year of 1929 we were the guests of Mr. Eames at the Textile Institute in Lowell where these was a joint session of the Textile Section, N. S. C., and the American Society of Mechanical Engineers. In passing from the General Chairmanship of the Textile Section, 1 do so with the satisfaction that comes to one at the conclusion of a service in which the unstinted assistance of all of his co*workers is given, and I sincerely hope that my successor will receive the same help that has been given to me. I sincerely trust that I may have the opportunity in the future to render to the section such help as I am able to give and shall hold myself in readiness to serve you in the noble cause of atrirtmt prevention, and may the height of success be your reward. Chairman Johnson: Ordinarily, we would not participate in any business of the Executive Committee at this session, but I have just received a report of the Membership Committee, Mr. John Southern, chairman, which seemed to be some what impressive in view of the fact that he was able to mcreasc slightly the member ship in the Section, in spits of the depression. 736 Nineteenth Annual Safety Cotigress Annual Membership Report By JOHN H. SOUTHAM Chairman The membership records of our Textile Section since the Congress a year age show a little progress. At that time we had an enrollment of 125 members. In the period between October 1, 1929, and September 1, 1930. we enrolled 12 new industrial members and lost 11 through cancelations. New members were obtained by direct solicitation on the part of our members and by mail approach. Our selected list of 1,575 Textile Section prospective members received the following solicitation during the year: (1) General letter enclosing folder "Large Plants are the Safest", mailed hi October. (2) General letter on Council's Industrial Health Service enclosing health folder, mailed in November. (3) General letter on safety with descriptive folder outlining service, mailed in December. (4) Letter to canceled members of past five years enclosing service folder, also mailed in December. ($) General letter enclosing booklet "Protecting Life" describing service, mailed in January. (0) General letter following up January letter, mailed in February. (8) Letter to members by President Pettibone, announcing Spring Membership Campaign, sent in March, followed by letter from Mr. D. Frank Lord, general chairman, enclosing several prospective members' names on cards and urging their solicitation by members. (9) General letter enclosing testimonial folder mailed in April. CIO) Specific letter by Mr. D. Frank Lord enclosing poster, mailed in May. (II) Testimonial letter (general) by Mr. Temple Williams, secretary of the Dodge Manufacturing Corporation, also mailed in May. A summary shows tliat each prospect received eight general appeals to affiliate and one specific appeal during the year. This mail campaign brought us in a total nf three industrial memberships with dues of $175. Many of our members have helped by writing to prospects, usually at the suggestion of Headquarters, and their endorsements were of vital assistance in the obtaining of two industrial members with dues of $150, and in the total of 12 new industrial mem berships with annual dues aggregating $728.50. (A list of new members, and by wIkwd they were obtained, is attached in the event you care to name those who helped). A list of Textile Section members who helped in the solicitation of memlicrs is also attached. In conclusion, I believe that our cause, its aims and purposes, and our Council service have been presented to the* industry. Future solicitation at our present rate of growth will become more and more specialized and result in individual approaches to companies rather than general mail appeal. We wifi advance, too, propor tionate to tire help given by members of our section in soliciting those companies In our industry not yet members of our National Safety Council. Chairman Jounson : In preparing this program, your Program Committee tried to arrange the two sessions in such a way that subjects which were similar in treat ment might be discussed. They are specific in their subject matter and application. -In ihc first place. "The Prevention of Falls in a Cotton Mill," we were fortunate in obtaining the paper from a man who is the mechanical superintendent of a Urge cotton mill in Georgia. We have been trying for a long time to get a closer relation ship between the members of the North and members of the South. 1 am very modi Textile Section 737 disappointed that Mr. Van Tassel could not come op here to deliver his own paper, but he wrote it and mailed it to me and asked that it be delivered for him; which I am going to ask Secretary E. E. Place to read. The Prevention of Falls in a Cotton Mill By R. W. VAN TASSEL Mechanical Superintendent, SCaaaachusatta Cotton Mull Division, Pepperell Manufacturing Company, Lindale, Ga. While this paper is to be confined to falls in textile mills and their causes, tlsc relation is so closely connected to general safety conditions that it will be necessary to touch briefly on general safety first. , While this mill has always been vitally interested in all forms of safety regula tions that would tend to protect its employees from accidents, it became more vitally interested about the time that compensation insurance went into effect, and at that time a safety organization was perfected, composed of the entire official organisation of die mill from the agent down through to the second and third hand of tle mill. Monthly meetings of this organization are held and all matters pertaining to safety are discussed and recommendations are received and discussed by the members. The committee also offers each month fire cash prizes for the best safety recom mendation that is made by the employees. Inspection of the entire mill is made monthly, and a report of safety conditions in each department Is submitted to this committee. Special attention has been given to falls and tlicir causes, and by elim inating some conditions and improving others, falls have been practically eliminated. Wc found upon investigation that many falls were caused by carelessness of the employees themselves; which, of course, is very difficult to eliminate. This has been overcome to a very great extent by talks that have been given from time to time by the agent of the mill in the safety meetings which are held for all em ployees from three to four times a year. Careful inspection of floors often shows worn places, loose boards, or protruding nails, and by eUmioaCang these hazards we fotmd that accidents from these causes were materially reduced. Another very beneficial practice is proper lighting, and all rooms, stairways, and out^ed-the-way places are properly lighted. -/Scrubbing floors should be given very careful attention; for, * as you know, wet floors are dangerous floors. Scrubbing powder should be looked into very thoroughly and nothing used of a soapy or slippery nature, but more of a gritty nature; and so far as is practical, floors should be scrubbed at night or when employees are off duty. If this Is found impractical, small areas at a time should be roped oft or marked with signs, and in this way accidents from this source will be minimized. Still another source from which accidents arise is worn stair treads, and we are glad to say that we have entirely eliminated accidents from this cause by adopting a tread that can be applied at small expense over the old or worn treads, which* makes the tread as good as new. and lasts indefinitely. In connection with stair treads, we have installed handrails on both sides of alt stairways; and if. for any reason, a person starts to fall he has the added protection of a rail on both sides. Great care should be exercised in seeing that pop bottles, bobbins, quills, etc., care lessly thrown on floors, or stairways, or left in window sills, are kept in their proper places. Many serious accidents have been caused by employees playing while at work. Tliis, of course, is strictly forbidden, and if adhered to will prevent mam accidents. Freight elevators in a mill should not be used by any employee except the author ized operator; ami we have found it to be of great advantage to install an electric 738 Nineteenth Annual Safety Congress Textile Section 739 interlocking device on all elevators, which makes it impossible for any employee not authorized to operate the elevators wititout the knowledge .of the operator, or for the operator to leave the gate open when leaving the landing, thus creating a fall hazard in the shaftway. I 'pon investigation it was found tliat many of our falls were caused by cither high-heeled shoos or badly-worn siiocs, and wc have persuade) a large majority of our female employees that a low-heeled shoe is safer from an accident stand point ; and in order to get the proper sltoe, an expert from one of the largest shoe manufacturers was called in and a suitable slwc selected and stocked in out local store, and sold to employees practically at cost. Most of tlacm. wc are glad to say. have adopted this shoe. Badly worn shoes have also caused many accidents, and 740 Nineteenth Annual Safety Congress we are continually cautioning our employees to see that their shoes arc in proper shape. The question of ladders in our plant has been given particular attention and all of the ladders at present in use are substantially constructed, with proper footing, or of the safety ladder type, having the ladder stand on four legs instead of two, with bow* at the top. In our spitmmg room we have practically eliminated the necessity for ladders by placing elevated platforms, suspended from the ceiling, along the shafting and under all the motors. These platform*, of course, arc provided with substantial railing so as to prevent any fall haxaxdj. We have found it necessary to be particularly careful on temporary work, such as scaffolding or any other temporary condition which would create a fall hazard, to sec that proper precautions are taken to prevent accidental falls; and even on trucking runways, where these are of sufficient height from the ground, substantial hand railings are placed along the side to prevent the men from running the truck* off the platform or from falling off the platform themselves. We have found it absolutely essential to protect m every known way against falls. Anyone working on a platform or near a dangerous edge is very likely to become overbalanced or slightly ditty, or for *omc other reason temporarily lone control of himself, which may result in a serious foil. Even with the utmost of precaution, falls of various nature will occur, but the number of day* lost from fall* in our particular plant has been reduced to the point where it it no longer one of oar major cause* of lost time. Our agent is absolutely convinced that it is possible for the mill to run a period of twelve months without a single lost time, accident, and he will not be satisfied until this is ac complished. The above are some of the causes, that, in the past have been responsible for many accidents. There arc many things that enter into safety work in a textile mill, and it is the opinion of the writer that the most important of them all is the functioning of the safety committee. The agent, or active head of the mill must be sold on safety, and he in turn must sell it to hi* committee and to hi* operators; and when this is accomplished safety work becomes second nature to practically every employee in the organization, and they are all anxious and ready to assist in every possible way to minimize accidents. :Cuaismax Jokxsox As my contribution to the discussion of the subject atul the paper, I refer you to a chart with the heading, "Falls in the Cotton Spinning and Weaving Industry." Out of a total of 2,189 compensable injuries, of which there were 16 deaths, 1SS specific injuries and 2,018 temporary cases, which involved 84.0M days lost, falls were responsible for 376 compensable injuries, three deaths or per manent total, 12 specific, 361 temporary cases, involving laSOO days lost. Please note this: that the day* lost arc actual. do> oot contain death, permanent total or specific awards. You will notice that 376 m 17 per cent of the total. I might remark that the reason for using compensable injuries instead of reported injuries-- these were taken from the punch cards which the insurance companies use for re cording their data reportable to the National Council on Compensation insurance and the analysis of compensable injuries is not made of just die reported injuries involving some slight medical or few days of lost time. 1 took the376 falls, split them up by the nature of the injury, and it is interesting to oote that legs were injured more often than anything rise, and arms next. It is very interesting to note that the legs cost nearly twice as nmdi per leg as an arm. One cost slightly less than the average; the other somewliat mure. You will notice that head and spine injuries averaged to be very expensive. While that is true from our own experience, I am minimizing those figures by the fart that it is an average of eight and three respectively and my recollection is that of tlic spine injuries, one of them was out of all proportion more expensive than the Textile Section 741 others, but, nevertheless, it is significant that head injuries and spine injuries, re sulting from fall*, are always serious. Now let'* drop down into the cause of injury. Please remember these are not basic cases of accidents; they are cause* of the injury. Slipping on the floor Mr. Van Tassel covered very thoroughly and carefully and it represents 200 out of 376 falls and the average cost the avearage of alt falls. Falls from ladders Mr. Van Tassel eliminated from his mill as reported in his paper. Falls from stairs or on stairs, foiling over loose objects--bobbins, soda pop bottles, etc.,--he covered very carefully. Falls from chairs are few and not so serious as others, but notice that mx foils through floor openings were in tle expensive class, and it is interesting to tfaMc of that particular cause as being one that docs not come under the general fccadmg of education of the employee*; it is a maintenance, housekeeping problem wtacfc docs nor generally go below the supervisory staff and is hardly excusable. G.W. Cook (Travelers Insurance Co*, Hartford, Conn.): I am very much inter ested in jtxzr chart. This problem of falls is one that is of interest in all industry; m fact I attended a meeting of the New York Safety Council last winter in the Construction Section in which they had suddenly realized that falls were the most lapmUPt cause of injury with which they had to deal. The first item. "Slipping on Floor,'* though it is the largest hem in the list of causes would show up for more important, I believe, if we had all lost-time accidents, fa other words, these falls which resulted in compensation and a loss of an average of 3150 apiece do not begin to tell the story of accidents due to slipping on floors. la the textile industry I would say that the three important types, not causes, arc slipping oa floor*, foil* from ladders and foils on stairs. 1 am surprised to note that there are only 29 of these falls from stain. We generally expect a for larger amafeer of accidents due to fall* on stairs and also the injury from fall* on stairs we would laterally expect to be greater than the average cost of injuries due to falls on the flour. E. E. Fucx (American Mutual Liability Insurance Co., Boston, Mass.) : Three btwdred and seventy-six injuries times $160 gives $60,160. That is the amount of money represented by these cases. Now, taking the kind of injury, multiplying 109 by 8200. you get a little over $21,000. Multiplying 96 by 110, you get a little bit over $10,000. If you add these two together, you have SO per cent of your total money spent on the first two types of injuries, la going down to the heading of ''Cause" multiplying your 201 by $150, you get another figure ot $30,000 which represents 50 per cent of the total amount of money spent. Combmaig the figure*, slipping on floors a* a cause of accidents, accounts for SO per cent of the money spent. The natural cooduskai is that if we could prevent slipping on floor accidents ft would be possible to decrease the cost of falls in the cotton spinning and weaving ifxtertry. EL P. Kxkbt (Employers Liability Assurance Corp., Boston, Mass.) ; I would like to know whether those 201 cases were all due to wet conditions or oily condi tions, or whether there are included in those cases, falling over bobbins or any other objects oa the floor. 1 note that there is a classification of falling over loose objects, but I should think it would be q-uite interesting to get the individual causes tinder that k classification of slipping on floors. CiiAcsauxK Johnsox: If you were to study the sheet which represented the tabu lation from the card sorting, you would find the various or some of the various sub division* under slipping, but I don't think that it would give you Che point that you want to snake, or at least that you want to stress--what types of slipping accidents were they. These represent only injuries as reported and do not go into the basic causes of the acodeot* themselves. 742 Nineteenth Annual Safety Congress Mil Cook: The 26 accidents over loose objects--how do you separate that from your slipping on floors? Chaiuun Johnson: I' don't. It was all separated (or me in the injury reports and I am having to take for granted that the person who made out the accident re port reported correctly that one was a slip on the floor and the other one was step ping on a quill or bobbin and stumbling over a bobbin, box or falling over a chair or a multitude of clutter that was in the aisles and arotmd the milL Da. R. P. Kt.ir? (Cheney Bros, Sooth Manchester, Conn.): You could lake it that there were no loose objects 00 the floor hi the case at the 201. CuAimy Johnson: You can assume that slipping on the floor as such was the major cause of the injury, that the bobbin or what you have does not enter into the 201. Ms. Kmcmt: -That is what J mean, dampness or ot!nr-?s or something of that sort. Mil Cook: Isn't it true, Mr. Chairman, that we are depending upon the person who made the original report in those cases? Chairman Johksom : Absolutely. Mil Cook : And therefore just as they happen to think of it and designate it as a fall or a slip--that is a man might have fallen over a bobbin or he might have slipped on a bobbin and just as it came to the mind of the man who was making the report, he reported iL Chairkam Jonwsox: You might very well combine the 26 and the 201 and say, "falls on floors and over loose objects about the floors.** Mi. Cook : In other words, it doesn't sound reasonable to assume that Che ratio of 201 to 20 would be the ratio of slipping on the floor itself, cither wet or oily, to the ratio of falls on Aoors due to something bring on the floor. Chairman Johnson: l wouldn't make a particularly vital issue of stressing a separation at all. Tliey are both similar in hazard; they are both identical in pre vention of accidents to a large degree. Da. Knight: The only reason 1 brought that question up with Mr. Johnson was this--there are quite a number of insurance people here who are more or less familiar with this schedule and this method of getting at the analysis shown ki the chart, but there also might be a few people Itcre who would come to a meeting tike this with the Itope.of going away with a definite thought and suggestiou as to what they might do to cut down, we will say, this 20J as shown in the chart A lot might wonder whether it was due to faulty shoes or poor condition of Am floor or wet conditions or oily conditions. I didn't mean a catch Question at all* I didn't mean to try to draw you out; but to see if we couldn't get somebody here to talk about a few of tlie causes they might know through their experience in that particular mfll; so the rest of os might get the benefit of those suggestions and go back and pot them farto use. Chairman* Johnson: That is absolutely my fundamental reason for not being too nmcli impressed by statistical analysis. It tells an interesting story in the total and in the general separation of this and that The analysts as.I prepared it, without going into fundamental causes or anything of that sort, harmonizes very eloady with the conditions that Mr. Van Tassel covered in his methods for cutting them out at his mill. Shoes was one of the items that he covered, etc 1 agree absolutely with him that an accident preveniiouist cannot go back to his mill after reading an analysis of some injuries and some causes and prevent a single one of them, bat h wfU (finn his attention to an outstanding contribution in his accident frequency and arriiirm severity, and that is alL Dl Kv.xrr: TIk item, "Falls from Chairs," does that mean standing in a chair? Ctiairman Johnson: I presume so. It is listed under the iton. "Falls Frau Chairs, Boxes, etc," a few odds and cods of things which are similarly used m a 7 extile Section 743 temporary thing to stand up on to pull a curtain dowu or screw ;in electric light hull) in or the usual foolish things that mill operatives do with chairs. It just flashed through my cind that it is fortunate that mills don't use rocking chairs, because that item would go up into the class with household accidents. Da. Knapp: Going back again to that slipping on the floors, can you icll mt what proportion of those accidents might be prevented? Chairman Johnson: Van Tassel says that he has got most of them; he has eliminated all of those caused formerly by improper washing of the floors and he has got rid of all of those caused by bobbins and soda pop bottles, etc., on the floor. That soda pop bottle interests me because I never saw any on the floor. The preventability, as Van Tassel brought out in the last paragraph or two in his paper, is so convincing that his boss's bogey is absolutely no accidents for a year, all kinds. John Ruvmoc (Joseph Bancroft & Sons CoH Wilmington, Del.) : In these com pensable injuries you don't mention how much loss of time there is before live com pensation started. Why ( ask tliat is this: We have many accidents tlsat lose time and go back again to work before the compensation starts. More Facta About the Compensable Injuries Chairman Johnson : That is a good point. I wanted to make myself clear in the beginning that the analysis as prepared--I didn't study the cases; this was a tabulation for a cost purpose and not for an accident analysis purpose--was arranged with the analysis for the compensable injuries only. Those which cost only medical, that is were just lost time injuries in the waiting period, were not taken apart. Here is the ratio informally: 2189 compensable injuries total for this particular group of mills and the time covered to develop these injuries. There were six thou sand odd injuries reported. That means there were four thousand odd that came in the .non-compenaabk group. I can't give you the average of lost time because this is over several states, different waiting periods. You can't pay too much atten tion, too strict attention to these average costs, because they represent the functioning of different compensation laws. Those of us who attended the Textile Section a couple of years ago remember, that Ethelbert Stewart, Commissioner of Labor Sta tistics, pooh-poohed the idea of trying to compare statistics of different states, but 1 believe that over a considerable period of exposure, a large number of mills and a large number of employees, those peaks in your curve more or less flatten out and the general slope of the curve is just as impressive. The ratio is about two to one with these figures, lost time, but non-compcnsablc, as against these compensable accidents. Of course, the cost is insignificant compared to the cost of these. I have forgotten what the cost of the four thousand lost time, non-compensable cases was, but it was instead of being a ratio of two to one it was one to twenty or thirty or something like that. Mr. Cook : Getting down to specific causes of these falls, the textile industry has one peculiar cause of slipping and falling which we don't find in otlrcr industries to any extent. That is your slipping due to washing floors. Other industries do not attempt to wash Aoors while the operators are at work or around the machines, t believe that the slipping accidents and falls due to wet floors is particularly a tex tile problem. 1 recall certain textile mills which over a certain period found that the large part of their compensation cost was from this one cause and the proper control of washing in textile mills is a vital problem in textile mitl accident pre vention. Chaibuan Johnson: Thai, T think, is the experience of every one of us with rmfirkhal member*. I will ask the Chairman of the Nonmiatmtf Committee, to read the report of uomstations lor officers and Executive Committee members of the Textile Section. 744 Nineteenth minimal Safety Congress Report of the Nominating Committee G. W. Cook (Travelers Insurance Company, Hartford, Conn.): Following arc the names of officers selected for your consideration: General Chairman--E. E. Place, American Mutual Liability Ins. Co., Boston, Mass. Vice-Chairman--C. H. Eames, Lowell Textile Institute, Lowell, Mass. Secretary--Paul W. Vim, Plymouth Cordage Co., North Plymouth, Mass. Chairman Membership Committee--D. Fraxjc Loan. M. J. Whittall Associates, Ltd.. Worcester, Mass. Chairman Poster Committee--Fied W. Sul, Aetna Life Insurance Co., Hartford, Conn. Chairman Program Committee--Icnatius MacNolty, American Woolen Co.r Bos ton, Mass. Chairman Publicity Committee and News Letter Editor--Guy W. Swallow, Nashua Manufacturing Co., Nashua, N. H. Chairman Engineering Committee--G- W. Cook, Travelers Insurance. Co., Hartford, Conn. Chairman Statistics Committee--Sydkct Ingham, Ludlow Manufacturing Associates, Ludlow, Mass. Chairman Johnson: You have heard the report of the Nominating Committee; what is your pleasure? (It was voted that the report be accepted and that the secretary cast a unanimous ballot in favor of those elected.) Chairman Johnson: "Handling Material--a Textile Accident Problem". We will enjoy now a paper on that subject by Mr. W. A- Dearborn, Chief Engineer of the Federal Mutual Liability Insurance Company of Boston. Handling-Material Accidents--An Engineering Problem By W. A. DEARBORN Chief Engineer, Federal Mutual Liability Insurance Company, Boston, Mass. The is the greatest problem in industrial safety. Accident ttH as clearly that injuries from handling material not only occur more frequently than from any other cause but often are more serious. Over 50 per rr"t of te is an industrial plant come from handling or transporting material. This is not surprising, however, when wc stop to consider that a large part of manufacturing operations consists ol loading, unloading, piling, unpffing, lifting, carrying or transporting material by hand or by power. This is true of the textile plant as it is of all other industries. In fact, in Massa chusetts, for ooe recent year in tiie textile Industry the handling material accidents ran as high as 62 per cent of all accidents. It is just as true today as it ever has been, and thoiyh the problem of the handling-material accident has beco discussed constantly and from all possible angles the appearance of the subject again on your program is an mdicatioo of its vital importance. A further review of the situation may perhaps he hdpioL Handling-material accidents at ooe time were considered almost mo-preventable because of the uncertainty of the human element involved, but they can be greatly reduced if a thorough study of the methods of handling material is made and safe practices in performing work formulated and followed. There is a safe and unsafe way of doing everything, and it is usually just as easy to do it the safe way. A Textile Settion 745 slight change in the method oi taking hold of tl>c material or in lifting it may change a dangerous operation into a safe one. In the last analysis the best way, of course, to prevent hand labor accidents is to eliminate the hand labor. After this has been done as far as possible by means of power conveyors, gravity and air pressure chutes, mechanical hoists, elevators, trucks, and other forms of mechanical transportation, the problem of handling-material accidents resolves itself into a matter of supervising and educating the individual. A detailed study of a large number of handling.material accidents in the textile industry presents some helpful facts when analyzed to reveal just what the workman was doing which contributed as a cause to Use accident. A statement covering this special analysis follows: Handling Material Accidents--An Engineering Problem Lack of Attention 27%1 Wrong Judgment Haste 21*1-637,, 15*1 Defective Material 1Z*> Chance Taking 10* Failed to Use Protective Equipment 5% Interference by Others 4% Inexperience 3% Insufficient Instruction 1% Physical Defects 1% Improper Layout of Work i* TOTAL Employee's Action Management--Defective Material too* 86% 14* TOTAL 100* To illustrate that `'Inattention'' is a common weakness I might cite the following: A mas kotk kg when he stepped off platform onto a truck that wasn't there; but Ac everyday occurences in the textile mill indicate clearly the predominance of this type d atridn*. IrnwhcNm would, no doubt, show Use workman did not have his mind on his wortcThe shot nunc, usually considered the best friend of everyone, learns in ffuMuwt why the injured employee was thinking of something else- some condition <* ****** his employment; worrying over the health of a member of hi* fsrafly; a faacnl problem; watching or talking to a fellow workman; dreaming * *"** t"ne "Sht before, or what he will do when the day's work is over; thrinc abotK the next piece of work or job he will go to when he completes the one be is tea oh. 1q other words, any of the hundreds of things that might take his mmd from his week and his job of keeping himself from being injured. Under "Wrong Judgment" we find the following: Placing hand in scalding water to see how bes * is: grasping hot plates or pipes to see if they are warm; holding hand on rod to stop its revolving instead of using brake; attempting to lift too heavy a weight. Misdirected actions--striking hands or feet As an insfaone f this type of wrong judgment accident the following could be given: Runorag metal strap or wire from bale which snaps in uncoiling and strikes employes. Tvymg to pass through narrow passage, carrying box or case, hand jammed. As an ahMtrabou of an accident which might fall under both inattention and wrong judgment and perhaps also defect in equipment, is the following: Cloth being removed from washer and placed on truck between washer and extractor. Free end of rope attached to cover on water was lying on truck. Employee placing the remainiw 746 Nineteenth Annual Safety Congress cloth in extractor also picked up free end of rope and placed it in the extractor which pulled the rope through his legs drawing him into extractor. Under heading "Haste" are grouped such accidents as: Hurrying'to go from one section of the mil! to another section for a number of reasons; I. e^ lot chaser falls cm stairs; hand trucker removing full truck at machine to replace with empty truck pulls the truck instead of pushing it and foot is struck by wheel of track. Cloth becomes twisted and in hastening to straighten it be strikes hand or arm against frame of machine. Repair man making adjustments or changing oyer machine in haste forces gear which Is wedged on shaft and gear gives way injuring I>and between gear and machine frame. On this subject of haste--what happens when a car attempting to tow another starts too quickly? Something usually breaks. Trying to move any dead weight too suddenly by either mechanical means or by hand always results in trouble. Haste as it applies in the handling of materials covers the intended action of storting materials in motion too suddenly. A uniform, medium speed of motion produces just as much work with less effort and lessens the chance of accidents. How men are injured is uo puzzle. Both cause and remedy are starting!/ alike for all industries. Handling material is liatidling material when manually done, whether in relation to the manufacture of automobiles, shoes, cotton goods or fountain pens. You can educate, train and discipline most of the workmen to do thr right thing most of the time, but some of Ute men are bound to do something wrong some time. Gloves, hand leathers, asbestos protectors, respirators, safety shoes, goggles and other safety equipment and all possible instruction--what .good are they when men do not use them? We try to offset the weaknesses of the individual, to select mot physically and mentally qualified for their work, to stimulate interest and focus attention on safety through the media of bulletin boards, rallies, contests, and so forth, but still "to err is human." This uncertainty and unreliability of the individual leads us to try to replace the 90 per cent reliable human with a 100 per cent reliable machine, calling the process engineering revision. Engineering revision is that which changes toe common shovel into an agricultural implement. It's highbrow but it does give us a start on the right road, for its aha is to detour the erring mind around the danger points; it replaces human with nirrhani- cal hands.. Engineering revision took toe old fashioned two-man stone boat, fired one man. put a wheel in his place, vul called the result a wheelbarrow. Engineering revision arranges the plant procases so that raw material coroes in at one end and the finished product goes out at the other in a continuous one-way stream of noointerrupted traffic. A change of method that can't be properly otlicrwise classified can always be called engineering revision. Of course, it is just the result of a little brain work on the problem of conserving brawn. It is the old problem of men vs. machines: 100 per cent mechanical handling of material would be an ideal arrangement as far as injury to the human being is concerned, but our present robots have hardly reached that point of efficiency. All handling and transporting of stock, of course, cannot be done mechanically. It is necessary in many cases to load trucks and pile material by hand, and even though a conveyor or an automatic device may ddiver tfae stock to toe machine, toe operator usually must place the material to complete the operation. However, material can generally be handled much safer and cheaper by mechanical devices fLn by hand and with tltc installation and use of such equipment a marked reduction in handling material accidents will surely result, and toe severe and costly transportation accident will be practically eliminated. You have no doubt found, as I have, that one out of every three accidents from handling material is a strain and the bugaboo of this class of injury is the hernia. Textile Section 747 It seems that nature, provident in most things, has been rather negligent in regard to the strength she has given to the muscles of the abdomen, with toe result that man finds himself peculiarly, if not unknowingly, susceptible to constitutional weakness in that region. While medical authorities discourse professionally upon this weakness and its cure we in industry also know that it is extremely costly in both time and money. Therefore, our duel concern is to find some means to prevent hernia, with its accom panying tremendous loss to employees, employers and their insurance companies-- which latter loss ultimately means loss to industry. From our study of hernia cases we know that a weight of 75 to 100 pounds is dangerous for some men even though they be of the big, brawny type. An improper method of handling material, especially when the height of toe lift is over three feet, may develop snch a strain in the inguinal region as might later help to produce hernia. The handling of material which is too bulky and consequently unmanageable also causes weaknesses in toe abdominal region to become acute. The proper method of lifting of heavy, or bulky material will prevent 75 per cent of the cases in which hernia is alleged. Squat, then lift--is the warning issued by our safety engineering department Push your entire body upward with your legs, it is easier and safer, is a lesson that should be taught to every employee. The danger of lifting in handling materials is now recognized by most employers, and here again engineering revision comes to our assistance, with the result that mechanical conveyors, lifts, elevators, and hoists have been installed whenever practi cal ; and it is gratifying to note that in such cases there has been a marked improve ment in the hernia accident experience. Although much good has been accomplished through mechanical aids and instruc tion in safe working practices, there is something even more fundamental As we now know, a physical examination can and will disclose any evidence of existing hernia or a weakness in the abdominal walls that may lead to hernia. Physical examinations of employees in industry will without doubt be ultimately undertaken by all em ployers of labor. That such a procedure is almost necessary is evidenced by the fact that records of such examinations covering a large number of textile plants reveal that on an average one out of every five applicants for employment either has a hernia or has a weakness In the abdominal structure, which would, under the right conditions, easily produce one. With such a serioas situation before us and a realization of the burden imposed on the textile industry through lumdling-matcrial accidents, which include such trivial occurrences as, object dropped upon another person by a fellow worker, being caught between two objects, injury due to something falling from a load, or piling material, strain in handling, violent contact with sharp or rough objects,--care ful thought should be given to the possibility of assisting the human element with properly designed mechanical devices which are only possible through engineering Chairman Johnson: Mr. Dearborn, that was a very interesting paper. The opportunity of using mechanical devices, not necessarily engineering revision, to com pletely change the process, but mechanical additions, indicated by your pictures and remarks, tells me that a great deal can be done to prevent handling material acci dents and their consequent injuries by mechanical means instead of passing ;!* buck entirely to the employees who are subject to the injuries. I am particularly interested in that point that we arc inclined sometimes to stress our safety educational work among the empolyees to such an extent that we pass the buck. Elliott Knight (The Employer's Liability Assurance Corp., Boston) Mr Dearborn, what arrangements have you on those portable elevator lifts for keeping them in one spot while they are being in use? In other words, to keep them from sliding away ? If they are portable they must have wheels on Use bottom to shove them around. 748 Nineteenth Annual Safety Congress Mk. Dearborn: What you call an island, i$ one way. Just roll ii over into this island or raised nioldiiig. Some of those arc set in a depression in the floor. It is the same problem you have on a railroad platform with trucks. Dr. K.\ am*. Where you are using those for a staging in painting, how can you anchor them Mk. Deakbomx: That is more or less a permanent operation. Instead of using a ladder stage, they use two lifts. Mr. Place : Isn't it possible that they have some sort of device on there like they lave on adding machines for use in offices ? You can step on something and tlie wticel comes up and the whole thing rests on the ground. I think probably tlunc caster wheels are lifted so that it is on a channel iron or frame. Mk. Knight: In thinking back, I believe one of your pictures illustrated that point. It seems as though the wheels were about four inches from the floor and that a platform dropped down. I brought the question up because I knew of a case that happened not long ago in the use of one of those lifting elevators where they had quite a weight and the whole thing slid off one side and toppled over and tlic injury resulting was far more severe than would have happened if they never had the elevator there. Chairman Johnson: We niusn't ever overlook the fact that the introduction of a mechanical device to eliminate one accident causing conditions introduces another one, unless it is foolproof. Mr. Cook : You raise the question of hoisting that drum. I don't know whether you have all seen it or not, but downstairs in the exhibitors section there is a device for lifting drums, a cradle that picks them up and lays them over. It is a very clever device. I suggest that you look at it. It is new, something that has just been put on die market. You can empty the drum on the cradle or you can take the side i)ung out and empty it from the center. It has a pair of casters on the end and they throw back when they tilt the drum up, and they kick the casters forward and it is on a truck. Dr. Knapp: Tlua process I have in mind necessitates the raising not so much of a drum but of a barrel to its staging and then into a hopper which is also about five feet above the staging and the staging is about four feet above the floor. It would require rather a specialist for that. W haven't one as a matter of fact now that will do that. Mr. Place: Mr. Dearborn stated that 86 per cent of accidents were chargeable to employees and 14 to management or defective material or equipment. In putting ou any accident prevention campaign, if we are going to try to eliminate a certain type of accident or a certain cause of accident, we all agree that we must first wipe out the management and defective equipment end of it. That gives us 86 per cent chargeable to the employees. Pie very ably brought out that the placing of employees was of vital importance and that physical examination was almost a necessity. Then be emphasized that the employees should be properly educated in the method of lifting, if they were going to handle material themselves, and after the education comes the proper supervision on the part of the department head, foreman or what soever have you. So. with those three things in mind I think we might find that perhaps after we placed the employee and told him, tried to educate him, etc., really the most import ant enc of all is the proper supervision. Mr. Johnson has prepared another chart which I think illustrates the fact that per haps wc don't sometimes realize that handling materials involves somewhat the same relation to each other. We have again 2,189 compensable injuries. In other words, it is the same group of compensable injuries that were taken from falls. If you can remember the figure of falls, you will see there were 376 compensable Textile Section 749 injuries classified in falls and 377 handling materials. Right here we should state that this handling materials is ail human handling of materials. There are no ma chines in it. no trucks, no lifting devices, it is human handling of material. Wc have again used the days lost as actual days and do not contain death, permanent total cr specific awards. As we go down we see that the average cost of handling acci dents is only $115 as against $160. That is att indication, that is all. Then we come tn the heading. `'Injury*" Out of 377, 124 were hand injuries, 62 were foot injuries, 62 were back injuries, 40 were hernia. Those are the dominating classes with the possible exception of arms with 32. Under the next heading of, "Hazard," the actual lifting hazard, 244 out of 366. In other words, a very large preponderance is in this classification. The others are small in number. The next heading, "Cause," out of 377 we have 149 strains due to lifting, 76 acci dents caught between objects, 69 object dropped by injured. I think if we wilt bear in mind the facta as borne out wc can sec again that the tilings that Mr. Dearborn emphasized in his paper, such as the picking of tltc em ployee or the placing of the employee, are of vital importance in attacking this prob lem. Dn. Knai*p: Isn't the placing of the employee by far the most important? Chairman Johnson: Why not use this expression, "the proper selection of the employee for the job." I rather like that. It is a stereotyped expression. In other words, our employment department may select beautiful physical specimens of ' humanity, but that is just half of that problem. Dr. Knapp: I believe if there was a standard of acceptance on these men who showed a tendency to hernia, those 40 could almost be entirely elimirta' Chairman Johnson: I was rather interested right there, Dr. Knapp, in the fact that there were forty hernias while handling material and only some seven or eight due to falls. I have heard doctor after doctor try to explain that hernias were apt to be more prevalent when slipping on a floor or a fall injury, and that back strain, muscular strain while lifting would predominate far ahead of hernia injuries. Here we see 62 back injuries and 40 hernia cases. Dr. Knah: I think this is what you expect, because with a fall you haven't usually any increase in pressure inside your abdomen. That is the condition that causes hernia. A fall doesn't usually give you that condition, while lifting most certainly does. Not only that, but these men who were selected for this lifting, if they had been tested out probably the great majority of these 40 would have shown some tendency toward hernia. Either they were going to or actually did have incipient hernia. If they had been excluded you wouldn't have any of these 40 at all. We have reduced ours by examination down to virtually none in the way of hernia. We don't put men who have a tendency to hernia on lifting jobs. We don't employ then as a matter of fact. I. MacNulty (American Woolen Co., Boston, Mass.) : I was a little surprised to hear Mr. Dearborn's statement. I was wondering how he based that 86 per cent of the injuries on the employees themselves and so 1 was looking over under the heading of "Hazard," and 244 of the hazards under this heading were due to lifting. I wonder bow much of that 244 was due to lack of supervision or wrong instruction to the people, or indifference as to how the men or women, whoever they were, were lifting. I wonder if lie included in his heading that 14 per cent against the supervision or management, or did he leave out in his classification some higgledy-piggledy system with which the injured operator had very little to do. I say that because I have not found that 86 per cent of any accidents are due to injured parties. I find that he gives us 35 cases working on machines. The machine itself is very 730 Nineteenth Annual Safety Congress largely something that is out af the control o! the employee. He has nothing to do with the construction of the machine, nor the speed of the machine. He has nothing to do with the defective machine. A machine may be running and some defect occur over which the employee has no control. I was wondering if 86 per cent of those accidents were due to carelessness or to any accident of the employees themselves. 1 have a suspicion that the 86 per cent has not been thoroughly analyzed. On the question of piling. I think most of you men who have factory experience will admit that if you go through places where there is a great deal of storing and piling, there is very little supervision. It is very largely left to the people them selves and a great many elements may enter into why the men are careless or in different or in a hurry. Of the 14 cases due to piling I would suggest that less than 86 per cent are due to the failing of the injured party there. I notice that there were 30 "other causes." What other causes? Tlicre are 30 causes not explained while there are only 24 to pushing or skidding and only 14 to piling. There are 30 other different ways in which men were injured handling material for which there is no definite heading, and in how many of those unknown causes was the operator the cause of his own injury? f think 30 is too large a number out of the smalt number there, and then $ay 86 |>er cent of them are due to carelessness on the part of the injured party himself. Your skidding came up under the heading of your 'tails". What control would he, the injured party, have over the skiddiqg portion of any place that he was handl ing material? How little would he have to do with it? I think further analysis from those that compiled those figures would reduce the 86. I don't think a state ment like that will help us a great deal in solving the problem of accidents unless we go very thoroughly into the basic cause of the thing itself. Earlier in the forenoon the question of falls came m and T noticed that whoever drew up this drew up one item under "Loose objects." which was a definite cause of 26 falls, but there was no heading liere on how many accidents were caused by permanent fixtures on floors, not loose but permanent. I think there are more perman ent things on floors than there are loose things on floors. You arc constantly looking after the loose things on floors, but the permanent obstacles on floors you are not looking after became they are something outside of your province. Chairman Johnson: Mr. McNuHy, I am going to start at the back end and work up to answer your questions relative to the charts. Look at your "Falls" chart, falling over fixed object*. At the bottom are labeled 61, "All Others." There was no one item of more than six or at least no other item of as many as six which went to make up the "All Others." In other words, all others was the grouping of some of one cause, two of some other cause, three of some other cause, one of another, etc., to total the 61. Falling over fixed objects Is in there and for this group of figures it did not total six or else h would hare been an hem by itself. I arbitrarily took six as a number for a heading. As far as this analysis goes, it does dot go into the question of responsibility by the employee. So that these lifting accidents, these working on machine accidents, these loading accidents, these pushing or skidding materials accidents, etc., were from a variety of cause* and far be it from tue to attempt to guess whether the employee was responsible for six or 86 or any other percentage of responsibility. Notice tliat working on machines under handling materials means that the person was injured while placing stock in a machine or toot in a machine and a good many (not all) of lliose injuries while handling material at a machine would be classed as caught between objects. That is, slamming the heavy material against the hand and the frame of the machine, and other similar ways of being injured while handling material at the machines. Mr. McNulty: You realize tliat a good many aisles in milts are very narrow, Textile Section 751 especially old-time mills. Men have to go in and lift heavy objects like beams, and parts of those machines are very heavy. Would it be just to say that if he was injured under conditions which he did not make and conditions which are not safe but have been the handing over of an old-time method of constructing textile rooms, almost under any circumstances would it be just to blame the man who was injured? Chairman Johnson: No. Mr. McNulty: I think your 86 will begin to simmer down a little. Mr. Cook : In reading your chart there arc certain things that I don't quite under stand. You use an expression, "Hazard," and then you use the expression "Cause" and under "Cause" you give the words, "Strains due to lifting." . I would feel that a strain was a type of injury. You already use the word 'lifting" above and you call this a hazard, which is really a type of accident. Chairman Johnson: Let me use some other word which may be synonymous. Suppose we change the word "Hazard" to the operation that the workingman was performing, such as he was lifting or he was working on machines or he was loading vehicles or he was pushing or skidding material, and it was while he was performing those operations that these injuries occurred. Now, under "Cause" I am contented to use the word "classification," but I wouldn't tike to say "type" bccaus^l think this type of injury to the liand or foot, etc., comes in the first group. Mr. Cook : Not type of injury bat type of accident. Chairman Johnson: Alt right, type of accident and cause of injury are very similar to me, because the cause of an injury js the result of an accident. As far as lifting, under the "Hazard" group, the man who it lifting material re ceived an iojury. It may have been a strain. He may have got caught between object*. Mr. Cook : But you call a strain a cause. Chairman Johnson: Of injury, yes. The injury is ruptured muscles or ruptured belly wall. Mai Cook : Or a strain. Is that proper, doctor ? Dr. Knapp: A strain is the type of Injury then and you Include under strain hernia? :Chairman Johnson At the top I have got them separated as hernia in a separate classification. Some of the foot injuries were strains and some of the back injuries were strains. A sprain of a foot is a strain and a sprain of a back muscle is also a strain. They are grouped there under the various parts of the body. I am very frank to admit that there is easily a little confusion by the fact that the classification nomenclature uses lifting as a hazard and then again as a cause of injury. Dr. Knaff: Wouldn't it make it dearer just to leave the word "strain" out and *ay "due to lifting?" Chairman Johnson: Surely, I think it would take away all the difficulty. Mr. Cook: I want to agree with Mr. McNulty on his statement regarding the 86 per cent of accidents chargeable to the employee. If we could educate supervisors, safety supervisors, to eliminate the employees as an accident cause, it would improve the efficiency of the supervisor 100 per cent, first because we remove from his chart a convenient alibi and. second, that almost invariably if wc take the cause of an injury which has been charged to the employee, wc can go one step farther atxl charge it f,o supervision. An injury which is due to failure to obey instructions can also be charged to. if not a lock of instruction's, failure of the supervisor to follow through on his instructions, and 1 agree with Mr. McNulty that that percentage seems somewhat too high. Dr. Knapp: I have never gone into it thoroughly, but the evidence that wc have had doesn't bear that out. Severe accidents are very few, fortunately for us, but I do recall four very bad accidents which entailed the loss of much time. In all these cases it was distinctly, I should say, the fault of the operator and not the supervisor. 752 Nineteenth Annual Safety Congress Ml Cook : Would you mind taking one of those cases and illustrate it for us? Da. Kjcapp: A nun who acted as a janitor and clean-up man in our dressing mill had the elevator upstairs on the floor he was working and he wanted to send it down. He rushed into the elevator, pulled the cord, sent the elevator down and attempted to rush off. I-ie broke his hack. The gate struck him as he was getting off. He fortun ately got off the elevator without causing his death. He was never instructed to operate the elevator that way. M l Cook : Was be instructed otherwise ? Da. Knapp: When he came on the job. He knew how to run the elevator, was told how it worked. 1 don't think a supervisor would ever take into consideration that a man would ever do that There was no cause for him doing that. There was no haste. The day's work was over and he was cleaning up that particular room. He wanted to send the elevator downstairs. He didn't want to climb the stairs. Ml Cook : Did you ever check up to see whether he did that before or not ? Dr. Knapp: I suppose he probably had done it before. There was no one there to witness it; it was alter hours. Naturally he was laid up three or (our months. Ml Cook: Wasn't the supervisor as responsible for him after Hours as before? Dr. Knapp: How could he be responsible for a man working after hours if you give a man instructions? ' Another accident we had--a man attempted to clean his machine while it was in action. It was a combing operation in the velvet department and he combed out most of the tendons in the back of his right hand. He was distinctly instructed not to dean that machine while it was in motion, yet to save time lie did it. He operated that leadline 20 years and had never been hurt before. Mr. Cook: Was this the first time he had done it that way? Da. Knapp: I don't suppose it was. A similar accident occurred in a spinning mill. A woman tried to clean a machine with a brush while in motion. The brush was caught and pulled her hand in and severed all the tendons on the back of her right hand. This same man who broke his back with the elevator just last spring attempted to oil some gears while they were in motion and it took off three fingers on his right hand. A piece of rag caught in this machine and dragged his hand in and took off three fingers. That is the same man who broke his back. To me that man illustrated an unsafe employee. The man was sober and industrious. He never smoke or drank in his life. I don't think his judgment is good. We removed him now to something where he can't possibly hurt himself and is still able to work. Chairman Johnson : Dr. Knapp. I agree with Mr. McNulty and Mr. Cook that it is a dangerous thinr, to say that 86 per cent or any other specific per cent of injuries are due to the workman himself, but I am going to agree with you in this way: We are stressing supervision because lint is a very important item of accident preven tion, but I liave a rather distinct feeling that the swing of the pendulum in that direction is a little too far. Now there are very definite responsibilities for accident cause and we know that the human `factors, the management, the supervision and the employee, comprise the attire three divisions of personal responsibility. We can fail by putting into the supervision group some of those elements which rightfully belong in the employee group. We might express ourselves to the extent of finding some partial responsibility by the supervisor, but 1 think that it is carrying the thing much too far to in your first instance try to find a responsibility on the part of the foreman of the department when his department comprised one man working by him self at night unless you analyze the accident which that foreman has in his depart' mem and find by studying all of the accidents which come to employees who come under his charge that he as a foreman allowed his employee* to contribute a large percentage of the accidents in the mill. Then it is reasonable to find that he is rather lax in his supervision and you might Textile Section 753 find that the man who ran the elevator down and jumped off was not responsible for it but that his foreman was. So that you cannot, from die amount of evidence available, absolutely exclude the foreman and neither can you blame him for it without using a good deal of imagin ation. Mr. McNulty : Speaking for myself, I was trying to remove a cause of blame and not bring in a nfew one. For instance, in the cases I gave the foreman was not to blame for the accident. There is a narrow aisle; there is very little room to handle a beam; the foreman is not to blame but I was trying to remove blame from an injured man because we will not get anywhere in our safety work if the problem of condemnation is controlling us and blaming people that are not in a position to be blamed. Foremen have nothing to do with defective flooring and defective stairways. They arc the cause of a good many accidents. If we go on shifting the blame from the shoulders of the foreman to the shoulders of an operator, we will never get Dear the cause of our accidents. So I had no intentions and, of course, 1 didn't say so, but I was afraid I was getting that way under the discussion that we were blaming some one; no, nor condemning any one. There are permanent conditions of hazard in industry, I suppose in other industries as well as textiles, over which neither the injured party nor his foreman have any control. Those permanent conditions are the cause of accidents. How long are we going to be changing our stand by introducing the questiou of responsibility or blame or condemnation and the condition that causes it still remains permanently? I wanted that cleared up so there wouldn't be any mistake of introducing a new blame by removing an old one. Mr. Cook : I didn't want to introduce the foreman into the discussion. I tried to use the word, `'supervision", meaning only two classes: the workman himself and those from whom he took orders and who are responsible for the conditions under which he works, which includes the entire supervisory personnel, including the man agement and ownership of a mill, and the permanent conditions which Mr. McNulty speaks about certainly are responsible and the responsibility of the owners of the mill or the management Just to bring out the idea a little farther in that discussion which I tried to raise with you, doctor, in the four cases which you mentioned, after the accident was nothing done by the msnac "nent to stop that cause or prevent a repetition of those types of accidents? Dr, Knaft : Extra instructions were issued. Mr. Cook : Then we admit that something could have been done before the accident ? Da. Knapp : They could have been doubly warned. Having been warned once, they could have been warned again. That could be carried out indefinitely, but that ' was done. Mr. Cook : The thought is this: The very fact that you did try or took steps to stop a repetition of the accident indicates very clearly that in the hands of supervision there is a responsibility for that accident, f don't mean a blame; I don't mean by responsibility a criminal negligence or anything like that; I mean a responsibility for a cause of that type. Da. Knapp: We had no more assurance that that accident wouldn't take place again; that the employee wouldn't commit just as poor judgment on other times and attempt to clean his machine while it is m action. You can warn them the third or fourth time not to do It, but I don't know how you are going to stop them doing it unless you fire all the men who do it. I don't doubt but that this will happen again even with these repeated warnings. I think that type of accident is up to the employee, but we don't blame the employee openly. We never accuse him, certainly not at the time of his accident. I do think, though, the type of accident that is due to a cause, as Mr. McNulty just mentioned--defective flooring in one department--should be put 754 Nineteenth Annual Safety Congress up lo the supervisory force. I think the supervisor should report those things. That is what ( have been trying to achieve in our plant. The supervisor reports those things; reports within his own domain all the defective flooring, all scrubbing that is done during hours and things of that kind that hazard the Uie of the employees. I think that is distinctly up to the supervisor. The management is not there to see, but the supervisor is every day. Chaibman Johnson: f was going to bring that point up as a direct question, Mr. Cook, in this way: Don't you think that you would improve greatly your viewpoint in the question if you would make a distinct separation between management, execu tive control and your supervisory department which controls the actions of the employees directly? For example, the textile code has an item in it which comes under Mr. McNulty's question, namely, the clearance between the cargo, a mule, and a fixed structure of the building, to permit sufficient passage clearance for the opera tive of the mole. Now, the placing of the mules or any other machinery comes under the design of the factory or mill and is surely a management problem and has nothing whatever to do with the overseer of the spinning room who takes the machines as he finds them and gets the work off them by the operatives. I am not critiefemg you; I am merely trying to stress that I like to make a distinct separation between man agement which controls the materials furnished, the machines furnished, and the process by which they work, and the supervision, on the other liand, which selects the employees, trains the employees, supervises die employees and is responsible for the maintenance of the machines after they get them. Mr. Cook : It may be splitting hairs. You will notice in Mr. Dearborn's paper he made no subdivision. The employees on one side and management on the other. If we are going to subdivide, separate classes, I think it is better to subdivide management, but still keep management and employees responsible as the two separate ideas. If we wish to subdivide the active handling of employees from the type and manner in which equipment is installed, etc* that is all right to subdivide it within the group of management Chairman Johnson: I always want to keep in my mind a separation between those things over which the management has direct control, which include the selec tion, training and supervision of supervisors. Mu. Cook: And also the Installation and engineering equipment of the mill. Chairman Johnson: If you are gotog to change your process to eliminate a Ilizard, you don't bother with your officers, you go to the manager, etc. That is beside the point on falls or handling material. We always drift into the subject, the general subject of accident prevention, which is absolutely no harm and thoroughly beneficial. Dr. Knapp: The answer in our place apparently, to make tie foreman responsible for accidents so far as possible, is that if you do make him responsible, he won't report half these accidents that occur' these small accidents that might grow serious. Chairman Johnson:'The answer to that is the supervision of supervisors. A. Barlow (Armstrong Cork Co., Lancaster, Pa.): We have been recognfating the responsibility of the foreman for Quite some time and with that end in view have gotten the foreman so educated to htt. duties that a reduction in the cause of accidents in employment has been effected. We offer some form of encouragement by bringing the one who has been most successful in reducing the number of accidents in his department to this National Safety Council. It is worked out very beneficially and we can see a very encouraging diminution in accidents. ADJOURNMENT Textile Section 755 Wednesday Afternoon Session October 1, 1930 S. E. PLACE, Chairman American Mutual Liability Insurance Company, Boston, Maas. The second session of the Textile Section convened with Chairman E. E. Place, presiding. Chairman Place: We have three speakers on the program and I ara going to call upon the last one first for hie convenience and ours. Mr. Glean W. Cook, supervising engineer of the Travelers Insurance Company. Accident Experience of the Textile Section During 1929 By G. W. COOK Supervising Engineer, The Tnvdat Insurance Company, Hartford, Conn. For a number of years we liave been collecting accident statistics from the mem bers of the Textile Section. These have In turn been analyzed and published by the National Safety Council. It is gratifying to note that each year more and more firms report and we can now analyze results to these annual reports, examine what progress, has been made and draw some conclusions. The value of keeping accident records in the textile industry is reflected in the increasing number of reports sent to Council headquarters each year by members of the section. Our accident experience during 1929 was the most representative ever repotted. Records were received from 153 establishments which represents an increase of 76 per cent over 1928. These plants reported an exposure of almost 200.000,000 man-hours m comparison to 153,000,000 for 1928 and 110,000,000 for 1926. The development of accident statistics among members of the textile industry is in line with the increase in reporting establishments of all industries from 1,725 in 1926 to 3,600 in 1929 and from 3,000,000,000 to over 5,000,000,000 hours of exposure. The accident experience of textile mills is decidedly better than for most industries. AH soctions representing industry as a whole, had an average of 25.53 lost-time accidents for every 1,000,000 hours worked by their employees during 1929, in com parison to only 11.82 for our section. The only group to show a lower frequency rate than we, out of 27 listed in "Industrial Accident Statistics," 1930 edition, was the cement industry, with a rate of 9.55. The severity of accidental injuries was likewise for better than the average; we had only 0.58 days of lost time for every 1,000 hours worked in our mills in comparison with 2.23 for all sections. Our 1929 severity rate gave us the best record among the previously mentioned 27 industrial groups. Serious accidents do not occur as often in ours as in most industries. One em ployee out of every 1,888 was a fatality In industry as a whole during 1929 whereas we only had one to about every 12,000 people. This record was not beaten by any other industrial group. Although we had only one permanent partial disability accident to every 1,250 employees in comparison to one for every 430 in all sections combined, about five groups, public utilities, rririgeration, electric railways, laundries and some miscellaneous plants bad better experience than we with this type of acci dent. We can, nevertheless, regard our experience with serious accidents with con siderable satisfaction. The most reliable measure of Improvement Is based on a comparison of records of plants that have reported in each of a period of years. We have 51 mills with 756 Nineteenth Annual Safety Congress an exposure of about 84,000,000 man-hours that have reported to the Council in each of the last three years. This group does not include mills that reported for 1927 and failed to report for 1928, nor those that reported for the first time in 1929. Let me emphasize, right now, the importance of reporting your accident records evenyear. Do not report intermittently but consistently! The experience of our three year identical plants show that we have made a con sistent reduction in the frequency of lost-time accidents, but that the severity of accidental injuries has gone up. Our 1929 frequency rate was 16 per cent less than for 1927, which is a slightly larger decrease tlun the reduction of 11 per cent made by industry as a. whole. On the other hand, our 1929 severity rate was 25 per cent higher than for 1927 in comparison with an increase of only 5 per cent Cor all sec tions. The tendency toward lower frequency rates but higher severity rates was likewise shown by milts in our section that reported for both 1928 and 1929. Out of this larger group of 79 two year identical mills, 40 had lower frequency rates in 1929 than in 1928, 36 higher ones, and three had no accident records for two .years. But, on the other hand, only 34 mills had tower severity rates in 1929 against 42 with higher rates. The experience of identical plants in all industries, including our own two and three year identical mills, requires that we focus our attention on where and why this increase in severity occurred. The records of about 1,100 three year identical plants in all sections show that the frequency of fatalities increased during 1928, remained constant'during 1929, but, though the frequency of partial disability cases declined slightly in 1928 in comparison with 1927, a sharp increase occurred in 1929. Our experience with fatalities has been similar, but, in spite of a slight decline in the frequency of permanent partial disabilities during the last three years, tlieir severity during 1929 was higher than in 1928. The reduction in frequency has there fore. been achieved by reducing temporary disability accidents. What explanations can be offered to account for this Increase in serious accidents 7 It has been sug gested that industry may be directing too much attention to the elimination of minor accidents and overlooking some major hazards. The careful training and supervision of new employees during periods of expanding production schedules, such as occurred particularly during the first part of 1929 in many industries, is apt to receive less attention. Do more liberal allowances by state compensation boards increase our permanent partial disability cases? Whatever may be the reason, however, we need to give this situation careful thought. We have many excellent records demonstrating that effective safety work has been carried on among our members. A mill spinning silk yard reported a frequency rate of 11.6 for 1926 which has steadily been reduced to 3.01 for 1929. Its severity rate has also dropped from 1.01 to the low figure of .17. Another notable reduction is that of a plant manufacturing fibrous floor covering* with a reduction in accident frequency from 40 plus in 1926 to 26 plus in 1929; their severity rate, too, has im proved. A manufacturer of cotton clotH had over nine lost-time accidents per million hours worked during 1927, but for 1929, the rate was ouly 3.7. This mill established the unusually low severity rale of .07 during 1929. I could cite other examples of good results among our members, but these will suffice to indicate the progress of individual efforts in die section. Records in various textile branches show that, though' excellent progress has been made, there is still considerable room for improvement. Many cotton mills with a frequency rate higher than the average of 11.53 for the entire group can undoubtedly do better, particularly when 20 per cent of the mills can achieve rates less than 6.0. This possibility is open to mills of all sizes because those with these low rates employ from 300 to almost 3,000 people. This is likewise true among our finishing mills where some frequency rates range from 18 to over 70 in comparison to an average for the group of 14.5. Textile Section 757 Furthermore, irrespective of the varying hazards in different branches of the in dustry, 72 establishments out of the 173 reporting had frequency rates less than the average of 11.82 for the entire section. Very favorable severity experience was commonly experienced by our membert during 1929, for 75 per cent of those reporting had rates less than the average of .58 for the entire section. Most mills in every branch, except cord and cordage manufacturing, had rates lower than .50. Serious accidents, therefore, were con fined to a small portion of the section. Although some excellent work was done during 1029, I believe that it will be surpassed during 1930. However, whether your records show belter or worse ex perience this year, he sure to report it some time during January of 1931. As 1 have previously indicated, we are getting a clearer picture of the accident experience of the section each year. The response to requests for 1929 records was excellent your sectional officers appreciate that kind of cooperation. It is for our mutual bene fit that you contribute your experience, so make a special note on your calendar to furnish the Council with vour 1930 record. A. S. Johnson (American Mutual Liability Insurance Co., Boston) : It is signi ficant that the accident frequency and severity figures show that the textile industry is among the safest industries. ^ ou may recall that cotton manufacturing associa tions have laid great stress on tliat particular point, which stress I have interpreted to be a complacency or an alibi for not working diligently to reduce their accident conditions. The Council members show some reduction as those figures show, but in studies of other groups of accident figures which include many, many mills which are not members of the Council and which give a much broader exposure usually than those reported by Council members, we see tliat the frequency rate in the textile industry remains pretty constant. In other words, a few mills are improving conditions; others are going sour. 1 merely want to point out that success in this small group proves that there is an opportunity to improve the accident conditions in the textile industry and what om mill can do, the rest can do, and the industry should slough off Its complacent at titude and do good accident work. I. MacNulty (American Woolen Co., Boston): I think that the fact that it was established on two occasions, by the Commissioner of Labor Statistics in Washington at this National Safety Congress and by Mr. Cook today, that the textile industry is a reasonably safe industry, I think should be advertised in a very frank way. It should get strong publicity so that any feeling that might exist that the textile industry is a hazardous industry might be removed. 1^ think our industry can be congratulated that it can show to the public that it gives not only capable management but a great degree of protection to the thou sands of employees working for it. Amthur Barlow (Armstrong Cork Co., Lancaster, Pa.): There are not many features of the textile industry which might be incorporated in what we regard as the safety record, other than those covered by Mr. Cook today. Should there be a complacency among the manufacturers of textile in this country so long as they arc exposed to conditions which mean a lesser enjoyment of life or the shortening of life, things that might be remedied by associating themselves with the National Safety Council and taking advantage of the trend of progress to make condition* of workers not only safer but healthier? Is that not a point that the Textile Section might stress in its future activities? Chairman Place: Mr. Bartow has brought out a point which we might stress in our news letters. Mr. MacNult/s point of saying that the textile industry has improved and is enjoying a better accident prevention record than it did formerly is well taken. If we could get our members and other prospective members to feel that by joining the 758 Nineteenth Annual Safety Congress Textile Section and taking part in the sessions they too, would enjoy a lower ac cident frequency and severity, then we would build our Section up to a larger number. Mr. Cook : There is a certain disadvantage in comparing our Section to any other section, particularly when we are better than the other sections. I don't think it is fair to compare sections. Perhaps the Textile industry is a less hazardous in dustry than any other. The comparison should be made among ourselves and in the industry. Chairman Place: There is no doubt but what the Cement Section has shown the biggest improvement besides showing the lowest frequency. You are absolutely right that we should compare this Section with its past years inside the industry. The next paper was to have been by Mr. Sidney Ingliam of the Ludlow Manufac turing Associates. He is probably one of the pioneers on job analysis and the work that he has done in his plant speaks for itself. Unfortunately he was disappointed in not being able to attend. At the last moment Mr. Johnson received a telegram from him asking him to read his paper for him. Therefore Mr. Arthur Johnson of the American Mutual Liability will read Mr, Ingham's paper. v iM /**-**> 3T '! ' "S'J Plant Hazard* Taken Apart By SYDNEY INGHAM Safety Engineer. Ludlow Manufacturing Associates. Ludlow. Mas*. There is nothing original in the idea expressed m the subject of this paper. It is simply an adaptation of the job analysis of the efficiency engineer. Just an extension of the instinct of curiosity exemplified by our childhood desire to take things apart to find out what made them tick, but, I hope, without such disaster to the subject of our study as occured to an accordian 1 once took apart to see wliat made the music In the textile world when we wish to learn the composition of a fabric, of a thread, or of a yarn we take it apart and study it under the microscope and in the labaftoryWe do not always learn all that there is to know about our subject but wc do get better acquainted with it than is possible from mere outward examination. So it is with accident hazards in the textile, or any other, industry. If we analyze the jobs in the plant we shall discover that most of the accident hazards are a part of the routine work of the job. But first wc must know the job, and a competent knowl edge of the job requires that we know what kind of person it suited to the job. First we took at the essential operations of the job. As we observe we learn that llie work is heavy, medium, cr light; that the operator stands, sits, or moves about; that there is much or little bending, reaching, lifting, pulling, pushing; that one's move ments must be quick, slow, or moderate; that the work is varied or monotonous; that It is clean, dirty, dusty, oily, dry. wet, or odorous; that most of the work is done on the floor, at a machine, or at a bench; that the operator must speak or understand English; that he must or weed not read or write; that he must not be color blind, or that it does not matter. Having made these observations accurately we reach certain conclusions as to the type of person who should be employed for various kinds of work. So we say to cur doctor--we have one for one hour a day only--we can use three types of people in the mills and we want them rated physically A. B. and C. The A. type man or woman, boy or girl, must be in good physical condition. They must have no physical deformities of trunk or limbs; they must have good eyesight, good teeth, and good feet; they must not be underweight and they may be taller Textile Section 759 than average. They must be free from a clinical history of rhumatism, tuberculosis, hernia, goiter, and heart trouble. The type B. person must be in good physical condition but he or site may liavc minor physical defects or deformities; may be slightly under or overweight and may suffer slight defects of seeing, hearing, teeth, hands and feet without disqualify ing. Our B. type is the average worker in industry. The type C. person is anyone who cannot qualify in the A. or B. classification. Now that wc have analyzed alt of our jobs anti we have three kinds of people to put to work; we have now to fit the job and the worker together and our problem is solved--just like that. Unfortunately for everybody, it is not so simple. Oc casionally our perfect type does not react to specifications. We liavc standards but they must be flexible. However, our experience has proved to us that jobs requir ing the type A. worker can never be filled satisfactorily by the less physically fit. Occasionally a C. type worker will fit well into B. type work and a B. type worker can always do class C. work. Let's analyze a job together to see if wc can understand what I am driving at. We'll take the operation of spinning in a jute mill. The frame used has overdriven flyers turning upwards of three thousand revolutions a minute. There are seventytwo spindles to a side and the spinner tends from two to four sides depending on the count being spun. For a woman or girl wc classify this work at heavy. The rove must be placed oh a creel over the frame and if the yam is being spun from double rove at least two bobbins of rove must be on the creel for each spindle. The frame doffs every forty minutes and the rove runs out in five to six hours. The creel must be filled at least once every day and usually.on alternate days it must be filled twice. To take care of four creels requires that a Ion and a half of rove in five pound packages be lifted (rom a truck to a height of six or seven feet from the floor. To enable tlie spinoer to reach this height a step is placed across the front of the frame at a distance of sixteen inches from the floor. The spinner must step up and down at least a hundred times a day with from twenty to thirty pounds of rove in her arira. This is heavy work. What kind of woman can do this work? We prefer the type A. but can use the cream of the type B, The spinner must be mature physically and In good health. An ideal type would be a girl about twenty years old, about five feet six inches tall, and weighing about one hundred thirty pounds, with good eyesight, good feet, and dexterous hands. We continue our analysis. We find that the spinner has about 15 per cent idle time spread over eight hours. This gives practically no time for sitting. The job is one that only an active person can do. Being on her feet so much, it is essential that she must have good .feet. Obviously the feet must be properly shod. Felt, slippers without beds and shoes with high French heels cannot be worn on this job without serious results to the wearer. The former will result in fallen arches and flat feet and the latter in fallen bodies and bruises and fractures. Across the front of the spinning frame arc a series of drawing rolls, inruuning, and because of the nature of the operation impossible to guard by enclosing the nip. If a spinner is dressed in the modern mode--and she will be if she is like the spinners I know--she has on a skirt that hangs to the knee or thereabouts. Such a skirt, when the spinner reaches to the top row of pins on the rove creel, will have its hem about on a level with the drawing rotl and, if the skirt Is of light material, the slightest breeze will blow it into the roll and mylady will be bereft of clothes and suffering from contusions about the lower anatomy in the twinkling of. an eye To eliminate the possibility of such a painful physical experience and shock to the inherent seme of modesty we insist that every spinner must wear a garment that Is called a union-all but is a feminine version of the well known male garment of 760 Nineteenth Annual Safety Congress that name. To prevent sleeves being caught in the machinery the garment is made sleeveless. The prevailing fashions in bobbed liair have eliminated most of the danger nf girls having their hair caught in the machinery. However, they let the hair grow, and now and then there is a girl who never bobbed it; these girls must confine their hair in nets during working hours. The point of operation on a flyer frame, has been, in the past, the most hazardous pari of (he spinner's job. To piece an end it is necessary to stop the flyer, draw the broken end from the bobbin and piece the yarn by releasing the flyer and allow ing the rove and yam to twist together. On the old type frame it was necessary to stop the flyer by bringing the heel of the hand into contact with the top of the rapidly revolving flyer, then the flyer was grasped by the little finger of the left hand and held while the yarn was brought into piecing position. Operators were furnished hand leathers to take the shock of the flyer and prevent caltous formation, but in spite of this protection painful contusions and frequent fractures of the fingers were common, with no adequate provision for preventing these accidents.. Deformed fingers were more common among spinners than among base-ball catchers. The adoption of the overdriven flyer has eliminated all of these accidents. Since this type of flyer frame has been in use we have not had a single broken bone as the result of an accident at the point of operation, formerly they were of very frequent occurrence. The flyer is now stopped by friction of the .hand on the top of a half round wharf above tlie whirling flyer and out of danger. Incidentally the frame is speeded up lialf again as fast as the old underdriven type. The raw stock for the spinner is rove and the finished product is yarn, both of these commodities are handled on wooden bobbins. In the past these bobbins were subjected to very hard usage. They were thrown into box trucks with anything hut tender care. As a result of this treatment both the bobbins and the box trucks be came splintery and the girls and women who handled them suffered from innumerable splinters, many of which were reported for first aid treatment, but more of them were not so reported. They were removed on the spot with the aid of pins, needles, and knives. As a consequence infections were frequent. To prevent infections from this cause required a long programme of education in the necessity for prompt re porting and treatment for sliver wounds. A better and more efficacious remedy would be to remove the cause of the slivers. This was accomplished by painting the bobbins with lacquer and eliminating the box truck by substituting in its stead a truck with an iron frame and a creel on it. The bobbins instead of being thrown into a box truck and ruined m a short time are put on spindles. Now they are never splintered, their life is increased about ten fold, and yarn is not spoiled by being frayed on rough bobbin beads. There are no splinters in the trucks for there i* nothing to splinter. The tircsojne bending to remove bobbins from tlie bottom of a box truck is eliminated and the spinning and subsequent winding or reeling operation is speeded up, but most important from tins accident prevention point of view stivers are practically eliminated and infections never occur. It is of more than passing interest to note that the study of tlie job with a view to eliminate accidents led to a new organization of the work for the spinner and her helper; so that the more valuable time of the spinner is spent in the performance of tlie more skillful operations on a larger number ol sides and the less valuable time of tlie helper is spent on the less skilled operations, with a considerable saving in labor cost and tlie almost complete elimination of accidents on this job. The spinning frame must be cleaned, oiled, and greased. It occasionally requires mechanical adjustments, and has frequent gear changes as the counts spun arc changed from time to time. Some of the most serious accidents--amputations of fingers, hands, and arms--in the textile industry have been the result of cleaning Textile Section 761 machinery in motion, particularly accidents relating to women. To eliminate these infrequent but tragic accidents machinery must be cleaned only when it is stopped or the cleaning must be done by a trained crew of cleaning specialists. It has been our experience that the specialist is the best cleaner and least prone to injury from the operation. Obviously, if the operator does pot clean the machine she cannot hr injured doing that operation. A properly organized cleaning crew of two or three men equipped with vacuum or blowing apparatus, working after the production departments have stopped for the day, will do more and better cleaning with beneficial results to the manufactured product and to the life of the machine. Thus cleaning accidents arc eliminated and tlie time of the machine operator is not diverted from production. There is a reduction in waste of material in process and the consumption of brooms is reduced to a reasonable figure. Modern lubrication mctltods have made it possible and very desirable to substitute high pressure greasing for much of the wasteful and indifferent oiling of the past. By the use of grease guns and ceutral oiling reservoirs all of the accident hazard and most of the waste in lubrication may be prevented. With modern systems of lubrication all except a very few places may be lubricated while the machinery is still. Along with the studies and changes that have been inaugurated in this job of spinning which we have been analyzing the spinner has not been neglected. She has been educated in accident prevention by having pointed out to her the reasons for the changes and how they affect the accident hazard of the job. Site has been educated to appreciate the necessity for correct footwear on tlie job and the de sirability of being clothed so as to eliminate accident hazard. She has a better job, is better paid, and does less laborious work than under the old hazardous system of working. The second-hand, section-hand, and five fixer usually make the gear change* and minor adjustments on operating machinery. It is necessary to study each machine and all of its peculiarities very carefully to discover the latent accident ixusibilitics contained to h. When changes are made gear cages arc open and the hazard is open too. To change a dreft gear on a drawing frame, for instance; where does the second hand stand when be loosens and tightens the stud nut ? Does he hotd the intermediate gear--which is always in mesh--with his left hand white he pulls on the wrench with ills right hand? And if he docs, what woukl happen if the machine were to start accidentally? Is the belt shipper locked so that the belt cannot creep onto the tight pulley? Or is it left to tlie man to divide his own safety guard and lock the belt shipper with a hammer handle or another wrench? Could the thrust of his slioulder start the frame if the wrench should slip off the nut while he was [Hilling or push ing? Could a passing truck strike the shifter and start the frame? Could a careless or ignorant operator start the frame? 1* there sufficient clearance between the belt shipper and tlie machine, at the back of the frame where the man is standing, so that if it were accidentally shifted the man would not be caught in a trap? Does the man have to reach around a belt shifter in such a way that he might pull the belt on to the tight pulley if he should slip? Docs he stand where tension wciglrU may fall and injure his feet? These and kindred questions the safety engineer must answer from his personal knowledge. This knowledge he must acquire from an analysis of the various jol* In his plant. He cannot take anything for granted. He cannot assume that because things arc done in a certain manner and that they have been done that way from time immemorial that, ipso facto, there is no accident hazard there, lie must take the job apart and see wliat makes it tick. And tlie interesting thing oIkmii taking 762 Nineteenth Annual Safety Congress plant hazards apart is, that, in almost every instance, when the job is put back to gether there will have been not only the elimination of an accident hazard but the elimination of some form of waste. This taking the hazard apart is a never ending job. Production operations in thi factory are changing constantly. The industrial world of twenty-five years ago is as dead as the civilization of Egypt and Babylon. This is a new world we are at work in. Competition is scientific. Silk and cotion are battling with rayocL Rail roads are battling Bus, Truck, and Air travel. Concrete and steel with lumber, brick and plaster. ''Manufacturing is scientific, in its mast production and new machinery. Business today demands knowledge, resourcefulness, and sincerity which the proudest or deepest science exacts.** The price of survival is initiative. The man or business who waits to be told wbat to do may not be there long enough to do it. In accident prevention we are but a step behind scientific business. This techno logical and scientific upheaval in the realm of industry must find safety engineers do ing things,--not waiting to be told what to do. We must bring to our task initiative and imagination. What are the electricians, the chemists, and the mechanical engineers doing to your business ? Find out and show them how they can do it without creating a new accident hazard. This business of taking the plant hazards apart will keep you in step with the times in your Industry. Napoleon once said something like this, "There are no bad regiments, there are only poor colonels.** So I paraphrase Napoleon and say. There are no bad plant liazards, there are only poor safety engineers. Mr. Barlow: It might be well to say to Mr. Ingham that he has not only suc ceeded in giving a most interesting account of how he regards his work and fulfills his duty, but to my mind I think he has established a text-book for safety engineers in (In textile industry. Mr. Johnson: 'rhe Executive Committee this winter decided that the safe practice pamphlets which the Section hopes to develop soon will he built on the line of job analyses and the first division is now in rough draft. Mr. Ingham was chair man of the committee that wrote it so that that is the text-book rather than his paper. Mr. Barlow : Personally, I am very, very much disappointed in not meeting Mr. Ingham here as I expected. I should like our secretary to say that we highly ap preciate this paper and regret that he was not here to present It himself. Chairman Flack; Do you make that as a motion? Mr. Barlow; Yes. (The motion was seconded and carried unanimously.) V. W. Coxovaa (Western Electric Co., Kearny, N. J.) : I don't happen to be in the textile industry but we do a great amount of textile insulating using spindles running as high as 4100 so wc have a* problem similar. I might say that Wc arc working along the same line and are highly gratified to know that other firms arc doing it. Sometimes if you don't know it is successful in other plants you are not sure whether you get results or not. We make the analyses ourselves. We also require the immediate supervisor on the job to turn in job analysis of that operation in which he is to list all the hazard* in one column; the next column, the probable extent of tlie hazard or injury, and the next, what to do to prevent them. Much to our surprise our supervisors Imre found hazards that wc tiave missed and have missed some that vr have found. When we put that togetlwr there isn't much left of the operation that we don't know. We have virtually eliminated what we call liazards in line of operation. We consider it a crime for one of those to he caused. In mir accidents for the last two years each one has been pretty much a story in Textile Section 763 itself. It has not been caused before. The dunces of its being caused again are about one in two hundred thousand. Sometimes we don't know how in thunder it did happen. I assure you that job analysis does help. It is a whale of a lot of bard work but it is worth it if you spend enough time on it. Chairman Place: Mr. Johnson in making up the program, after having tlie plant hazards taken apart, thought it would be interesting to take five injuries and have them discussed. I take pleasure in introducing to you Mr. Elliott Knight of the Employers' Liability Assurance Corporation, Boston, who will talk on "Five Injuries and their Story." Five Injuries and Their Stories By E. P. KNIGHT Engineering Department, The Employers* Fidelity Assurance Corporation, Boston, Mast. One of the molt difficult and yet the most needed method of attack in safety work is a proper study and analysis of the conditions leading up to an accident. It is dif ficult because of the many and various factors Involved, and It is necessary because if there can be any value attached to an accident it is the lesson of prevention and the warning against repetition. It is not enough to say that a particular machine was not guarded or that a man removed a guard, or that he failed to obey instructions, or that he was unskilled in his work, or that he was not properly supervised. It may be the case that the cause of the accident was centered around one of these reasons, but it is more likely to be a combination of them, all working up to one point. I doubt that a literally foolproof machine has as yet been devised, and I also doubt that there it any supervisor of labor so far-seeing that he in his instructions to an employee can warn against all practices and all hazards that might be harmful. When we say that to properly con duct safety work we need to exercise coustant vigilance, we mean it in every single seise of the expression. Proper accident study and analysis indicate to us how this constant vigilance should be exercised. An accident occurred some time ago in a cotton mill which primarily indicates lack of proper supervision. An employee who was temporarily Idle was put to work on a cotton comber, as he claimed to have had considerable experience With that particu lar machine and Its operation. During the very first hour of work, while attempting to dean the machine, his fingers were caught in the half lap and were badly mangfed. Thorough investigation showed that the man had had no experience on comb ers. and the second hand should have already ascertained this. Apparently no attempt was made on die part of the second hand to question the man about his exiwriencc, to accompany the man to the machine while the operation was first started, or to go back shortly after to see whether or not the man was progressing satis factorily. Here is a case that could not rightfully have been blamed on the in jured employee, for it could be claimed that he was ambitious, willing to help out and not be Idle, and that he might have thought In his own mind that he knew enough about the machine to properly carry on its operation. A few minutes on the part of the second hand and the accident in question would never have happened. Here is a case which should be of interest to psychologists. An employee of the day shift operating a crab machine In the wet finishing department of a worsted mill was straightening out the edges of doth which was feeding into the rolls. In his apparent interest to do the work well his fingers came too close to the nip of the rolls and his right arm was pulled out at the shoulder. He died shortly after at the hospi tal. On the night shift of the same day thij man's chum doing the same operation 764 Nineieenth Annual Safety Congress on the lame mariaac witainM the same injury and died later in the same hospital. The use of bar guards at the nip has practically prevented any possibility of a recur rence of this particular type of accident and such a method of prevention was imme diately decided upon following the first accident but time was too short to permit putting In the method of prevention until the second had occurred. There seems to be no question but wbat this guard should have been installed long before either accidents but it apparently was considered unnecessary by the mill people. There is also the chance that the first injured man was not thoroughly familiar with the ma chine and had not been properly taught as to its operation or properly supervised during the course of the work. Investigation showed that this was the case. The second accident, however, occurring with such horrible similarity seems to be an excellent example of how a person's action can be sub-oonseiously controled and in fluenced by previous events. Here Is an aeddent that, while not spectacular or involved, illustrates a principal often lost sight of hi the conduct of safety work, and that is, so far as possible, a man should be fitted to his job and not the reverse. In this mill a yard teamster had as part of his duties shipping back and forth around the mill yard heavy bales of cloth. He was put on this job as it was felt that his 70 years of age were too many to allow him to work so the mill proper. The result was that on the first day of work this 70 year old man, while attempting to lift a heavy bale or load lost his balance, with the result that the bale fell on him, fracturing a leg. One of the interesting things about this accident is the fact that the method of prevention is about as ex treme as the cause, for where they formerly had owe old man to do this work they now insist an a younger husky man and give him an assistant with similar qualifica tions. Another case involved a serious accident from work with a shredder in a cotton waste milt. Barriers bad been erected in front of these machines with a chute for feeding in the-waste and this arrangement kept the man back about four feet from the teeth of the roll. Two or three cases had been known where employees had crawled wider the barrier to push waste into the roll from the side of the chute and lucidly no accidents had resulted. Ia this instance, however, an employee who crawled un der the burner caught his sleeve in the teeth of the roll and his arm was severely injured. The committee investigating the accident decided that the use of a long stick for pushing m any waste which might get caught in the inside of the chute would do away with tbe possibility of crawling under the barriers to clean the chute by hand; and the committee also fdt that the overseer of the mao was lax in not more closely supervising bun, and in taking some definite action following the first two or three times this practice had been followed out without injury. In addition to this, any employee who is caught inside tbe barrier with the machine running is subject to discharge, and strict rules to this effect have been exercised and issued to each man. The las* case Is interesting because for a time there was such an dement of mys tery about it. A number of employees bn a doth printing plant formed the habit of hanging thdr woifting clothes near barrels containing anilin oil. For some period of time a number of them during the course of their working hours would experience 01ness of a peculiar sen racy often necessitating their leaving work for a short period. Finally one man mttapaM shortly after dunning his clothes in the morning and after they had beea hanging aO aught, and he was rushed to the hospital where it was found that he had a severe case of poisoning, from which he nearly died. It seas some little vtik before it came to the famitheating committee tint the presence of the arutin oQ barrels flight have fad some effect The space about tbe barrels eras then fenced off and pngor gn allowed for the am to hang their clothes during the use that tbry vwt us mnrkJwg Kent of these cases u vary wsaal They are typical of the problems which you ' and sttdi call for stady and application. A sympathetic Textile Section 765 study of the mental hazards la the case will very often bring to light many amazing facts, which have been overlooked before, and which if properly considered in future cases will do much to help us in preventing many of these so-called unavoidable accidents. Ma. MacNulty : i noticed on the last case which was a question of poison enter ing the body of a man, it was due to lack of supervision in not providing a place for the man to hang his clothing. The system of a man hanging hi* clothing anywhere, anyplace, is not a good system and in this case it was proven by the man's clothing coming in contact with the oil which nearly caused his death. I think it will be agreed that notwithstanding the man's act in hanging his clothes up, it was the only place for him to liang them up and it was a dangerous place and therefore the injured man would not be held responsible for his own disability. In the case before the last, it didn't seem to enter anyone's head that a long stick could have been used in cleaning out the chute instead of a man endangering his life. This has been the cause of many accidents and very bad ones by men cleaning out the chute with a very short stick or putting their hands in. Now tlie curing of that type of accident, the mere changing of the opening of the blow tip prevented any accidents taking place again. The opening was too near the rollers and the employee ran a very serious hazard of the stick and hand going in with it. That was no doubt a case of foremanship. He knew that that should not be allowed. The case o( the oged teamster, 70 years old, being changed to heavy lifting showed that agaiu it was the fault of the supervision. Tbe supervision was directly re sponsible for the disability suffered by the man. In the first case, placing a man by the assistant foreman without any instructions again showed a lack of foremanship. And so, with the possible exception of the second one, four of the five accidents and half of one of them was due to lack of good supervision and good foremanship. Now'it is quite true that Mr. Knight could have taken five other cases showing that the foreman had nothing to do with them. Now I don't want to be In position to say that foremanship is responsible for all the accidents, but just on this premise It seems to me that supervision was responsible for these accidents. I think if you will analyze the causes of accidents you will find that the contribu tion is from different sources. There I* the contribution of the surroundings of the worker which may depress him, the condition of the weather and the condition of the foreman's mind on that day. In analyzing the very targe group of textile accidents I find the heavy listings on the first two hours, therefore it is better for us to find out all the contributing factors that make this so. Wc are too prone to blame someone. If we analyzed the conditions--the time of day, the nature of the work and the physical conditions sur rounding the act itself, we would get out or at the basic cause of accidents quicker than leaving the preponderance of blame on the worker and the management. Ma. Johnson: There are a couple of more interesting points in the accidents and their studies. The first and the fifth were injuries which were the result of coming in contact with hazards which the injured persons were not familiar with, lu the first place, the man operating the comber was doing something for which he was not formally employed. It may be you can call it green help or improper instructions for the particular job, but my point is this: It was not his formal employment as was tbe case of the man operating the crab and the shred. In the fifth accident involving the aniline oil there were several men involved with similar injuries from a hazard with which they were not familiar, something with whkh they never came into contact except by this chance that the aniline was stored io a place where they were hanging their garments. I should like to study that particular accident a little further, speculating with tbe absence of facts. The 766 Nineteenth Annual Safety Congress aniline was used for a particular process either at that point in the mill or some point near it. Maybe these men had used the aniline in their work; maybe they had not; maybe some other men had. The mill must have known that aniline was one of the very dangerous chemicals. It was left in a place where Tom, Dick and Harry could come in contact with it and there was some speculation in the study of the ac cident that the clothes may have fallen off the nails and dropped in a puddle of aniline on (l>c floor. There is obviously something faulty in the handling of tl>c aniline that puddles were allowed to fall on Use floor because if a man liad slipped and fallen into it it probably would have killed him. That accident was more than interesting to me because it uncovered not only tlic injuries to the men and to their clothes caused by hanging the clothes near the aniline, but also the processes for which the aniline was used and the manner of handling. So that the accident studies lead us deeper into accident causing conditions and so on, so that a basic study of any individual accident may uncover more than the hazards which caused the single injury on which yon arc paying compensation and losing time. Mb. Cook: In my personal opinion all 6ve of these accidents are supervision ac cidents. I agree with Mr. MacNulty except in the one case of the fifty per cent responsibility. If we assume that the man has to be injured on the machine first before (he man is responsible for the accident, that the management is responsible for the second accident on the machine, then we leave- out our job analyses. In other 'words, if they had had a job analysis on this machine they probably never would have had the first accident. Mr. Knight: 1 consider all this a compliment. It indicates to me at least that I have come pretty near to the purpose of these meetings, to start discussion. First 1 want to say to Mr. MacNulty that his reaction is a perfectly proper one. One day we have a paper that seems to indicate that the poor workman is entirely to blame: the next day the paper says the supervisor is entirely to blame. Those accidents were not cases that I had any particular knowledge of. Those were the five cases picked out and sent to me the way they were given to you. I didn't attempt to go into any one of them any more, with the thought in mind that the digging should be done right here. But to let Mr. MacNulty know that I have not lost my sense of values in accident prevention and also that I don't subscribe to the theory that there is only one cause of accidents, 1 should like to refer the paragraphs of my paper which cover the situation. Chairman Pines; I think that perhaps we have used a word here both yesterday and today which we do not mean really to use, and that is the word "blame." It is not with the idea of blaming: it is'with the idea of searching out the cause and preventing accidents from recurring that we are here. It makes oo difference in the analysis wiiether it is the supervisor or the management or the employee, if we cau search down and find the primary causes of the accident and then remove, either it or them so that no one else has a chance to get hurt, then we have accomplished our fmrpose in accident analysis. Of course we should ma(ce a detailed study of the hazards in the operation of the plant, but the word, "blame" is perhaps m the same class as the word shibboleth. Mr. MacNulty - The words, "blame," "carelessness" and the whole atmosphere of condemnation should be eliminated from all discussions of this kind. I think myself that the reason why accidents are permanent is because of the placing of the blame on the part of the injured party. "Why isn't it a good idea that tike employee should be eliminated altogether as a basic cause of accidents? The speaker said if that were done that possibly we would reach the solution of tbe accident problem. Mr. :Barlow It goes without saying that carelessness is the convincing cause Textile Section 767 of accidents. At the annua! meeting which we have of this National Safety Council the main purpose that we are after is to combat carelessness. We ourselves do not believe that any one employer or supervisor or foreman or worker is responsible for an accident by himself. It is through education that we are going to bring those accidents down to the point where they will be negligible. Accidents will not be to the best regulated families. * But now you can't pick up a newspaper without finding the story of some accident. One comes to my mind. There was an uncovered, fast revolving knife and a ma chinist working on it. When this thing revolves it goes so fast that you can hardly see it. This machinist happened to put his arm there and away went four of his fingers before he knew what had happened. The boss came along and said, "How did this happen?" And the foreman said, "The darn fool had no more sense than to put his arm there,** l don't know whether we will ever be able to regulate accidents to that sphere of control where we won't have these freakish accidents. The queer thing is that they will and do happen in spite of all we do to prevent them. For example these ac cidents that we were told about today, there wasn't one of them but what it could be analyzed and regarded as something that hardly anyone could be blamed for. After it happened we could say that such a thing should have been dooc. The thing which the National Safety Congress is trying to create is a subcon scious sense of knowing and doing the right thing actually without thinking. Mx. Knight: The point that Mr. Barlow brought up is the point that I want to emphasize and that is that it is very essential for us after the accident has happened to analyze it and perhaps prevent recurrence. It is of course the proper story to do that analysis before the accident happens. Mr. MacNulty : It is very well established in the minds of industrialists that initiative counts for something in industry. We are asking that men are not ma chines and will not require to be told every half hour what they should do. That is a fundamental fact in Industry. That is emphasized. We want initiative; we want a man or woman who can do things without being told. Now I wonder why thb question of initiative has never been argued as the cause of accidents. Why have we confined ourselves to tbe question of carelessness? Why has the word ''zealousness" not been used? Why should a man who is left to his own resources through his mechanical skill be called freakish when the accident is due to over-zealou&aesi and wanting to do things right, and as a result this accident happens to him? Why'should that not be taken into consideration? Why has not this question of zealousness been brought up? Ixfind these zealous men and women, anxious men and women who want to excel in a spirit of initiative and being able to do things--why do we advocate on the one platform that we want this type and then when something happens they are called careless. Accidents may be the result of any cause. Sometimes no one immediately in the vicinity is to blame. Of course there is a definite, basic cause for everything, but I think over-care should get Its place m the cause of accidents--over-thought as well as lack of care and inattention should get its place in accidents. You know yourselves that lots of things In life going not quite correctly are not due to care lessness and iuattoitson and why do we assume that all these disasters are due to carelessness and lade of thought and instruction and all that kind of thing? I think that every reaction of mart, good and bad, sometimes results in accidents. The type of accidents given by Mr. Knight arc not new to you or roe or the chairman. They are the same today and were the same yesterday and will be to morrow. Why? Because it is the same individual that lived yesterday and is living today and will probably be living tomorrow, and because of a certain set of re- 768 Nineteenth Annttal Safety Congress actions that we have toward objects and material and mechanism and things in generai, we will have those accidents. I realize that a good many conditions cannot be removed, that they are permanent. But we can lessen them by trying to solve the problem that surrounds us and by realizing that there will be some way of accidents occurring wherever the human element is making contacts, and Because of this iuperfcction in the human make-up feel that human sympathy in all our relationships. That is why. I emphasize at these meetings the abolition of the word "carelessness" and the substitution of "zcalous- uess." Mi. :Johnson It seems to me if my recollection is correct that we have de veloped a philosophy of safety which gives credit to initiative. We have junked the old negative "don't do this" attitude which makes us cowards and have made it an affirmative, positive thing which evaluates activity, and we look upon safety as the learning of hazards and accident--causing conditions in order that when we use our initiative we may be familiar with those things on which we may get hurt and thus avoid injury. I think it is absolutely correct that the use of this word "carelessness" is a bad approach to the question, but I think that we are working all together in the direc tion of initiative. It was the purpose of this meeting to develop from Mr. Ingham's paper that accident prevention comes before the fact and not afterwards. ADJOURNMENT NINETEENTH ANNUAL SAFETY CONGRESS N AT ION A L SAFETY COUNCIL KP4 Woodworking and Lumber Manufacturing Section Officeri 1930-31 General Chairman--W. H. Greenwalt, Murray Wood Products, Memphis, Tno, Vice-Chairmen--H. J. Kelley, American Seating Co., Grand Rapids, Mich. J. G. Davis, Eastman-Gardfner and Co., Laurel, Miss. J. W. Smith, Employers Reinsurance Corp., Kansas City, Mo. Secretary--F. A. Pollock, Lumbermens Mutual Cas. Co., Chicago, 111. Chairman Poster Committee--F. W. Braun, Employers Mutual Liability Insurance Co., Wausau. Wis. Chairman Program Committee--M. C. Goodsmeed, General Elec. Co.. Erie, Pa. CA<uYimon Membership Committee--Robert Williams, Thomasville Chair Co., Thomasville, N. C. Chairman Statistics Committee--O. C. Boileau, R. C. A. Victor Co. Inc., Camden, N- J. Chairman Engineering Committee--Arthur Murray, Chicago Mill and Lumber CorpL, Chicago, 111. News*Leiler Editor--John B. Grtzi, American Car and Foundry Co., Wilmington, Del. Associate News-Litter Editor--Major H. Steers-Clark, British Columbia Loggers Asssl, Vancouver, B. C. Can. Executive Committee--The Officers and J. M. Busell, Marathon Lumber Co.. Laurel, Miss. A. O. Jackson, Aetna Life Ins. Co., New York City. O. D. Fredeucx, Dierks Lumber and Coal Co., De Queen, Axk. Wm. A. Wilson, Frank Graves Sash, Door and Mill Go., Los Angeles. Calif. Retiring: Officers General Chairman--\l. C. Goodsfeed. General Electtrc Co., Erie; Pa. Vice-Chairman fManufacturing)--H. J. Kelley, American Seating Co-, Grand Rapids, Mich. Vice-Chairman (Sawmills)--Lotus Glazes, Dierks Lumber and Coat.Co., Kansas City, Mo. Vice-Chairman (Logging)--J, G. Davis, Eastman-Gardincr Gx. Laurel, Miss. Secretary--J. H. Lee, Rockford Industrial Safety Council. Rockford, ttL Ckairman Poster and Slide Committee--F, W. Braun, Employers Mutual Liability Insurance Go* Wausau, Wis. Chairman Program Committeeman. E. Sanford, General Electric Co., Schenectady, N. Y. Chairman Membership Committre--Frank A. Pollock, Lumbermens Mutual Casualty Co., Chicago, III. Chairman Pnbticily Committee and Nrcos-Letter Editor--A. O. Jackson, Aetna Life Im. Co.. New York 769 770 Nineteenth Annual Safety Congress City. Chairman Statistics Committee--J. B. Gun, American Car St Foundry Co., Wilmington, DL Chairman Engineering Committee--G. A. Oxth, American Car & Foundry Co., New York City. News-Letter Associate Editor--H. Store-Clark, British Columbia Loggers Ass'n., Vancouver, B. C-, Canada. Executive Committee: Omens Aim--J. M. Biuru, Marathon Lumber Co., Laurel,; Miss. R. Ross Fabjia, Grand Rapids Safety Council, Grand Rapids, IfidL H. G. Wrote, Lumber Mutual Casualty Co., New York City. Tuesday Afternoon Session September 30, 1930 M. C. GOOD8PEBD, Chairman General Electric Company, Erie, Pa. The first session of the Woodworking and Lumber Manufacturing Section of the Nineteenth Annual Safety Congress convened with M. C Goodspeed. General Elec tric Co., Erie, Pa, presiding. Chaxbman Goodspeed: 1 wish to take this opportunity to thank the members who have contributed to the success of this year's work. There has been a great deal of individual effort put forth, and the results wilt speak for themselves in the reports of the committees which will be presented to you. For the chairman, I will simply call to your attention the fact that we held two meetings of the executive committee during the year. We endeavored to outline the work of the section and carry on so that the Council's service as a whole would be worth while to you as individuals during the year. I would like to make this suggestion: Think bade and see if you have utilized the service which membership in this section can bring to you and your organization. If you have not. then plan to do so in the future. Also, have you called to the attention of your friends the benefits which they cam derive from membership in the section and In the Council ? That will help your committees. It will 'also help die membership and it wilt help your friends in whatever they may be doing. At this time I can announce to you the members of the Nominating Committee who were appointed by your chairman. They consist of: Mr. G. E Sanford, chair* man, Mr. E. Ross Forra and Mr. R- A. Shaw. This Nominating Committee will report at tomorrow's session. I will ask now for the report of oar Membership Committee, Mr. Pollock. F. A. Pollock (Lumbermen's Mutual Casualty Co* Chicago: Chairman of die Membership Committee): I want * to thank the Committee of twenty-three that worked with me. Also the other officers of the section and the members, as this baa been a wonderful year as far as membership goes. There is only one regret; we lost 39 of our old standbys, but we have gained 70 new ones. In 1927 the membership of our section was 403; 1928, 371; 1929, 37S. Two weeks ago the Council gave me a record of 400 and since then we have 6 more, making to date a membership of 406 against the former high record of 403. We have had 39 cancellations which I believe next year's committee should work on and try to bring back along with the new members that they geL One thing, we need more specific service. We should prepare a safe practice pamphlet on treathue poles and tk*. and others on logging, saw mills, lumber yards and pole handling. Also, next year we should endeavor to get at least a film'applying to our industry. Question: What is the general reason for these 39 cancellations? Ml Pollock: Hard times. About 50 per cent of these plants have shut down. Several have promised that if they go back to work they will renew their mem berships. Woodworking and Lumber Manufacturing Section 771 Cbajuus Goodspeed ; We will now proceed with the program. Our next sub ject is "Care and Adjustment of Edge Tools", and the speaker is Mr. A. S. Kurlcjiaa. Care and Adjustment of Edge Tools By A. 8. KURKJIAN Sala Manager, OHvar Machinery Company, Grand Rapid,, Mich. The stdiject assigned to me is: "Care and Adjustment of Edge Tool*". I shall in terpret that to mean--care and adjustment of woodcutting edge tools as related to safety. We must pay attention to edge tools because high speed, high production, and boll brazing machines are now used almost universally. We do oar best to make these small tools of themselves and in themselves safe. Tins, to a great extent, does away with the necessity of installing special guards on the tools. Now, how do edge tools create hazards and casual accidents? I shall divide that into five general headings as follows: The improper choice of cutting tools; second, inadequate mounting of cutting tools; third, the wrong speed of operation for a par ticular cutting toot; fourth, the tack of balance in thpse tools; and fifth, the dullness of edge tools. Now then, if we will analyze each and every edge tool used in woodworking under these five headings, and make them the very best that we know how, we shall have solved the problem. There are many different kinds of woodcutting tools. We shall be concerned only with the most important ones as follows: First, the circular saw, possibly the most generally used and also the greatest accident-producer. Second, the band saw. Third, jig saws. Fourth, knives, such as used in planers and joiners. Fifth, fly-cutters. By these I mean die pieces of knives either with shaped edge or straight edge that are bolted onto carriers, such as shapers, moulders, or milling machines. Sixth, the milled-to-shape cutters. Seventh, routing bits, bits which make a hole and by oscillating route the mortise. And eighth, boring bits. What U the most essential thing we must consider in relation to these small tools used In woodworking ? I would say centrifugal force. You all remember the formula for centrifugal force is: W, standing tor weight in poends, times N square, N standing for the revolutions per minute, times R, the xadfas in inches. Now, Imagine I have a string one foot long. At the end is a one-pound weight. Imagine that revolves in a frictionlessly mounted bearing. If I double the weight and make it two pounds instead of one, I merely doable the centrifugal force. If I double the radius and make it two feet long instead of twelve inches, I double the centrifugal force. But If I double the revolutions per minute, I quadruple the cen trifugal force. Many people forget all about that. Here they have an old bend saw. It has been running for years at 400 or 4SO R. P. M. AH of a sudden somebody hears about other band saws running from 600 to 900 R. P. M. He says, 900 Tt P. M. U a good thing, and I will simply double the size of the pulley on my motor and I will get double the speed. He does it and then the trouble starts. The rubber tire flies off or the old wheel happens lo break. Or the machine will vibrate, or the bond 772 Nineteenth Annual Safety Congress saw will break more often. Why? Simply because this man forgot that the minute you double the revolutions, you quadruple the centrifugal force; and after all. cen trifugal force Is what makes it hard for holding our cutters together. Now, in a case of circular saws, we all know they are divided into rip-saws, cross cut saws, combination saws, and straight-Ime cutoff saws. First, we must choose the proper saw. By all means, never allow rip-saws to be used for cross-cutting. That is extremely dangerous. The reverse is not quite as dangerous, but it also is bad. Never allow the combination saw to be used for anything but just fine finishing work. If you try to use St for ripping or cross-cutting, the saw will bend and cup and become dangerous. We used to have our cutoff saws run 1800 R. ?. If. Any old kind of a book or sawtooth was considered adequate. But now with the high speed of 3,600 R. P. If. the tooth gullet must not have any book whatever. So a new special tooth has been introduced to make the straight-line cutoff saw tooth Now, having chosen the proper tool, we must not run it at the wrong speed. If a saw has been tensioned by the saw manufacturer for 1,800 R. P. we must not put it on a motor that we know runs 3,600 R. P. M. In buying your saws you must specify the speed at which it is to be run. Now, what about this matter of lack of balance lor saws. The older man in industry still files saws bit hand. Almost never does be check up to see whether that saw is perfectly round. This man must wake up. He must realise that the saw must not only be sliarpened as to tooth, but when he gets through with the circum ference, each and every point of those teeth must be equi-distant from the center. Therefore, it is necessary to put a saw on an arbor and make sure that the saw b perfectly round. Check up your saws in your factories and if you find any two of them exactly alike as to roundocss, write me a letter and tell me I am wrong. Then comes the matter of dullness of the saws. Circular saws arc often forced to operate when they are dull, and in that condition cracks are often started at the bottom of the gullet. First very minute. You have to use a magnifying glass to find them. But they are there, and the minute they start, you might just as well forget that circular saw. The old custom of boring a round hole and putting a plug or merely boring a round hole so as to stop the crack going further is absolutely a thing of the past. If you want safety, absolutely refuse to allow your men to use saws that have cracks in them. Then, circular saws which arc now run at high speed, and which also run at the very thinnest possible gauge so as to save lumber, must have the largest possible saw collar diameter. In the past, when most saws ran with a pulley, they had about 3J6 inches diameter. Bearing caps.were also kept in that limit, and it was a problem to keep the saw collar small to make the saw go through the deepest cob Look at your motor-driven saws today. In the first place, the motor diainetg itself is about 6J6 inches. Put the housing around there and get the sise of the baD bearings and you are confronted with* inches diameter over all measurement of the carrying unit, the motor itself. Why then, use a saw collar that is only about 3 or 3%A inches diameter? By all means get that collar as large as you can consistent with the machine you are operating; and if you get it about 6 or 6J4 inches diameter, you will find your saws will run straightcr, they will not buckle, and they will be safer at high speeds. The two things which are of greatest importance when ripping: first, be sore there is a sofater back of the saw to prevent the stock itself from closing up on the bade teeth and kicking beck at the operator. And, second, be sure that the ripping fence at the back end has a trifle more clearance than at the front so the stock being ripped will not came m contact with the teeth of the saw and be thrown back. Now as to band saws--never let your men get so lazy as to try to cut a small dr- Woodworking and Lumber Manufacturing Section 773 cular way with a bandsaw. Never use a narrow saw for deep cutting on blocks, because if you do. the small saw can't stand the strain. It will break. Bandsaws should be braced properly. They should be smoothly filed Most band sawing machines now are running at 900 R. P. M. over 36-inch bandsaw wheels. That is the medium-sized bandsaw. At that speed it is absolutely necessary that the saw blades be examined periodically very carefully for cracks in the teeth, which cracks come about became of two causes. First, because the blade Is under a heavy strain; and, second, because there is danger always of running a bandsaw dull, not sharpening it. The minute you run it dull, the teeth pull away from each other and the first thing you know the front part of the saw has become stretched farther than the back part, and there are these cracks. Now in jig saws, there is one fundamental thing which we don't understand. You go into any shop today, most commonly you will see a piece of bandsaw cut off apd two holes drilled, one at the top and one at the bottom and a couple of nails bent down, and that makes a jig saw. Gentlemen, that is very dangerous. You should have jig saws of the narrow kind, say, one-eighth inch and lea, with a setback of the material at the upper and lower end, so that the pinholes can be even with the bade edge of the saw. Now if you will do that, the stresses in the jig saw are more uniformly distributed and the jig saw will last about twice as long and it will not soap off dangerously. Now we come to knives, long knives. Here is a man who says those knives are H loch or A inch in thickness and lf^ inches wide, and if I just grind by measure* orient I am all right. You are not right. Nobody ever made steel strips that were exactly of the same density or the same weight throughout. You must balance these knives in pairs against each other, and you must absolutely see to it that each knife is also balanced in itself from the middle out. It will not do for us to merely say* this was the same as its pair on the other side. We must also make sure that each one has a righthand end weighing the same as the lefthand end from the middle point out. These thin knives should be held properly. You must apply the bolding pressure as near to the cutting edge as is possible. If you do not apply pressure there, the chips get in between the knife and the chip-breaker or the head, and very soon you have a sprung head that will not run correctly. So in thin knifes, be sure to balance each ooe end for end, and balance It for width and weight against its pair, and be sure that in clamping in the head it is squeezed tightest as near as possible to the cutting edge. Now come the flycutters used on shapers, moulders and milling machines. The most common heads that cany such cutters are the square heads with the bolts that go through. Gentlemen, you should never, order those knife bolts on a price basis. You should order them on specifications as to toughness, hardness, and ability to withstand certain weights under test. Periodically you should carry out those tests yourself to make sure you are getting the land of bolts you should have.. There are more wrecks of high-speed woodworking machines because of the failure of these bolts than from any other one source I know of. These flycutters are usually H inch thick, either solid high-speed steel or steel welded on to more common steel, and they have projections because of the shape and kind of cut. Remember one thing--taken on the basis of 3,600 R. P. M., and 6y inch cutting diameter, the centrifugal force is about 976 pounds. But the minute ypa force that up to 7,200 R. P. M>, like most shapers and moulders today arc runhirtg, that centrifugal force comes to 3,904 pounds. You must watch the cutting diameter. Put the cutter as close to the center s possible consistent with the work to be done. And you must watch the oJfNtifc 774 Nineteenth Annuel Safety Congress bolding tables, bolts and backcaps that are there to prevent accidents because of tlsa centrifugal force. Next, as to routing bits. The routing bits should never be fenced to operate any faster sideways than the edges of the tool will actually cut the m.'trial away; other wise you will go against the dead end of stock. Boring bits of all kinds must be selected with care. If you have a H uxh hole to bore and nice dear average stock, it is one thing. The minute yon fo to a 2-inch hole, it is altogether another thing. If you go to a 4-inch bole, it is still different. It isn't a question of merely increasing the diameter of your cutting part. You must also increase the diameter of the shank proportionately; you mist have the larger spindle back of it, and you must have a stronger driving force back of it Often have been made of boring different sices of holes with the same diameter of shank. That is aliohitdy wrong. to shapers again, the slots in the collars that hold the bevel edge knives must be exactly made. If you turn those collars around they should match. The high-speed machines have brought on what is known as the high frequency operation, especially of moulders, and one knife finish. Some men have interpreted that to mem one-knife cutting. The result is they will make only ooe knife and bolt it on the one side of the square head and on the other side they will bolt a piece of steel, thinking that is the same as the knife. The steel, however, doc* not project out as far as the knife. The minute that occurs that head, is out of balance because, remember, although the weight is the same, the radius or the distance from the center out is not the same. Some people make this other mistake. On a 12-inch moulder head they will put a knife on the rifhthaad edge. To balance that they will put a piece of steel on the very lefthand end on the opposite side or have a knife of equal size away out but not opposite this one, thinking that only one knife cutting will give them smoother work. A cuttcrhead oot balanced endwise is just as bad as a cutterhead not balanced in the vertical plane. All tools shook! be kept sharp and should be so fed that no one cutter has an excessive bite. With the faster machines, faster feed has come into effect. We used to run a planer feed about 30 feet per minute. Now 90 feet, 120 feet, and fen some lumbering quarters a feed of 240 feet per minute has been used. The minute you have this faster feed you must have enough knives and the speed of the knives must be so proportioned that each knife will take but a small proportion of the material away. If you don't do that the machine will block, because each knife has to take a bigger bite. On the other hand, the opposite Is dangerous also. In other words, you most oot have your feed too slow. If you do. the knives won't be cutting. There will just be a scraping. They will get dull twice as fast, and they will not give the efficiency you deserve and will be just as dangerous. We must insist on methodical and periodical inspection of all took. Every time a man a bandsaw off the red, that bandsaw ought to be examined for cracks oot only by the human eye. but by a magnifying glass, as well as for other defects. Every time a man takes a cuttcrhead out of a machine, it must be thoroughly cleaned. No dirt must appear between the knife and the head itself, and it must be bolted with the greatest of care, with a wrench that has a round head and fits on mil skies of the bolt. .... Thai we must set a high standard in our own shops, and insist that edge tools must be properly chosen for tlie work at hand, properly mounted in an adequate holder. run at a safe speed, and be in proper balance. And above all, each tool should be properly sharpened, set and conditioned to be safe when revolvin' . ic modern high speeds that are attained to perform the work properly for v ch they arc de signed. Woodworking and Lumber Manufacturing Section 775 Us. Ucbav (Bell Lumber Corporation of Chicago): 1 would like to ask the speaker to teach on the selection, maintenance and setup of inserted tods, soch as eu a 10-mdi saw or slicing machine. M*. KraajiAX: The subject is a very wide one and without a definite problem it is dMkidt to answer shortly. But in general the matter of dearaxc is the biggest problem. There must be a sharp knife cut edge on both the righthand side and on the opposite side of your cut, and something that removes the stock from the middle. Yon most make sure that the teeth are in correct planes and then they must be sharpened and jointed as to faces as well as cutting edges on the holder itself. Other wise they are not so good. R. C tUrne (Chief Engineer, Lumbermen's Mutual Casualty Co., Chicago): It it trne economy to use cutting knives that are ground down to extreme minimum in width? Mb. KirttCjiAM: It is very poor economy and a great source of danger. I have had knives come back to our shop for sharpening that are down to less than three- eighths at aa inch in width. That is alt foolishness to think of holding such a narrow ladfe. You haven't anything to hold. And my suggestion would be that no knives be used that are narrower than inch. Five-eighths of an inch is preferable. Ma_ Babb: What causes shaper knives to fly out of the head? I believe you men tioned dirt Ma. Kubxjian: There are only three things that can cause that. The one you mentiooed--dirt in between so that adequate contact has not been made. Second, a poor bolt Third, too long a cutting radius without a backing plate hack of the knife. Ha. Babb: What distance should the rip-saw tooth extend through the stock be ing cut? I find them all the way from inches to jf inch. Mb. Kvbxjlan : From a safety angle I should always rcconnnaxl that the saw teeth project through the stock only approximately H inch or so and do more. John Hilldi (Peoria): The speaker touched on the danger of using cracked circular saws. I understand of late there is a process of welding saws with acetylene torches and even welding teeth in the saws. Do you regard this as safe practice? Mb. Kubxjiak: Whether you get a perfect wekl which will not set up tmdue stresses in your saw itself is a question. If you can do it, which in my opinion is extremely doubtful, all right. But in general it isn't worth while. Hmua life is worth a whole lot more than a few cents trying to be saved on a circular saw that is cracked. E. Sou Fabba (Manager, Grand Rapids Safety Council): I.am wondering if the speaker won't emphasize the splitter. I know many industries who do tut use splittars yet, and they laugh at yon when you urge their use. Mb. Kubkjiam: Wood is a fibrous material. It may or may not be properly s*amnrd. It may or may not have stresses in the lumber itself. The very minute yon rip it, it might have a tendency to close up on the saw particularly if it has been boot dry kilned. The closing up on these back teeth throws the stock towards the operator. How can you prcvait it? By merely having a splitter which must be a trifle 1ms in thicknee* than the saw kerf. The trouble is that many men use one splitter for all sizes of saws. Give me a well-regulated shop with splitter thicknesses properly cared for and matched up with the saws, and I wilt show you a safe shop without any saw-guards in it at alt There is no use trying to fool ourselves. All this para phernalia that we put oq the top doesn't help a bit. First have the correct saw; then have the correct splitter, and you have eliminated 99 per cent of the hazard. ' Mb. Babb: The variety saw seems to produce a great number of accident*. In our effort to reduce accidents In places we insure, we attempt to get the co-operation a using rip-saws for rip-saw work, and variety saws for cross-cutting and the other variety work, but without much success. 776 Nineteenth Annual Safety Congress CiuulXAir Godofrm: Oar nca fpato i Mr. Harry D. Iimrtrl, director of tfar Barraa of Iiupcaioa. Pemylnaa Dtpunnan of Lbor and Industry. Harrisburg, Pl Small Plant Safety Committee Problems as Applied to Woodworking Shops BJ HARRY D. I1IMEL Director, Bureau of Inspection, Pennsylvania Department of I^bar and Industry, Harrisburg, Pa. I suspect that your Section. Committee in determining upon this topic. "Snail Plant Safety Committee Problems as Applied to Woodworking Shops," was quite vwmre that it was a subject Car more complex than at first appear*. At any rate, it did not take me long to make that discovery. In the period of my association with the National Safety Council I have found the small plant safety problem to be a matter of perennial concent with the Goonefl. just as I know it to be of constant concern to the Pennsylvania Department of Labor and Industry. Fundamentally the problem is the same whether the small plant is a woodworking shop or some other kind of a shop. The details, of ******* V*F^c>fn the fact that ny topic calls for a discussion of the problems of die safety committee in a small woodworking shop. I am led to infer that your couumttee did not hare in mind a concern quite as small as I have in mind when I speak of a small shop. And the small shop safety problem in its broader aspect wenis so much more important, I trust that you will hear with me when I treat the snail shop safety committee problems as only a part of the picture. Would it not be well to consider first of all bow large a small shop mnst he before the safety committee plan can be applied to advantage? If I give anything flea satisfactory answer to that questic-t, I feel that I shall have done a good day** waA. We believe, in the Bureau of Inspection of the Pennsylvania Department <rf Labor and Industry, that unless your number of employees is sufficiently targe that mfety or lack of it is readily reflected, there does not exist sufficient incentive to keep safety committee interest alive. You will note that I say "readily reflected." Those of us who study industrial accident costs on a state-wide basis know that the most insidious influence for total economic cost of Industrial accidents is the accumulation from those concerns, so small that individually their cxmtributiou of accidents appears inconsiderable- It is the old story of the small shop with lost- time accidents so far apart that one is forgotten before the next occurs, yet with a record that would be fairly appalling if applied In the same ratio to a larger plane. But a safety committee must get its chief impulse from pride of accomplishment and the smaller the shop the more difficult it is to supply this incentive conspicuously. Unless, of course, your shop is a department of a larger plant, in which rase inter departmental safety competition is possible. I believe that more plant safety committees fail because of an honest belief that there is not sufficient need for their existence than from any other cause. This is just as true when all of their activities are conducted on company time. And it is significant, in our observation in the Bureau of Inspection, that most of these faihares occur in the smaller shops, bearing out the theory that a safety committee thrives best where there is the most for it to do. The Pennsylvania Rating and Inspection Bureau allows for shop safety committees a 10 per cent credit upon compensation insurance premiums to all concerns that come under schedule rating. Premiums of $200 and upwards cany schedule rating and the minimum number of employes represented by a $200 premium is about 30. Woodworking and Lumber Manufacturing Section 777 So it may be said that from an insurance company point of view the practical value of an individual shop safety committee begins at a minimum of about 30 employees. This may not be an altogether fair assumption. Just the same it comes pretty close to our idea in the Pennsylvania Department of Labor and Industry. Although we recognise that there are plenty of cases in which smaller sltops could accomplish considerable under the safety committee plan, and we have knowledge of some larger plants In which highly creditable safety records are achieved with no safety organisa tion at all, we feel that a minimum of 30 to 50 employees is the right average. Our special department bulletin on safety organization outlines plans of organization for plants employing from 50 upwards. An intensive educational safety campaign begun by our Bureau of Inspection last year bad ms one of its chief objectives the encouragement of plant safety committee organizations. Hundreds of committees were organized under the inspiration of the campaign. We were extremely cartful, however, to urge the organization of safety committees only in those works where we thought they would succeed. Assignment of supervisory responsibility for safety was our prescription for the smaller concerns. It is my strongest Conviction that with or without a safety com mittee no uuuulci can obtain anything like a maximum degree of freedom from acci dents nnlrri there is a definite application of supervisory responsibility. Let us assume that we have to deal with a small woodworking shop but of suffi cient size to warrant operation of a safety committee, and let us further assume tint there exists that happy situation in which management is solidly and unequivocally back of the safety program; and safety discipline, and supervisory responsibility for safety are folly developed. The work left for the safety committee to do in this shop is largely that of educa tion and stimulation of interest, although there is, of course, its obligation to further develop safety regulations as the need appears, and to recommend such physical improvements as may be required. I would say that the problem of first importance for this or any other safety committee is to create and maintain among the workers that safety interest which is so important a supplement to safety discipline. How can the spirit of competition and pride of achievement be fostered? These arc the inspirations of our best in dustrial safety records. Here Is an opportunity for exercise of considerable in genuity. My advice to this committee would be to look about and see what others are doing and how they are doing it. This good advice for any plant safety committee, but it is particularly applicable to the committee in the small shop which has only a limited fund of its own experience for guidance. But in borrowing ideas always be su>e that they are suitable for your conditions. In the records of other plants of comparable size in your own line you will find plenty of Inccntiie for your own improvement. Plant safety ecu(petitions on a community scale are often quite successful. The difficulties of fairly balancing inequalities have kept us m Pennsylvania from under taking a state-wide industrial safety contest; but we arc preparing to grant recog nition next year to those concerns which can show accident rates per 100 employees below the state average for industry as a whole. For example, our records in the Pennsylvania Department of Labor and Industry show that lost-time accidents were sustained by workers in Pennsylvania industry In 1929 at a rate of 62 per hundred employees. Under our (dan to encourage improvement, plants which at the end of 1930 show records better than the state average for this year, whatever it may be, will receive either a certificate or a letter of commendation containing a challenge to improve this record in 1931. While this is not an altogether fair basis of com parison, we feel that it does promote that spirit of competition which is so important in bringing out the best in every American citizen, whether in work or to play. 778 Nineteenth Annual Safety Congress In Industry generally today we find the machine forced somewhat into the back ground of consideration at a hazard. Our better analysis oi industrial accidents explains this. Machinery is not responsible for nearly as many personal injuries in industry as ooce popularly was supposed. But there is no discounting the fact ttiat woodworking machinery continues to demand the most profound respect of every student of industrial accidents. Its sharp, high-speed points of operation produce the type of injury that is the nightmare of every safety man--the dismemberment, the permanent disability--the type of injury that plays havoc with the safety record. At first glance it may appear logical to assume that if the machine rates high as an accident producer in the woodworking industry, then the Exposure reduces with reducing sizes of shops. But does it? Something else enters here. In the larger woodworking plants machines are most apt to be set up and adjusted and retained for one operation continuously. In the smaller shops fewer nachmcs are available and changes of work are more frequent. Hence there is likely to be more frequent adjustment of machinery and removal of guards, and a higher exposure to machine hazards. A tilting saw table, for example, can be used for cross cutting and ripping when in die normal position. By tilting the table It can be used for mitering, rabbeting and other operations. For cross cutting and ripping an approved hood and splitter can be used. Operations in the titled positions usually are performed without any guard at all. There is every chance that if this machine Is used for all of these classes of work it will never be found with a guard in' position. It is difficult to convince the small shop owner that making one machine do the work of several as of doubtful economy. Again in the small shop there is most tiketilrood that machine operation will not l>e closely restricted. Here is a potent source of accidents in woodworking establish ments. The small shop safety committee should bend its energies to restriction of machine operation to competent machine operators. Just the other day I was in one of the larger woodworking plants in Philadelphia where signs were posted warning bench workers that dismissal would be the penalty for their operation of machines. Recent serious injury of a cabinet maker by a circular saw was the costly experience which brought t!*e enforcement of this rule. Given fully trained workers, the dependable sustained speed of modem cutting toots with individual drive, cutting edges kept in perfect condition, safeguards pro vided where, the character of the work will permit, the woodworking machine lose* most of its terrors as an accident producer. This item of well-kept tools is as im portant as anything for accident prevention on woodworking machinery. It is in the small shop that, for some reason, probably because titere is not enough saw filing to keep anyone steadily at this work, saws are most likely to be neglected until they become dull enough to cause accidents. I always have felt that the job of the safety committee in obtaining sanction for guards on woodworking machinery from the management should be particularly easy. In states like Pennsylvania, where high penalties are exacted for unguarded woodworking machinery in compensation insurance rates, the woodworking machine guard pays dividends from the day it is installed. One of our inspectors recently issued an order on a small woodworking establishment to guard three circular saws. These guards were installed at a cost of $90. After complying with the order file owner of the shop found that by his action he had been relieved of payment of com pensation insurance penalties of $80 per year on this equipment A $35 insurance penalty made it mighty easy for our state inspection service to obtain the elimination of squarehead jointers a few years ago. A much bigger problem is to get machine operators to use the guards after they arc installed. Our Pennsylvania factory act imposes upon the individual worker a legal obligation to keep in place the machine guard that his employer must provide. Woodworking and Lumber Manufacturing Section 779 With a few such lessons as our recent prosecution of a worker who was injured after he himself, had removed a saw guard, it should not be difficult for shop safety committees to obtain respect for this most elementary and important requirement. Let the small plant safety committee never forget that the two things of most importance for reduction of personal injuries from machinery or from any other source are the two things easiest to obtain, yet almost invariably most neglected. These things are cleanliness and light In the small woodworking shop there seems to be a particular tendency to accumulate all sorts of odds and ends under the im pression that use will be found for them sometime. The result is a shop in such condition that there is something to trip over or bump into on every hand. Adequate lighting may require some effort to obtain, but it always is cheap at any price. Teaching safety and the reasons for safe working constitutes the most important job of the safety committee in the big shop or the little shop. Without education, the best supervision, the most perfect discipline will fall short of producing the maximum of safety. That possibly is why the shop too small for a safety committee is at a disadvantage, unless there is someone to first tell the worker why, then show him how and only after that, see that he docs things in the right way at all times. Take a leaf from the book of the Bureau of Inspection of the Pennsylvania De partment of Labor and Industry which with more safety laws and regulations at its disposal and more power to enforce them than any plant safety committee ever will have, nevertheless has turned to education as the most important of all influences for elimination of industrial accidents. Today the Pennsylvania Plan, as our two year old educational policy of factory inspection m this Stale is known, is attracting attention throughout the nation and is being widely copied. One thing, in conclusion, I wish I might address to members of safety committees and to individual workers rather than to employers. It is this--whoever looks far enough and clearly enough for the causes of failure of plant safety committees will discover that right within the committee itself, In its wrong conception of its job, lie* a potent source of the type of failure so frequently and so unfairly charged to lack of interest and support from management. I am not at all discharging manage ment from the blame it often deserves, for its frequent resort to "paper safety com mittee*" to obtain insurance credits, n suhflerfttge which invariably cheats no one so much as the employer himself, who resort* to it. If you, members of the plant safety committee, and you, workers from whom the committee operates, devote all your attention to arbitrary demands for physical Improvements, and do- nothing to correct your own careless habits, which are far more productive of accidents than any medianicaJ conditions, don't be surprised if the bos* fails to take your suggestions as seriously as you would like them to be taken. Don't consider it strange if he ap pears less and less frequently at your meetings, and you are deprived of the pleasure of noting hia discomfiture under your criticisms. And finally, another safety com mittee has gone onto the rocks--"because management wasn't interested" We don't hear enough about this most important of the problems of the safety committee, the development of its own right attitude toward its work. We ought to hear more. The shop safety committee can be the best of all mediums for promotion of better relations between men and management, at the same time it is per forming its function of safety advancement. Its failure to measure up to its respon sibilities and possibilities where so much service could be rendered, is nothing short of tragic. H. L. Smith (Duquesne Light Company. Pittsburgh) : My question may not be fair after that very interesting paper, but since Mr. funnel placed such a definite limit on the shops which might reasonably maintain Safety Committees, I would like to ask what he would suggest to lake their place in the smaller shop, of which we have so many hundreds? 780 Nineteenth Annual Safety Congress Mr. Immel: I did answer that question to some extent when I said adequate supervision was our prescription lor the smaller concerns. I think that supervisory responsibility in the smaller concerns coupled with education, applied with enough punch to put it across and with enough consideration ol the fact that American work men always do things better when they are told why--I think that is your answer in the small shop, together with attention to every physical requirement Chajrmam Goodspeed : By defining the small shop as a shop ol 50 employees or more, Mr. Immel has opened die way lor another paper next year on the small shop of 50 employees and less. Our next speaker is Mr. W. H. Greenwait, vice-president and general manager. Murray Wood Products Co., Memphis, Tenn. Minimizing Woodworking Plant Accidents By W. H. QUEENWALT Vice-President and General Manager, Murray Wood Products Company, Memphis, Tenn. The minimising of woodworking plsnt accidents is problem serious enough to warrant a greater Interest on the part of management than has been displayed here tofore. It is through the realization on the part of management of the very Important part safety plays in the economic operation of their factories and its ultimate effect on cost and profit that we may expect intensive interest to the end that manufac turing may be carried on safely. Compensation insurance premiums arc a part of plant overhead and must neces sarily find their way into cost Unsafe working conditions brought about by failure to provide practical and sensible machine guards and neglect on the part of the management to properly educate its workmen in safe methods of operation, can only result in a reduced speed of operation; resulting in an increase in labor cost There fore, the manufacturer, aside from the humanitarian standpoint, has a two-fold re turn on his safety investment. Safety Methods--The problem confronting us and other manufacturers, whether woodworking, mining, steel or chemistry, Is the best and most effective method* of getting across to our supervisory force and workmen the necessity of their thinking and working safely, and that doing so is as much a part of their work as performing ihe operation for which they are employed. I mention the supervisory force in particular, because it is through them that safety suggestions generally orginate,. and it is likewise through them that we may expect to enforce safety rules and regulations among die workmen. Sensible and practical guarding of machines is a very important factor in reducing accidents, but more important is an extensive educational campaign. Personally. T cannot help feeling that education of the employee*, from the executive in charge, down through the ranks, is the most effective means of reducing accidents. Education of Employees--Education of workmen may be accomplished in various wavs. National Safety Council "Safety Poster*" are familiar to most of us. Home made posters have been used on numerous occasions. Competition between groups, departments or plants, with the departments or plants represented by bones, or swim mers in a race, being advanced or retarded ht accordance with the representative de partments' ability to operate without a time losing accident. Some companies have re sorted to a money bonus to the foremen of departments operating within certain lim its of their safety budget. Any number of Ideas may be used effectively, all with the object of stimulating competitive interest in safe operation; eventually, resulting in the reduction of accidents, cost of the article manufactured and suffering and pain to the workmen. Woodworking and Lumber Manufacturing Section 781 Experience of Murray Corp.--Feeling that the purpose of the convention and this particular meeting is for the exchange of safety ideas and experiences, may I recite to you briefly the experience of the woodworking plants of the Murray Corporation of America? In doing so. I do not wish to create the impression that our plants arc models to pattern after, but I do believe the reciting of our experience in organizing to reduce accident expense and improve our safety standing in relation to the rest of the plants, will be productive of ideas which may prove beneficial. Bay City Plant--Our Bay City plant has been in operation about fifteen years and previous to 1924 was known as the Wood Mill of C R. Wilson Body Company. It has a capacity of approximately 1,000 four door sedan bodies per day, employing from twelve to fifteen hundred men at the peak of production oo a night and day shift Our supply of labor was drawn from Bay City and surrounding towns. Al* . our workmen were sufficiently experienced to enable each one to set up and operate his own ma chine. They were likewise familiar, to a certain extent, with the hazards of the machine and operation for which they had been employed. Safety Contact--During the latter part of 1927 there was organized by the general safety engineer of the Murray organisation, a safety contest among the various divi sions of our company. The contest based on a budget allowance for accidents in ac cordance with the hazardousness of the operations and machines in the various divisions and the summit of factory labor. It developed that our division was fifteenth in the standing with relation to the other divisions. We were far exceeding the estimate of our accident cost. We had felt that we were taking an active interest in safety-- we, apparently were seriously investigating each accident and taking steps to prevent a reoccurrence guards had lx*n provided for machines where considered necessary and practicable, but it was plain to us that we were not getting the proper results. Central Safety Committee--We organized a Central Safety Committee, composed of the superintendent, general foreman of productive departments, plant engineer, the pro duction engineer, and the employment and welfare manager, with myself as chairman. This, you can readily see, was a well balanced organization with the superintendent and general foreman interested in production, the production engineer, who was in charge of all shaper forms, assembling jigs and the routing of material in the milt, who was naturally interested in supplying this equipment so that it would be safe to operate, the plant engineer in charge of maintenance, who would be familiar with the various machines and possibilities of guarding them, the employment and welfare man, acting in the capacity of a safety man and interested in the welfare of the employees, and myself, to immediately pass upon suggestions as they arose. Wc also organized a Sub-Safety Committee consisting of group leaders as they were known to us, or per haps you would know them better as assistant foremen or straw bosses, and certain workmen picked at random in the plant. The Central Safety Committee served for a period of one year--the Sub-Committee for a period of two months. Both the Central Safety Committee and the Sub-Committee met twice a mouth on separate dates. Accident reports covering in detail all particulars in connection with the accidents were carefully gone over. Suggestions were made with reference to guards or practices, and old safety rules were discussed and new ones inaugurated. Minutes of the Sub-Safety Committee were reviewed and their suggestions discussed and acted upon. The results obtained showed a considerable improvement, but our standing, in comparison with the other divisions, was very unsatisfactory. The Safety Committee decided that if we were to improve our conditions we would be compelled to resort to different tactics than heretofore employed. Accident* Preventable--At a safety banquet attended by foremen and group leaders we were addressed by a speaker who stated that all accidents were preventable, and 782 Nineteenth Annual Safety Congress that 80 per cent were caused through lack erf safety education on the part of the work men. Both statements made a lasting impression. Our accident reports had shown us that many of our compensable accidents were caused by carelessnes and thoughtless ness on the part of the workmen. Many were caused by neglect to report to the first aid alter receiving what apparej^Jy was only a minor injury, or where wood slivers had entered the fingers or hands; small particles of dust in the eyes, or bruises on the arms or legs. Educational Campaign--We decided on a program of extensive education and deter mination to back up to the limit our safety men and foramen in seeing that the safety Instructions and rules were properly observed. We had been usmg the National Safety Council posters at various points in the plant. These mere attractive and effectively illustrated tho results of carelessness ard inattention to safety. It occurred to us, how ever, that il was quite possible that v .die the men were vending these safety posters, they were not actually remembering the significance of the story the posters told. We determined to find out, so we inaugurated a simple, workable plan of what we called the "Safety Message." This safety message, in the opinion of the entire Safety Com mittee, had more to do with die results obtained in our plant from a Safety standpoint than anything we had been able to do theretofore. Safety Message--This safety message consisted simply of a miniature safety poster which was attached to the men's pay checks each pay day* We had previously notified the employees of our intention and informed them that a committee consisting of three members of the Safety Committee would call upon them at random three days after pay day, and they would be expected to recite the safety message. To the first man that could recite the safety message we would present him with a two dollar and a half gold piece, and his name would be posted oo our factory bulletin board. We determined the men to call on to recite the message by drawing numbers indis criminately from a hat corresponding with the men's clock card numbers. As a general rule, we would draw some twenty-five names from the hat and then call on the men io order of the drawing. If the first man could not recite the safety message correctly to the committee, they would pass on to the next man, and so on until they found a man who could actually recite the safety message. The thought behind the safety message was, that If a man was interested enough to learn this message, he would remember it, and remembering it, he would naturally put it into practice in his every-day work. This safety message, naturally, caused a great deal of enthusiasm among the em ployees, and a desire on their part, not only to be able to learn and repeat the message from a standpoint of tlie reward offered, but the lionor of having their name placed on the bulletin board where their fellow employees could see it The employees in this plant were only average workmen, and you might imagine it would be a rather difficult thing for them to learn the safety messages such as we distributed. On the contrary, men who were unable to read English were often able to recite the safety message just as well as men who were more educated and who had had an opportunity of attending our public sdiools. In all probability, these workmen took the safety message home with them and had their sons or daughters read it to them, and in this way memorised it. Competition became very keen among the various workmen throughout the factory, and among the foremen of the different de partments and groups. A great deal of good natured rivalry resulted. In many in stances, if a man could not recite the safety message wlen called upon by the Safety Committee, the foreman felt that it was not only a reflection upon the man, but also himself and his department, and lie would insist that this man learn the safety message and repeat it to him. The first Safety Message attached to our pay checks read as follows: "The Safety Woodworking and Lumber Manufacturing Section 783 Committee Works for your Protection. Will you help by avoiding reckless acts?" This was followed up with a second message reading, "Shorty says it is easier to do a job safely than to explain why you took a chance.*' The third was a miniature poster showing two hands with this simple message: "Keep Thou--Yow Ten Fingers Are Valuable." We attempted, of course, to pick out safety messages which would be interesting, quite easy to learn and bring home to the workmen the particu lar point of safety which we wished to stress. The committee was originally re quired to call on an average of fifteen to twenty men before one was found who could correctly repeat the message. This has now been reduced to approximately four. Interdepartmental Safety Contest--In addition to the safety messages we organized in the plant a monthly Interdepartmental Safety Contest, budgeting the various productive and non-productive departments in dollars and cents in proportion to the amount of the payroll of that department and the hazardousness of the occupations. At the end of a three month's period the department which had shown the greatest saving in proportion to their budget was awarded the Plant Safety Banner to be displayed in their department until the end of the three memth's period, or until some other department was able to win it This banner was presented to the foreman of the winning department at a banquet to which were invited the foremen and group leaders of the winning department, as well as the foreman and group leaders of the losing departments. Safety Board*--Along with the safety messages and safety contest we had what we called the Safety Board on which was posted each individual, as well as a summary, of all time losing accidents in the plant. We also posted the name of the man who had the time losing accident, the department in which he worked, the nature of the accident, probable length of time he would lose, the reason for the accident, whether disregard of instructions on the part of the man, carelessness of fellow employees, lack of instructions on the part of the foreman to the man, failure to use safety device or tools furnished, or failure to report to first aid after receiving an apparent minor injury. No man, in our estimation, had any desire to sec his name posted on a board of this nature where his fellow workmen could observe It daily, stating that his injury and loss of time were caused by disregard of instructions which had been given him, or his own carelessness. Likewise, a foreman or group leader, would be reluctant to see the statement on the board tliat he had failed to instruct the man in the proper use of the machine or guards, or the safe method of operating. It also acted as a reminder to the workmen that one of their fellow employees had been injured, and gave the reason, which, we felt, served to make them more careful. It was only a short time before everyone in the plant seemed to be worked up to a greater degree of enthusiasm in the matter of safety, and we attributed the success which we attained with relation to the other divisions mostly to the education of our workmen through the safety message and the Interest hi safety which this message revived. From the fifteenth place m the safely standing with relation to the other divisions in our company, we finished the year in fourth place and we were liearlily commended by our vice-president in charge of manufacture. He addressed to us a letter in this connection which reads as follows: "Report of accident cost for the last half of the year shows that the Bay City Plant used but 53 per cent of their allowance, thereby winning fourth place in the contest. This showing reflects great credit on you and your supervisory force, and I desire to offer my congratulations and suggest that you convey this appreciation to your associates. It is hoped that this good record will be continued." Needless to say, we were extremely proud of our results, not only because we had been able to reduce Accident Cost to ourselves and improve our standing among the various divisions, but also because we had been able to interest our workmen in a safe way to do their job. 78+ Nineteenth Annual Safety Congress Memphis Plant--During the latter part of 1928 it ni apparent that to take care of increased besincss it would be necessary to expand our woodworking facilities. Became of the possibility of a more economical operation, and after a great deal of iniistiga- tioo we decided to locate in Memphis, Tennessee. Ground was broken for the Mem phis Plant in January, 1929, steel for the plant was on tbs ground the latter past of February, and the erection of steel began the first week in March. In May tee were operating machines with temporary power and had temporary boilers to supply steam to those machines requiring it Ko June and July we had a full night and day i------ --< pa) ear* mfily imagine the confusion ffuongfa lack of training in osw --4h~t on the part of not only the workmen, but alto the supervisory force. Oar jtam in Memphis is vdEdwtlj large to permit the tailting op of 500,000 feed cf lumber per day. At near peak su July. 1929, we woe employing appcniinaftfy www These workman far tbs most putt are negroes. In fact, we me iwgicss on every in the phuK. having white set-up men and white group leaders and foretuec Wt beet Tlif, --r..uU negroes from the cotton fields and the streets of Memphis. In 80 per erne cf the cates they had no previous factory or iwrtifa erpeeiestee It is not hard to imagine bow ignorant these men were of the hirardnm nss of the tfchtfw cm which they were working, and naturally, our eedfest experience was high. Machine Guards--Being somewhat familiar with the experience of other ssammfacturers in the South, we immediately started in to guard every niarhime -l^tl. might appear to he hazardous. We provided guards on stock saws, rip sawy bund saws, double end tennoncrz, single end tennooers, mitre saws, detail shapers, screw machines and boring machines, but it seas apparent to us that an extensive education! campaign was very urgent Educational Campaign--We again inaugurated the large safety posters, safety mes sages, department safety budget, safety banners and the safety board. The majority of the negroes have difficulty in writing anything but their names, and a considerable number cannot read. You can, therefore, well imagine our problem of education through the safety messages, yet, somehow they manage to learn and recita the mes sage. We offer three prizes at Memphis for the reciting of the safety message-- First prize, $2-50; second, *1.50; third, *1.00, and because of the greater interest which is stimulated we put the same plan Into effect at Bay City. It was necessary ior the committee to call on twenty-five to thirty workmen before the message could be recited correctly. Now, the average is six to eight, depending on the length and the nature of the message. We found, through costly experience, that it was necessary to guard every point of contact possible on the machines to avoid accidents. It was necessary on the square shaper to increase tha height of the collar from to 1J4 inches above the table; and to extend the shaper forms from 4J4 to 11 inches beyond the extreme end ol the stock to be shaped, and even though we had stud table ex tensions, these had to be increased sn overall length of Sff inches from the edge of the table and made 20 inches wide. We also found it necessary to clamp a block to the shaper tabic on the outside of the shaper collar to prevent the operator allowing the shaper form to go into the head before the farm hid reached toe center line of the collar. The mitre saws had been completely enclosed with a box guard; detail shapers were almost completely enclosed with guards to prevent the operators get ting their fingers into the heads. Pedals of screw machines were so divided as to make it impossible for the operator to press both the drill and screw pedal at the same time. The band saw guide wheel was guarded to prerent the operator's hand from coming in contact with the sharp edge of the wheel when pushing his stock through the saw. Many more similar pmrets were takes. Employment Department--Wc nisruf so busing the employment department hire the most mtclhgem type of hstkee ysssftk, jnrtiodarfy from a standpoint of their IVoodworkmg and Lumber Manufacturing Section 785 fitness for their particular job. Each man. upon being hired, was and is instructed by the employment department to go to the first aid in cases ol cuts, bruises, dust in the eyes, or upon receiving any injury no matter bow slight, under penalty of a week's layoff. The new employee, upon being hired and tunsed over to his group tender^is again instructed regarding fim aid requaiuuuits. If tbe jab upon which he is working requires the wearing of goggles, our routing sheet so specifies and we inrist on the instructions being carried out under a lay-off penalty. Goggles, if re quired, are handed tun to the new workman in a dean, wax paper bog after first having been sterilized by the first aid department Tbe new man is instructed by his group leader fa the safe manner of performing his operation and the hazardonsness of his parricidal machinr. and we expect our foremen and group leaders to take ift tf It-- an juterest in tbe operator working safely as hs his performing the Cfcntin corws^s Tfc* Pmnn a* farther toppleauid by a gami Meeting of all of the *00 machine operator* at West w* a month wtuch m srlitrnied by the superintend- who potato oat to theca tbe necessity of their (tt&ni the baxardoasness of the to^hiatA oa which they are works*, and the neceaaity of their avoiding careless and reckless acts. We also take the opportunity at this oncting to prcitnl to the workmen several enjpkr--s who hare received serious injuries, shows* them con crete examples of what <g happen to them through carelessness and inattention to safety rules. Safety First Don't*--The Safety Committee suggested and arranged to have printed cards 6x10 inches with the leading, "SAFETY FIRST DONTS" for (he various types of machines in tbe plant, and these cards are placed conspicuously on tbe machine where the workmen can see them. As on illustration, the stock saw card reads: 1st 2nd. 3rd. 4th. 5th. 6th. Don't change saws without first pulling line switch. Don't push saw back with hand on saw guard. Cover may drop off. Use SAW HANDLES. Don't look around while operating saws. Keep your eyes on your work and keep your fingers on your hand. Don't raise finger guard on saws. See your foreman. Go to FIRST AID at once with any cuts, bruises, sliver or foreign matter in eyes. Don't pull trucks. Push them. The rip saw card reads as follows: 1st. 2nd. 3rd. Don't change saws without first pulling line switch. Don't look around while operating this machine. Keep your eyes on your work and your fingers on yoor hand. Don't let dirt or scraps accumulate around your machine Keep ft clean at all tirimi 4th. Don't run saws If safety fingers do not work freely. 5th. Don't dean saw tables off with yoor hands. Use a stick. 6th. Don't feed machine with finger* under the board. Keep fingers on top. 7th. Don't pall tracks. Pash dam. The Band Saw card reads: 1st. 2ud. 3rd. Don't change or adjust saws without first lma ivfc Don't cm wife saws wichnat first seeing that book is fastened at top of upper guard. Don't ptacu duto fa fine with uv when cutting to mark. Doaft vmmamm pisca d vamd or Urver that drops su throat of saw while saw is naaatog. Atom* map av and be sere that saw is stopped. 786 Nineteenth Annual Safely Congress. 5th. Don't put hand in center of top wheel when adjusting saw. Always place your hand on the rim when turning wheel. 6th. Don't look around while operating machine. Keep your eyes on your work and your fingers on your hand. 7th. Don't pull trucks. Push them. And each machine has a card with instructions as to what the operator must do to avoid an injury. If the workman cannot read the instructions, the Group Leader reads and explains them to him. Results--As a proof of the results of the Safety Campaign our Accident Cost t proportion to factory labor was reduced to 43 per cent in the first seven months of 1930 as compared with the eight months of plant operation in 1929, and the months of April, May, June and July showed a reduction of 45 per cent as against the first three months' operation of this year. Bad Practices--We believe in the continual necessity of following up Safety in structions and have found it necessary to have our safety man, who is in charge of employment and welfare, make a trip through the factory each day to report in writ ing to the foremen, superintendent and plant manager, any unsafe practices discovered on his trip. We believe that if a workman, set-up man, or foreman disregards the program of safety she should be disciplined, and we luve found it necessary on several occasions to discharge a set-up man for negligence in a set-up which might have caused serious accident, and have disciplined others by giving them a three-day, week or two week's lay-off, depending upon the seriousness of the infraction of the rales or disregard of instructions. Education of workmen alone without the proper education of the foremen will not produce the desired results. The foremen and sub-foremen must be taught that safety in the mill is just as much a part of their job as getting out production, and that this Is one of the major factors to be taken into considera tion when promotion is being considered. In order to properly put over a safety campaign with the object of minimizing woodworking accidents as the goal, the entire personnel of the plant, including the manager, must be made to feel and show a real interest in the safety program and evidence this by the investigation of accident reports and attendance at the safety meetings, in addition to telling the personnel of the organization that they are squarely behind the safety program. (The speaker then showed a series of slides depicting the accident prevention work in his plant.) Mr. Murray (Chicago) : I would like to ask Mr. Greenwait how he checks his foremen to see what knowledge they have about the occupations io which they are working. Mr. Greenwalt : The foremen upon being hired are carefully talked to by the superintendent, to determine their knowledge of the machines to which they will be assigned and to impress upon them our methods of handling the safety program. In other words, we coach our foremen right off the bat upon being hired. Mr. Murray: I was wondering whether that would be satisfactory in my organi sation where we realize that conditions are changing so rapidly. What I am inter ested in is how do you keep the foreman's knowledge up-to-date and know that he has the last, up-to-the-minute ideas about his job? Do you use a questionnaire? Mr. Greenwai.t: No, we don't. The men arc rotated on the sub-safety commit tee and serve on the central safety committee. In these meetings we discuss many of the ideas which we have in connection with safety. ADJOURNMENT Woodworking and L amber Manufacturing Section 7X7 Wednesday Morning Session October 1, 1930 M. C. OOODSPEED, Chairman General Electric Company, Erie, Pa. The second session of the Woodworking and Lumber Manufacturing Section con vened with Chairman Goodspecd presiding. Chairman Goodspeed: The first item on the program this morning is the report frum the chairman of the Nominating Committee, Mr. G. E. Sanford. Report of the Nominating Committee Mi. G. E. Sanford (General Electric Co., Schenectady, N. Y.) : The slate recom mended for election includes: General Chairman: Mr. W. H. Greenwalt, Murray Wood Products Company of Memphis, Tcnn. Vice-Chairman of Manufacturing--we are renominating last year's incumbent--Mr. li. J. Kelley, of the American Seating Company of Grand Rapids. Vice-Chairman: Wc arc renominating Mr. J. G. Davis, of the Eastman-Gardiner & Co., Laurel, Miss. Vice-Chairman for Saw Mills: Mr. J. W. Smith, Employers Insurance Associa tion of Kaosas City. Secretary; W. P. A. Pollack, Lumbermen's Mutual Casualty Company, Chicago. Chairman Poster and Slides Committee--renominating Mr. F. W. Braun, Employ ers' Mutual Liability Insurance Company of Warsaw, Wis. Chairman of the Program Committee, your retiring Chairman, Mr. Goodspecd. Chairman of the Membership Committee--Mr. Robert Williams, Thomaaville Chair Co^ Thomasville, N. C. Chairman Publicity Committee and News Letter Editor--Mr. John B. Grier of the American Car & Foundry Co., Wilmington, Del. Chairman of the Engineering Committee--Mr. Arthur Murray, Chicago Mill and Lumber Co., Chicago. Associate News Letter Editor--Major H. Steere-Clark, British Columbia Loggers Association, Vancouver, B. C, Canada, renominated. The Executive Committee includes the above-mentioned officers, committee chair men and some additional men--Past Chairman Mr. J. M. Bissell, Laurel, Miss.; Mr. A. O. Jackson, Etna Life Insurance Company of New York City. There is one vacancy for which we want a nomination from the floor; that is the chairman of the Statistics Committee. Member : I place io nomination Mr. O. C. Boileau of the R. C. A. Victor Com pany, Inc., Camden, N. J. Member: I nominate Mr. Fredericks to serve on the Executive Committee. Member : . I nominate Mr. William A. Wilson. Mr. Santoro. Are there any other nominations? If not, I will move that the Secretary cast one ballot for these nominations. (The motion was seconded and carried unanimously.) Chairman Goodsfeed: Without further delay, we will proceed with the program. I am pleased to introduce Mr. Robert Williams, Thomasville Chair Company, Thom asville, N. C, who will speak to us. 788 Nineteenth Annual Safety Congress Industrial Accidents By ROBERT WILLIAMS ThomaitiUi Chair Company, Thomasvtlle, N. C. Industry has traveled a long way. Each age has brought its lessons, added its improvements, and carried men further along the road of cooperative effort. The primitive age introduced him to the forces of nature, saw him fashion his first rude tools, and taught him the way of self-preservation. The family system discovered the principle of cooperation and applied it to indi\ idual work through a division of labor. It demonstrated the advantage of exchange. The domestic system took the principle of cooperation and applied it to groups. It took the idea of exchange and built up a vast system of trading. It applied spe cialization, not only in the production of goods, but also in the production of services. This progress represented a slow growth of thousands of years. Then, in the eighteenth century, came a series of mechanical inventions--chief among them the steam engine--and within a single generation the old order of industry was over turned. The factory was here. So swift was this transition that the events which brought it about have been called the Industrial Revolution. The Industrial Revolution marks the beginning of our present industrial age. It ushered in the modem organization of business. It made possible the marvelous teamwork and the increased production of the factory system. Machinery was the new element which the Industrial Revolution brought to pro duction work. In place of muscle power it put mechanical power. The result was an enormous increase in output and a corresponding increase In the hazard to the workman. In the factory there are two elements of prune importance: (1) time, (2) mate rial. Idle time and wasted material are the greatest enemies of efficient production. It is by using time and material up to the highest notch of efficiency that the rate of production is increased and the per-unit cost of production is lowered. Production planning, cost accounting, control of inventories and waste elimination are all results of the art of management, and have made possible our industrial progress. There is yet another element, dealing, as it does, with society as a whole; with men, money and materials. Step by step it has met the demands of industry in ha development, and is ready to meet the Immediate problem. This element it indus trial safety. Industrial safety came into being as a logical step in the art of industrial manage ment. It is only about twenty-five or thirty years ago that industry began to ghrt serious thought to the appalling wastefulness of materials and the lots of productiveness of the worker as a result of Industrial Accidents. What are industrial accidents? An accident, according to the dictionary, is an event happening without design or intent. Ask any executive, superintendent or foreman to define an industrial accident and in nine cases out of teo the answer will involve a case of personal Injury. It Is this misconception which has done so much to keep hidden the real cost of accidents. In an efficient plant everything takes place according to schedule. An industrial accident, therefore, is an interruption of the orderly routine. In other words, we may assume that the regular process may be broken many times before a man is injured. This leads to the conclusion that there is more than one kind of accident Let us then divide industrial accidents into two classes; that is: major accidents and minor accidents. Woodworking and Lumber Manufacturing Section 789 Major and Minor Accidents A major accident, let us say, is an accident in which someone is injured. It may be a serious injury or it may not. The seriousness of the injury wlU determine the amount of compensation. However, it takes no great stretch of imagination to see how some small scratch may, by becoming infected, result In serious complications. A minor accident does not necessarily involve personal injury. In fact, the expres sion "major or minor accident" is misleading. In one sense of the word there is no such thing as a major accident There are major and minor injuries, of course, and it may be said that a major accident is one that produces a major injury. However, the accident and the injury are distinct occurences; one is the result of the other, and in the continued used of the expression "major accident" and in the acceptance of its definition as one that results seriously, there is a decided handicap to effective work. In reality when we so merge the terms "accident" and "injury", we are assuming that no accident is serious unless it produces a serious injury. Yet hundreds of acci dents having the potential power to produce serious injuries do not result. There are certain types of accidents, of course, where the probability of serious injury may vazy in accordance with circumstances. For example; a type of accident such as a fall if occurring on a level floor may not be potentially as serious as the falling of a steel worker from the top of a building. Yet the former may, and some times does, result in serious injury. An aeddent does not necessarily produce an injury. It is ao event that occurs without foresight An injury is merely the result of an accident If a pile of material falls over, it must be rebuilt If a truck breaks through the floor and the load is spilled, it must be picked up. Possibly every following truck is held tip or forced to detour until the way is cleared. I might name any number of instances which would, interrupt the production sebedule in your plants in which there is no personal Injury involved. At the same time there is congestion which slows up the work and production lags. ' By eliminating this type of accident, you not only save your employes front pos sible injury, but you also prevent the secret drain imposed upon industry by the unreported aeddent Last year more than 23,000 lost their lives in industrial accidents. In addition, about three million others were so severely injured that they had to lay off from work. These accidents did not "just happen." They were caused by some kind of failure --machine failure, man failure, or material failure. Leaving out such accidents as have been termed "an act of God", we have three things directly responsible for acci dents: (1) fault of workman, (2) fault of company, (3) fault of fellow workman. Responsibility Since we have assumed the employer may be partly in fault foi some of the acci dents which may occur in his plant, that naturally places a responsibility on man agement as well as man. Now, taking for granted that the management a sold on the klea of accident pre venting bow are we to get the idea over? First, it will be necessary to determine who is the management. Since it is the duty of superintendents and foremen to interpret the policies of the management as far as the men are concerned, the responsibility will naturally fall on them, tmless you have a regular safety director. lo that event it only through the Closest cooperation between your safety organization and your superintendents and foremen that you will get results in reducing your accidents. Furthermore, from a less personal standpoint 7*** arc interested as a public citizen m a movement devoted to the prevention of tnnecessary and injuries, bringing 790 Nineteenth Annual Safety Congress added burden on charitable societies and taking from industry the strong and able- bodied heads of families. How to Reduce Accidents To reduce the frequency of those accidents which are caused primarily by the work men themselves; that is, by their inherent carelessness, momentary heedlessness, inexperience and ocher causes, it is necessary to acquaint them with the hazards which tltey encounter; instruct them thoroughly in the best methods of performing their jobs; and principally, to create a safety consciousness. An educational program of this kind involves many factors, both because of the diversified jobs which the employes perform and because of the variety of minds and temperaments. Instruction in the safe and most efficient ways of doing the work and pointing out the specific hazards encountered is the function of the supervisory force and can be done best by the personal contact of the supervisors and by printed rules. With reference to instructions and rules: (1) They must be uniform. (2) They must be reasonable. (3) They must be consistent. (4) They must be clear and unmistakable. (5) They must be easy to follow. Accident prevention Is fundamentally a production problem--the problem of lower ing cost by reducing waste. The management, in order to properly control this problem of production, should periodically have for their consideration an analysis which will show not only the total results for the period in severity and frequency, but the various causes of acci dents and tlieir relation to the total. Intelligent, corrective measures cannot be taken to prevent recurrence of accidents without a knowledge of the causes of accidents that have occurred. Analyses do not eliminate the necessity of immediately investigating accidents that occur. A prompt investigation is essential. This investigation should comprise a careful analysis of the cause of the accident to find out what steps the management might have taken or can take lo prevent the accident, the foreman's responsibility and, also, the direct responsibility of the injured employee or fellow worker. Mechanical safe-guarding, design and maintenance of equipment, proper layout and schedule of work, proper instructions to employes, and foreman's control, all are essential elements in the prevention of accidents. It is necessary that we drive home to every man that a machine is always dan gerous no matter how well guarded. Much has been said and written about the cost factors of White employers are more and more coming to a realization of the so-called "indirect costs, a Iwtter understanding of what tlicse represent will go far toward furnishing an incentive for action on the-problems of safety. A recent comprehensive investigation -by a prominent Insurance company reveals the fact that the insurable costs of accidents represent but one-fourth of the total cost to the insured. Summing up, it is obvious that safety pays handsome dividends by: (1) Favorably affecting insurance rates (2) Reducing losses not covered by insurance, and (3) Increasing operating efficiency. O. F. W. Caouwiu. (Central Pennsylvania Lumber Co., Ridgway, Pa.) : ft might be well for the speaker to explain how he investigates an accident. Mn. Williams: The way we investigate accidents in our particular factory is IVoodworking and Lumber Manufacturing Section 791 through our safety organization. We liavc what the insurance company chooses to call a standard safety organization, and when an accident occurs, 1 personally write a letter to a member of the committee in the plant in which the accident oc curred and ask him to personally investigate that accident. I explain who was hurt, when and how, and ask him to investigate the accident and report to me. Mb. Cbomweljl : We have seven mills. When we have a serious accident, 1 call in everybody concerned and if necessary, call in my secretary and dictate the wiiole thing. Afterwards if I go out on the job I pick up a lot of things that normally the superintendent, foreman, witnesses, and even the doctors, may not learn. AarnuR Murray (Chicago Mill 9c Lumber Co l: We have a plant employing about t,400 employees--DeWitt Saw Mill at Racine- The manager is the safety man, too. He has a blackboard out in the plant that has every department's name and every foreman's name on it. lie has two columns, one called "Accidents" and the other "Errors". Every case, whether it is a ncar-accident or an accident, is chalked up. The policy is not to get foremen on Use carpet for accidents. If he fails to report, lie is an ordinary workman, but if he has made a mistake and is trying to correct it, that is just good business. :Chaizmax Gooospkeo Our next speaker is Mr. R. C. Barr, Chief Engineer, Lumbermen's Mutual Casualty Co., Chicago. Insuring Safety from Log Pond to Car By R. C. BARR Chief Safety Engineer, Lumbermens Mutual Casualty Company, Chicago Someone has said that one tree wilt make a million matches, but it only takes one match to destroy a million trees. It can also be said that a mill employing between forty and fifty men can operate for an indefinite period of time without the loss of a single man-hour occasioned by accident, but it only takes one second for a single man to ruin the record made by many. In other words the function of one man is felt throughout the organization. Long ago progressive employers turned from the idea that accidents are inevitable. Today tliev have come to recognize an accident as an interruption of an orderly procedure; and with this new attitude has come a realization that, once order is restored in the method of thinking of each individual after a mishap, harmony and safety in the organization again prevail. There are plenty of men m industry today who have never been injured while on duty. Why is it, then, that the names of others appear on the accident record time after time In a single year? Experience can be a most patient teacher, but all its teachings can be set at naught if the pupil permits his mind to wander to something else at a time when his duties require full concentration of thought A bank clerk, engaged in conversation with the president of die bank, told the latter, "I have worked for this bank forty years and during all this time I have made only one little mistake." "That's good," said tlie president, "but don't ever let it happen again." He was instilling in that man an abhorrence for error. So should vc instill in workers an abhorrence for accidents--not merely a fear of them. The business of producing lumber naturally possesses some hazards because of the very nature and weight of the materials handled, but if you watch the progressive ofw-'-atkjn* on timber from the log pond to the car, the actual handling of the log and the Itmtber it produces is mainly mechanical until it reaches the edger and then the sorting or grading division. Real safety in a saw mill atarta'wiih a good grade of sharp tools. Dull tools cause many accidents that are improperly "allocated to other causes. In this paper an at- 792 Nineteenth Annual Safety Congress icsnpt will i>c made to take up the various cause* of accidents in the course of lum ber production as they are reported to an insurance company. The cant hook may be called the "reception committee" to a load of logs from the woods; Jet me say that this tyseful tool should be the best obtainable, with strong, straight-grained handle, with properly tempered and properly sharpened points. When the end chains or chocks have been removed from a load of logs at the pond and an unloading line is used, the equipment should be such that it will be unneces sary for any person to be on the pond side of tlie cars. When no unloading line is used, every precaution should be taken to avoid injury from logs which might roll from the car. Of course, rotlways or skid timbers are recommended, but in any case the banks of the log pond should be reinforced to prevent a cave-in. If a cant hook is used to dislodge logs on tite car. It should be placed on a solid section of a log so that when leverage is applied it will not be suddenly released to precipitate the unloader into the pond with, perhaps, a 3)4 ton log following him to impress upon him the error of his ways. A man soon learns, or should be taught, to stand well in the clear wlien the logs start to roll from the car. Inclement weather makes the footing around ponds and on runways and- platforms very uncertain. This is especially true when ice or sleet has formed. Not only should all such places be well sanded before work begins, but creepers, or other devices to prevent slipping should be firmly attached to the shoes of each man en gaged in moving logs in the pond. A life preserver fastened to a rope and stored for emergency use in a covered box conveniently located at one or more places rJx.ut the pond is a wise precaution, especially where ponds exceed five feet in depth. Pike poles should be of the best grade and kept sharp and, when not in use, stored on racks with points In one direction and guarded. It is a wise plan to line the log haul with sheet iron and provide a runway equipped with a hand rail on one side and with cleats to prevent slipping. Chocks should be used on the log deck to keep logs under proper control after the kicker has removed them from the loghaul. Cotter pins and lock nuts are added safety factors for the steel connecting pins for deck kickers. The sawyer's station should be heavily and completely barricaded against the moving logs on the deck, and the carriage control lever should have the additional protection of a metal enclosure with extruded shield to protect the operator's arm from any object which might come In contact with it. Arrangement for locking the lever is very important Normally we do not look few, or expect, accidents at the log fleck, but one acci dent at this point coming to my notice several months ago is worthy of mention. An unusually large log had prevented the loader from returning to Its normal posi tion. One side of the log was in contact with the carnage and the other side was resting on the tower arm of the loader. .The sawyer left his station and secured a diort piece of 4x4 timber and wedged it between the then vertical arm of the loader, with the other end against the rough bark on the log, presumably for die purpose of using die power of the loader to move the log a sufficient distance to release the loader arm. With the block in place and the sawyer in direct line with it, die loader suddenly released itself, striking the block with such force that K was thrown up and out. breaking the sawyer's jaw bone in two places. For a time his recovery was doubtful. It is my understanding that the nigger could not he used to move the tog in this instance. The provision of metal guides for niggers, as well as spring recoil buffers, is a generally recognised safety practice in all mills today. Carnages with safe and experienced operators cause very little trouble in a mill so far as accident experience is concerned, and if the carriage Is property decked over, cleats added for firm footing, and steel goosenecks firmly fastened to the knees, the carriage men are afforded a reasonable decree of protfrfon. One ddent. which fortunately did not result in bodily injury, but which caused considerable Woodworking and Lumber Manufacturing Section 793 property damage, occurred some time ago in Alabama. A shotgun carriage was being moved forward by the sawyer slowly, in preparation for a general clean-up of the carriage runway. No setters were on the carriage. The feed line to the cylinder was vertical, and the operating valve was located in the vertical section of pipe line. A section of piston ring broke off and was pushed by the piston into the feed line and wedged in the valve seat. The sawyer was unable to dose the valve. The carriage speed was no longer under control, and the carriage struck the buffer with sufficient force to set it bade a foot or more, causing the cylinder to part at one joint. This might have been a serious accident Its prevention could have been simply accomplished by inserting a screen "catch-all" in a joint over the valve. Aside from the usual protection found on band mills today, coupled with the fact that this machine produces very few accidents, there seems to be no need to dwell on further physical protection for it. The circular log saw, however, is a different proposition. The nature of the log it cuts prohibits a hood guard being used; therefore, the only protective device which might tend to prevent saw contact accidents is a horizontal bar set sufficiently high over the saw so as not to interfere with the sawing of log*---but low enough so that jt can be grasped for protection if a person should stumble or fall toward the saw. An accident of this type recently occurred in Canada. A workman fell in front of the saw and his body was cut in two. The guarding of live roll shafting is not always taken as seriously as it should be by mill superintendents. There is no particular reason for leaving it exposed be cause the oil cups on bearings do not need to he covered in the construction of the guard. In many mills, sections of the shafting are guarded, but I claim (and this claim is substantiated by insurance company records) that a mill is not welt guarded until every inch of live roll shafting. Including the bevel gear drives, is completely guarded. There is a living example of the need of this protection in northern Michi gan today. He is at the threshold of manhood handicapped by the loss of his right arm, including the shoulder blade. A short section of live roll shafting was exposed, and his clothing became entangled with the sad result described. Other accidents from this cause could be cited, but I believe the one case mentioned justifies my advocacy of nothing less than complete guarding of live roll shafts. Climbing over live roll transfers Is a prolific cause of accidents. It is an awkward step in the first place, and then the added danger caused by stepping on a roll or being struck by material in transit increases the hazard. Convenient transfer bridges with steps at approaches and rails at sides mean greater safety. Slabs often fall from live roll transfer tables on to the feed 'or the legs of oper ators. Sometimes they are carelessly pulled with a book and fall on the feet of the operator wielding the hook. Exercising greater care will prevent accidents like this. Edgers and horizontal baud resaws are real accident producers in some mills. As suming that the best known protection has been provided against accidental - saw contact and that the sectional feed wheels are not unduly worn, we still have the chip and 'kick back" hazard to contend with. A substantial screen chip guard sus pended near the front and slightly above Uk feed side of the edger catches many chips that might cause bodily damage to someone. A series of non-kick-back fingers mounted on a substantial shaft and rigidly secured in place on the machine has stopped kick back accidents on edgers where installed. hat this type of guard is of no practical value on a horizontal band resaw where the "kick back" is sideways. On horizontal band resaws the "kick back" or "side kick" action occurs most often where there has been Introduced a slab or flitch much thicker on one end than an other and with the heavy end the last to leave the saw. Facing the rear end of the machine, the saw gives one last pull to tie right as the final cut is made nd the whet i of tJve flitch flies to the left, usually striking the left side "take-off" man a serious blow in the stomach and sometime* causing serious injuries. Where mill 794 Nineteenth Annual Safely Congress room or machine arrangement will permit, a raised edge on the take-off table out of line with moving stock will receive the shock of the blow. Where space behind the horizontal band resaw is limited, no satisfactory solution of the problem has yet been devised, or f hare not yet learned of one. To be sure, some mills art waiting forSltahsehesrosluatinodn.trimmers cause practically no trouble when properly guarded, and where swinging barriers are provided in front of the saws accidental contact with saws is minimized. The constant barrage of blocks and chips from the trimmers wears a hole through a two inch barrier in a comparatively short time. Such open ings should be closed as soon as discovered, or the planks removed and replaced. The transmission hazards in a mil) can best be observed by following the oiler on his rounds. Many hazards which might otherwise be overlooked in a mill safety program will come to light. One instance is recalled where an oiler found it neces sary to lean over Oie '`in" or nip portion of two pulleys to oil a bearing. The pulleys were installed at right angles to each other with only six-inch clearance between the moving runs. He slipped and fell between the pulleys in such manner that his body was carried between the pulleys and wedged beneath the narrow opening. The fast moving belt on both polleys inflicted severe burns on his upper leg. which the unfortunate victim was unable to avoid because he could not extricate himself. A fractured hip bone also resulted, and many skin grafts were necessary to restore this man to usefulness. A keen observer may find many conditions similar to this in a mill transmission department, and as an accident foreseen is an accident pre vented your trip with the oUer may be a very profitable one for the company you repRreesfuesnet. burners are employed by many mills to dispose of surplus refuse. Tbe burner is usually fed by a long, slow moving conveyor chain in a trough. Some of tlie pieces of refuse being carried to the burner do not rest securely on the belt, and vibration or unevenness of the path on which U*ey travel often causes a piece to slip over the edge of the conveyor trough or side pieces and fall below. Wood canopies over roadways arc especially desirable to avoid such 1lizards or, better yet. platforms placed at each side of the conveyor to catch pieces whkh may leave the conAvneoytohre. r series of accidents resulting from falling materials occur at the slab chute, receiving its supply directly from the slashers. These accidents are usually sustained by teamsters who are loading their wagons directly from the chute. Pieces drop from the chute when they are not expecting them. Other accidents result when the teamster or his helper endeavors to remove the key slab which has caused a "dtolce" in the chute. When it is removed a half ton of slabs may fall on the man who re leases it. ft is much safer to use a long pole, standing to one side, or to have a convenient and safe place provided above the '`choke" where a person might stand toJruesletaasewiot.rd or two regarding the wood hog. All of them are. or should be. hopper fed, and with the mouth of the hopper well above floor level- The chip hazard can be removed or greatly minimized by providing a swinging gate or baffle inside the hopper, nr by suspending a chain screen from an overhead cross bar which, when Towered, will allow (lie chain ends to hang at least six incites inside the hopper. The chains attached to the cross bar can be lowered or raised by means of rope and pulleys when a dioke is being removed. Beits and pulleys on this machine should alwLaaytsh bbeolfteurlsly wguitahrdseodl.id feed wheels are heard from quite often in the matter of "kick back" accidents. In order to salvage as much stock possible, many odd shaped pieces are introduced into the machine. When a slab has a large knot in it, tlie only-bearing of the feed wheel is on top of the knot, (caring thinner sections of the slab without bearing. Many of these pieces arc kicked hack against the stomach or alxiumcn of the operator with serious consequences. Lath bolter operators arc generally paid on a piece work basis and work hastily, Woodworking and Lumber Manufacturing Section 795 perhaps too hastily for their own safety. Non-kick-hack dogs, which will rise and descend with the feed roll but remain in contact with all points across the stock being cut, wilt be helpful in reducing accidents oo this machine. In many mills access from one point to another is a perilous task and requires tbe agility of a mountain goat and the nerve of a steel worker to reach the destination. Jn some instances this denotes poor judgment in the mill layout liv others, greater capacity has been required without adding to the floor space, resulting in congestion. One thing is certain--that when the mill is closed down for repairs or changes, someone in the organization should Itave sufficient Interest to study the best method of gaining access to all points without involving unnecessary peril to life and limb, and provision made to reach all points with safety. Changes of saws on band nulls and resaws involve but little hazard because in tiie more modem mills it is a mechanical process and saws are elevated to the filing room by means of hoists or tackle. Some accidents are reported due to accidental contact -with the teeth of the saw in removal or replacement, but these are usually minor in nature and signify the need of exercising greater care and providing some degree of protection for the hands while handling the saw. The selection of the sawyer bears on the safety record for a mill, perhaps more than we are at first inclined to admit. Efficiency is, of course, the prime considera tion in the selection, but it has been noted that a sawyer experienced in the operation ol a left-hand mill loses some of his efficiency when placed on a right-hand mil), and until he is accustomed to tlie changed condition of operation becomes confused to the detriment of himself and those who are working with him. In one case, a left-hand sawyer was seriously injured. The management spent three weeks and considerable expense for telephone, telegraph, and traveling before another man was obtained for the job. It is estimated that the uninsurahlc portion of loss oc casioned by this accident amounted to a sum in excess of the compensation and medical loss on the case. After the lumber passes the trim saws and is ready for marking, sorting, and grad ing, the handling hazard increases. The common or most frequent injuries are those caused from wood slivers, low and improperly piled stock tipping over, running trucks or lumber carts over the feet, slipping while pushing loaded trucks, and having hands or fingers crushed between pieces being handled and adjoining fixed objects such as buildings or lumber piles. In the yard, unsafe piling, boards being dropped or blown from tops of piles, climbing up on piles and falling from them have caused some fatal and many serious accidents. The use of heavy leather aprons and hand pads or leather gloves will reduce the sliver hazard, but the other types of accidents mentioned appear to be those best governed by close supervision and selection of careful men. Infection resulting from wood silver punctures is proportionately greater than from puncture wounds made by other agencies, and for that reason every man receiving such injury should be induced or compelled to have the wound promptly and properly cared for by a competent person. I recall a long trip in an automobile three years ago extending over several hun dred miles. Another party, unknown to me, was traveling over the same route. His speed was exactly 35 miles per hour. I was traveling at speeds running from 45 to 55. but T made more stops than he did, and it seemed that every time I stopped for oil, gas, or water the "thirty-fivc-mi)e-an-hour" man went breezing peacefully by at the same old speed. 1 will venture a guess he reached his destination (whkh was also my destination) at approximately the same time I did, and with less wear and tear on ,hi* equipment. This situation has a parallel in the accident prevention field. Spasmodic efforts to prevent accident are of no practical value, and such indulgence sometimes works more harm than good because the result of the effort begets lack of confidence in making another attempt Slow, steady, progress in overcoming troublesome accident causes begets confidence in the system and i lasting in its effect. 796 Nineteenth Annual Safety Congees* No campaign for widy will hr wuoocssful without ciCdtm iflWwt More than once, in my experience in tlu field, hare 1 hod a foreman cay. *1f* aD right for you to talk about safety and production guang kauri ia hand bat all ! bear around this place ia production. The men do sot btlicw the boas ia riccfe he never takes any interest in oar safety activities and never viB natrah any eewgtstioas which involve the least bit of expense is coanpHasee.* This is a subject on which we caa talk broadly. The abets or mills making the greatest inroad on the arodent frequency and asarny baa ntka today ant those having executives in sympathy with the priudyiu winch April mosh in safety effort. Chabman Gooosm: That takeoff naan; yon say the space behind the borixcntal bandsaw is limited. Why can't you get more space there? Mr. Bass : The cod of the lumber that comra the us m this particular place is just tong enough so the sawer on swing at cato the next bach where it goes on to the trevis. There would have been no room So take up a *dc <jo the takeoff table. The planks were coming through there two kfh* asd were too heavy for one man to lift. You couldn't lift it ova* the guard. O. F. W. Caosrwcu. (Central Pcnosyfvasna Lumber Go* Kidgway, Pa.): Mr. Barr spoke of pipeboks on the pond. If you put a ring on your doghouse about two feet in diameter and make these fellows na their pick up Ihruagti this ring and make it drop in tbc effecting, you will prevent pipthok acckWrUS. Then he spoke of the ramp alongside the tig chain. I have in most cases made them put steps all the way tip with handrails: the steps are about VA tie! wide so there will be plenty of room and so water won't splash all over. If it does splash pot up a shield to keep stairs from getting icy. Do you provide your men ia the mills with snail books for hanftig lumber off the transfers and off the live rolls? We find every once in a while two men will get too close together and one fellow will hook the other fcBow. We have a 2-inch hardwood forward drop down is freest of our slasher. It is on a hinge so it can't swing back against die slasher. It is located about 2 feet in front of you and has a clearance of about two feet from the floor. We thought we had everything protected, but last year there were two sms feeding s slasher and in some way one fellow got tangled tip and slipped on a wet slab and feu, and before he could recover he had his foot cut off at the So now we make this guard so it is automatic. If anything touches the guard it RtfoenajiiaHy wtp* in a few seconds. We found we had to do that to protect die men working there. You mentioned chips from the hog. I don't know how your men feed your material into the hog, but ours comes down the usual slant and we locate the hog so it is completely endosed from the conveyor entrance. Then we have a trapdoor of about 3 by 4 over the top of the hog so if the hog gets jammed, then the man that operates it lus a long pole to reach `down and break op any jams. But we had quite a few injuries from pieces dying bock when he was trying to break it up. So one of our superintendent; suggested putting on a baseball mask on this fellow and so now every man wears a baseball mask to prevent having his head broken. He mentioned the possibility of logs getting jammed and coming over the top and about the kicker kicking them at an angle. We provide both of our men on the carriage with hooks. So if anything is out of line, everything is stopped and one man comes out with the hook, and straightens it out. Another thing, he spoke about shafting drive live rolls. We found that' we couldn't use wood very well an our conveyor platforms, so we use channel iron and then have a flat that drops down over it so it is completely enclosed. About five years ago we had one accident where a log hit it and broke the cover, and a fellow got his overalls in there and was chewed up pretty badly. He mentioned splinters. We must keep after our first aid all the time. The Woodworking and Lumber Manufacturing Section 797 smallest splinter will sometimes cause the nastiest infections. Last year wc had a man piling logs and he had a dermatitis start on his toes and spread all over his body. The commission found that lie got it from piling lumber, I have found most of our accidents in the saw mill are around the yards, either from splinters or sawdust in the eyes and from injuries of that kind. Two years ago we tried an experiment of doing away with alt our docks. The only plaice we liave a. dock Is where the lumber comes from the sorting shaft. It is piled oo cars and then runs down ao incline to the ground. It is carted off and taken out through the mills with one horse pulling four to six cars and piled from there by haying a platform jack fast , to tbe lumber pile. Mr. Muuay : Is there any supervisory regulation as to when a belt may be changed and by whom, at what speed it may be operated when this job Is done, or whether a shutdown Is necessary on a heavy belt of six inches or more? Mr. Barr: I don't know. You get about sixteen different answers from the mill managers as to why a mill accident occurred. They will tell you they have to put this belt on while it is in motion. They couldn't attempt to put the belt on the pulley unless there Is some speed to the pulley. Mr. Murray : We want to determine whether the safe operating speed is half speed. Is it worth while to shut the mill down to half speed for this particular operation? Chairwan Gooospoeb : We will go to the next item on the program, "Education of tbe Woodworking Personnel as a Means of Accident Prevention"; the speaker is Mr. William A. Wilson, Personnel Manager, Frank Graves Sash, Door and Mill Co, Los Angeles. Education of Personnel as a Means of Accident Prevention By WILLIAM A. WILSON Personnel Manager, Prank Graves Saab, Door and Mill Company, Los Angeles Tbe tens education carries with it an atmosphere of the schoolroom and the ele mentary three R's, but I wish to use it in its broadest sense. Education, as I consider it, b tbe process of training, guiding, directing and leading--education applied to pro ducing a better product, at a lower cost. When our education has accomplished the ultimate goal of iudustry, it will have produced a better product at a tower cost, and sold it fat a market at a profit; education, to its broadest sense, will almost solve the problem of accident prevention. Personnel training is a function of the line. Not merely a staff office. Personnel training received Its greatest stimulus from the stirring events of the World War. Prior to that time we can liardly recall mention of the term. Following the war, per sonnel training was one of the many newer features that were absorbed by industry. Yon remember how many of the military methods were adopted, then modified, and many dropped. Personnel training was one of the Innovations that needed considerable clarifying, revamping and reconstructing. I remember one of the incidents of the days which none forget, where a young lad who had, up to the time of his entrance in the army, been accustomed to doing just about as he pleased. In the army he made a fair showing of continuing this type of existence, which lead him, as you realize, into countless difficulties. I spoke to him about hb attitude and told Mm that there was just one other way for him to follow, and that was to do just what he was told to do. In tiie army, we could do that, but in civilian life, it just doesn't work. Our training most be an acceptable education, if we are going to develop better workmen who will make a better product at a lower cost, whose standards of work and citizenship have been raised, who have become safety-minded. Last year, at tbe National Safety Congress, we listened with dramatic silence to 798 Nineteenth Annual Safety Congress the reading of the report of the Committee on Resolutions. It enumerated the number of accidental deaths and injuries: 96,(KW deaths in the United States during the year covered by the report Of that number the automobile was charged with 27,000; our homes, another 24,000; our industries also 24,000; and 20,000 deaths occurred in public places. The committee estimated that there had Keen 10,000,000 non-fatal accidents during that same period, and then the report closed with the resolution, that the keynote for the coming- year shall be education; that every man, woman and child, every school and organization shall have implanted therein the im'nctples of safety. Again and again throughout the sessions of that memorable Congress, our leaders advocated education as a means of accident prevention. Dr. C. A. Prosser emphasised that mechanical methods have bad the front of the stage for years, but that the day of education is at hand. H. W. Heinrich, of the Travelers Insurance Company, in his far-flung analysis of the causative elements in accidents, says that only 2 per cent are unavoidable; while 96 per cent are preventable. A study of his chart reveals that education of personnel, from the chief executive down; is necessary as a basis of accident prevention. President George B. Cortelyou, of the Consolidated Gas Company of New York, recently stated that they had reduced their accident record Si per cent, by education. A 95 per cent reduction of accidents on the Atlantic Coast Lines was recently reported by Robert Scott, director of safety and insurance. Mr. Scott claimed that their educational program was largely responsible for this remarkable resulL The personnel program of education at the Frigidaire Corporation plants at Dayton, under the leadership of Dr. Harry Myers, is a worthy example of what education means to industry. I win again refer to Dr. Myers' program. We might go on and on, quoting authorities who are successfully following some program of training or education of their personnel. Such programs require a gener ous application of horse-sense. By horse-sense, I mean stable-thinking--where you use your sense of perception. The physical elements, as safety factors, are more easily observed and have therefore been giveo greater attention. The personal elements are obscure, more difficult to measure and observe, and according to Mr. Heinrich, form the great majority of the causative elements. They should receive a proportional share of our effort in accident prevention. We are learning that there is a causal relation between accidents on the one hand, and age, experience, health, temperament and general mental traits, on the other. It is not a facetious observation that establishes a relation between indigestion and accidents. Ignorant workers arc accident risks because they frequently do that which produces accidents, or fail to do that which would prevent them. We recently placed a worker at a band rip saw, whom we had every reason to believe was fully acquainted with the rules and mechanical features. He removed the guard and attempted to dean between the cogs of the feed rolls, with his knife, while the machine was running. His index finger was nearly sawed off. He said he did not know of our safety rule; "Never oil or clean machinery while in motion." We now have metal plates aitadied to each starting apparatus, that carry this message As employers, we are inclined to attribute accidents to tlie carelessness of the worker, but as employees, we are just as strong in our belief that accidents are earned by physical elements in the environment of our work. The problem is one for employers to solve. The attitude of management is a bask determinant in accident prevention. Our criticism of the workers should be tempered, and as Dr. H. S. Hulbert says, the old formula of two pats on the back to one kick in the pants still holds good. Besides the usual Workmen's Safety Committee, foremen's training conferences, bulletin boards, inter-department contests, the use of the Natiooal Safety Council's posters and Safe Worker Magazine, all of which are good safety educational me Woodworktng and Lumber Manufacturing Section 799 dium9; besides these we have adopted the plan of interview with the new employee. This is made with the hope of instilling in his mind, not only the spirit of willing cooperation, but also of the safety program and the company's policy in reference to accidents and production. The interview idea is largely one which I have gathered from previous safety con gresses. And especially from representatives of the General Motors Corporation, to whom I wish to give both acknowledgment and appreciation. For example, in the use of goggles, I usually produce a few pairs of goggles that tell a story of eyes they have saved. For instance: "This pair of goggles was once worn by our millwright as he was chipping a burr from a casting. The burr struck the wall and returned striking his goggles. Both the millwright and 4He rest of us believe that he has two eyes instead of one, because of these goggles. "This pair was worn by our mechanic Bonhill. I-Ie was pouring a bearing with babbitt. He thought the casting was dry. but the babbitt exploded and Bonhill thanks these goggles for the fact he has two good eyes." Wc make our appeal to the new onployee, for his sake, not ours. The results are favorable, we have not had a disabled eye since 1924. 1 sometimes say to our men, that if a certain amount of intelligence ami caution will prevent the occurrence of a certain number of disasters, why should not an increased amount of intelligence and caution prevent the occurrence of more disasters? We osialiy agree that negative thoughts bring negative results; that positive thoughts bring positive results; that "as a man thmkcth, so is he." Safety must come from within. "Not from textbooks, libraries or laboratories," says Dr. S. Parfces Cadman. Safety is an attitude of mind, gathered from experi ence and observation and learning. There is an ancient Persian Proverb that says, "He who knows not, and knows not that he knows not, is a fool; shun him. "He who knows not. and knows that He knows not, is simple; teach him. "He who knows, and knows not that he knows, is asleep; waken him. "He who knows, and knows that he knows, u wise: follow him." After hearing Dr. Harry Myers, at the New York Safety Congress in 1928. and haring lad the privilege of visiting the Frigidaire plant at Dayton, I returned to our onR. and invited the president of oar company to my home for dinner. For hours I poured out to him, as best 1 knew, the inspirations 1 received from the Congress, and at Dayton. As a result, he called a meeting of our department leaders and their assistants; spread before them a sumptnoos dinner, and then turned the meeting over to me. At the close of that meeting, there was a unanimous accept ance Of a personnel educational program patterned very closely after the plan outlined by Dr. Myers. We adopted, also, those six brief bars of good work; we, too, wanted to do "better work, that we might make a better product, at a lower cost" We therefore have asked our workers "to hr clean and orderly.** clean about their person, and orderly about their work. We believe that personality is evidenced in the product one produces. As we are making a "better product at a lower cost," we therefore ask them to be clean and orderly. The htudspaitnait housekeeping contest that was inspired from this effort, has been a factor that resulted In the lowest accident record thus far, and approximately $3j0OO less tire insaram premiums, per year, from the lowered insurance rate. We ask that they "follow instructions carefully and continuously", that we may manafactnrt a better product at a lower cost 'Take good care of property and materials." Dr. Myers told me an interesting story in connection with this law of good work. Five young men entered the employ ment office one morning. The company was not employing anyone that morning, but Dr. Myers said if those boys measured up to his expectations he would find work for them. They were asked where they were from. From Cincinnati. How had they come? By automobile. Where was their machine? * About a block mwty from the 800 Nineteenth Annual Safety Congress office. So, said the Doctor, "wc all moved down the street to the automobile.*' As he approached the machine he saw that it was one of the late models of the VictorySix Dodge Bros, sedans. Fairly well covered with dust and mud. But, said the Doctor, "I could forgive the dust and mud providing they lad not been on too long." Time was the big factor. Rut when he opened the (root door of that sedan, and saw on the floor, burnt matches, cigaret stubs, dirt and a general mucky appearance, and also a hole, about three inches in diameter, burnt in the new upholstering of the seat, the doctor turned to the boys and said: "I'm sorry, but this just cooks your goose; we only employ those who take good care of property and material. You have shown that you do not** The day after I told this story to our group, one of those who had heard the story invited me to take a ride in his automobile. He had cleaned it up, inside and out, and proudly asked me if I saw any burnt matches or cigaret stubs in his car. The story hod gone home. Again, we ask them to "work well from whistle to whistle'*, for we arc manufactur ing a "better product at a lower cost." If our payroll amounts to but $10 per minute, and the whole plant loses 10 minutes a day, there are $100 shot, and for 300 Working days, there are $30,000 added to die cost of the finished product, that must in turn be charged to the buyer, in order to make a profit So we ask them to work well from whistle to whistle. Another request that helps to make a better product at a lower cost, is that the men are asked "to work every day or let us know when they cannot be present." It helps maintain the manufacturing order, and saves starting and instructing a new man for that place. And lastly wc ask them "to work well with otters", for "we are making a better product at a tower cost." New employees arc selected from the data obtained on their applications and from the facts that are given in the Interview.. No phrenology or psychology tests are attempted, but the employee is informed that after he has started to work, he is fudged upon three characteristics. First, does he do his work when told once ? If so he is dependable. Second, while doing his work does he see other things to be done? He has initia tive. Third, is he willing to do more than what he is required to do ? He has willingness, if he does. Thus on dependability, initiative, and willingness, the employee is judged. In dosing, may I repeat that there are many intangible causative elements as acci dent factors which we may never be able to determine, but if we can o&er to our workers a program that builds character as well as products, we are progressing. "For the earth bringeth forth fruit of herself; first the blade, then the ear, after that the full com in the car." We are still in the blade. Last year our record was better than tbe year before, and thus far this year, it is better than few the same period lost year. We are pro gressing. Accident Experience of Members of the Woodworking and Lumber Manufacturing Section During 1929 By J. B. GRIER Chairman, Statistics Committee The members of the Woodworking end Lumber Manufacturing Section have not lagged behind other sections in realising the value of keeping accident records. They have analyzed them to determine "where, when, why, how and what", for use in the prevention of future cases, and have submitted their experiences for the Woodworking and Lumber Manufacturing Section 801 mutual benefit of the section members. The interest of members in all sections in comparing accident experience to ascertain where they are weak and where strong, was never greater than during 1929. About 3600 establishments with an exposure of over 5,000,000,000 man-hour* reported for 1929 in comjiarison with only 2550 in dustrial establishments whose employees worked a total of 4,260,000.000 man-teurs in 1928. Our section contributed the accident experience of 222 organizations with an exposure of over 160.000,000 man-hours to this grand total. The 1929 cross sec tion of the accident experience in various branches of our section is the widest wc lave ever obtained. Many members have teen engaged in accident prevention work for yc?rs and have accomplished excellent results. One, operating a saw and planing mill, one of the most hazardous occupations in the industry, reported over 122 lost-time accidents for every million hours worked during 1926, but for 1929, a frequency rate of 43 was reported. This plant also reduced the severity of accidental injuries from over 9 days lost per 1,000 hours worked in 1926 to only about one-half day in 1929. In our logging division, we have a company which has gradually decreased its frequency rate from 75.67 In 1926 to 43.28 in 1929. For the first time in four years this organi zation was able to go through a year's operations witlxjut a fatality or permanent partial disability so that its 1929 severity rale, too. was equally the best it has yet established. Wten one considers that logging operations rank with undcr-groutul mining hazards, this record is a very good one. A furniture manufacturing plant reported a large increase in its employees during 1929, but though it had several serious accidents, it established a good record under the circumstances. During 1927. this plant had over 20 lost-time accidents per million hours worked hut during J928 and 1929 it reduced its frequency rate to about 5.5. Bat improvement in the entire industry is accurately indicated only by the experi ence of those plants that have reported every year. We have 80 establishments with M exposure of about 64.000,000 man-hours that have reported for each year since 1927. Collectively, these three year identical organizations have reduced the frequtnri rates 2 per cent each year during the period, hut days lost per thousand boars work'd have Increased about 25 per cent each year. Our decrease in freqaeacy. therefore, was about one-third the reduction of 11 per cent effected by iihixiy as a whole during the same period; and our increase in severity was iSrthnly higher than that for all industry. What types of accidents are responsible for this sharp increase in severity rates during the lost three years? The fatality rut for aQ sections sharply increased during 1928 in comparison with 1927 but re named constant during 1929. Our fatality rate, on the other hand, has risen markedly for both years. And although our section, as well as -other sections, showed a decrease is the frequency of permanent partial disability accidents during 1928, this tendency was sharply reversed during 1929. Thus, the general reduction in the fre quency of last-time accidents has been achieved b}' eliminating temporary disability eases rather than serious accidents. This increase in severity deserves consideration, therefore, in alt sections. Many reasons have teen advanced to account for it. Has industry concentrated on eliminating minor causes of accidents and overlooked some major ones,? It has been suggested that the rapid increase in electrical and other types of power-driven equipment has been a factor In the situation. Some safety engineers in plants whose operations have been speeded up to meet increased demand for their products state that careful training and supervision of the new employees is apt to be neglected at such times. It may be, also, that more liberal allowances by state industrial boards has artificially increased severity. Whatever the explanation, it is up to us, individu ally, to check this situation in our own plants, and if necessary, correct conditions. Serious accidents are more of a problem with tts than in most industries. One S02 Nineteenth Annual Safety Conyrcss employee out of 1888 was killed or totally disabled in all industry during 1929 while we had one fatality for every 1207 employees. Although fatalities were more numerous among employees of public utilities, construction, quarry and mining sec tions, permanent partial disability accidents occurred more frequently among our men, except in the case of mining. We had one permanent partial disability acci dent for every 256 men in comparison to one for every 430 for industry as a whole. \Vc have done much in recent years through guarding, instructions, education, and other well known means to eliminate these accidents, but wc still have much to do. A survey of the various occupations of our section shows that accidents are more numerous and serious in our logging operations. The average frequency rate lor this group was 80.06 and the average severity rate was 9.70, in comparison to a frequency of 74.43 and a severity of 9.99 for the mining industry and 26.71 and 6.11 for the quarry industry. Almost half the fatalities reported by members of this section occurred in logging operations, although the experience in this division only covered onc-cighth of the total number of employees reported. On the other hand, our furniture manufacturers averaged only 19.96 lost-time accidents per million hours worked, the lowest frequency rate for any division of the section. Sash, doors, blinds, and interior trim mills had an average severity rate of only 1,12; not a fatality was reported by any of the 46 mills in this group. The 1929 frequency rate for our saw mills and planing mills was 46.98 and the severity rate was 3.65; these arc slightly higher titan the corresponding rates of 42.83 and 3.59 for the entire section. The accident rates for industry as a whole during 1929 were 25.53 for the frequency rate and 2.23 for the severity, which, you observe, are considerably lower than for our section. A representative group of our members, however, 34 per cent of the 222 reporting for 1929, had frequency rates less titan 20.0. These records reflect effective accident prevention work. As I have staled, logging Is the most hazardous branch of our section, but we find much individual experience better than the average rates for this group indicate. Most of the logging companies had frequency rates less than 60.0, though the average rate was 80.06, so that the high average rates were largely due to adverse experience by a few companies with rates well over 100.0. No doubt tltese plants will bring their experience more in line with the rest of the division during t930. Although the average severity rate for the entire section was 3.59; 75 per cent of all reporting members had rates less than this. In fact, 60 per cent of the records showed severity rates less titan 1-0. Among our logging companies, for example, though the average frequency rate was 9.70, almost half of them had severity rates less than 2.0 which is lower Ilian the average for industry'as a whole. The ability of our members to improve their accident experience is demonstrated by firms reporting for both 1928 and 1929. -Reductions in the frequency of lost-time accidents were made by 64 establishments against 53 that had higher rate*. Similarly, declines in the severity rates were reported by 63 organizations in comparison to 54 with higher rates titan in 1928. Is there any reason why we should not continue this steady downward tendency during 1930? In conclusion, I wish to emphasise the importance of keeping an accurate record of accidents and sending your report to the Council each year. Individually or col-, luctively we can not hope to measure our progress in eliminating accidents without comparative records. The response to requests for reports has always been excellent as shown by the steady growth in reporting members. Your sectional officers appre ciate that kind of support. Make it a point, then, to send your 1930 records to the Council in January, next year. ADJOURNMENT Woodworking and Lumber Manufacturing Section 803 Thursday Afternoon Session October 2, 1930 M. C. GOODSPEED, Chairman General Electric Company, Erie, Pa. The third session of the Woodworking and Lumber Manufacturing Section con vened with Chairman Goodjpeed presiding. Chairman Goodsfeed: I have a great deal of pleasure in introducing a gentleman who is to talk to us about "Horse Sense." The speaker is Dr. William J. H. Boeicker. Executive Director, National Inside Lyceum Bureau, of Erie, Pa. Horse Sense By WILLIAM J. BOETCKER* Executive Director, National Inside Lyceum Bureau, Erie, Pa. I thank you for the liberal applause you have given me before 1 start, because it reminds me of a church. I always take up the collection before the service*. I take no chances. I am delighted to meet so many ladies here today. I am not here for the purpose of making you laugh and forget. I try to make you think and remember. My peculiar topic is "Horse Sense." I started in scliools and have talked to thous ands of children. A certain boy was asked in school one day to form a sentence about horse sense. He was a farmer'* son. He said: "My Pa left the barn door open and he hasn't seen the horse since." The horse was gone. They tried to get the horse back. So they found some idiotic kid downtown and went to him and said: "Pete, would you like to make five dollars ?" "How?" "If you find that horse I will give you $5.00." "All right." He went to the barndoor, stuck his head in the open door where the horse went out. He had an idea Away he went, up the hill, over the fence, and came back an hour later with the horse. They said: "How in the world did you find the horse?" "Well, 1 stood there for a little while and said to myself--where would I go if I were a horse? And then I went down and found the horse." So he had some horse sense. I have been here for two days. I have attended several meetings and heard some great talks. Bttf they were all along one line. How to do it and when to do it. I would like to tell you why to do it. The psychological professor says we need motivation. If all the bodies of persons killed last year in accidents were put together in one line it would reach 132 miles. If automobile accidents alone were considered, the dead would be 30 miles long. All the persons injured last year, if they were all put in otic line, do you know it would reach 4.261 miles, or from Los Angeles to New York and back to Chicago? Consider all the money that was lost. Change that cash into dollar hilts six inches long, then put all that money in one continuous string; it would reach from here to the moon and IMick to earth. Figure it nut! If you take the best teller of money in the bank, get him to count the money tltat was lost last year due directly or indirectly to accidents, it would take hint a little over 90 years to count that money. Forty dollars for every man. woman and child in America. Do you know what that would mean if you could have saved it ? Yu could have 'Copyright tty the stitlior. All right* yvcrvt-<t- 804 Nineteenth Annuel Safety Congress built 900,000 homes at $5,000 apiece. And 6 per cent of that would mean $270,000,000, or $739,000 every day. These are facts. What can we do to save that money ? One thing. let's not liave so many committees. We need some committees, but we need individual activity. Let each man in America consider himself a committee of one. f had 26,000 children promise me if they see a banana peel to pick it up; an orange peel, wood with a nail in it, or carpet tacks, or a piece of glass. I wish I could a3k 20,000,000 children in America--to serve that way. Down in Erie a man came into the hospital with a big hole in his head. They asked him how it happened. He said: "A lady threw a flower at me." "How was that?" "The flower was in a pot." The lady had the flowers on a window sill and out they fell on somebody's head. Thousands of accidents happen every year because careless, thoughtless individuals leave things on window sills. When 1 spoke in one school I remember a girl came up to me and cried and said: "Doctor, that happened to my father. He has been blind in one eye ever since because same boy stretched a wire across the walk." In my Itome, the last one wlv> retires is responsible to sec there is nothing around on the floor. In an emergency there b nothing over which to stumble. Let's use horse sense. Let's look ahead and prevent. Don't wait until something happens. I have seen your exposition. I am amazed at this tremendous effort. But again I say. we hear what to do and how to dr> it. Let's seek a motive. I often hear poor excuses that gel on my nerves. "I don't know." "I forgot." "1 didn't think." Those three excuses are inexcusable excuses. You will forgive me if I confess that I am a minister and I lietieve I am my brother's keeper. You remember the Titantk disaster with over one thousand passeng ers lost. I remember the description. I can visualize a ship going down and when the captain realized his ship was doomed, he took care of the passengers first. I almost see how it goes on. Women and children first, and after all women and chil dren are taken care of, then every man for himself. I believe we have had too much of this every man for himself and the Devil take the hindmost in the past But we need and we can carry on a great safety work if we revive that part of the code of the sea--women and children first. Some employers naturally will ask: "Well, docs it pay?" It does pay I Not only in dollars and cents, it also pays In added loyalty. And another thing die manufactur ers of America see more and more--every time somebody makes a dollar by doing wrong, somebody must pay ten dollars to right that wrong. Whenever any employer tries to save a dollar by not doing what is right, it will cost him one thousand dollars to make wrong right. It is an inspiration to me, friends, to see this convention which contradicts the claim of (Ik radical element who claim the employer has no heart and soul for his employees. This very demonstration belies such a statement, because this demonstrates that the employers are trying to prevent accidents. Never mind the money. Human life is more valuable, but they must have the cooperation of the employees. Horse sense. Let's look ahead, see straight! I am my brother's keeper. If we could only make the men in the shop look ahead. I remember when I was here during the wartime in a certain factory something happened. It was a crowded condition. There was a 20-foot flywheel and somebody was walking nearby. And one day something rattled; the whole building shook, and all the workmen dropped their tools except the man near the wheel. As quick as a flash he climbed a pole and did something and the machine stopped and ail was safe. The manager, the president, foremen.-ran out and asked the man at the flywheel: "What's wrong?" "All right, boss," "What was it?" So he confessed: "You know, gentlemen, when I got this job at this wheel I looked around and found one dangerous place. Should it ever happen that the washer should break, that will work loose and tear the whole building Woodworking and Lumber Manufacturing Section 805 to pieces. If it happens I need a monkey wrench to tie it down." And he went to Kresge's on Fifth Avenue and bought for IS cents a little square monkey wrench and had two itaits to hang it on, until something happened. He saved the whole situation. The president and manager looked at each other, said to him. "Come up to the office. A man like you who will look two years ahead, wlto becomes prepared, who doesn't wait, who spends 15 cents out of his own pocket to buy a monkey wrench, should be promoted." That man left the office as assistant superintendent. His salary was raised several thousand dollars. Friends, most accidents that happen today could have been prevented if somebody had used hone sense and not waited until it wa9 too late. You will not count it against me if I confess that 1 am a lawyer. In law if any man sees a crime and If he can do something to prevent it but does nothing, we hold that man partly guilty of that crime. And X believe every man who sees an injustice done and wit! not go to the limit to prevent it Is partly guilty. And any man who sees a possibility of an accident and docs not go to the very limit to prevent it, I believe He is guilty of that accident. Because we should not only look out for our selves, but for others as well. T do not like this eternal, "1 didn't know," "I didn't think" and "I forgot". You may have seen the Indemnity Insurance Company verse: "Don't kid yourself into believing that you know how to handle your car, that nothing can happen to you. You have driven her ever so far. It's not what you do to others, it's what others might do to you should you happen to meet with a fool" There are a great many fools around this country. And we must always consider what might happen if we meet with a fool. Among workmen the great question is more wages. I suggest there are only three ways in which we can bring about higher wages. Either by doing more work or better work, or finding improved ways of doing it or by eliminating waste accident. Eliminate that tremendous waste of accidents, because after all, it is a part of the price of production. Every mail, woman and child must pay 40 dollars a year directly or indirectly on account of accidents. I suggest also, use horse sense and take no chances. You may have heard the story of a certain Mississippi boat captain who ran aground and a man came from a tittle boat and said: "Captain, will you leave this ship to me? I'll bring it down to the harborY' The captain said: "Do you know all the dangerous places?" "No, sir." "How do yon expect me to leave the ship (a you if you admit you don't know all the dangerous places?" "Well, I know all the safe places, sir." He got it all right. A man in the Bavarian Alps, a count, had a castle and one day he needed a new driver. Hi* eld driver did something which a great many Itoncst men do--he got aurrnd. A warn who is single is either 8 poor salesman or cheats a woman out of a man. which isn't fair. This man needed a new driver and he asked each man who applied: "Look but young man, I may hire you, but I want to know how near can you drive so the of the mountain road with safety ?" One said, "I can handle a double Uam within six inches." Another said twelve inches; a third, eighteen n>o Om warn said: "I don't know. I never tried. I always stay away from the 4^s far as ypuftlc." That is the man who got the job. A wmm cam* from the southeastern part of Germany where 1 was born; I paid sixty .ft-- d*4ur so get here and you who were bom here didn't pay a cent. You nwwhsd as Wa wuhedy was looking. A man came from Germany and he had to mte a rottrv cm down in Jersey City on Pavonia Avenue. When the conductor said: "Look cmT the sua bumped his head against a wall and was taken to the hospital aaomoua Two days later the conductor called on him and said: "Why didn't you look m*T "TW what I did. You should have told me to look in I" In that case knk cm mmm took in. 806 Nineteenth Annual Safety Congress That leads me to one question. If you want to know why we have so many acci dents, it is because people not only don't look out, they forget to look in. Whenever a man has an accident in Erie, they say: "Where have you been last night ?" Knowl edge alone won't keep people straight and safe. If information about immorality and sex would save a girl and a man, then every prostituc should be an angel and every libertine should he the acme of virtue. Knowledge alone will not do. I would like to ask every one of you: "Are you doing the right tiling outside of working hours to make yourself a safe worker during working (tours?1' You can never do your best, you can never make the most of yourself during the day if you do your worst, if you make the least of yourself at night." Friends, economically I suggest to men--don't spend all your money. Save some money for a rainy day, a little ready cash may mean your only salvation. I wish, men and women, you could help me to drive that home Into the mind of every man in America, and we can reduce accidents 50 per cent Don't waste when you arc outside of working hours all your vitality with riotous tiring and continuous thrill. Save some of your brains for the day when you need the brains. And keep some brains and vitality for a dangerous moment when you need every bit There was an accident in Erie not long ago when a man was killed in erecting the Boston Building, and it was admitted, if that man's brain bad worked a little quicker, he would have been saved. You can never be a safe worker, during sforking hours unless you do tin; right thing outside of working boors. Money which is lost can be replaced. Almost anything can be replaced, but not human life, nor heartaches. Therefore. 1 again suggest the code of the sea--women and children first. And when I think of alt the accidents that happened last year alone, one continuous string from Los Angeles to New York and back to Chicago of injured, I wonder how many thousands of children run around today neglected, forgotten, because the father is gone due to some accident. How many women today are hopeless, helpless, without the love and protection of a husband because the husband and father are gone due to an accident. I promise that you will never fall or stumble over a banana peel if I see it first. Will you do for me what 1 premise to do for you? I assure you that not a single woman will ever lose a husband or protector by an accident if I can prevent it. Will you do it for me? There shall be no child ever go halfhearted throo^4 life because of the loss of a loving father and playmate, for which there is no r .i .te; that no child shall ever lose a father by accident if I can prevent h. Will ; ado for me what I promise to do for you ? What is it after all we are living and fighting for ? I have an exceptionally happy face. I am in love with my wife today if for no other reason because 1 admire her for picking out such a nice husband. And the greatest reward in my life is what? It is not the money I make. The highest reward is when you come home and there find a wife waiting for you--not with an ojlcn hand here and a rolling pin here. I wish that every married woman preseht would agTce to do two things, and wc can reduce accidents that way. Will you try to do it? Will you try and kiss your husband every morning before be goes to work; and send him away with a smile, a word of encouragement? Close your eyes if necessary. But do it( Do you realize that wc husbands marry a woman to fight for ? I am not going to fight with her. Two people cannot fight if one doesn't want to. We never fight in the presence of our children anyway. We always send our children outside and that is why my children look so healthy from outdoor living. 1 have seen men in tlie factories downhearted, heartbroken, licked, and beaten before they start. If I have a wife who sends me away in the morning with a discouraging remark, I am licked before I start. Some men don't care. They have not found the Woodworking and Lumber Manufacturing Section 807 woman to tight for. Tlie greatest reward a man is willing to fight for is when he comes hunt and has a wife who says: "I am proud of you, I love you; you're a good man." Tint implies everything. And if you come home and find children waiting for you who lox-e you and welcome you--"Daddy, you're the best daddy in the world". Give the men that incentive, a happy home. He will be twice as careful. We are willing to fight twelve hours a day for our family, but wc cannot fight for them in the daytime if me have to fight with them at night. i had the peculiar experience not long ago in Erie when t machinist came up to me and said: "Doctor, last winter you had my whole family crying." He reminded me of a speech I made over the radio. I had been telling why a certain woman never would get to heaven. She couldn't get there. Why? She lolled her husband. Her lutsbwnd cmiId have lived ten years longer but lie died heartbroken. She nigged him, found fault, eternal nagging. Whatever he did was wrong. And as far at money was concerned, the idea that a man can earn .so much and no more never entered her mind. She kept on spending and spending. And I dare say. she brought Him to his grave ten years too soon. That is what is back of many accidents. Men are worn out, heartbroken. The only thing they were dreaming of, a happy home, is gone. What's the use fighting? I am through. May I suggest, find out what to do and how to do it and tlten put the proper family encouragement of the home in hack of the men, and tliey have a reason why they shall do it Let's use horse sense. CuAXiMAN Goodspeed: The next speaker is Major IT. Steere-Clark, safety director, British Columbia Loggers Association, Vancouver, B. C.f Canada. The Lumber-Jack--Hazards and Safety Methods of His Job By MAJOR H. STEERE-CLARK Safety Director, British Columbia Loggers Association, Vancouver, B. C, Canada The subject upon which I have been requested to address you is an extremely wide one and in this highly mechanized age the work of tlie modern lumberjack embodies many jobs requiring skill, distinctly apart from wlwt the old time red shined loulnjadc ever dreamed of. The technical nature of modern logging, with its speed of production, is gradually spreading so different parts of the world, even to the Orient and as lime goes on the lumberjack we once knew is gradually being replaced by men reared "in a ntarhinr age." 1 doubt very much whether any logging company of today can boast of employing more than a few of tlie old time typical lumberjacks whose skill with an axe was universally recognized. 1 understand that in this Woodworking Section are many men who use the raw product of the forest in one way or another but have not come into actual contact with a modem logging operation as carried out in the large timber of the northwestern Pacific oast. Therefore, 1 propose to sliow you some pictures taken at random in various *ogging operations of British Columbia which may prove of some interest and by the means of formulating safety ideas in your minds that may be beneficial to this section. It is readily understood that anyone who sets foot in a forest, where the timber is of great size and density, ranging as much as 350,000 to 500,000 board feet per acre, is at mice surrounded by potential hazards until clear of the timber. These hazards (one may term them natural hazards) are ever pre&cnt and are the result, principally, of natural decay. A tree may fall or limb may drop without the slightest warning facing given, resulting in severe physical injuries or death, should a person be struck. This natural hazard is increased manyfold when wind, ice, snow, frost and other natural causes accelerate tlie movement. 808 Nineteenth Annual Safety Congress Mother nature ha* endowed us with wonderful mountains upon the slopes of which every person must use a sense of caution for reeling log*, falling rocks, even land and snow slides are not uncommon. It will therefore be seen at the very outset, that men who are employed continu ously amidst nature's varying moods, have their being with hazards inherent with the togging industry, which hazards cannot be controlled. Many men who have been in the forest for a lengthy time, acquire an intuition in anticipating any of the foregoing luuards and seem to act accordingly, and again they may hear the faint cracking of a limb indicating a probable fall whereas an unaccustomed roan would be completely ignorant of what was taking place. 1 could talk at great length on the many types of accidents met with In the logging industry' btit for the present will confine myself to those hazards that are responsible for the greater number of preventable injuries. Logging operations, by their very nature, are but temporary'- When the timber limit in which the present operation* may be carried on is cut over, operations cease and the machinery' and camp (so far as is deemed serviceable) are moved to another timber limit which may be many miles from the old operation. The new limit may be very different topographically from the previous one and require special additional equipment to efficiently log off the area. The actual hauling of logs from the stump to the railroad or water, may be entirely different from that formerly em ployed. in fact the conditions of logging are constantly changing. Logs must be secured no matter where they grow, he it (Hi the level ground, swamp, canyon or mountain side. Hie logging engineers anrl surveyors are the first to enter the virgin timber, to map and lay wi the proposed method of logging off the area in the most efficient way, which may entail the use uf several methods of transporting logs, such as railroads, skid roads, log chutes, inclines, flumes or tractors, all of which haw certain specific hazard*. Hazards in connection with Pacific coast logging are more or less the outcome nf handling heavy mswei ami their transportation at high rates of speed. Many individual logs weigh twenty tons or more, therefore, it can be readily understood why modem logging equipment needs to be extremely powerful and hare a large margin of safety to take care of sudden stresses. Logging operations have changed extensively during the last thirty years chiefly owing to tlie introduction of machinery. Powerful and speedy machines have taken the place of the old slow oxen and horse teams with a ^consequent increase in speed and liazard*. 'Hie only phase of kiggiog that has not been affected by any radical change in method is the work of (he falters r.nd buckets. From time immemorial trees have been felled by thr use of tlw axe, lie it stone, bronze, iron or steel, and trees were felled generally in the inclination of their lean from vertical. It is within the memory of men when the saw was generally introduced as an aid in felling, and during recent years experiments have been carried out With power driven saws with varying success in certain kinds of litnber. As yet no efficient power-driven saw has been found to meet all conditions and sizes of trees and man-handled saws are still the order of the day. Falling and bucking crews arc exposed to more inherent hazards than any other men employed. This accounts for the large number of fatal and serious accidents they sustain. They work iu gangs of three or four, two men falling and one or two bucking the felled tree into commercial lengths. The felling of a tree is the work of a skilled man. The reason is obvious. It is only for a short period of felling that a tree weighing many tons is controlled. Directly the cutting has proceeded to a certain point, this heavy mass is beyond human centred. Therefore, foresight and sound judgment must be exercised to anticipate what may happen when the tree is on its downward flight Woodworking and Lumber Manufacturing Section 809 In certain sections of mixed forest, where small cedar trees are to be found, it is customary to cut and haul oat these poles, used for telegraph and electric power lines, before larger timber is put down. The large timber Is then felted and the smaller (other than poles) that are of commercial value, are cut down last The procedure is necessary so as to avoid crushing the smaller timber. The safety precautions that have to be taken are many, and a description of the usual method adopted is worthy of repetition, previous addresses in this section having dealt with the subject. Having selected the tree to be felled, the clearing of small brush in its vicinity is important, to enable proper clearance to be obtained for the swinging of an axe and the ummiiupi of the saw, also to insure a quick safe get-away when the tree is aboat to fall; a procedure that is often neglected with disastrous results. Many trees are swell batted and cannot be efficiently cut unless spring boards are used. These are stock into the tree in a cut notch at a suitable point and form a platform for a man to stand upon and so get close to the trunk of the tree. These boards are made of selected timber about 5 to 6 feet long, 10 inches wide and from 1 to 3 inches duck. A areolar steel shoe is fitted to one end which fits into the notch referred to and permits the board to move in an arc (horizontal) of ninety degrees or more, departing upon the shape of the stunp. On many occasions die entire chopping, sawing and wedging is done from these boards, falls from which are responsible for severe injuries, the height of s fall being considerably increased where the cutting is done on steep hillsides and broken ground. The directum and ground oo which trees fall are carefully chosen to avoid hitting other trees, stumps, large rocks, uneven ground or other object which may create the hazard of side-winders, thrown limbs and timber breakage. Having decided toe direction of fall, an undercut is chopped with the opening toward the direction of fall, which varies in size and depth according to the growth and size of the tree and its probable lean from the vertical. The base of this undercut has to be perfectly straight and face at true right angles to the direction of falL This base forms a fukrom upon which the tree has its downward flight. Any fallcrs who disregard this true angle take the risk of the tree not falling in the required direction; the result may be ldck-backs, which often prove fatal to anyone near the falling tree. On account of the enormous weight of toe timber and toe inclnuion of trees growing out of the perpendicular it is necessary to insert steel wedges to obtain the necessary leverage to force the tree over into toe direction of the undercut The falters then use the falling saw which * sometime 10 feet in length and very flexible, and commence catting the tree from toe opposite side of the undercut. Several hazards are met with hi sawing, particularly when two men. for a great part of the time, do not see each other, being on the opposite sides of the tree. Should the saw enter a pitch pocket or a hollow spot or perhaps some dry rot, a sadden checking of the saw movement takes place, and the synchronised aetion of toe men's bodies bring upset for a moment, toe men lose their balance and so release their hand-bold on the saw and either fall or receive cuts on toe hand or arm. Often the saw becomes difficult in movement on account of timber-bind or the tree sitting beck on the saw. This is overcome by the introduction of steel wedges following the saw cut. so easing the weight from the saw and at the same time forcing the tree toward the desired direction of fall. This sawing is continued until the cut has reached within a few inches of the undercut (never entirely through). It is at this point when the continued wedging forces the tree from the perpendicular that it becomes uncontrolled It will be readily understood that when trees of such size as described fall toward the ground they come into contact with trees standing nearby or at least the limbs 810 Nineteenth Annual Softly Congress of other trnu which arc broken off and constitute a serious hazard. In manjr cases these branches fall go other branches and remain there until a breath of wind or the vibration set op by a hammer or saw causes them to fall at an unexpected moment. Many of the smaller supple trees are sometimes pushed out of the vertical by the faith* tree, bavins received but a glancing blow, and will swing back like a steel sprii* and throw branches in every direction, scene two hundred feet or more; and this g**" demonstrates that to avoid being hit by flying objects of this .bind, it is necessary for the men to make immediately for prearranged cover, hence the dear getaway. It is neglect of this precautionary measure that has caused the death of many skilled workers who took an unnecessary chance. Another danger that most be |mo eonshkradatt is the fact that many of our trees, although of such size, are not firmly rooted in the ground; therefore it will be seen that in thickly wooded timber, a *-*g tree may strike another a hand glancing ~ blow and cause that tree to fall in any direction. Cases are oa record where trees of this land, known u, side-winders, have even fallen hi the direction of the falling crew tbcmjdvear Another hazard is the ever present ooe of dead trees, known as snags. Whoa one of these is struck it may only receive a jar, yet in many cases this jar is sufficient to snap off a part of the top, depending in a great measure upon which part of the tree the decay is most severe; it may fall in any direction and in its turn may tweak off scores of limbs m its downward flight. In making the saw cut, care has to be exercised to insure that this cad will terminate above the undercut This precaution is necessary, so that when the tree falls it has a projection whkh prevents the tree from kicking back over the stump. 1. Should a tree be inclined, partly by its shape and partly by the number of branches growing from it, to show a tendancy not to fall in the direction desired, the saw cut is so arranged that more uncut wood fibre is left on one side so as to give it greater strength in bolding the tree when falling. From the foregoing it will be seen that the hazards of the falling crew are numer ous and iH*"*1 skillful, mentally alert men to carry on the work without sustaining severe and oft times fatal injuries. Kow a word about the bucklers. Of course they are similarly exposed to the hazards of ialHng limbs to what the Callers are. It is their job to cut the tree the suitable lengths, the average being forty feet. The necessity of obtaining sufficient for the use of saw and axe is apparent. Men neglecting this procedure often * severe cuts as already outlined. The tree has to be bucked just where it falls, be it in swampy ground, on a hill side, or on the level. On the Northwest Pacific coast the backer works by himadf, one man to a saw. The bucking saws average seven feet in length and weigh approximately fifteeo pounds. U will scan that men of this type have to be of good physique and skilled in using a tool of this kind. Hand guards are furnished with these saws' and are the means of slopping many injuries when the hand slips from die handle owing to some sudden obstruction impeding the swing of 'the saw. Bucking on a hillside is another hazard that is often responsible for serious in juries. These are distinctly preventable. The careful bucker will invariably prop and cross-wedge his tree in such a way that when the cut is nearly completed one log will not roll away from the other and so prevent the slabbing of timber con siderably depreciating its value. Severe injuries and fatalities are the osgeome when men have used the saw from the downhill side. We discourage this practice wher ever it is noted. The wedge hazard is gradually being overcome by educating the men to acquire the habit of having them properly dressed or replaced when they become dangerous to use. Many men during my experience have received serious injuries and the destruction of eyes by neglecting this precaution. Woodworking and Lumber Manufacturing Section 811 Palling and bucking crews work together as a gang and arrange their work in such a way that the buckers are not in immediate danger from the falling crews. Yet we have on record buckers who have been caught by the tree that was being felled or by side-winders through failure to heed the warning made by falters. This word of warning "timber**--should invariably be given followed by the direction of the fen, such as "Timber towards the spar tree", and so on. The backers too have to exercise extreme care when cutting heavy timbers lying oo uneven ground by making a cut from underneath, known as undercutting, when the teeth of the saw ire turned upward. In this process the back of the saw ii supported, ms a rule, by the handle of an axe, which has been driven Into the log ht a horizontal position. Under-cutting is necessary when the ends of the log or tree are supported on uneven ground, the center bridging a depression. Should a backer make a normal cut from the upper aide of the log, io this case it may not be possible for him to use a saw after cutting part of the way through the log. the weight of the log having a tendency to pinch his saw. A partial remedy is some times effected by following the saw with steel wedges and to a certain extent pre venting the cut from dosing. Chances of slipping, tripping and hilling when going through dense timber, brush and wind-falls is realised by anyone, but when men have to carry sharp edge tools from place to place, their hazards are increased. Although care is exercised by the average maa whoi carrying tools, and although his boots may be properly spiked with calls, there Is no foreseeing when, walking upon logs, the dislodging of a piece of loose bark may cause a serious fall. I have dealt at some length with the foregoing fallers and buckers for they con stitute the source from which many of our non-preventable as well as preventable types of accidents emanate. We will now pass on to the rigging crew. In the old days the hauling of logs from the woods to water or to the point of loading was a somewhat slow process, oxen and horses being used for this purpose. This, method was efficient enough forty years ago, but today has been superseded by Ugh powered machines operated by steam, internal combustion engines or electric energy. Naturally the amount of logs hauled today is out of all proportion to what was formerly (he case and with this increase of speed has come an increasing number of accidental injuries. Nowty all modern logging operations are using one of several methods of hauling logs; depending a rood deal upon the topographical situation of the country. In the Pacific Northwest the predominating method of hauling is by use of a hlghlead system, the slridder and tight and slack sky line systems. These systems require the rigging op of spar trees, toward which all logs are hauled. Without going into the merits of one system over the other it Is safe to say that steel cables and blocks of various dimensions are invariably used. The stork of the high rigger now commences in rigging the spar tree at a suitable point which has been very carefully selected beforehand. Spar trees are selected for their heigfath and strength and soundness, and should there be no tree suitable for this purpose at the point required, one Hkfl to be felled where found and raised at tiie point desired. In rigging the spar tree the first thing that has to be carried out is to free the tree from limbs and cut off the top. This requires highly skilled men. The rigger dtmhs the tree by means of spurs, belt and rope, the latter having a wire core as an extra precaution against having the ropes, severed wheh using his axe. These belt ropes may be forty to fifty feet long and take a good deal of manipulating when used in climbing a big tree. A precaution the riggers are apt to neglect is to see that both ends of this rope are firmly secured to the belt when climbing or descending. It is obvious that when commencing to climb the tree where the diameter is much greater than at the top the rope is used its approximate full length, but as the rigger makes his way upward this rope has to be shortened owing to the diameter of the 812 Nineteenth Annual Safety Congress tree decreasing, and be takes the precaution to secure his rope properly to his belt on each 'occasion. When a point has been reached where it has been decided to take off the top, he then makes a notch in the tree which has to be very carefully sized up and is gener ally made on the side toward which the top may be leaning. It is then side-notched to prevent the tree from splitting, then another notch is made at the opposite side of the main notch, until the top has been practically cut through. At the first sign of this top falling die rigger has to move around quickly to the opposite side to which the top is falling and so avoid being struck by this top or any of the limbs. Many of these tops are fifty to one hundred feet long, therefore it can be realized how skillful a man must be, and the caution oecessacy to do bis job safely. A small steel cable strap is placed doae to the top of this spar tree to which a block, known ms the pass block, is secured. A steel cable, known as the pass line, is passed through the block and is used to assist in rigging the tree. It is desirable to rig a tree as high as possible to secure clearance of lines, and this makes it easier to haul logs for greater distances by having the front end of the log to bfe hauled obtain a certain amount of lift The rigging consists briefly of the following: the upper guys, consisting of cables approximately an inch and a quarter in diameter and six to eight in number. These are secured to suitable stumps. Another set of guys is put below these, known as buddc guys. These serve a two-fold purpose from a safety standpoint alone. They prevent the tree from buckl ing when a heavy strain is made upon it, and should the top of the tree break owing to unforsecn circumstances, these guys have a tendency to sheer off the falling top and upper guys. Many blocks are hung on the spar tree, depending upon the system employed, but they all exert a strain on this tree at some time or other. The main haulage block often carrying a shieve 36 inches in diameter, or more, and weighing upward of one ton, b secured in place below the upper guys. This block has a safety strap or wire rope secured to itself and is connected up loosely with one of the upper guys; its purpose being that should the strap holding the block break, it will cause it to slide down the guy line and prevent it from falling on the crew or machine immediately below the spar tree. A glance at any illustration or actual spar tree wilt convince anyone of the extreme importance of the safety factor in this work ; and in spite of alt precautions a tree now and again will be broken or pulled over, either through some hidden defect in the spar or guy lines or the pulling up of stumps to which the guy lines have been secured. Yarding machines of various types are placed near the spar and many cable thread through the block and extend into the woods over the various logs to be hauled. They pass through blocks that have been secured to spar trees at the far end of a setting or threaded through blocks that may be secured to stumps near the ground. These back spars are necessary so that the main cables can be pulled out over the logs by means of a haul back line secured 'to them. The yarding now commences by securing heavy wire chokers around a log or logs. These chokers arc in turn secured to the main cable and, upon the proper signal being given by means of a steam whistle situated on the yarding machine and operated by a wire from the woods near where the yarding takes place, are hauled toward the main spar tree. An alternate method of signaling is the use of a steam whistle operated electrically through a wire stretched through the woods,the terminal being in the vicinity of the men employed in hooking on the logs. The greatest care must be exercised in transmitting signals correctly so that the correct movement may be made by the engineer operating the machine. A mistaken signal has meant the death of more than one man. Woodworking and Lumber Manufacturing Section 813 The hazards of yarding are many and require constant alertness on the part of the hooktender and his crew, also the engineer; the latter, more often than not, does not see the moi in the woods, and has to rely entirely upon th .orrect signal being given as to what is required of him. The modern logging machine can exert such power in hauling that it may break the main steel cable with a breaking strain of 140 tons. It is no easy task for men to move around with heavy chokers among the debris caused by brash and fallen timber, and it is here where many injuries are sustained through dipping and falling and failing to keep In the clear when logs and cables are moving. The only safeguard that can be utilized is constant alertness and watch ing one's step. The speed with which logs are hauled over rough ground ranging as high as 2,000 feet per minute creates further hazards when coming into contact with stumps and other articles, the latter in many cases being flung to considerable distances. Men sometimes forget that cables, by being under various sudden strains and spread over considerable distance, have large lateral movement and receive many injuries by being too dose to them. This is best demonstrated by Imagining for a moment that a log has bung up owing to some obstruction. The line tightens on account of the heavy strain and will either pull the log through or over the obstruction or break the cable. Given sound equipment (which is customary) a line is rarely broken, for an engineer who knows his job feels what strain he is putting upon it, or the watchful eyes of the hooking crew have foreseen the obstruction and signaled the engineer to stop. Wc will now pass to the loading crew. When logs are dropped near the spar tree, the loading crew loads them onto railroad cars or any other vehicle used in transporting logs. The railroad cars are especially constructed for logging pur poses and consist of two sets of trucks of standard pattern with strong reinforced timbers connecting them. They are standard equipment in every way and fitted with, air brakes as well as band brakes. Upon the skill of the bead loader depends in a large degree the safe transporta tion of logs to the point where they are to be dumped. By means of tongs and a loading engine the logs are picked up and swung over the car on which they are placed. There are several systems of loading, such as boom loading and duplex loading. Taking into consideration that many logs weigh from ten to fifteen tons, the hazards of loading become apparent; here is another case of heavy weights being suspended from cables. Loaders sometimes forget for the moment that logs occasion ally fall from tongs, resulting in the death of a man should he be beneath this sus pended weight. Every precaution b taken to insure that the loading tongs are properly imbedded In the tog, yet they wiU now and again release a log partly on account of the log being too big for the tongs or the tongs being imbedded in a rotten portion of the log. and thus not getting hold of solid wood. Owing to the various shapes and sizes of logs, great care has to be exercised in building up the load, so as to prevent them from rolling off in transit. They are held m place on the steel bunk partly by their weight and partly by the cheese blocks whkh can be adjusted at the end of the bunk upon which the logs rest but are rarely more than eight or ten inches in heighth. The transportation of logs on a railroad car has all the hazards of any railroad operation, but is somewhat increased on the temporary railroad track used in the various parts of a logging operation. Owing to the various shapes and sizes of logs it is readily understood that all logs cannot be loaded alike, therefore it is a common sight to see many logs lying beside the railroad track that have fallen from loads in transit. The main railroad track of a logging operation, which as a rule is planned out to cover the entire area to be logged, is very well constructed; many such tracks are on 814 Nineteenth Annual Safety Congress a par with the finest railroads. The temporary spurs emanating from this line can not possibly be in quite such good shape, so greater care has to be exercised in moving over them. When the logs have been taken to the dumping grounds they are dumped into the water, sorted and built Into booms or rafts. The hazards hare are not very num erous, excepting that of an occasional man falling from logs into the water who may be drowned. In conclusion I would like to r ->i*d out that accidents occurring in the industry are very rarely traced to defective equipment. It is bad economy to hnv* the whole of a logging crew waiting while some defective line or other piece of equipment is being repaired. I know of no industry in which men are exposed to more inherent hazards than that of the logging industry, particularly where engaged in big timber. .This is borne out by the high rates of assessment levied by insurance companies, the Work men's Compensation Board, or Industrial State Insurance upon the industry. Since the inception of organized safety in British Columbia Loggers Association camps a noted improvement has been seen in the reduction of preventable' types of industries. Our safety department has recently issued our half-annual statement ending June, 1930, and comparing It with the same period for 1929, we find the following gratifying rcsidts: Frequency of accidents 21% Reduction Fatal injuries Time Loss Injuries -33% Reduction 22% Reduction Minor Injuries 16% Reduction It may be pointed out that the production of logs for both periods was about the tame. The contributory factors in effecting this improvement may be summarised s follows: 1. Ah Increasing interest shown by all toward accident prevention generally. 2. The increasing importance given to the deliberations of safety committees in camps. 3. The realization that modern accident prevention is a large business problem, treated gs sqch and placed on a par with any part of an operation demanding supervision. The Increasing importance of inviting men to make a sincere.effort and actively participate in safety deliberations, chiefly conducted through safety committees, seems to be tite only effectual way of. overcoming a great proportion of preventable in juries. which certainly cannot be overcome by any mechanical device whatsoever. I have noted the importance given to various phases of accident prevention work In the sessions I have attended at the National Safety Congress on several occasions, and the supreme importance given to Safety Committee work seecus to be universally accepted. Bulletins, warnings, and safety slogans, when properly displayed, certainly play their part, but it is the active interest behind them that is the real factor in ac complishing anything. % I appreciate the many helpful hints that I have received and which we have put into practice at the various deliberations and Round Table talks at the Safety Congress and if this address has in any way helped other members I fed that my presence here has been well worth white. (Major H. Steere-ClaiVs address was accompanied by lantern slides.) J. J. Possrrr: You mentioned that you trained your men by talks on first aid. Do you find most of them able to understand English? Majoz $tzrz-Cla*k; Someone suggested we should print our publications In five or six languages. But if you make each one sufficiently interesting, the men will work it out among themsdvei. If you put up a notice in your camp that there will Woodworking and Lumber Manufacturing Section 815 be an increase or reduction in salary from that day on, I guarantee within ten minutes if you ask the most illiterate man m the camps he will tell you what is on there. So if you can make this safety work interesting enough, the men will ravel these prob lems out themselves. Me. Pcoxack:- Have you ever passed a year without a fatality? Majc* Srau-Cuuuc: We have never passed a month, much less a year, without injury. Musa: The Major spoke of a twig remaining on top of a tree. No doubt you have had experience with ktidcs. We had a serious acddeit of an icicle falling from a tree and blinding a man in one eye. ADJOURNMENT INDEX VOLUME II A Accident Statistics: "InduUiiil Accidents" (Williams), 788*791. Irreducible minimum, 315. Accidents Cants: "The Cost of An Accident" (DarUa#), 5J0-S34. Discussion the effect the Mttai nr cur tailment of the safety program has on accident cost, 201. Adamiak, L. F.: 'Investigation of Accidents in the Petroleum Industry by thi Polish Bureau of Mines,'* 376-381. Adams, W. W.: "The Accident Situation,1* 169-170. Automobile Driving: .e Handling of Refrigerated Produce--ice*' (Scott), 566* S67. In "Selection of Safe Workmen for Em ployment*" (Dickson), 469*471. "Safety on tke Route and Platfrom" (HU- lenbacb), 581-5S3. B Baker, G. C.: "Modem Methods of Accident Prevention in the Refrigeration Industry,** 559-562, Berada, ). J.: "'Safety Inspections in a Gas Company," 456*460. Barr, R. C.: "Insuring Safety -From Log Fond to Car,*' 791*797, BealL J. W.: "Foundry Engineering and Safety,** 116-120. Beckett, P. G.: "Soma Fundaments) Require ments in Successful Accident Prevention Work,*' 161*166. Betts, Safety: Discussion on safety belts for riveters, 110*111. BergquiM, C. W.: "National Safety-Council Trophies,** 282-284. Boeteker, W. J..* "Horse SeiiBe,'* 803*807. Boilers: "Safe Operation of High Pressure Water Boilers at Baa" (Hall), 21*30. Bonus Systems: "The Advantages of Bonuses in Safety Work'* (Wright), 48-50. In "Achieving Built-in Safety" (Brennan), - 288*289. Boots, . W.: "Safety Among Bridge and Building Employees,*! 680*682. . Boyle. D. L.: "Safety Organization in a Small Mine," 176*181. Bradford, F. R.: "Collapse and Fall of Ob jects Hi Shops.** 709-710. Brake#---Railroad: `'Overcoming the Hazards of Operating Hand Brakes7* (Hammond), 691-695. Brectsud, A. W.: '"Solving the Pipe Line Ciunlur Problem," 328-334. BrcMeau w. D.i "Methods of Educating the Miner/ 166-169. Brruuy^W1. J. "Achieving Built-in Safety," Bridges: "Safety Among Bridge and'. Build- ua Employees" (Boots), 680-682. *. F.: "Safety'Practice, on the ` ~* 203-21S* - -------------- - "Conference Plan of Impartm* Safety Methods." 479-491. Bull, W. (*.: "Safe Handling of Cargo Through Side Ports,** 30-34. Bulletin Boards: In "Achieving Built-In Safe ty*' (Brennan), 286-287. Bureau of Explosives: "Work of the Bureau of Explosives in Preventing Accidents Due to Explosives. Flammable*. Etc" (Top ping)). 655-663. Burns: *Shop Burns and Falls" (Kramercr), 711-714. Use of ultra-violet ray lamps 2a treatment. gampaiaiu: See Contests. ampbeTl, T.: "Safety Inspection Methods-- Telephone and Telegraph," 468*462. Carrow, T. H.: "Accident Causes and Reme dies.** 703-706. Cater, B.: "Merely Some Personal Ideas on Safety,'* 335 341. Cement Industry: "Addreaa" oh work of the Portland Cement Association in accident prevention (Reninger), 527*529. Cement Section: Joint session with the Quarry Section, 527-543. Chaney, L. W.: Accident statistics for foun dries, 115-116. Christian, W. D.i "Why Safety Is a Paying Proposition,*' 424-427. Crysoidine Dye: Hazards, 261-262. Claim*: "The Handling or Adjusting of Claims** (Cromwell), 227*230. "Importance of Cooperation Between E- Sloyer, Employee, Claim Department dad urteon In the Prcveatron and Handling of Injuries'* (Forrester). 552*558." Clark, M. A_: "Developing Job Value. Con* sdeusnees," 608-611. .. Clothing:. "Protective Clothing In Accident Prevention Work is Mines" (Lutton), 197*200. See sl*o Gloves: Sheea. Cogan, F. H.: "Safety fat Railroad Lighterage Operations." SI-56. Cole. W. C.: "Analysts of Accident Causes _ In tbe Metal Industry." 87-91, Colors: Pipe lines, 385. Coming, W. H.: "Safety Reeponsibllily of Management," 148-151. Committees--Safety: "Small Plant Safety Committee Problems as Applied to Wood working Shops** (Immel), .776-780. "That Safety Committees Are Indispensable1' (Thomas), 463-464. "That Safety Committee* Are Not Indis pensable" (Wilson), .464*466.. Conferences: "Conference plan of Imparting Safety Methods" (Bpchipan), 479-491. Construction Industry: "Safety Among Bridge and Building Employees"' (Boots), 680* 48?**Sstety In' the Ercetloii'of* Steel'* (Hazard), 104*111. Contests:. "Award of Major Trophy" (Dowd), (Paper 'and Pulp Section), 284-285.' "Award of Metals Section Trophies" (Petti- hone), 131-133. .Data on the Paper .and ..Pulp Section eon- tent (Dowd), 279-281;: 817 818 Nineteenth Annual Safety Congress OiKuniiin oi 1931 Paper <od Pulp Sccties Contest rule*, 306*311. Discussion on the use of contests In pick* Economics: "The Cost of an Accident" (Dar inf and tanning industry, 239-243, In "Achieving Built-in Safety" (Brniun), 288-289. "National Safely Council Trophies" (Berg- tuiit), (Paper and Pulp Section), 262-294, Presentation of the Petroleum Section con ling), 550-534. Discussion on the effect tbe seeing or cur tailment of tbe safety program has on accident cost, 201. "How Safety Measures Affect Compensa tion and Insurance Rates** (Hall), 348- test trophies (Pettibone), 370-375. Public Utilities Section conteat winners, 497. "Report of Committee on Safety Contest Method*'--Steam railroad, (Larson), 64V- 654. Cook, G. W.t "Accident Experience of the Textile Section During 1929." 755-75*. Cooperation: "Importance of Cooperation Be SSI. In "Tbe Executive's Opportunity in Acci dent Prevention" (Lyons), 344-345. In "Minimizing Woodworking Plant Acci dents" (Greenwalt), 71A Record of Corduroy Tiro Company, 623. Reduction In insurance rates of rubber companies in Ohio, 590. "Saving Money Through Accident Preven tween Employer, Employee, Claim 'Depart ment and Surgeon in the Prevention and Handling of Injuries" (Forrester), 5S2- 55*. Cotton Mills.* See Textile Industry. Couplings) "Coupling and Uncoupling Aed- / dents" (La Foontaine), 695-697. Courts--Safetyt Diacuvsioo. 153, ($9. In "Acident* in the Packing and Tanning tion" (Graves), 517-520, "Saving Money Through Accident Preven tion^ (Hilliard), 521-586. "Why Safety Is a Paying Proposition" (Christian), 424-427. Education--Engineering: Course In petroleum safety engintering, 384-390.` Education of Workmen: "Educating of-Person net as g Means of Accident prevention" Industry" (Waite), 219-225. .. (Wilton),. 797-800. In "Safety Responsibility and Management" Education-- Factor in Accident Preven (Pear). 144-147. See also Investigation of Accidents. Cromwell, O. P. w. : "Ttie Handling or Ad justing of Claims" 227-230. tion*' (Odell), 674 678. "Methods of Educating tbe Miner" (Brea- nao). 166-169., "Training Foremen to Become Genuine Safety Leaders" (Hallock)* 447-452. Electric Railway Section: Joint luncheon with Dairy Industry: "The Safe Handling of Ice tbe Public Utilities Section. 492. Electricity: See also Power Houses; Public Cream" (Drcuxi, 562-564. Daniel, J. F.: "Problems of (he State Mine Utilities. Employee*--Selection: See employment sys Inspector," 192-193. Darling, W. A.: `The Coat of an Accident.* tems. Employment: "Developing Job Value Con- S30-534. Inspirations] talk, 304-305. Daria. P. A.: "Safeguarding tbe Health of wsournres" (Clark), 608-611. Employment Systems: "Selection ef Safe workmen for Employment" (Dtckaon). the Rubber Worker," 612-623. Davis, W. N.: "Safety in Salvage Operations,** 466-47L Engineering Revision: "Handling Material Ac 42-47. Dearborn, W. A.: "Handling Material Acci dent*--an Engineering Problem," 744-754. De Camp, W. V.: "Safety Responsibility of cident*--an Engineering Problem'* (Dear- bora), 744-754. Sec also: DcripL Engineer*--Safety: Discussion on the quntid* Management," 155-158Dermatltia: From, hemlock bark, 275-276. cation* of a safety engineer, 201. Evans, E G.: "The Prevention of Accidents-- Treatment, 375-276. Design; "The Relation -f Safety sad De sign" (Marrancki), 624-630. Handling Rail, Ties and Troak Mwmlri," 71S-723. Executives; Sec Management. See also Engineering Revision. Dickson. W. hf.i "Selection of Safe Workmen for Employment," 46^471. Digesters: DlacusatoQ on cause* of explosion*, 260. Discipline: "Disciplinary Measures for Viola tion of Safety Roles'* (gel), 477-479. Explosions; "Explosion Hasardi In Street Manholes and Sewers'* (Perrett). 441-447* "Prevention of Accidents and Explosion* in Repairing Tank Steamers" (Via), 5743. Explosives: "Work of the Bureau of Explo sives in Preventing Accidents Doc m bpkuivtt, Flammable*, Etc." (Tspying), Discussion, 165-166. Divers: Is "Safety la Salvnga Operations" 655-661. (Davis). 46-47. Dodge, C. fl. t "Relation of the lodfridasP* - Education or Intritigcucc to Rk LiahSmy to Accident," 1*7-189. Doran, S. W.: "Personal Tutu liif Ptnon for the Foundry Werher." 126124. Dowd^ A s S.; "Award of Major Trepfcy," Data on the Fapor and Pulp Section content, 279-2*1. Dreux, A. "Tbe Safa HandKug of Ice Cream." S62 S64. Drews, E. E-; "Trend of Accidents In tbe .Packing and Tanning Industry." 252-256. Drinking Water; Teewntutt, 272 Dry Ice: Handling- 564. Fall*--Material*t "CoQttnt ad Fall of Obk._e__t_t _is___S_h_o_p_s_"__(_B__n_mJffoocrdd))., 770099-7-711<0L. Fa--ll*--P- eople: *Trhbec Prreevveennttio!*n* of FaDa in a Cottion MCI" (VssTiml). 737-24J. mfnt Rama and FaRo" (JCimsrw), 711- Fear. T. a: "Safety Responsibility of Msa" uvitt. "Guarding Against Foot Injuries" .. .s..t.D...)..,...5..7.2. -S7 1 FUaTserip sSreEe. N. S. C.: Service for pub- lic^ntiRtics (Shaw), 471. Index--Volume II 819 Fire Prevention: ''Uacsrds in the Manufacture of Patent Leather" (Merrill), 225-227. "Prevention and Control of Oil Field Fires" (Lynch). 390-396. First Aid: Advantages of first aid training, 501-507. First aid instructor'# outline, 500-501. Value in preventing accidents, 183-186"The Value of First Aid Training" (Forbes). 497-507. Flammable Liquids: "Hazards in the Manufac ture of Patent Leather" (Merrill), 225227. Fleming, W- H.: "A Foreman's Opportunity In Accident Prevention," 636-641. Forbes, J. J.: "The Value of Cooperative First Aid Training," 497-507. Foramen: "Disciplinary Measure* for Viola tion of Safety Rules" (Neff), 472-479. Discussion on foreman's training courses. 101-104. "The foreman as a Safety Factor in Pro duction" (O'Connor), 96-104. "A Foreman's Opportunity in Accident Pre vention" (Fleming), 636-641. In "Achieving Built-In Safety" (Brennan), 291-296. "Safety Responsibility of Ihe Foreman, Shift "Or racr Bosses'' (Pollock), JS4-!S$. "Training Foremen to Become Genuine Safe ty Leaders" (Hillock), 447 *57. Forrester, C. R. G.: "Importance of Cooper ation Between Employer, Employee Claim Department and Surgeon in the Preven tion and Handling of Injuries," 552-55*. Foundries: Accident statistics for foundries, 115-116- Duuismm V1 gloves for foundries, 125-126. Discussion on guggles for foundries. 125*128. Eye hazards in foitndriea, 123-124. "rouwdiy Engineering and Safety" (Beall). 116-120. Grave*. O. M.: "Saving Money Through Aoci- dent Prevention," 517-520Greenwalt, W. W.: Minimising Woodworking Plant Accidents." 7*0-786. Gregory, F. C-: "How and Why Stevedoring Accident* Happen," -65-6*. Grier, J. fi.: "Accident Experience of Mem ber* of the Woodworking and Lumber Manufacturing Section During 1929," *00802. Guards: `The Machine Age and its Relation to Accident Prevention" (Lansburgh). 111114. H Mall, L L.: "How Safety Measure* Affect twnpenaalion snd Insurance Rates." *: ' Operation of High Pressure Boilers at Sea," 21 30. Hallock. I. W.: "Training Foremen to Become Genuine Safety Leaders," 447-452. Hammer*: Discussion on mail hazards, 136. I Urn mend. C W.: "Overcoming the Hazard* of Operating Hand Brake*," 691-695. Hand, R. F.: "Poster* 'Sell' Safety," 6-11. 'Tank Cleaaiog Made Safe." 63-65. Handling Materia!*: "Handling Material Acci dents---n Engineering Problem'' (Dearbora). 744.754. HirUflL S. A.: "Accident Prenution la Balk Marketing Plant*," 381-3*8. Hasher*; Safny twitch for hasher*. 243. Hayden. C- T.: "Safety Organisation for Large Mining Companies," )8t l8&. Hssard. W. A. t "Safely ia the Cretwa of Steel " 104-111. Health Kusrtii: Chrytoidinr dye. 261-262. "Safeguarding tbe Health ol the Rubier Worker" (Davis), 612-623. MPtiMul Protective Devices for the Foun dry Worker" (Doran), 120-124. Round table diacusiioo on: ffoouunnddrryy iitsrdi, 124-129. Shoes for foundry workers, 121-123. Foundry Session: 115 129. Frechtimt. L H.: "Medical and Nursing Service In a Paper Mill," 268-276. Frits, t B.: Letter, 279-279. Health Stmervition of Employe**: "Accident and Health Haaards in the Pochang Isdustry" (Wieoet). 236-23*. la "Report of Committee on Health Research'* (Ptxak). 262-263. "Medical and Nursing Service in a Paper M*U" (Freehtliug), 268-276. Hill. A. J. Jr.: "Safety Inspection Methods," 455-456. HBIenhoch. H.: "Accident Experience Of the Rrfrimration Section," SrO-$72. "Safety on the Route and Platform," S81- 5*3. __ __ CatlBwav. C. W.: "Address," 69* 703. Gas Industry: "Safety Inspection# in a Goa Company" (Bararia), 456-460. Gate*, A, J.: "Head and Eye Protection for Welders," 706-709. Gault. P. M.r "An Accidental Prevention Pro>. gram for linemen and Signalmen," 723725. Cillvtuoc, J. G.: "Safety Responsibility of Manaanmcuc.* 151-153, Glasgow. W. H"Problems of a State Mine Inspector." 190-192. Own: Discussion on gloves for foundries, 125-126. Google*: Eye baaorda in foundries, 123-124. Diu-urnfan 00 goggles for foundries, 125-12*. Dienuias on goggle* for use la mine*, 399. HtKhouae, W, B.: 'The problem* of a State Mine Inspector," 193-197. Hilliard. W. E.: "Saving Money Through Accidtnt Prevention," 521-526. Housekeeping: "Good Housekeeping" (Lynch), 5*3-584. Hulbert, H. S.: "Aids in Handling Onetolf and Others, Especially in Relation to Ac cident Prevention and Safety," 535-543. Human Element: "Aids in Handling Oneself and Other*, Especially in Relation to Aceiiknl Prevention ana Safety" (Hulbcrl). 535-543. "Relation of the Individual's Education or Intelligence to Ui* Liability to Accident" (Dodge), 187-189. Hungcrford, C. L.: "Carry On," 631-636. In "Protective Clothing in Accident Preven tion Work in Mines" (LuttOn), 197-19*. Grade Crowing#: "Grade Crossing Accidents and Their Elimination" (Walsh). 664-667. "Report of Committee on Prevention of Highway Crossing Accidents" (LaFoun- tune). 663 664. I Ice Cream Plants: See Dairy Industry. Ice Industnr: See Refrigeration IndustryInimel, H. D.i "Small Plant Safety Committee Problem* as Applied to Woodworking Shorra" J7S.7AO 820 Nineteenth Annual Safety Congress Infections: DbeiNlioa, 31$. Ingham. S.: ``Plant Hoards Taken Apart,'* 758-763. Inspection: Inspectors' Session of Steam Rail road Section. 725-720. "Problems of i Slate Mine Inspector" (Glasgow), 190 192. "The Problems of a State Min* Inspector" (Hillhouse). 193-197. "Problems of the Stale Mine Inspector" (Daniel), 192-193. "SWety Inspection Methods" (Hill), 453* "Safety Inspection Methods--Telephone and Telegraph** (Campbell), 460-462. "Safety Inspections in a Gas Company" (Elaiada), 456 460. Insurance: "Hew Safety Measures Affect Com. reiuation and Insurance Rates*' (Hall), 41-551. See slip Claims. Investigation of accidents: "Conference Plan of Importing Safety Methods'' (Buckman), 479-491. In "Accidents in the Packing and Tanniog Industry** (Waite), 219-225. In "Industrial Accidents1* (Williams), 790 791. See also Courts--Safety. Tron and Steel Industry; See Metal Indus trie*. Irreducible Minimum in the prevention of accidents. 315. lewctt. E H.: "The Man Higher up--His Attitude.'* 11-15. y * Tuell N. "Guardnig Against Faot Injuries,' 572-57*. Knight. F. 1'.: "Pive Injuries and Their Stories," 763-763. Knock, H.: "Hazards {rt Construction and Maintenance of Refrigeration Plant," 585-59*. Knutsoo, R. G.: "Wisconsin's Method of Punch Press Guarding," 426-4)9. Kramcrer, G. N.: "Shop Iturns and Falls,'' 711-714. Kurkjiaa, A. S.: "Care and Adjustment of Edge Tools," 771-775. La Fountains. C. L.: "Coupling and Uncoup ling Accidents,*' (95497. "Report of Committee on Prevention of Highway Creasing Accidents,'* 663-964. Lamps: Discussion on lights for railroad meter cars, 725-729. Ultra-violet: Use, 272 271. Lanshurgh, R. K-i "The Machine Age and Us Relation to Accident Prevention/* 111.114. Larson, C. F.: "Resume of the Year's Activi ties," 646-449. Leather Industry! "ffocarda in the MmisIw* ture Of Patent Leather" (Merrill), tl|- 227. Sec also Tanning Industry, Leonard, -W. T.: ``How We Can Rest Serve the Injured Employee," 603-607. Light foot, T.: "Physical Examinations in tbc Mining Industry," 172-175, Linemen: Inspection of linemen's equipment, 453-456. Logging: "Insuring Safety from Log Pond to Car" (Barr), 791-797. "The Lumber Tack--Hazards and Safety Methods of His Job" (Stccre-Clarfce), M7815. Low, K. \V.: "Acodent Experience in Robber Section Dating 1929,** 593-594. Lumbering: Sec Logging Lumber Manufacturing Section: See Wood working and Lumber Manufacturing Sec tion. Lutton, C. L.: "Protective Clothing in Acci dent Prevention Work in Mines," 197200. Lynch. F. C-r **Ccod Housekeeping," 5*3-584. Lynch, W. C.: "Prevention and Control of Oil Field Fires,** 390-396. Lynns. E. M.: "Tbs Executive's Opportunity in Accident Prevention,'' 342-349. Mac DowclL C.t "Analysis and Classification of Accidents," 170-173. Machios Shops: "Collapse and Fall of Objects in Shops" (Bradford). 709-710. "Sho^ Bonu and Falls** (Kratnerer), 711. "Small Plant Safety Committee Problems as Applied to Woodworking Shops" (Inoil), 776780. Maintaining Interest: "Achieving Built-in Safety" (Brennan), 286-296. Mas: Value. In "Selling Safety to Em ployees" (Otto), 299. Management: "The Executive'* Opportunity fat Aeeident Prevention" (Lyons), 342-349. "Future Petroleum Executives Should Know Accident Prevention" (Stone), 3*8-3901 "Tbc Man Higher up--His Attitude" (Jew ett), 11-15. "Safety--an Executive Responsibility" (Stillwell), .438-441. "Safety Responsibility of Management** (Comins), 148-151. "Safety Responsibility of ManagemeBt" (Dt Camp), 135-15*. "Safety Responsibility of lf*n>|tmrnt" (Fear). 143-148. "Safety Responsibility of Management" (GUbemon), 151-153. "Safety Responsibility of the Foreman. Shift or Face Dosses" (Pollock), 1S4-JS5. Manholes: "Explosion Hazard* In Street Man holes and Sewers" (Pertott), 441-447. 'Marin# industry: "Accident Prevontioo (n Operation of Kerry Dusts" (WoUner), 1>- 20. Accidents. In "Safety In Railroad Lighterago Operations" (Cogan), 53-55. ' "How and Why Stevedoring Accident* Htp pen" (Gregory), 65-6*. "The Man Higher Up--HU Attitude" (Jew ett). 11-15. "Marine Accident Causations" (Pickard). 34-42. "Motorboat Hazards" (Smith), 69-72. '`Prevention of Accidents and Explosions io Uvpnirina Tank Steamers." (Via). 3743, "Safe' Handling of C'| Ti,rou^> 814* Ports" (Bull), 30-34. "Safe Operation of High Pressure Water Rollers at Sea" (Hall), 21-JO. "Safe Operation of Tugs" (Nichols), 7*8. "Safety in Railroad Lighterage Operations" (Cogan), 51-56. "Safety in Salvage Operations" (Davis), 42 47. Index-Volume II 821 Marine Section: Uiauttl, 3-72. Nominating Committee report, 6-7. Ofteers, 34. Poster Committee report, 5*6. Publicity Committee report, $. Maryanakj, H. j.J "The Relation of Safety and Design. 624-610. Matooo, E. M.: "Vigilance Make* Oil Crack ing Operations Safe as Straight Distilla tion" 349-36S. Meat nickers: See Packers and Tanners. Merrill, S. H.: "Hazard* in the Manufac ture of Patent Leather," 225-227. Metal Industries* "Aiant Experience of Member* in the Metals Section During 1929" (Rose), 81-86. "Analysts of Aeeident Causes in tbc Meta) Industry" (Cole), 87-91. "Safety in the Erection of Steel" (Hasard), See also foundries. Metals Section: "Accident Experience of Member* in the Metal* Section During 1929," 81-64. Discussion on paid secretary', 91-93. General chairman's report, 74*76. Membership Committee report, 9J-94, Minutes, 73 UJ. muiurcs. jjr-413. Nominating Committee report, 161. Oficars, 137-116. Poster and Slides Committee report, 141-142. Publicity Committee report, I4|. Report of Secretary end Editor, 142*143. Statistics Committee report, 140-141. Morey, A. T.: "Address" on the safely move ment. 76-81. Motor and Hand Cars: Discussion on motor car*, 735-729. "Motor egr accidents" (Phillips). 715-717. Motorboats: "Motorboat Hazards" (Smith). 69-72. N Nail Hassrdst Discussion, 126. Neff, G. C.: "Disciplinary Measures1 ffoor Vio- lation of Safety Rules," 472-479. New Employees: "Selection of Safe Work* men for Employment" (Dickson), 466471. NicboU, P.: "Safe Operation of Tugsr" 7-8. Nurses: "Medical and Nursing Service In a Paper Mur (Frechthng), 268-276. Nominating Committee report, 97-98. Ottcers, 73-74. Poster Committee report, 95-94. Publicity Committee report, 94*95. Safe Practices Committee report, 133. Miller, G.: "The Opportunity or a Die Setter," 407-412. Mills, O. O.: **TUe Hsurds of Car Icing." 579-581. Mines and Mining: "The Accident Situation" (Adams). 169-170. Aeeident Statistics, 140-141. Accidents in Alabama. 194-195. Accidents. In "Safety Practice on the Witwatersrand" (Buchnnaa), 200-215. "Analysis and ClasiiAeatioa of Accident*" (Mac Dowell), 170-172. Discussion on the real cause of accidents and who it responsible, 201-202. "Methods of Educating the Miner" (Bren nan), 166-169. "Problems of the State Mine Inspector" (Daniel). 192-193. O'Connor, F. J.: "The Foreman as a Safety Factor in Production," 98-104. OdelL P. E.: "Education--a Factor In Ace'dent Prevention." 674-678. Organization: In "Solving the Pipe Line Casualty Problem" (Brecland), 328-3JI. "Minimizing Woodworking Plant Aeeident*" (Grecnwalt). 780-7*6. "Safety Organization for Large Mining Companies'* (Hayden). Ill-IM. "Safety Organization m a Small Mine*' (Boyle), 176-181. "Safety Responsibility and Management" (Fear), 143-148. "Safety Responsibility of Management" (Comins), 148-1SJ. "Some Furidatoental Requirements In Suc cessful Aeeident Prevention Work1" (Beckett), <61-166. Otto. C. F.: "Selling Safety to Employees," 296-300. "Problems of a State Min* Inspector" (Glasgow), 190-192. "The Problems of a State Mine Inspector**' (BUlhouso), 193-197. Packers and Tanners Induatryt "Accident and "Physical Examinations in the Mining In dustry" (Lightfoot), 173-17S. "Protective Clothing in Accident Prevention Work In Mines" (Lutton), 197-300. Health Haiarda in (be Packing Industry" (Wiener), 236-238. "Accidents in tbc Packing and Tanning In dustry" (Waite), 218-22i. "Safety Organisation for Lam Mining Companies" (Hayden), 181-186. Discussion of the cod* for the packing in dustry. 245-251. "Safety Organisation in a Small Mine" Discussion on accident records, 239-242. (iDBoyiUeLj, 176-1861. Guards (or a ham saw aod a bom taw, "Safety Practice on the Wltvraterarand*' 243. (Buchanan), 203-215. , Safety switch for hsshrrj. 243. "Safety Responsibility of the Forenon, Shift or Face Ro*ses" (Pollock), 154-155. "T.r.e..n..d. ow.f Anc.,ciiwdemntus in tmhe PI'aacKkiningi aa nd -Tra--n--n-i-n-g-----In--d--u--s--t-r-y-"- (~Drews`). -2-3-22-2lJi 4. "Safety Responsibility of Msnagemont" Packers and Tanners Section; Minutes, 217- (Comins), 148-1SL 255. "Safety Responsibility of Management" (Dr Camp). lsS-tSS, Safety Responsibility of Management" (Fear). 143-148. Nominating Committee report, 230-231. Oflfccr*. 217. n.f.M.,1 rbte SlKUiMsns, 239-244. \ Paper and Pulp Section t "Award of Major "Some Fundamental Requirements in Sue- t Trophy" (Dowd), 284-285. ccsiful Accident Prevention Work" (Beck "Data on the Contest" (Dowd). 279-281. ett), 161-166. Discussion of 1931 contest rules, 306-311. Ten Commandments of Safety, 143-148. Mining Section: Membership (kmoittet re Discussion on paid secretary, 311-315. Minutes, 257)19. port, 139. "National Safety Council Trophies" (Berg quirt). 2*2-284. 822 Nineteenth Annual Safety Congress Nominating Committee report, 276-277. Officer*, 237-258. Question box, 317-319. "Report of Committer on Health Research" (Pleak), 262-263. "Report on Full Time Secretary Progreso" (Brennan), 263-265. Reports front regional directors, 269-262. Paper Industry; "Achieving Built-in Safety" (Brennan). 266-296. Discussion of code, 301-304. Discussion on causes of digester explosions. 260. liitcutiion on infections. 315. Hacards in manufacture of peach colored paper, 261-262. , "Medical and Nursing Service in a Paper 1 Mill" (Frcchthng). 260-276. ra/ent Leather: See Leather Industry. Perrott. C. St. I.: "Explosion Haaards in Street Manholes and Sewers,*' 441-447. Petroleum Industry: "Accident Prevention in Bulk Marketing Plants" (UartieU), 381388. "The Business of Cleaning Sour Crude Storage Tanks" (Reaper), 366-369. Course m petroleum safety engineering, 388- "The Executive'* Opportunity In Accident Prevention" (Lyons). 342-349. "Future Petroleum Executives Should Know Accident Prevention" (Stone), 388-390. "Investigation of Accidents in the Petro leum industry in the Polish Bureau of Mines" (Adamiak), 376-281. "Merely Some Personal Ideas oo Safety** (Cater), J3S-34I. "Our Goal" (Smith), 322 328. "Prevention and Control of Oil Field Fires'* (Lynch), 390-396. "Solving the Pipe Line Casualty Problem'* (Breeland), 328-334. "Vigilance Makes Oil Cracking Operations Safe as Straight Distillation7* (Matson), 349-365. Petroleum Section: Minutes, 321*396. Nominating Committee report, 363*366. Officers, 321 322. "Presentation of the Safety Contest Tro phies** (Peitibonc), 370-373. Pettibone, C. I.: "Award of Metals Section Trophies," 131-133. "Presentation of the Safety Contest Tro phies," 370-375. Phillips, D. C.: "Motor Car Accidents," 7(5717. Physical Examinations in Refrigeration In dustry, $62. Letter regarding necessity of examinations in Marine Industry, 21. "Medical and Nursing Service In a Paper Mill" (Freehtling), 268-276. "Physical Examinations in the Mining In dustry" (Ligbtfoot), 172-I7S. Pickard, B. O.: "Marine Accident Causa tions," 34-42. Pipe lance: In "Accident Prevention in Bulk Marketing Plants" (Hartaell). 385. "Solving the Pipe Line Casualty Problem" (Breelend), 328-334. Plays: "The Quitter" presented by School of Drama. Carnegie Institute of Technology, Pittsburgh. Pa.. 133-134. Pltak, J. J.: "Report of Committee on Health Research." 262-263. Poisons: "Safeguarding the Health of the Rub ber Worker** (Davis), 612-623. Poland: "Investigation of Accidents In the Petroleum Industry in the Polish Bureau of Mines" (Adamiak), 376-38J. Pollock, A. R.: "Safety Responsibility of the Foremen, Shift or Face Basset," 154-155. Portland Cement Association: "Address" on work of the Portland Cement Association i(nM accidant prevention (Rcninger), 527- Posters: "Posters 'Sell' Safety" (Hand), 6-11. Power Houses; In "Safety Inspection Meth ods'* (Hill), 455. Power Press Section: "Accident Experience of Our Members During 1929** (Smith). 414-416. Minutes. 397-428. Nominating Committee Report, 41J-414. Officers, 397-398. Power Presses: Set Presses--Power. Prosecs Power t Accident experience of Power Prass Section during 1929 (Smith), 414- DfaeaMfon, 420-423. "The Opportunity of a Die Setter" (Mil ler). 487-412. "Irm Clutches" (Widdclt), 398-407. "Wisconsin's Method of Punch Prasa Gnarding** (Knutson). 4X6-419. Production: "The Foreman as Safety Factor h Production" (O'Couaor), 98-104. Psychiatry: Sec Human Dement. Psychology: See Human Dement. Puttie Utilities: "Conference Plan of Im porting Safety Methods" (Bachman), 479491. "Explosion Haaards in Street Manholes and Sewers" (Perrott), 441-447. "Safety Inspection Methods" (Hill), 453456. "Selection ( Safe Workmen for Employ ment" (Dickson), 466-471. "That Safety Committees Arc Indispensable** (Thomas), 463-464. "That Safety Committees Are Not lodtspens- aMe" (Wilson), 464-466. So* alao Gas Industry; Linemen; Power Ueneeaj Refrigeration Industry; Telephone end Telegraph Public Utilities Section: Contest winners, 492. Engineering Committee report, 453*636. Executive Committee report. 431*432;Filtn Slide Committee report, 434-433. Fire Prevention Committee report, 4JJ. Joint luncheon with the Electric RaUusy Section. 492. Membership Committee report, 434. Minutes. 429-492. "The National Safety Councils Film Scrip . Service for Public Utilities** (Shaw), 471. News Letter Committee report, 436. Nominating Committee report, 437-438. Officers, 429-438. Policies aod objectives, 431-432. Poster Committee report, 434. Program Committee report, 436-437. Publicity Committee report. 433. Report of Vice Chairman fa charge of electrical interests, 43J. Report of Vice Chairmen is charge of gu Interests. 439. Report of Vke Chairman fas charge of telephone and telegraph interests, 432-491. Statistics Committee report. 43$. Punch Presses; See Presses---Power. Index--Volume 11 823 Quarries: "How We Reduced Accidents ie the Quarry Industry in Pennsylvania" (Quigley), 507-511. "Saving Money Through Accident Pretioni*1 r v(.Curnavl es), 517-520. Quarry Section SIS. Di*TM>o ,,l ,k. manu.1. Executive Committee report, 494-497. Joint Session with the Cement Section, 527 S43. Membership Committee report, 499-496. Minutes, 495-926. News Letter Committee report, 494. Nominating Committee report, 514-StS. Officers, 493. Poster Ganmittee report, 494. Publicity Committee report, 494. SUtLttks Committee report, 49$. "What the National Safety Council is Do ing for the Quarry Section" (Scott), $12. SI4. Quigley, T. J.: "How We Reduced Accidents in the Quarry Industry in Pennsylvania," 507-511. _____ ___ ___ ,.vUucni rrevention In the Refrigeration Industry" (Baker), 359-S63. "Safe Handling of Refrigerated Products-- Ice" (Scott), 564-567. "The Safe Handling of Refrigerated Prod uct* fu a Cold Storage Warehouse* (Track). 567-570. "Safety on the Route and Platform" (H(ltanbaeh), $81-383. Refrigeration Section: General Chairman's re port. 544-547. Membership Committee report. 546. Minutn, 545-588. New* Letter Committee report, 546. Nominating Committee report, 547. Officers, 545-546. Statistics Committee report, 544. Regal, A. P.j "Rubber Reclaiming and Its Haaards," 594-603. Keningcr. 0. A.: "Address" on work of the Portland Cement Association in Accident Prevention, 527-529. Resolutions: Resolutions Committee report of Steam Railroad Section, 729., Responsibility for accidents: thttuulsn on R the real cause of accident* and who Is responsible, 201*202. "The Executive's Opportunity 4n Accident Railroads: "Accident Causes and Remedies'* Prevention" (l/mt), 342-349. (Carrow), 703-706. "A Foreman*# Opportunity in Accident "Ao Accident Prevention Program for Linemen and Signalmen" (Gault). 72372$. Accidents. 698-703. Accidents in bridge and building depart ment. 680 662. "Address" (Galloway). 698-703. "Collapse and Fall of Objects in Shops" Prevention** (Fleming). 436-641. "Safety--Art Executive Responsibility" (SHIweJI). 438-441. "Safety Responsibility of the Foreman, Shift or Face Bosaaa" (Pollock), 154-155. "Safety Responsibility of Management" (Comins), 148-151. ._ "Safety Responsibility of Management' (De (Bradford). 709-710. Camp), IS5-158. "Coupling and Uncoupling Accidents" (La -fosstaine), 695-697. "Safety Rcopooslbillty of Management" (Fear), 143-148. Discussion on accident prevention in the '`Safety Responsibility of Management" stores department, 678-680. Discuseion on motor cars, 72S-729. (Gilbertson), 151*153. Roapcr, K. B.: "The Business of Cleaning "Education--* Factor in Accident Preven tion" <OdU). 674-678. Soar Crude Storage Tanks." 366,369. Rose, E, R.: "Accident Experience of Mem- "Grade Cmring Accidents and their Elim ination" (Walsh), 664-667. oar* {n the MetaU Section During 1929,** >1-86. "Hasards In Operating Modem Power Rubber Industryi "Accident Experience in Maintenance of Way equipment" (WtlBhan), 683-687. "Head and Eye Protection for Welders" fGatos), 706-709. "How Can Wc Reduce Accidents to Era- Robber Section During -1979" (Low). 593-594. Acchlettt*. In "Safeguarding the Health of the Rubber Worker" (DavU), 613-423. Cawtce ( Accidents in Goodyear Rubber dojta Pk to Being Struck and Pan and Tire Co.. 637-639. 6O8v8e-6r9b1,y Cars and Locomotives** (Warfei), Reduction in insuraoce rates #1 rubber com panies in Ohio, 590. "Motor Car Accidents'* (Phillips), 715-717. **liir Relation of Safely and Design'' "Overcoming the Hasards of Operating (Maryanskl), 624*630. Hand Brakes** (Hammond), 691-695. "The Prevention of Accidents--Handling "Rubber Reclaiming and Its Hasards'* (Regal). $94-603. Rail, Tics and Track Materiel** (Evans), "Safeguarding the Health of the Rubber 718-723. Worker" (Davis), 612-623. "Report of Committee on SAfety Contest Safety devieea and precaution# for washer Method" (Larson). 649-6S4. mills. S91-S92. "Safety Among Bridge and Building Em Rubber Section; Engineering Committee re ploye**" (Boots), 680-682. port, S90-393. "Safety in Railroad Lighterage Operations* Minute*. 589-643. (Cogao), $1-56. Nominating Committee report. 642. "Shop Bonis and FaSs" (Kismerer). 711714. Refrigeration Industry: "Accident Experience" (HfHeuhadh), 570-572 Officer*. 589-590. Rule*: `Diedpknary Measures for Viotatioo of Safety Rules" (Neff), 472-479. "Hazard* In Construction and Maintenance $ .of a Refrigeration Plant" (Knock), 38388 "The Hazards of Car Icing" (Mills), 579581. s Safeguarding: "PrrvHMi rrotrclivr Devices For the Foundry Worker" (Doran), 120- 824 Nineteenth Annual Safety Congress "The Relation of Safety aid Design" (Maryanski), 624-630. S(it7 NotciU: "Address" on industrial safety, (Saal<7)i M5-2U. "Address" on the safety movement, (Moray), 76*81. "Carry Qb" (Hungerfoed), 631*636. "Hors* Sense* (Boetckrr), 803*807. Safety Mflfeincnt--Foreign: "laTeftiutiaa of iteidnu In dt Petroleum Industry (a the Fetish Bureau of Mines" (Adsmiak), 376-381. Foreign. "Safety Fractkc on the Wife* watersrmad" (Buchanan). 303-215. Salvage Operation*: "Safety fat Salvage Oper ations* (Davis), 42-47. Saws: Guards for saw* used in the sacking industry, 243. Scaffolds: Discussion on riveters' scaffolds, 109-111. Scott, A. t: "Safe Handsag of Refrigerated Products--Ice." $64 567. Scott, J. V.t "What the N'aiiooal Safety Council is DtUf (or the Quarry See* lion.** Sl2*5l4. Selling safely through peettn (Haad), 8-11. "Selling Safety to Euphftei" (Otto), 296- 300. Sewers: "Explosion Haxards in Street Man* holes and Savors'* (Perron), 441-447. Shaw. H. M.: "The National Safety Coun cil's Film Strip Service for Public Util ities," 471. Shoes: Discussion on shoes for use in mines. 199-200. "Guarding Against Foot Injuries" (Juoll), 572-578. In "Protective Clothing in Accident Pre vention Work in Mines" (Lutton), 198* 199. Non-slip shoe for brakemen, 695. Shoes for foundry workers, 121-173. See also Poet. Shops: S Machine Shops. Sickness of Employees: In "Report of Com mittee on Health Research" (Pluk), 762. Small Plants: "Small Plant Safety Committee Problems as Applied to Woodworking Shops" (Immel), 776-780. Smith, A. 7.: "Motorboat Haaards." 69 72. Smith. C- W.; "Our Goal,** 322428. Smith, E J. i "Aoeident Expertcnee of Our Members During 1929" 414416. Solvents: See also Flammable Liquids. South Africa: `'Safety Practice en the Wliwatenrand** (Buchanan). 303*215. Stanley, F. P.: "Address," 265-868. Stales and Safety: "How We Can Best Serve the Injured Employee" (Leonard), <03- 607. "How We Reduced Accidents mi the Quarry Industry in Pennsylvania" (Quigley), 307-511. "Problems of the State Mine Inspector" (Daniel). 19*193. .... "Problems of a State aline Inspector (Glasgow). 190-192. "The Problems of a State Mine Inspector" (HQIkeuse), I9J-19C. "Wisconsin's Method of Puucli Pres* Guarding" (Knutson), 416419. Steam Railroad Section: General Chairman's report. 730-731. Inspectors' Session. 725-729. Membership Committee report. 667-668. Minutes. 645-731. Nominating Cwmhtcc report. 697. OBkers, 643446. Poster Committee report. 671. Public Relations Committee report, 668-669. Public Relations C--imittcc for r--arts Council report, 669-479. Publicity Committee report. 668. Report of Committee os present and lattn activities of the Railway Section, 671-673. "Report of Committee oo Per rent*on of Highway Crossing Accidents" (La Fmtains), 663464. Report of Secretary and News Letter Editor. 670471. Resolutions Committee report. 729. "Resume of the Yew's Activities" (Larasn), 646449. Steel Erection: See Cononscoon Indnsesy. Stool Industry: Sot Metal lulswrin. Stecrr-Oark, HL: "The fomhu Jack--Hasards amd Safety Method of Has Job," 807* 815. Stevedoring: Sac Marine Industry. Stilwell. I. U.: "Safety--An Eserutsvc lo spontibOity." 438441. Stone, 1_: "Future Petroleum Should Know Acridcm Prevention." * 39a Surgeons: "Impoctanee of Cooperation Be tween Employer, Employes, Claim Depart ment and Surgeon in the Prevention and Handling of Injuries" (Forrester), 552558. Talks "Horse Sense" (Boelcker), 803-807. Tank Siesmsrs: "Prevention of Acetdenu and Explosions in Repairing Tank Scann ers" (Vis). 5743. "Tank Cleaning Made Safe" (Hand), 6345. Tanks: "The Business of Cleaning Crude Storage Tanks" in Semiring Tank Steamers" (Via). 5763. "Tank Cleaning Made Safe" (Hood), 6345. Tanners Section: See Packers and Tamers Section. Tanning Industry: "Accidents In the Packing aiud Tanning Industry" (Walls), 218-225. 'Trend of Accidents In the Packing and Tanning Industry*' (Drews). 232-236. Telephone and Telegraph: "Safely Inspection Methods--Telephone and Telegraph" (Campbell), 460462. Ten Commandments of Safety, 143*148. Tests: 5m Inspection. ' Textile Industry: "Accident Experience of Textile Section During 1929" (Cook), 755-758. Accidents. In "The Prevention of Falls in e Cotton Mill" (Van Tassel), 738-743. "Five Injuries and Their Stories" (Knight) 763-768. "HandHng Material Accidents--an Engineer Ing Problem" (Dearborn), 744-754. "Plant Hasards Taken Apart" (Ingham) 758-763. "The Prevention of Falls in a Cotton Mill* (Van Tasacl). 737-743. Textile Section: Membership Committee re port, 736. Minutes, 733-768. Nominating Committee eport, 744. OGeers, 733. Program Committee report, 736-737. Remarks of General Chairman, 734-73$. Tbomas. C. K.: "That Safety Committees are Indispensable," 463464. Indtjr--Volttmu II 825 "Pig-,. r s.: Work of Ih. Boron ,f Erplar.rr. .n Pr.vrnilo, Acdifcnt, Do, to Explosives, Flammable*. ete.," 655-663. Tr.ik H. I7: "TV S.fe H.ndUn, of Rru friontrd Produef. f,, , Cold M...... Warehouse," 567-570. u Ultra-violet rays: Ue of lamps, 272-273. w.u ludimenmue." 464-466. Wilm. A.: "Education of Personnel as a^sean* of Accident Prevention," 797. ^tihtt, W. S.: "Accident Prevention in Onwation of Ferry Boats," 15-20. Woodworking _ end Lumber Maaufacturtag jetton: Genera] Chairman's report, 770- MemWrsfci|s^Cominiiteo report. 77a Vau.Tssari, R. W.: "The Prevention of Falls Cotton Mill" 737-743. v" c- C : "Prevention of Accidents and Esptoeions (n Repairing Tank Steamers." -w W41*;^ *= "Grade Crossing Accklents and _ Their Ehminatlon," 664-667. Warehouses: 'The Safe Handling of Re- frigvratod Products in a Cold Storage ,,. y""*0"? (Trask), 567-570. Warfcl, G. H.; How Can We Reduce Accl- denu to EmpJoyct* Doe to Being Struck d^Rjni Over by Can and Iwomotirnr ~R3ZU! JiSst"" 00 s*,t,jr c"'"* sf,a* Pr,,"ti<,n *" wrfi Wlddcll, M. : "Prwrwoaass CuuluKtcShecsa."" 3399S8--440077.. .!: Aeridesw and Health Hazards vsrir" the,, Pa"f Industry," 236-238. sarlut*** *V ^*?"u*ri*J Accidents," 788-791 Wtihhan A. E.: "Haaardl in Operating Madera Power Maintenance of Way Equipment." 883-687. ' Nominating Committee report. 787. OGcvra. 769-770. Woodworking Industry: "Acridctii fcxprrienee f Mombjys of the Woodworking aod 1929" (Gner), 800802. During Car* and Adjustment of Edw Tools" (Kurkjian). 771-775. `r.ur,* L~ p"''c- "Small Plant Safety Committee Problems pj7&w. a. Workmen--lujisred: "Haw We Can Best berve^the Injured Employee" (Leonard). Compensation: "Address" (Bun-Wy), 265*268. S*^rt7 Measures Affect Compesusgj* asd Insurance Rates" (Hall), 548. Wri-JT: wZt- V.W"' '