Document njaEYMdr1amBL81Q3nXYwe6X

*93* TRANSACTIONS National Safety Council Incorporated TWENTIETH ANNUAL SAFETY CONGRESS Chicago October ta to October 16, 1931 The Hotel Stevens Copyright, 1932, National Safety Council, Inc. PLAINTIFF'S EXHIBIT CONTENTS , ' ,, PAGE Council Officers and Directors ................................... ....................:.................... 3 Council Purposes and Policies ................................. ..................................... . 7 General Sessions-- 1 Annual Meeting of Members.................................................... ....................... 9 Annual Banquet ........................................................................................... 31 Advanced Safety Engineering ......................................................................... 47 Foremen's Forum ....................................................................... 63 General Pound Table................................................................. .................... 67 Fire Prevention ............................................................... 123 Industrial Health Section ............................................. ..................................... 151 Industrial Nursing Section ........................................................ !......................215 Community Safety....................................................,......................... ... 237 Psychology and Safety ...........................................1........ *.. * u l......... .......... 253 Accident Prevention Equipment Manufacturers*. Section.......................... 297 Aeronautical Section ........................... 301 A. S. S. E.--Engineering Section...................................................... ................ 333 Automotive and Machine Shop Section.............. .......... ........................... 365 Cement Section ............. ............. ........... ... J........ .................... ............................ 409 Chemical Section.............................................................. 473 Construction Section .................................................... 557 Delivery, Taxicab and Bus Section........................................................................ 601 Electric Railway Section.................................................. 645 Employees' Publication Section .................................... 70! Index ..............:............................................................................................................ 821 The Council is not responsible for the views expressed in the Papers submitted at the Congress nor in the discussions thereon. These mani festly are the product of individual opinion. NOTE Volume XII of these Transactions, containing the Street and Highway Traffic sessions, Traffic School, Child Education Section, Home Safety, and Statistics Section, is being mailed automatically to members who are believed to be interested. Any other member of the Council may receive a copy of Volume III by requesting it. National Safety Council In co rpor a ted 20 North Wacker Drive, Chicago HONORARY MEMBERS Association of Iron and Steel Electrical Engineers Robert W. Cam iuell Officers (1931-193?) ' C. W. Bergquist, President. J. L Ba.smsh, Vtce-PrcsiUcm for Finance. J. E. Ct'LUNEY, Vicc-Prcsidcnt for Engineering. Enw'ARD Dana, Vice-President for Public Safety. Howard K. Fonda, Vice-President for Membership. G. T. Hellmuth, Vice-President for Business Administration. John E. Long, Vice-President for Division of Safety Councils. Arthur M. Tode, Vice-President for Industrial Safety. *A. W. Whitney, Vice-President for Education. Dr. C--E. A. Winslow, Vice-President for Health. Will Cooper, Treasurer. \V. H. Cameron, Managing Director and Secretary. EXECUTIVE COMMITTEE (1931-1932) M. S. At kerman. Jr., Lehigh Valley Safety Council. U'sr. K Ari'Frk. Safety Division, Milwaukee Association of Commerce. C. It. A'.ri.. Shaft President. ). I- Banv-h. Consulting Engineer. Krm-t \V. Beck, United States Rubber Company. C. W. Bec*_cist, Western Electric Company. W. H t'tsriaoy. National Safety Council. R. \V. Cwnm. Past President. Robert 1 Catlix. Aetna Life Insurance Company. C I.. t United States Steel Corporation. Will !'***. Stevens Hotel. <*. H < x>-. City Safety Council. J. E. 0`U.:xxv. Bethlehem Steel Corporation. . I> c, Boston Elevated Railway. \ tHftu>t*. Past President. I, V U-fiAfc*. Public Utilities Section. 34 \ * Dow. Past President. H*** vk>; ft Fonda. Burroughs Wellcome & Co. (U. S. A. ) Inc. H on-. The Pullman Company. i T Chicago, North Shore & Milwaukee R. R. Co. Wvitn . K:nc. Past President. Krok J I.at ihax. Fort Pitt Malleable Iron Company. Frisk \ Laierman. Metals Section. I>il 34 ,, Llotp. ASSE-Engineering Section. J. K Lx*.. The Delaware & Hudson Railroad Corp. H. \V. l<**t*. Cleveland Safety Council. Artik* T. Mvrey. Past President. 3 4 Twentieth Congress--National Safety Council Lew R. Palmer, Past President. C. E. Pettibone, Past President. Henry A. Kenincer, Past President. John Russell, Jr., Construction Section. 0. E. Sanford, General Electric Company. Charles B. Scott, Past President. Zexos E. Scott, Superintendent of Public Schools, Springfield, Mass. Lester D. Seymour, United Air Lines. John S. Shaw, Chemical Section. Ernest L. StMONDS, New Haven Safety Council. John H. Taylor, Birmingham Safety Council. Arthur M. Tore, Consulting Marine Engineer. C. P. Tolman, Past President. Merle E. Towxer, Baltimore Safety Council. Vincent Wakefield, Refrigeration Section. George H. Warf&l, Steam Railroad Section. Dr. G H. Watson, American Telephone & Telegraph Company. A. \V. Whitney, National Bureau of Casualty & Surety Underwriters. Dr. C.-E. A. Winslow, Yale Medical School Arthur H. Young, Past President. DIRECTORS (1931-1932) M. S. Ackerman, Jr., Lehigh Valley Safety Council. Robert C. Anderson, Safety Division, Dayton Chamber of Commerce. Wji, F. Akoer.v, Safety Division, Milwaukee Association Of Commerce. Ernest Augustus, Chillicollic Safety Council. . James H. Baker. Hudson County Safety Council. J. I. Banash. Consulting Engineer. ^ R. C. Barr, Woodworking & Lumber Manufacturing Section. Ernest W. Beck, United States Rubber Company. C. W. Bf.rgquist, Western Electric Company. David S. Beyer, Liberty Mutual Insurance Company. Dr. R. C. Bitterman, Eastbay Safety Council. E. F. Blank, Jones 8t Langhlin Steel Corporation. W. R. Boyd, Jr., American Petroleum Institute. Norman Cali., Richmond Safety Council. W. H. Cameron, National Safety Council. Robert 1. Gatlin, Aetna Life Insurance Company. T. P- Chapman, St. Louis Safety Council. Harry J. Clark, Safety Division, Syracuse Chamber of Commerce. C. L. Close, United States Steel Corporation. W. H. Com ins, Mining Section. Dr. Randall Condon, Child Education Section. Will CoorER, Stevens Hotel. . G. E. Cress, Mason City Safety. Council. J. E, Culliney, Bethlehem Steel Corporation. Edward Dana, Boston Elevated Railway. K. A. Davidson, General Scaffolding Engineers, Inc. Clifford Davis, Street & Highway Traffic Section. Charles D. Dawson, Grand Rapids Safety Council. A. K. Dean. Rochester Safety Council. Lewis A. DeBlois, Consulting Engineer. t Lawrence E. Dickson, Accident Prevention Equipment Manufacturers Section G. A. DwtLLF.ii, Public Utilities Section. R. E. Donovan, Petroleum Section. Officers and Directors G M. Dotterrer. Automotive & Machine Shop Section. James B. Douglas, The Philadelphia Gas Works Company. Marcus A. Dow, Delivery, Taxicab & Bus Section. Da. Louis I. Dublin, Metropolitan Life Insnrance Company. F. L. Duggan. Western Pennsylvania Safety Council. . Frederic W. Easton, Blackstone Valley Safety Council. Edu ard R. Kgcer, Employees' Publication Section. Harvey Ellero. Armour & Company. I. B. Fi.xkelstei.v, Delaware Safety Council. Howard B. Fonda, Burroughs Wellcome & Co. (U. $. A.) Inc. Richard R. Foster, New Orleans Safety Council. * Sam GaNz, Kansas City Safety Council. James Gill, Hazelton Safety Council. . P. H. Glatfelter, York County Safety Council. Ernest P. Goodrich, Consulting Engineer. W. J. Graves, Power Press Section. J. F. Green. Madison County Safety Council. Harry Guilbert, The Pullman Company. Isaiah Hale, The Atchison, Topeka & Santa Fe Railway Company. D. T. Harrington: U. S. Bureau of Mines. E. M. Heixselman, Safety Bureau, Duluth Chamber of Commerce. G. T. Hellmuth, Chicago. North Shore & Milwaukee R. R- Co. Chasl E. Hill. New York Central Lines. C. L. Hungebpokd. Rubber Section. John S. Hunter, Marine Section. Harry D. Immel. Pennsylvania Department of Lahor & Industry, J. Brook Jackson, General Motors Corporation. John Price Jackson, New York Edison Company. A. B. Jennings, Newark Safety Council. Dana E. Jones. Manufacturers Association of Eric. Ira V. Kefxer. Pennsylvania Salt Manufacturing Company. Frank J. Lanahax, Fort Pitt Malleable Iron Company. F. A. LacermaN. Metals Section. R. M. Little, New York Department of Education. Dr. M. G- Lloyd. ASSE-Engineering Section. J. E- Long, The Delaware & Hudson Railroad Corporation. H. W. Lormor, Cleveland Safety Council. H. T. Martin, Fisk Rubber Company. . Paxton Mendelssohn, Detroit. R. B. Mobley, Industrial Accident Prevention Associations. Dr. T. F. Murphy, Statistics Section. C. E. McBride, Fort Wayne Safety Council. Miller McClintock, Harvard University. T. H. McKennev, Illinois Steel Company. Rov McKenzie. Chattanooga Safety Council. A. D. McWhorter. Safety Division, Memphis Chamber cf Commerce. John A. Oartel, Carnegie Steel Company. E. J. O'Brien, Louisville Safety Council. George C. A. Orr, The Detroit Edison Company. * Lew R. Palmer, Equitable Life Assurance Society. W. E. Patterson, Etowah County Safety Council. C. E. Pettibone, American Mutual Liability Insurance Company. E. E. Place, Textile Section. J. J. Plzak, Paper and Pulp Section. John Prince, Quarry Section. 3 6 Twentieth Congress--Notional Safety Council CiiAS. E. Reorder, Providence Safety Council. Samuel II. Rein, Electric Railway Section. IIeXhy A. Remnoer, Lehigh Portland Cement Company. Cl! AS. L. Rick, Chicago Safety Council. 1}R, A. D. Ristek.v, The Travelers Insurance Company. John Ressell, Jjl, Construction Section. G. E- Santoro, General Electric Company. Cim*i-k5 L. Sa'vvh*. Toledo Safety Council. Henry G. Sciiaffnek, Erie Safety Council. Orro Schenk, Wheeling Safety Council. Charles B. Scott, Bureau of Safety. . Zenos E. Scott. Superintendent of Public Schools, Springfield, Mass. Lestkr D. Seymour, United Air Lines. John S. Shaw, Chemical Section. Gen. John H. Sherburne. Massachusetts Safety Council. Dr. L. A. Shouuy, Bethlehem Steel Corporation. John D. Shvakt, Springfield Safety Council. Ernest I.. Si monos. New Haven Safety Council. Oliver T. Skellet, Safety Division, St. Paul Association. Matthew S. Sloan, Brooklyn Safety Council- H. S. Swung. Lehigh Valley Transit Company. H. J. Stoeker, Evanston Safety Council. George R. Stephens, The Safety Bureau, Buffalo- Chamber of Commerce. Kthklhkrt Stewart, U. S. Bureau of Labor Statistics. Lucius -S. Storks, United Railways & Electric Company. \Y. A. Sullivan, Food Section. Alfred H. SWayne, General Motors Corporation. Jonx H. Taylor, Birmingliam Safety Council. Henry D. Teyft, Meat Packing, Tanning and Leather Industries Section. T. R. Tennant, Hammond Safety CounciL Arthur M. Tone. Consulting Marine Engineer. Mkule E. Towner, Baltimore Safety Council. \V. D. Turbevili e, Snn Antonio Safety Council. William F. Veech, Rahway Safety Council. Richard l7. Wagner, Lynchburg Safety Council. Vjncext Wakefield, Refrigeration Section, Robert R. Wallace, Worcester Safety Council. George H. Wakfej., Steam Railroad Section. . Dr. C. H. Watson, American Telephone & Telegraph Company. Harry M. Weuder, Illinois Bell Telephone Company. W. L. White, Jr., Cement Section. S. E. Whjting, Liberty Mutual Insurance Company. A. W. Whitney, National Bureau of Casualty & Surety Underwriters. W W Wikans. Union Carbide & Carbon Corporation. C. T. WinegAn, Detroit Industrial Safety Council. Da. C.-E. A. Winslow, Yale Medical School, J. M. Woltz, Youngstown Sheet Sc Tube Company. Council Purposes and Policies The fundamental purpose of the National Safety Council is to conserve human life. It seeks this goal through a continuous campaign of accident prevention that is nationwide in scope, applies to all lines of hazardous activity, and directly or indirectly reaches our entire citizenry. It is a non-profit organization, non-sectarian, and free from political affiliations. Since its organization in 1913, it has won resjurct as an essential national institution. Inseparable from accident prevention is the Council's work in improvim* health conditions and preventing vocational diseases in Amcricau industry. Today there arc 5,000 members, representing every state in the Union, and many of the Canadian Provinces. There are 600 foreign member?. The membership includes industrial corporations, firms, individuals, public officials, schools, chambers ol com merce. clubs and civic organizations. About 70 per cent arc industrial concerns, in eluding the big steel companies, the oil companies, practically every railroad in the United States, the automotive industry, and others of outstanding importance in our national industrial field. Thus the National Safety Council is like a fruitful tree with many branches and firmly imbedded roots that reach out in all directions, lending strength and perma nence to the organized safety movement. Pioneering; in Safety Tlte history of the Council is an absorbing story. Unfortunately it cannot be detailed here. Suffice to say that the First Co-operative Safety Congress was held under aus pices of the Association of Iron and Steel Electrical Engineers in Milwaukee, in 1912, and, as a result, the National Safety Council was organized in New York the follow ing year with fourteen members. During the first year the membership increased to 971. The pioneers of American safety-went to work on the sound promise that accidents were an unnecessary part of our social order and that through application of proper remedial measures they could be avoided. They set about to nationalize tins theory, and to develop tltc detailed methods and materials through which accidents could 1 prevented. The members of the organization now are more than ever convinced that accidents arc unnecessary and that they can be and arc being prevented. Striking examples of reductions in many different fields during recent years prove1 this con tention. Results of Organized Safety Since the National Safety Council was organized in 1913, the national accident death rate in all fields excepting motor vehicle has been reduced 30 per cent. The motor vehicle accident problem is a comparatively new one, yet there arc evidences of progress. Recent studies show that accidents among commercial vehicles have slightly decreased; that grade crossing tragedies have not increased during the past year; that deaths of school children have decreased; that deaths in states having effec tive license laws with centralized administration and in cities having community safety councils have increased much less than in other states and cities; that deaths to pedes trians of all ages througliout the country increased very slightly last year. These facts indicate the engineering, educational, and legal remedies for the highway accident problem arc producing results where conscientiously applied. Since the National Safety Council started as an industrial safety organization, the best results are to he expected in this field. Here snedacular achievements have Ixcn made. The steam railroads, for instance I'nve reduced accidents ainoiv; employees 7 8 Twentieth Congress--National Safety Council 74 per cent during the past 14 year*. A group of our largest steel industries have cut their accidents 90 per cent since 1913. During 1930, 26 plants of the Portland Cement Association went through the entire year without a single lost-time accident among thousands of workers. Two, three, four, and even five year "no-accident" records among smaller plants and in certain departments of the larger plants are not at all uncommon. Along with these reductions the whole psychology of accidents has changed. Em ployer and employee both look at the proposition from a different viewpoint than they did 15 years ago. Accidents now are really out of date. In many plants they are considered a disgrace that casts a cloud over good management and efficiency. There is very little room today for the careless worker in modem industry. Looking Ahead "The safety problem is a universal one--and always will be--just as long as human beings inhabit the earth. Safety applies to everybody and to everything, physical or material: to every human act, to every man, woman, and child. It is only natural, therefore, that the idea which seems to have so firmly taken root in the United States should branch forth into other countries of the world. Organizations similar in pur poses and activity to that of the National Safety Council have sprung up in many countries. Council posters have been widely copied for foreign use and several Coun cil publications have been translated into other tongues. ^ All of these are hopeful signs of the times in the world of Safety. The National Safety Council is still young--as institutions go. X great amount of worth-while work has been crowded into its short life. Foundation work is always stow, whether one is building safe skyscrapers or safe men. The Nationat Safety Council has been digging away at the bed-rock of public consciousness. It has made real progress and its achievements furnish ample inspiration for continuing its humanitarian efforts. To bring the accident situation under control there must be a wider interest in tlie Safety Movement; a much larger membership in the Council, and the active co-operation of all industrial, business, civic, and governmental bodies. Cooperation The purposes and policies of the National Safety Council are not always under stood by those not in close touch with the Council's work. To meet the need for a brief and definite presentation of the Council's objectives, the following has been approved by the Executive Committee as an official statement of policy: *`TIc National Safety Council's objective is the elimination of accidents to men, women and children, as being deplorable, unnecessary and wasteful. It seeks member ships, cooperation and contacts to insure that its services may provide the instrumen talities and finances to accomplish this objective. ,4 "Through education it seeks to demonstrate that the safe way is the right way and the best way. from the standpoint not only of human satisfaction but of social effici ency and economy. It seeks those ways and means for safety that satisfactorily fit into the practical affairs of life.. ... "Its financial policy is to return in service all moneys received, so operating without profit, and to undertake only those activities which can be assured of reasonable per manence. Much of its administrative personnel consists of volunteer workers. "The National Safety Council bolds itself open to give futlest and most cordial^co operation to all individuals, industries, organizations, communities, states and nations that are in accord with the principles and objectives of the organization, and the National Safety Council likewise asks and seeks cooperation from all these in carry ing out its purposes." twentieth annual safety congress NATIONAL SAFETY COUNCIL Annual Meeting of Members Monday Morning Session October 12, 1931 C. W. BERGQUIST, Chairman President, National Safety Council, Inc. The Annual Meeting of Members of the National Safety Council, held at the Hotel Stevens, at Chicago, IK., October 12, 1931, convened at nine forty-five o'clock, C. W. Bcrgquist. president of the National Safety Council, presiding. Pkesidekt Bergquist: The Twentieth Annual Meeting of the National Safety Council will please come to order. Our deliberations will be opened with prayer by the Right Reverend George Craig Stewart, Bishop of the Episcopal Diocese of Cltic3go. The Invocation Right Reverend George Craig Stewart: Let us pray. Almighty and everlasting God, whose mercy is over all Thy works, whose reign of law and of love reacheth throughout all the shining worlds of the universe and goveructh all the movements of nations and of all living things, and determineth and raoveth within all the pur poses and eager plans of men, lift us, we beseech Thee, in this morning Iwur, above all the disquietudes of this world into Thy presence where we may be quiet and know that Thou art God. Thou hast filled the whole earth with the provisions of Thy bounty. The valleys and hillsides and the mines and the deeps are stored with the evidences of Thy love. And we, Thy children, have not done the things that we ought to have done; wc have sinned against Thee and not known nor followed Thy will, so we have had problems and trouble and seen our brothers here and there in want and in distress. Forgive us, we beseech Thee, O Lord, for that indifference which is stupidity and folly, for tl>at skepticism which is blindness, for that selfishness which is sin, and fill our hearts and the hearts of all Thy people throughout the earth with such a sense of responsibility, with such clearness of vision, with such eagerness to do Thy will, that there may be righteousness and peace and joy established throughout all the earth. Bless, wc beseech Thee, our government. Make us good patriots. Hasten the coming of Thy kingdom. Make us good citizens of the Kingdom of Heaven. Bless these Thy servants gathered in this meeting, devoting themselves to the protection of human life, cultivating and nourishing and developing a sensitiveness to human values as the great values in life. They come from different .homes and different cities. They have different problems and all their hopes and joys and discourage ments are open unto Thee. Bless' them in this meeting and in all their meetings, and as they go to and fro in this city bless all who are near and dear to them and have 9 10 Twentieth Congress--National Safety Councit them in Thy keeping, and bind us all who are made in Thine image and who bear the dignity of men, bind us all together more closely in devotion to the things of the spirit, to the things that endure, to the things that are eternal, so that having served Thee in our day and generation \vc may in our passing leave the name and the in fluence of those who have been aware of the high calling to which they arc-called, of the dignity of human life, and who flave prepared this earth to be a fairer habitation for those who come after us. To Thy name, the Father and the Son and the Holy Ghost, be all honor and glory, world without end, amen. PasstoaxT Bescquist: The secretary having advised the chairman that a quorum oi members entitled to vote is present in person or by proxy, the Chair will be glad to entertain a motion to dispense with the calling of the roll. Do I hear such a motion? (A motion was regularly made and seconded to dispense with the roll call.) President Bebgquist: if there is no opposition, we wifi consider the motion approved. Wc meet here today for the third time in alternate years, Wc meet here because we find Chicago a desirable city despite the fact that overworked news dispatches may lead some folks to think otherwise. We find here facilities which lend themselves in a very satisfactory way to the functioning of our Congress. Not &o long ago the citizens of Chicago decided to sweep the dirt off its door step and to present a properly focused picture of Chicago's greatness, cultural, artis tic, commercial and industrial. When a recent municipal election brought in a new city administration, the news gained prominence all over the world. As a result of this election, Chicago today can hold her head high and greet her visitors with out apology. Our Mayor is in sympathy with what we are trying to do and Is regretful of circumstances that prevent his presence here. Anything I might say regarding what he has done or is planning to do for Chi cago would be a repetition of a story that is already familiar to those of us in this city. He has *<*m to us this morning a man who is no less prominent, a nan wlto lias served Cook County as an official for many years, and served it faithfully and well, a man who has taken a keen interest in every civic movement for the benefit of Cook County and the city of Chicago. This man is a good friend of mine, so that these remarks are based upon a personal knowledge and experience extending over many years. Robert M. Sweftrer, Clerk of Cook County, is here to extend a greeting and welcome. Address of Welcome By ROBERT M. SWEITZER Clerk of Cook County, Chicago, III. It is indeed your loss that His Honor cannot be here this morning to extend to you that hearty welcome and that spirit of good will which I know is welling up in his soul at this moment. I wish that the Mayor could be here in order that you might meet him face to face and hear the sincere tones of his voice and be apprised of his program of endeavor on behalf of this great metropolis. ^ The Mayor is sincerely in earnest, not only to revive the old spirit of Chicago, but to dedicate his work and the work of this city to the purposes which for many years were well known and are traditional as the "1 Will* spirit of the great city of the Mid-west. Oiicnjrn has been reborn, and in the determination and capacity of its present Annual Meeting of Members 11 administration will again hold high its head among the great moral and civic com munities of the universe. Chicago was traduced, as we all know, throughout the world. Chicago was hailed as the abiding place of the gunman, as the habitat of tlie undesirable from every other section. There was much said that was untrue. Many of the*e statements were most extravagant, but nevertheless they were believed in most sections of the world, whether in some communities through a spirit of envy or otherwise I do not know, but it was necessary that something be done, and Chicago lias done the biggest thing it could do to bring about the retlemption of its fair name. The Mayor wants you to know that you arc heartily welcome, that 5*011 have the freedom of the city, and everything that he or his administration can do for your comfort and pleasure while you arc Here will be done if you will just simply indicate what it is. Century of Progress Exposition Tlie Mayor is anxious that you should see this great city, that you may note the great program of civic beauty which is being carried forward, that you may sec the undeniable evidences that Chicago is sincere in her ambition to make this city the most beautiful city in the world. If you will see the development of this pro gram, particularly along our great waterfront, and if you will note our parks and note the new civic buildings, these great structures which have arisen in Oiicago and those now under construction, you will find the evidence that the heart of Chicago is still throbbing and Us ambition has in no sense been subdued or changed. The Mayor, top, would like to have you see on our lakcfront tire evidences of pre paration for "A Century of Progress,*' that great exposition to be given in Chi cago m 1933, an exposition which will be unique, an exposition which will not simply be an industrial show, but which will mark the progress of all civilization for the last J00 years and be the highest point in educational return ever offered to visitors who go to a great exposition. It is going to be worth while, and if you will see the evidences now of Chicago's determination to make this the most wonderful exhibition ever held in the world. I am sure you will be glad to return and hold your convention here again during the World's Fair year. That is what the Mayor has in his heart. He wants you to come back then. He wants yon to come back as frequently as you can. You will find not only that this is a safe haven, but you will find here that spirit of hos pitality and that spirit of welcome which will assure you that when you arc in Chicago, you are as near to being at home as you cun be anywhere, excepting in your own domicile. That is the spirit of Chicago. That is the spirit of His Honor, the Mayor. He wants you to know that you are safe here, not only in the streets but elsewhere. During some recent years of unfortunate memory*, I have known of instances where strangers whose destination was farther along and who had to make a rail road change in Chicago, have timidly asked policemen whether it was safe for them to step outside the depot to get a breath of fresh air. That was almost tragic in its influence on the welfare of Chicago, because many thousands of people detoured and didn't want to come into Giicago at all. But that feeling has disappeared. Chicago is safe. Chicago is glorious. Chicago has a heart full of warmth and welcome, and in that spirit on belialf of His Honor the Mayor, I welcome you here today and hope your deliberations will not only be profitable and of great advantage in this great crusade of yours for the safety of your fellow men, but likewise that when you go home you will take with you that impression of Chicago which will make you anxious to return again to our midst and get further evidences that Chicago redeemed and regenerated is the Chicago of old, and the name "Chicago1* for many years, as you know, was synonymous with "hospitality.** Godspeed your deliberations and bring you back here again soon. 12 Twentieth Congress--National Safely Connell The President's Annual Address By C. W. BERGQUIST President, The National Safety Council Once more we assemble in our Annual Safety Congress to renew our friendships, to rededicaic ourselves to our task and to gain the knowledge and inspiration to guide our efforts during the coming year. Inspiration we need more than ever this year. The trend of conditions during the past two years has saddened and disheartened us. Sometimes, perhaps, we wonder whether our efforts arc so important after all. Tn the minds of many the tragedy of unemployment has overshadowed that of disabling injury and accidental death. Such thoughts cloud our vision. We lose sight of the fact that accidents intensify die evils of the times. They* often add a crushing load to those who are already harassed by financial distress, and the majority of the victims are not covered by the slim benefits of compensation. More prosperous times will return eventually, but those who arc incapacitated by accident will not benefit from them. - From the employer's point of view acidents are as costly as ever, even though there is no great urge for production. Profits have dwindled in some businesses to the point where accident losses may easily wipe them out. Other speakers will tell you during this great congress of specific methods of acci dent prevention, of ways and means of arousing and- maintaining the interest of em ployees and of tlic public. 1 propose to discuss briefly the problem before ns, to analyze the reasons for the annual toll of nearly 100,000 accidental jieaths, and the part we can play in its reduction. We are a nation of individualists, yet the industrial safety movement is one of the finest examples of coofieration wc have ever known. But, unfortunately, we too often leave cooperation at the plant gate, and our individualism once more asserts itself. In pioneer days individualism was not entirely'objectionable; at least, it had less opportunity to display anti-social aspects. But as the frontiers of civilization pushed forward, safe outlets for restless energy became fewer. The population of our cities increased, bringing new problems of living together. Personality traits which were not dangerous in the great open spaces became potentially serious when the individual liad command of a high powered mechanism in a crowded thoroughfare. Many people have remarked about the change in the character of certain individuals when they take the wheel of an automobile. It would be more correct to say that driving is an indication of character. Power of any kind is Ukcly to have an in toxicating effect on some natures. Right here we sec one of die underlying causes of the whole accident problem-- power without responsibility. Theoretically the individual is responsible for his acts, but how does it work out in practice? With few exceptions, the penalty for endangering life, or even causing injury or death, is not severe. I refer to the sentence imposed by public opinion as well as that imposed by the courts. The public is reluctant to see the reckless driver, who may be prominent socially, sent to jail with hardened criminals. The youth of good family who runs afoul of the traffic police is frequently spared the disgrace of court proceedings through influential friends and thus the feeling grows that the only real crime is that of being caught and punished. Accidents tend to become a mere matter of claims and settlements, with the insurance company usually softening the Wow. In spite of alt the ravings of the intelligentsia about ''witch-burning puritans" the United States Is a tolerant nation. In no other country is the person who menaces the safety of others regarded so lightly. This attitude helps to explain the difference between our fire losses and our accident rates and those of other countries. Occa sionally public indignation is aroused to action, but such drives are of short duration. Annual Meeting of Members 13 Our gregarious method of living demands certain adjustments of conduct. The individual with an exaggerated ego finds it difficult to regulate his conduct for the convenience of others. This type of person is not necessarily a criminal, although criminals frequently display these traits in much greater degree. Lack of consideration for others is evident in many minor acts. The man wlio spits on the floor in a street car, throws paper on the streets or discards lighted matches thoughtlessly, has certain defects of character which arc comparable in a lesser degree to those of the reckless driver. It is not difficult to find examples of thoughtlessness and discourtesy in traffic. Take any fairly busy highway between centers of population. Regardless of legal speed limits, we find that traffic usually adapts itself to between 4<J and 45 miles an hour. While traffic is moving smoothly at this rate there is little danger. But there are always some who are not satisfied with the speed which the majority find satis factory. They cut hi and out of traffic often where the view ahead is obstructed by a hill or a curve, menacing others as well as endangering themselves. No one is thrilled by the slogan "Courtesy Prevents Accidents." It is too much like one of the old copy book maxims. But like many another platitude, it contains a world of practical truth. ' Traffic brings to mind another thought. In no other activity fraught with so many hazards do we find so little supervision. In industry you will riot find a group of even twenty-five men at work without the supervision of somebody who is responsible to the management. On the highway every man is a law unto himself. On a stretch of road you can drive a hundred miles and pass thousands of motorists without seeing a motorcycle officer. Let us now consider the familiar comparison between county highway traffic and railroad operation. Wc all know that the engineer is a picked man. and that his training and the traditions of his occupation demand that the safety of passengers must be his first consideration. Railroad history contains many instances of heroism and devotion to duty on the part of trainmen. But even after a rigorous selection of personnel the railroad management leaves as little as possible to the human clement. The engmeman runs on a strict schedule. His locomotive is thoroughly overhauled before it leaves the roundhouse and the section gangs have nude the track safe. Signals warn the engineer of danger ahead, and even automatic control lias been introduced on some lines. Now compare this picture with that presented by the highway. Every detail which would be minutely supervised in the factory or on the railroad is left to the dis cretion of the individual. In most states there is no restriction on who may operate a motor vehicle. The motorist may have a mental age of ten or less, or he may have an exaggerated egotism which makes him a menace in spite nf more than average intelligence. Few machines used in industry are potentially as dangerous as the automobile. This, then, is the background of our 33,000 motor-vehicle deaths last year. Under such conditions could we expect a different result? Our home accident problem, with some 30,000 fatalities a year, is another example of unsupervised activity and lack of responsibility. It is not too much to say that many of our better class homes contain hazardous conditions that would not be tolerated in a reasonably progressive factory. We arc proud of the progress made in industrial safety, yet even here our achieve ments have been spotty. The picture is spoiled by the experience of many backward plants, and even a few unprogressive industries. Rates for compensation insurance have gone up in practically every state. It is true that benefits have been made more liberal but that is only part of the story. Insurance companies and state funds have been losing money on companies which were shirking their responsibilities in accident prevention. We are quite familiar with the argument that every employer has a definite responsibility to protect his employee; 14 Twentieth Congress--Xatiunoi Safety Council ii is becoming increasingly evident that be has no right to expect other employers so pay the price of his negligence. Unless management feels its responsibility and in turn makes supervi-*r* and workers assume their share, little can be expected. The state and the insurance carrier can exercise comparatively little su|*crviMOu over the plant, and the improve ment must come from within. Our attitude toward law is paradoxical. We resent the law as interference with our personal prerogatives, and at the same time we hare a child-like faith in legal** lion as a remedy for social evils. Wc pass more laws than most other countries but show less regard for them. The average person regards the law as something that restrains him--^msetbiog that other persons enacted to interfere with his rights. We lose sight of the fact that back of every Jaw on the statute books was a condition that needed eorreetkm. The legislation may have been unsound and ill-advised but we may be sure that some unsatisfactory condition led to its adoption. With few exceptions, our system of laws provides a code of conduct which facilitates living together in our modern civilized state. One of the lessons we have learned in the past 20 years is that the accident prubfem is too big to be solved by any panacea. In other words, accident prevention is a king course of tedious sanitarium treatment rather than a major operation. A victim <*t illness can steel himself for an operation that promises one chance in ten J*jr re covery, but strict observance of sanitarium regulations for many months may nxrmre even more fortitude. - The safety movement is handicapped by a lack of the heroics. Some of our attempts to dramatize it have achieved temporary success, but many efforts hare fallen flat. There is need for the emotional appeal in our safety efforts but we mu?t avoid mawkish sentimentality. A movement which involves countless uninspiring detail* and the correction of certain fundamental human weaknesses is difficult to put across. It is easy enough to arouse Indignation against the accident toll but it is another matter to keep up the courage and enthusiasm of people in the safety movement. The really vital work in accident prevention will never be spectacular. Those wlio do not understand the situation sometimes ask: "When are we going to get results for the time; effort and money expended?" Progress hi any great movement for the improvement of the human race is dis couragingly slow. Crime has been a scourge of society from the beginning of time, and often we may feel that little progress has been made after centuries of experi menting with legal and sociological problems. i Yet the progress has been made. Piracy ha* been swept from the seas. The slave trade has been practically abolished. Life and property are more secure today, in spite of the automobile and "crime waves," than they were in the seventeenth cen tury. There was plenty of law then and executions were frequent, yet banditry was a much greater menace. Nowadays we travel across the continent with scarcely a thought of train robbers. Yet they were a real peri! within-the memory of many who are still living. Nor does the thought of possible danger mar the pleasure of a journey by rail or steam ship as it often did less than a generation ago. ' In spite of the vast amount of crime news comparatively few citizens have any direct experience with crime or criminals. There is no doubt but that the people of all civilized countries are living on a much higher plane, morally and mentally, than they were a century ago. ft is this onward march of progress that inspires the hope that an increasingly educated and enlightened people will eventually overrome the plague of accidents. The crime problem and the accident problem have something m common, differing chiefly in degree. The criminal may be actively anti-social in bis inclinations or he Animal Meeting of Members 15 may choose crime as the line of least resistance in providing a living. The bandit who shoots his way .out of a tight situation is perhaps an exaggeration of the motorist who steps on the gas and tears over the highway at excessive speed, giving no thought to the consequences. Why they act that way is a problem to which psy chologies and psychiatrists arc devoting considerable research. What is the National Safety Council's part in the solution of these problems ? I am convinced that the Council's function is to stimulate the interest of others and supply them with the necessary information to carry out their parts. The Council has no legislative authority and wants none. Too many institutions have hern unable to escape the pitfalls of temporal power. Had it been possible to make b*r safe by legislation alone it would have been done ages ago. It * our duty and privilege to encourage and support sound legislation and just enforcement, yet we must remember the limitations of laws. They are necessary for the restraint of those who require coercion, but our strongest appeal is to the hearts and beads of men. The engineering side of accident prevention is of basic importance. While, a physical hazard exists our efforts to inspire caution arc likely to be greeted with skepticism. Without'engineering skill, employee training and propaganda would have been unavailing in removing many accident causes. Engineers working through the Council have made many valuable contributions to safety knowledge. Our Safe Practices Pamphlets arc looked upon everywhere as authentic sources of information. The work of research committees has made available important data that are useful In the prevention of health and accident hazards. But the Council is more than an institution for technical research. We like to think of it as the centra! station which generates the power required to drive the safety movement. And this power is to be found in the spiritual values of our work. Wc know the causes , of accidents and we know what will prevent them. But-is the public at large willing to pay the price? The price ol safety is a trained and disciplined population, comparable to that of a well managed industrial plant or rail road, and the denial of personal liberty where it interferes with the safety and con venience of the group. This may not appeal to the average American. Yet every accidental death strength ens the sentiment for stricter regulation of individual conduct. Wc have seen bow people submitted to restrictions in times of national emergency, and in my opinion our present death toll approaches a real emergency. The other alternative is the slow process of developing the right attitudes in the individual, a voluntary compliance with common sense rules of conduct, and the development of a public Opinion which will be more effective than the ponderous machinery oi legislation in influencing human behavior. Improved attitudes toward the protection of human life cannot be secured without an inspired leadership, and the leaders in moulding public thought- are to be found within the membership oi the National Safety Council and affiliated Territorial Councils. Many of them arc already giving splendid sendee to their communities by arousing the interest and enlisting the active support of public officials and in fluential organizations. Every industrial plant which carries on an active safety program within its own organization is a center of safety influence in the community. Many of the lessons learned at work will be carried to the home. A worker trained in safe practices will always be a good influence, and the safety work of one company is of inestimable value in spreading the gospel. And lastly, the participation of industrial executives ill community saicty activities will round out the program and enable us to make real progress toward our goal of Universal Safety. We must secure a general acceptance of the principle of personal responsibility. We must provide the leadership to mould public thought and stimulate action. We must develop an active--not a passive---attitude toward safety. 18 Twentieth Congress--National Safety Council BE IT RESOLVED, That the activities of the National Safety Council for the coming year be concentrated more especially in the following specific chan nels : ' ' , 1. Public Suftiy-^natinistd work for strong drivers* license laws in every state: uniform traffic taws fer all states and cities; standard traffic signs and signals; standard accident reporting systems: a broader consideration of safety in highway engineering; strict enforcement and observance of all traffic laws; fairness and courtesy on the highways; a more intensive effort to reach the individual driver; the teaching of highway safety in the schools and homes; the establishment of com munity safety councils hi more American cities. 2 Industrial Safety--The safeguarding of all mechanical equipment and the con stant use of such devices; the revision of hazardous manufacturing processes; a widening ol our fields of engineering pursuits in industry; regular and complete safety inspections and research in all industries, followed by prompt application of approved remedial measures; more psychological studies of the mental aspects ol accidents; extension of the safety contest plan; a wider recognition of the dose relationship between industrial health and safety; and full co-operation with the National Safety Council and affiliated community safety councils in carrying on industrial safety. 3. Henue Safety--Broadening our educational weak, particularly with the schools, the National Federation of Women's Clubs, the National Association of Parents ainl Trjachcrs and kindred groups; an earnest effort to .reach the individual housewife with an educational program on borne luuard*. 4. Propaganda--In acknowledging a splendid co-operation during 1930 by the press, the tadio and other distributive channels we urge continuous propaganda ihr-niga these media dni.i,' the coming tea. in *) elicit to arouse our iTtizin- :o :hrir t:ue sense ol icaponubihty in a problem ttfikli raw* be shared by all. Mr. Chairman, J move the adoption of the resohrtian as printed. Par.sior.xr BracQunrr; Tf tliere are no contrary votes we will consider that motion approved. Mr. Scott: Mr. President, I offer in behalf of Uie Re&ohrtinns Committee, the . . . . . . .. . . .. . . iii:;iii!iiijiii:iiiji;i;!iiii;i;:j^ Appreciation of President BergquUt BE IT RESOLVED, That the members cl the National oaimy u>utii vw* express tftrir appreciation and gratitude for the inspiring leadership of Carl \Y. llcrgiii uVio has served as Pmident of the Council during this past year with an intclUgeur understanding of its many problems and with an unselfish xvillmgness to give freely of his energy to enlarge the hifltupnce and to increase the effective ness of ll>e organized safety movement. 1 move adoption, Mr. Qiairman. (The motion was regularly seconded, put to a vote and cameoj. Me. Scon: Mr. President, your Resolution* Committee presents the following i evolution. General Resolution WHEREAS, The activities oi^i^^aiibttal'SoCw^sCbiimcildia^^b^hn^rri^di^iOp* wurd with vigor and enthusiasm during this past year of economic stress which has challenged the very existence of many established institutions, and WHERFA5> Safety has proved to be a necessary ami vital force in our social structure as a result of the unselfish, patriotic work of the individual* and organi- Attnml Meeting of Mcnihers 19 zations shouldering the leadership responsibility for llu: advancement of Urn ir;t humanitarian movement, therefore, be it RESOLVED, That the members of the National Safely Council, here u.-st-mbletl at tlie Twentieth Annual Safety Congress do hereby express their thanks and deep appreciation to the Directors and the Executive Committeemen, the Vice-Presi dents, the Chairmen, Officials and members of sect ions and committees w1k> arc in a large measure responsible for the encouraging results of this past year; ,*mi to the officers; and committees of the Territorial Safety Councils who are doing spleu- uid concentrated work in many communities and particularly to those who have cooperated with the Chicago Safety Council In support of the efforts of the National Safety, Council to make this Congress a succors. ; I move the adoption of the resolutions as read, Mr. president. (The motion was rcgulatly seconded and cariicd.) PxSioMT BElttiQCtsr: 1 want to add to these restitution* my own expreAsioii of gratitude to those who have stood by so loyally both in the National and Territorial CouttciJ* during my term of office. Mr. Scott: Mr. President and Members of (he Council: This is the first of our Annual Meetings in many years not attended by Homer Ntcsz- We shall miss hts presence, the friendly grasp of his hand, and his wise and inspiring counsel. 7 Us life Was so purposeful and his influence for all things good so evident tlvat it is dif ficult to comprehend Ivis passing. Hts daily work cultivated and nurtured an ever present devotion to the needs of his fellow men and aroused a deeply sympathetic understanding of safety* His monument Is an indelible memory of purposeful ser vice in the many fields his life tooched. The safety movement has been emu-lied by his leadership and character and hts contribution was a fine expression ol his practical idealism. We of the National Safety Council and tlvc cause we ipresent were very close lo hi* heart. We can pay no greater tribute to him than to pledge ourselves to lliU unfinished task, and this wc do. It is appropriate that you slweM give formal recognition to the loss we hare sustained* and in an attempt to express our appreci ation erf his life and service your Resolutions Committee offers and wue* the adcoikm of the fotiowmi? resolution: leaner E. Niesx WHEREAS, Our esteemed Past President Homer Eidridge Nksr. died on August WHEREAS, He gave long and devoted service.to the cause of Safety and the; National Safety Council as rU Treasurer and Chairman of the Finance Committee in 1922, as its Vice-President and Treasurer in 1923 and 1924, as a member of its Executive Committee for 1924 to 1926, as Vice-President for Public Relation* in 1926 ad 1927, as Us President in 1927 and 1928 and as a continuing member of its Executive Committee until his death, and WHEREAS, During these years Of generous service Mr. Nwsz won the ad miration and affection of his assaciaitrs and Miter* who were influenced by his lead ership in safety, cil, Its Officers and Executive Committee hereby express their deep sense of loss: and their gratitude and appreciation (gr the contribution of Mr. Nk to the Council, and 9 [ BE IT FURTHER RESOLVED, That these molmfcms be spread upon the minutes of thi* meeting, and that a copy I*? sir to Mrs. Niesz. PufcHBBwr BKaoQUfST: Shalt WC rise an an w*heatig of our approval t':: |i!' 20 Twentieth Congress--National Safely Council (The motion was passed by a rising vote.) Pkesipcxt Beugqvist Before I got this job as president of the National Safety Council. 1 didn't realize how much work it involved- I didn't realize that there would twamoag the pleasant things some disappointments. I should have known better, but T found out there were people who differed with me in some fundamental policies of the organization, and of course that is as it should tic. So the past year has been * mixture of great happiness, a little disappointment, but I looked for ward to this Congress tf$ the high spot of iy term of office. 1 looked forward to it with just a little bit of timidity, too. recognizing that ! would have to be on the job every day and every night, and tb*t perhaps something along the line might slip for which I would be hekl responsible. But there has always been interjected some pleasant things to do, some things more pleasant than the many other pica&am things that befall the man who Kohls this Job. and I laave ot*e of them right now. It i* a very pleasant thing I am going to do this minute. Vou know, there fs a young nian in Chicago who is very much in the public eye. Perhaps no young man in the business world is Watched more closely. In the beginning he was overshadowed by a very eminent father, and he may still be overshudmved by an eminent father more or less, but ire has made irietn' on all sides by hi> nrmed ability and by his energetic willingness to tackle wor :..lc things in business and civic life. He is president or vice chairman of seven t -tty com^>ames or ittiiin arvi investment companies. His aggressive leadership of lltc United Charities of Chicago ami his more recent acceptance of the chairmanship of the joint Cook County Emergency Relief Fund symbolize* his firm belief that business and industry have definite social obligations and respousibiiutcs which their leaders must dis charge. Because he hacks up this belief with action, he is asked to lead or to lend a hand whenever there is some great public movement on foot for the benefit of hi* city. It is to be expected, therefore, that he t.s interested deeply in the safety movement You heard hs vok*c over ynur radio hi the National Safety Council's Third Universal Safety Series. Today he has a message for you heic. I am pleased indeed to welcome and to present to >>011 this distinguished young man and Chair man of the newly-organized Advisory Committee of the National Safety Council. Samuel Instill Jr., of Chicago. Human Conservation--A National Necessity By SAMUEL INSXJLL JR, President, Midland Utilities Company, Chicago u no la responsible for safety? My answer is--an all-inclusive "everybodyI" I-iving today is complicated because of the many inter-relations in our higlt pressured, "hurry-up" tempo of IHc. Visualize a steam raihoad, a modem skyscraper, a trans atlantic hner or ars automobile. Think of tl>e growing demands and uses of elec tricity, chemicals, compressed air and other tremendous forces, and you must admit there are complications in tl*e itiu<|ern safety problem, Think of the employers, the employees and all the multitude of persons and interests involved in providing tbc facilities of modern life. Then ak yourself the question: which of tltese persons or groups most accept the responsibilities of leadership fri this never-ending battle for human camervatkmr .Mthotgh ie&poq*>iLnlity must be continuously pressed upon our governing bodres. federal, state and local--upon our trade associations, upon our insurance companies, our communities, our employers and upon every individual. I conceive the National Safety Council to be this natural and national leader, just as the Boy Scouts and the Yeung Men's Christian Association have assumed responsibility far boy training, as the National Tuberculosis Association has insured national public interest in the disease problem. Annual Meeting of Members 21 The general public still believe* that accidents are the fortuitous, natural conse quences of malign forces; that tlwy are mainly acts of Cod. and therefore beyond human control. As wt make progress with our studies* however, we leant tltat cadi accident has many causes and that these arc closely uilcrwovcn with the physical conditions under which we live; with our subconscious reactions and our Ivabits. It follows naturally, that the acceleration of the safety movement depends upon a widespread understanding of the problem and upon individual rmd group partici pation in its solution. There must be definite and concentrated activities, continuously carried 00 throughout industry. There must be organized means of teaching the technique of safety to the lay public--to tic children--to tl women in the homo-- and especially to the automobile drivers and jicdestriam. _ Jt is apparent that many accidents arc still caused by imperfect physical condition*. There must he continuous study to free our factories, our mhitrs. oiir railroads, our public buildings* our highways, and our homes from such conditions. It is ray con viction that the records of accidents point the way to tlie ueeil for change's in the designing of our buildings and their equipment and the application of safeguards. Every structure erected should be checked for possible accident hazards. There must be constant inspection. Tbc causes of accidentsmust be brought to the atten tion of architects, engineers, and those professional bodies that create and csl- lish construction standards. Safety should be a major consideration--a* well as beauty and permanence. These things can he accomplished only through the pressure of public opinion. To do this we must have more accurate data about wore accidents. The facts must be impressed upon our educators and crar leaders in business and public affairs, to cum tore them that absolute protection is an inherent right of nan and tiat atkhikmal costs Are warranted in upsetting current standard* to secure accidvnl immunity for our fellow men. Those of you who know how slowly vital cltaugcs can be mode, breause of the immense investment in properties and the demand for stability in our fives, will real ize the strength and vigilance necessary to alter such aeccplcd conditions. Truly, "the mills oi the God* grind slowly." To change tlte established order requires per- M'stencc and patience. Someone has said that man yields to custom jmt a he how* to fate. It would be difficult tn change the design of a pin, * screw, or a lathe. Like wise it is difficult to influence the public nimd to accept new things. "We first make our liabiis. you know--ami then our habits make us. Safety i* distinctly a problem of public welfare. There mutt lie leadership of the highest type--non-partisan aud unselfish--to bring about these reforms. All real progress depends on such guidance. Some body of persons must TnouUlcr the respon sibility lor faimmg the flame* of public consciousness and keeping tltc true picture before the American ]jple continucrtaly. 1 am told that 80 per cent of all accidents are due to the (wrsonal sets of human being*. We agree, I think, that a defective mind as dangerous a* a defective machine I ask, is it possible--alter twenty years of experience--to leach people to work safely a* weJl as rapidly and accurately? The f>erttUHtftif establishmen* of safety habits is our most difficult probtem today. We must get the lesson across--so that tt sticks. Memories of tragedies in which our acquaintances suffered stand indelibly engrossed upon our minds. We cannot stamp tfwse gruesome pictures out--no matter bow haid we iiy. We must find some way ot imprinting safety in the same lasting, dramatic way. Tlve instinct of self preset cation is strong of course, but the spirit of adventure somehow is always coming tu grips with it. This instinct fur adventure is natural-- and necessary, just how far should we go to get tlie thrill out of sailing a boat, driving an automobile; playing aitj game, or pertiafw working oa top of a 50-story building? The danger tine for one person might be au unfair restraint upon another 1 know a lot of automobile duvcrs--who, should they ever lake up aviation, could nem in the world dwphrau> Lindbergh's recent trip to Japan. Richard Byrd, whom 22 Tsvcuticth Congress--National Safety Council you all enjoyed at last year's Congress, is planning another antarctic trip. He'll make it, too, because his adventurous nature is never permitted to step beyond the well defined lunJtatkm* of his sense of physical values. The gates of adventure will always be open to our Lindberghs and our Byrds. We must be reasonable in defining limitations; otherwise we may spoil our chances of securing general assent few the establishment of rules of control. < I said a moment ago that 80 per cent of accident prevention work deals with the human mind- In the remaining 20 per cent we find such problems as proper physical protection, tbe safeguarding of our machinery, engineering revision, the physical aspects of highway safety, such as safe roads, standard signs and signals and the maintenance of safe motor vehicles. The teaching of safety during the past twenty years has been largely a mass effort. Children have been taught safety in their school classes; public meetings have been held by the thousands; we have had nineteen other annual conventions very much hke this one. But there is a growing opinion that there must be more individual instruction. Every known method must be used to impress the human mind with the story of accident* and bring it to the conviction that they catt be eliminated if proper axons are taken to that end. We must "individualize" in otir training. This is the job that lies ahead during the next twenty years. The skeptic says: "Where is your proof of achievement?" My interest is not entirely wrapped up in the thousands and thousand* of iodiyidual cases of authentic reductions: The vital question is-4ias there been logic, force, and wisdom in our appeal? Are we reasonable in urging that these terrible injuries and fatalities be cut down? Wy answer is unquestionably "yes." Pardoxical as it may seem, white relatively few people seem to have been ser iously impressed with the need for safety, stilt there are unmistakable signs, especi ally in industry, that safety has been accepted as a rational policy and a definite aid to a humanitarian basis of living. "No accident" records are multiplying fast. Such accomplishments were not even dreamed of twenty years ago--or even ten years ago. The steam railroads hare cut their accidents 70 per cent. Many other groups have done likewise. ^ Also I believe there is a keener appreciation of the need for safety in alt parts of the world. During these twenty years there have been many international confer ences There litas been steady growth in the development of our Annual Congresses^ in hundreds of regional conventions, and in other expressions of public interest. 1 am recommending to you that the National Safety Council maintain its high place in safety, and Hat it conserve this leadership by bringing about tbe sympathy and active cooperation of ever/ worthy instrumentality. We must have expansion of our membership and resources. The American Red Crass, prior to the World War, had a comparatively small popular membership, but its spectacular appeal to alleviate suffering brought us all into participation iu this great work. We nrust picture the true facts of accidents just as graphically and as appealingly. How shocked we were, just a few weeks ago, to read that 1500 lives had been lost in a terrible hurricane down in Central America. Vet in our country last year jx.i ly~ix times that mwy people lost tlwrir lives in accidents. In one case it i mass slaughter; in the other H is the individual case nurttiptfedby exactly 99J3001 Isn't our experience of 1930 every bit as dramatic, every bit as terrible as that wholesale saerificr a frw weeks ago? - I submit that it is far mote horrible. And it h our task to arouse the public from its apparent lassitude. The far-reaching effects of accident* go beyond the basic fact that a human life has been taken or that a victim has been made a permanent crip ple. It strikes right at the heart of our whole social structure. It undermines the strength, the courage andhopes of the survivor** I know what I sun talking about, gentlmen. As Chairman of the Chicago Unem ployment Relief Committee, my eyes have been Opened during recent weeks- I have Meeting of Members 23 seen human misery at its lowest ebb. And it would surprise you to know the num ber of these deserving cases which can be traced right back to that tragic second when tbe bread-winner of the family became an accident victim. Surely the story of our national accident catastrophes should touch the heart and purse-string* of every one who has a bit of human kindness in his system. ( The safety movement needs the help of those today who are able to underwrite the financing of a program which will make public the husnamur*an purposes and definite accomplishments of our work. I do not hesitate to predict that after safety is properly understood and appreciated, the necessary funds for the expansion of our organized work ami for the development of research and study will be forth coming Also I would impress upon, you that cooperation and support must come from Mir educators, our government officials, our community leaders, from our churches, our industrialists, and from all who share in influencing the lives and actions of the various groups within our national life. Presidcwt Bergquist: It is pretty safe to say that the newly organized Advisory Committee of the National Safety Council is in good bands. You will be interested in the names of some of those with whom Mr. Install has' surrounded himself in this new enterprise: Mr. SrurvesAWT Peabody, President, Consumers Company, Chicago. Mr. Gerard Swops, President, General Electric Company, New York City. Mr. Fred W. Sargent, President, Chicago A North Western Railroad Company, Chicago. . '' ' :: : :^ : ` : Mr. SkWeli. Avery, President, U. S. Gypsum Company, ChicagoM*. Paui- Show, President, Southern Pacific /Railroad Company, S*n Francisco. Mr. Aiix. Dow, President, Detroit Edison Company, Detroit. . Mr. H. H. Robertson/President, H. H. Robertson Company. Pittsburgh, Mr. F. J. Lamabax, President, Fort Pitt Malleable Iron Company, Pittsburgh. ... Mr. Edward Dava, General Manager, Boston Elevated Railway Company, Boston. Da. Robert Mu Hutchins, president. University of Chicago. Chicago. Mr. Harry B. Earbart, President, White Star Refining Company, The Mead ows, Aim Arbor, Michigan. Mr. Ricbaju> K. Meixon, Pittsburgh. Mr. P- E CrowixV, President, New York Central Lines, New York City. That is a pretty good committee. The next order of business, will be the presentation of trophies to those who so successfully completed the no-accident contest period sponsored by the Metals, Paper and Pulp. Petroleum and Public "Utilities Section* of the National Safety Council. Award of No-Accident Contest Trophic* The first sectional no-accident contest was sponsored by the Paper and Pulp Sec Tion in 1925. This was of very short duration., but was productive of such excellent results, in both reducing lost time arid stimulating interest n the accident pi evention program of roistered units, that a second contest was Immediately sponsored for a longer period covering six months. Today it will be my pleasure to award trophies to those mills completing the Sixth Annual : Contest of the Paper and Pulp Section / the Fourth Contest of the Public Utilities as well as the Petroleum Sectioo; and the Third Contest of the Metais Section. Iu the no-accident contest period which closed June 30> 1931, a gwnd total of 70S unit* completed, or nearly twenty times as many as entered the first contest. Many phcnonuoal records have been established not only by those ranking first but also by many other contestants. I wish we had sufficient time this morning to dls* cuss them alii* particularly the paper mill where the but lost time accident occurred in March, 1926; the public utility wkh a rate of but one-fourth that of the industry in spite of the fact their man-hour exposure totalled marly twenty-five million; the 24 Twentieth Congress--National Safety Council large steel mill which worked over two awd one-half million man-hours without a lost time accident", the many, many petroleum department* where man-hour expos ure deckled the winner because so many have not had a lost time accident in over six months. But these facts and figures will not be buried for want of time. During the week each section will go into detail when awarding certificates to those in runner-up positions. I believe, however, it is sufficient to say that the winners having achieved such enviable position* give mute evidence of the sincerity with which industry as a whole endeavors to conserve human life and limb. > Based upon verified reports and on behalf of the National Safety Council and its Executive Committee, the following listod contestants are to be presented with trophies. In the Public Utilities Coolest Combatatw* Gas and Electric Division. Group A--Prim Central Light and Power Co., Altoona, Pa. Group B--Lake Superior District Power Co., Ashland, Wi$. Electric Division, Group A--Duqoesne Light Co., Pittsburgh, Pa. Group B--Fall River Electric Light Co., Fall River, Mass. Gee Dhfishn. ' Group A--Hope Natural Gas Co., Pittsburgh, Pa- Group B--Reserve Gas Co , Pittsburgh, Pa. ' " In the Petroleum Section Contest Meni/fac/urirjff Department. Group A--Vacuum Oil Co., Paulsboro, N. J. Group B--Standard Oil Co. (Ind.), Casper, Wyoming. Group G-- Vacuum Oil Co, Bayonne, N. J. Marketing Department. : Group A--Standard Oil Co, (Ind,). St. Louis, Mo Gronp B--Standard Oil Co (Ind.), Billings, Mont. Producing Department. Group A--Standard Oil Co. of California. North District. Calif Group B--Hope Construction & Refining Co, Pittsburgh, Pa. Group C--General Petroleum Q>rp,, Kern, Calif. Art/wrw' Gas Gasoline Department. :: Group A--Standard Oil Co. of California, Standard Gasoline Co., Calif. Co.,; : Group ll--Midwest Refining Camper, Wyoming. Pipe Line Department. . Group A--Standard Oil Co. of California. San Joaquin Valley Fields, California. Gmp R--Genera) Petroleum Corp., Soutltem & Terminal Pipe Lines, Calif. Marine Department. ' : Union Os! Co., of California,. Los Angeles. Calif. : In tha Mstals Section Contest Steel Mills Division. Group A--Corrigan McKinney Steel Co.. Cleveland. Ohio. Group B--Driver Harris Co., Harrison. N. J, Railing, Finishing and fabricating Division. Group A--Central Tube Co,, Ambridgc, Pa. Group B-~Republic Steel Corp., Union Drawn Steel Co,, Reaver Falls Ffcun No. 1, Beam Falls, Pa. ^antral Meeting of Members 25 Iran foundries Division, , Group A--The Ohio Bras* Co., Mansfield, Ohio. Group B--National Radiator Corp., Johnstown Union Plant, Johnstown, Pa. Steel foundries Divisbn, Group A-B--Kensington Steel Co-, Chicago, III. Heat*y Machine Shops Division, ... , _ " Group A--General Electric Co., Philadelphia Works. Philadelphia, Pa. Group B--^Whiting Corporation, Harvey, 111. Pulp end paper Mitt Division. Group A--Km*erty-Oark Corporation, Fall* Mill. Niagara l ads. N. Y. Group B--The Champion Coated Paper Co,, Paper Mill No. 1, Hamilton, Ohio. t, Group C--Consolidated Water Power and Paper Co . Appleton Division, Appleton, Wis. .. Gronp D--International Paper Co., Riley Mid. Riley, Maine. Paper and Board Re-Mannfactaring Plants Division, Bends Brothers Bag Co., East PcppcrcU, Mass. PatstDexr Bcrgquist:: In the Paper and Pulp Section the officers took upon the gentleman s* toy left here as the daddy of the contest plan, for it was through his efforts that this first activity was sponsored. I have been informed that he lias gives the greater part of hi* life to the paper and pulp industry and it* safety pro gram. It, therefore, is quite fitting and appropriate that wc should be honored by hi* presence today. He will award His trophy to one of the paper mills which in the opinion of a cwnmitlec: of judge* has achieved the most: outstanding safety record in the past contest. So it gives me very great pleasure Indeed to introduce to you this pioneer m the paper and publishing business, Edward B. Frit*. Publisher of the paper Industry Magazine, of Chicago- Mr. Frit* will now present the paper industry trophy. : : ; - : . - ; , ; Presentitkx? of *Tbe Paper Indnatry" Trophy R B. Fanz {Publisher, "The Paper .fadusliy" Chicago): Mr. Chairman and Members: This is the sixth contest. The first one was for thirty day* only, the second one for six months and the remaining four on the latter basis.: The Paper Industry has had the pleasure of presenting the emblem each time for the six year*, and it has given us a tot of inspiration, because we have seen cadi year that tlw number of accident* ba* been lessened, and that it tbc result we have all worked for, : : . ' .! ' /" . In 1931 there were 125 mills in the contest, one more than m 1930, working about 1.400,000 more man-hours and about 3,600 more employees, with a record of 787 lost time accidents against 966 lost time accident in 1930. In 1931 there were a little over 17.000 days Inst, while in 1930 there were 22,500 days tost. The. ratio of accidents to the number of employees has lessened each year so that Jp 1927 there was one accident to every 23 men, and m 1931, one to every 52 *** " " ' ' ': '. It was interesting to note that in 1927 and 1929 there were only six nulls wrtn perfect records. In 1930 there were eleven and tn 1931 there were 15. The mill voted the major prize lias had 482 employees working for 651,603 hours with no lost-time accidents, which we believe is a remarkable record. This is the Champion Coated Paper Company of Hamilton, Ohio, and I take pleasure in pre senting it* representative with the .'major trophy at this time. Will you please pre sent this trophy to your company with the romplbnents of the National Safety Coun cil and The Paper hniusiryP 26 Twentieth Con&rets--National Safely Council Kenkrtii Faist (Champion Coated Paper Company, Hamilton, Ohio) ; On behalf of tbc management and the boys of No, 1 Mill. 1 want to tf*ank you. 1 also wish to add that this milt, as you said, employs 482 workers and up to now lias worked 1.000,279 man-hours ami is still going strong. ^ President Bercquist; 1 now have another pleasant duty to perform, and that is to present to the Louisville Safety Council a bronze plaque winch was so well earned in the Fifth Inter-Council Plant Contest. This plaque was earned because of this outstanding record in the reduction of the accident frequency and severity rate, and I am hopeful that Mr, O'Brien, who said he would come and represent the Council as its president, is here to receive the award, Mr. O'Brien, Congratu lations to you, sir, ami your associates in Louisville. E. J. O'Brien, Jr, (President, Louisville Safety Council) : On behalf of the Louisville Safety Council, I wish to thank llte National Safety Council, and at the same time call your attention to the record that, we think, ?s rather wonderful. In ]Q2& our severity rate was 3.14. For the first six months of 1933 if dropped to -13, with practically the same number of employees listed in the contest as during 1928. I thank you. President Be*gqtjtst : I now want to introduce to you a man who has come from the east to talk to us on a subject we know little about. This man is very modest- He comes here to represent a speaker who appears on our program, but Who through iUliess was tirwbie to cook. I am sorry that I cannot give you more facts about our next speaker, 1 know enough about Mtn, though, to know that be is one of the outstanding leaders in water transportation, that he has devoted twenty-five year* to this work, that he has the safety conscience Mr. Instill has emphasized, and that much of the progress made in this work in the shipping industry can be laid to the knowledge and untiring work of this gentleman. Mr. A. J. Baker, secretary of the American Shipping Board Steamship Association, New York OXy, will present the paper prepared for this meeting by Mr. H. B. Walker, of the American Steamship Owners Association. Safety In the Merchant Marine .' " By H..B. WALKER, .: ' President. American Steamship Owners' Association, New York City The value of accident prevention la any line of human activity is beyond ques tion From a humanitarian point of view its worth 1ms never been doubted, but 10 gain a permanent place in business its economic value had to be demonstrated. Safety lu transportation involve* three main phases--first* the proper construe- tion and maintenance of the equipment used; second, the operation of the equip- merit by trained and experienced employees; third, the protection of the emptoyees against personal Injury, With respect to the construction. equipment, and operation of ships, shipowners have not only shown an active interest but have been quick fo adopt anything which tends to make more safe life and prop erty at sea. Water transportation is one of the oldest forms of communication. For ceu- iiiries various types of vessels have been built for use in navigating rivers and oceau. New lands and new peoples have been found by its means, and the same hazards which faced the Phoenicians and Egyptians m their seafaring ventures face navigators today. Progress in ship construction and improvement in aids to navigation have, however, tended to minimize the dangers, and the safety of water transportation has been further enhanced by the use of life-saving equipment, wireless apparatus, fire detecting and extinguishing systems, etc. Rapid strides have been made in recent years, for it was not until 1854 that Annual Meeting of Member* 27 the British Merchant Shipping Act required water-tight compartment- m .-hip--. In 1806 the loss oi the passenger ship `'London* led to a meeting rj the Council of the Institution of Naval Architects to consider the general qucxttau i safety of life at ?ea. The last conference was held in London in !!'*>, at winch repre sentatives of all oE the leading maritime nation* were in attendance. The require ments of rhe Convention then approved are more stringent than anythim* ever before proposed for international adoption, and bring the constmctiim of shops to a high degree of safety. Ships built according to its provisions will be more safe because of the higher standards of subdivision* the reduction to a minimum of openings in vital parts of the ship, and the insuring that water-tight doors ami side scuttles can be quickly closed in times of emergency. The regulation* with regard to Kfe-saving appliances have been modernized and adttitkmal buoyant apparatus provided; the use of radiotelegraphy has been extended, and the navi gation laws have been modified where considered necessary so'that accidents may be reduced to a minimum. The Convention is now before tbc Congress of the United States, and will probably be ratified at its next session. Ships being built in tire United States today arc equalling and i some respects exceeding it* requirements. _ Our Government takes an active interest in the question of safely of ships- Inspeetion ot hulls, boiler*.-und machinery is regularly carried nut by the Steam boat Inspection Service of the Department of Commerce. The first Federal legis lation having for its purpose the safeguarding of lives and properly at sea was enacted in July, 1838. Owners of steamboats were required to make a new enrollment and take out a new license without which they could transport neither passengers nor goods. Inspectors were at that time appointed by the United State* District Judges, whose duty was to ascertain whether the vc^m-I whs in all respects seaworthy. Regulations governing the operation of ship* tv*-r<* also prescribed. * The pic*ent administration and operation of the Steamboat inspection Service arc bused upon the Act oi Conyrcss of l*'chruary 2K. 187l, which law, among Other things, provides lor the inspection, testing, and stamping of material used m the con-structicn of marine boiler*. This provision has proved at high value and importance in the prevention of explosions and consequent loss of life. Life saving equipment, fire-fighting apparatus* and similar devices are also examined to determine whether they are suitable and sufficient as required by law. These inspections are made during construction and periodically thereafter not less than once a year: ; . The Steamboat inspection Service also has charge of the licensing of officer*, who must have had actual experience on board ship. The applicants for license arc submitted to rigid written and oral examinations, which cover, for deck offi cers. among other things, first-aid. visual acuity, and color sense. The officials of the Steamboat Inspection Service also make sure of the ability of able seamen and life-boat rnen, and issue certificates to them. It is this branch of the Gov ernment that ha* power to revoke the license of an officer for violations of law. Not only does the Steamboat Inspection Service perform administrative func tions such a* the inspection of luiUS and boilers, the certification of vessels, and the licensing of men, and quasj-judkial functions such as the investigation of the conduct of licensed officers, but it has legislative functions to perform in formulating rule* and regulations which, when approved by the Secretary of Commerce, have the force of statute law. _ The Steamboat Inspection Service n doing an excellent work and through its efforts the danger of accidents is considerably lessened, and the owners and oper ators ot vessels show not only a willingness but a desire to cooperate in the elim ination, as far as possible* of every element of danger. How safe transportation 28 Twentieth Congress--National Safety Council by water has become is evidenced by the fact that for the past ten year# an average m excess of 4,100*000 passengers have been carried for every life that was lost. The United States Navy contributes to safety of life at sea by providing aids to navigation along the coast. These are in the form of radio compass stations from which navigators can obtain their exact position at any time. No charge is assessed few this service, either to our own ships or to those of foreign na tions. The Hydrographic Office of the Navy Department has also been an im portant factor in the promotion of safety. It was established under the Navy iu 1830, and issues charts, light lists, sailing directions, and navigational books. With the changing conditions, earthquakes, erosion, new discoveries, and new construc tion, the charts, light lists, and sailing directions must be continually revised. Daily and weekly notices are distributed containing all new Information, and when urgent, messages are broadcast by radio. The Lighthouse Service maintains the buoys in our channels, as well as our light houses, lightships, and radiobeacons, which are of inestimable aid. These stations, by night and frequently by day. broadcast their friendly signals of guidance and of warn ing, using light or souad or radio. Our first light station, at the entrance to Boston Harbor, was placed in commission 214 years ago, and there have since been added more than 19,000 aids of various kinds. No maritime nation in the world Has its channels so well marked or enjoys so many aids to navigation. This service, as Weil as the Hydrographic Office and the Steamboat Inspection Service, is in charge of experienced and highly efficient men. Studies are constantly being made with the view to improvements in the service. Excellent work is done by the United States Coast Guard, which was organized by Alexander Hamilton in 1790 for the purpose of preventing the smuggling of tea, spices, and other commodities. It has since 1914 carried bo the International Ice Patrol which is supported by all of the leading maritime nations. This particular service was developed as a result of the loss of the "Titanic." The Coast Guard stands ready night and day to aid vessels in distress, and its many heroic rescues are well known. Another branch of the Government concerned in the proper construction and opera tion of ships is the Bureau of Navigation* It is responsible in general tor the en forcement of the laws and regulations applying to seamen and to the merchant marine, including the recently enacted Load Line Law. Certain special lines of work falling within these general categories arc entrusted to the Public Health Service, the Steamboat Inspection Service, and the Customs 'officials of the Treasury Department, in view of the special facilities possessed by these agencies and to'avoid duplication of effort. In general, the duties of this Bureau include the registry, enrollment, and licensing of American vessels, the admeasurement oi ves* sels, the assessment and collection* of tonnage taxes, and the entry and clearance of ships. In the shipping industry the value of accident prevention to the personnel, both aboard ship and ashore, is being more generally realized. Shipping executives arc taking a keener interest noi only 'from the humanitarian standpoint but because safe practices pay. On the Great Lakes safety education has been carried on through ship safety committees for a number of years with excellent results. Each com mittee, winch is composed of six men, Holds a meeting once a month upon the call of the master'of the vessel, at which the master and chief engineer are present in an advisory capacity. They consider various questions of safety, discuss accidents, give instructions to new men, etc. As a resub. of tle work of these committees, accidents have been very materially reduced. In Seattle safety education is conducted by the Waterfront Employers' Associa tion, on which both employer and employee have representation. This association, by means of careful employment selection, has greatly reduced the high labor Annual Meeting of hiembers 29 turn-over in the stevedoring industry which has resulted in more steady employ ment for the men, with increased earnings- In San Francisco there is also a co operative movement which has been in existence since 1927. A safety engineer, who devotes h entire time u> the work, b in charge and Iras done excellent w<rrk. Similar work is carried on m other ports, and several companies have highly developed safety departments in their own organization. Dn the Atlantic Crwurt much has been accomplished through the activities of tlx: Marine Section of this Council, in which many of the leading American shipowner* and operators Itold membership. One company is reported to have saved $70,000 in one year in On cost of accidents occurring among longshoremen and other employee* through an organized safety movement costing less than $500, Our own association Isas a safety committee which has formulated recom mendations, now generally observed, for the prevention of accidents based upon the practices of those of our members who have been carrying on accident prevention work. Steps are now being taken toward the formulation of a safe practice pamph let whkh will be suitable foe all of our ports. There has been splendid cooperation on the part of the safety committees in various com|>ensation districts, as well a* on the part of the United Stales Employees' Compensation Commission.. lUrmixh its safety engineer. Distribution of pamphlets, posters, and other material by die Marine Section of this organization has been invaluable, and executives, who are always sympathetic to an injured employee, are now actively taking step* to prevent the occurrence of accidents, for they realize that safety pays. President Beroquist: Thank you. Mr. Baker, for the able presentation that paper on water transportation and the activities undertaken to prevent acculem* therein. ADJOURNMENT TWENTIETH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Annual Banquet Wednesday Evening Session October 14, 1931 C. W, BERGQU1ST, Presiding President, National Safety Council, Inc. OTHO M. GRAVES, Toastmaster President, National Crushed Stone Company, Easton, Pa. The Banquet session was called to order by Arthur H. Young, secretary. Industrial Relations Counselors, Inc., New York City. Chairman Young : I ant bidden by the Executive Committee to inform you of their action at this afternoon's meeting where tlw National Safety Council officers for the ensuing year Were elected. * This year the committee desired to pay an especially signal honor to the chief who was to lead us throughout this year, a man who as our leader last year, in spite of being faced throughout his whole term by the most adverse economic conditions ever met in the progress of the National Safety Council, consolidated all of die gains of tlie past twenty years, added new aims, and attained new objectives for oar organiza tion without loss of any item of quality of service to our members. He has succeeded in these difficult times in bringing the whole organization, membership, officers, ex ecutive committeemen, members of the staff, into dole, cohesive cooperation ami harmony. Therefore, die members of the Executive Committee have conferred upon this man an honor only twice previously conferred upon our president- It is a great honor and your privilege to meet Carl W. Bergquist, reelected president of the National Safety Council. President Bergquist: I thank you most heartily for that cordial response to Mr. Young's announcement. There are otlier men on the Executive Committee and in other positions in the National Safety Council who should share this honor with me- I shall read the names of the Executive Committee members who were elected hy your Board today. Vice President for Finance--J. I. Banash. Vice President for Industrial Safety--Arthur M. Tode. Vice President for Public Safety--Edward Dana. Vice President for Business Administration--G. T. Hcllmuth Vice President for Territorial Council--John E. Long. Vice President for Membership--Howard B. Fonda. Vice President for Engineering--J. E. Cullmey. Vice President for Education--Albert W. Whitney, 31 32 Twentieth Congress--National Safety Council Via President for Health--Dr. C.-E. A. Winslow. Treasurer--Will Cooper. Managing Director--W. H. Cameron. J would like at tins time to make special mention of one who is very wdl known to us Chicagoans, and who 1 know will become well known to the rest of you people in time, a man who is always ready to ktand behind any civic movement for the better ment of his native city and his state and iiU country, if need be. 1 want especially to introduce Win to you because he has recently become an integral part of the National Safety Council as the chairman of the newly organized Advisory Committee, Samuel Insutl Jr, There is one other man, ladies and gentlemen, who has done more for the safety movement m Chicago than any other man ha* done. Everyone in Chicago who is in touch with the safety movement, in any capacity, knows who this man is. For tli* benefit of those of you from out of town who may not know him, I want to present to you C JL. Rice, President of the Chicago Safety Council. To lead the National Safety Council for a second year is indeed a unique privilege. Most of us who are elected to such offices relinquish our duties with a feeling that we have fallen far short of what we had hoped to accomplish. For this reason, I feel exceptionally fortunate in having the opportunity to gain from a year's experience, and I appreciate this evidence of your confidence more deeply than I can express that appreciation in mere words. The year just fast, has brought many perplexing problems. We haw wotsdered whether the work of the years could possibly survive the economic condition which now confronts os. I feel that wc can face the future of the safety movement with confidence. The attendance at this Congress, the largest held re this great hotel this year, is convincing proof that the nation has faith in the safety movement. Industry realizes that the abandonment Qf accident prevention until more prosperous tiroes come tvould be little ihort of dJ^strous. The results of safety are cumulative. It cannot be discontinued without losing much valuable momentum that has been gained over the past twenty years. We are living in a changing world. We have witnessed many scientific miracles thus far fa tliis century, and scientists tell us that the greateat wonders arc still to come. Some of the discoveries of the past have presented hazards which we had to overcome before these discoveries become useful servants of man, and the future will bring new problems and tax pur ability to a greater extent thaw heretofore if we are to harness all f the forces and bring them safely to our service. I have n fear that the safety movement will become bankrupt spiritually. The pioneers of the movement have left us an heritage that should inspire us to our best efforts, and we roust proceed in a spirit of willingness to do the things which they left undone, but which they so admirably started The safety movement i* not confronted by any organised opposition, and therein lies one of our difficulties. Safety is accepted passively. It meets with apathy and Indifference on the part of some people, but not hatred or persecution. It becomes our duty, therefore, to inspire t!>e public, and we must carry on with a zeal guided by a thorough understanding of the problem. Lukewarmness and discouragement in our own ranks is the greatest handicap that we face in attaining our objective, uni versal safety. The prolonging of human life and happiness is the goal which inspires us to do our best. The coating year will present new opportunity for ns to serve humanity. Your officers ask for your continued loyalty and generous help, knowing that you wiU give it gladly and whole-heartedly, as you have in the past. We have on the program tonight a matter of unusual interest and importance baring to do with the outstanding record of one of our great railroad systems in the safety movement. The year 1930 ended a decade of progress in efficient real transportation that stand* as a monument to the wisdom of Che management <4 these gut radterii. one of America's greatest assets. Annual Banquet 33 One of the outstanding features of that decade of railroad operation has been the almost universally established safety movement in every road that operates in this country. Safety m railroad employment has been one of the particular features in our part in life conservation, and the Railroad Employees* National Safety Con* test has been credited with being one of the most effective agencies utilized by the individual railroads in their accident prevention programs. The files of Hie Interstate Commerce Commission furnish evidence that passenger travel on our railroads has become safer with the passing years and many roods have established phenomenal records since the year 1917 when the Interstate Commerce Commission first published passenger accident statistics. These record* hare been carefully analyzed in order to determine which railroad or railroad system has operated the greatest number of passenger miles without a passenger being killed hi a train accident. The result of this study is the basis of our Special Safety Award, a feature of our program tonight, and I request W. H. Cameron, our managing director, to please read the commemorative citation authorized by the National Safety Council. W. H. Cams : "National Salety Council Certificate of Special Commendation, awarded the New York Central Lines: The New York Central Railroad Company, seven consecutive years* dear record: The Michigan Central Railroad, nine consecutive years' dear record; The Boston & Albany Railroad, fourteen consecutive years* clear record; The Pittsburgh and Lake Erie Railroad Company, fourteen consecutive years' dear record, in recognition of their outstanding achievements in the field of safe rail transportation, these four units of the System having recorded a combined total of 26,947,687,000 passenger miles during the seven consecutive years. 1924 to 1930, with out a passenger killed m a train accident, the greatest number that stands credited to any railroad, according to the official records of the Interstate Commerce Com mission as of January 1, 1931." President Bebcqoisx: Before presenting this evidence of superiority in accident prevention to the great railroad which merits It, I want to remark that R. D. Starbuck of the New York Central Unes is our guest of honor as the official representative of this railroad system. It is indeed a great pleasure to have him with us as our guest on this occasion. With this Certificate of Special Commendation goes our congratula tions and best wishes for further achievement in the field of railroad safety. I have the honor to present to you K. B, Starback, vice-president of The New York Central Lines, R. D- Stabbvck : On behalf of The Ntw York Central Lines, I wish to express sincere appreciation of the honor that has been conferred upon us. There is real satis faction in tlie realization that, with other railroads, we are succeeding in making rail transportation increasingly safe in this country each year. That we of the New York Central should achieve a record in our passenger safety department worthy of special award by the National Safety Council, indeed most gratifying and should prove an added inspiration for continued effort in providing the utmost possible safety to the public. This record has not been attained by any group of individuals, nor by any special class of employees. Whatever credit is due properly should go to all classes of our employees who have loyally and earnestly endeavored to put into practice the funda mental policy of our system, safe and dependable transportation service. To you, President Bergquist, to your Executive Committee, and to the National Council as a whole, we of the New York Central extend all good wishes for continued success fn the worthy cause of universal safety. I thank you very much. President Bekoquist: Now then I am about to vanish from the program, which will be continued under the direction of a very distinguished and able gentleman. He is by education and training an engineer. He is also an author. He Wat a pro fessor in two different universities. He was engaged in transportation activities some what early in his career. But through the final stagey of success, he finally landed at 34 Twentieth Congress--National Safety Council the rock bottom n> railroads by becoming president of the General Crushed Stone Company. It gives me very great pleasure to introduce to our members and guests tonight, Otho M. Graves, your toastmaster, who will conduct the remainder ot the program. Remarks by the Banquet Toastmaster Tuavimasicx Gkavks r I want you to know that I am most deeply appreciative o! the honor which you have conferred upon me, and I think also upon the industry with which I am connected, in asking me to be the toastmaster of so distinguished a gather ing * So large a gathering as this is stimulating and inspiring to us alt and most be encouraging to your officers. Regardless of the difference in our various occupations, we are gathered here tonight motivated by similar impulses, imbued with common ideals, aiui sharing the common purpose of endeavoring to make this country a safer and. tlierefore, a happier place in which to live. By attendance at the Congress and at thi* banquet tonight, we refresh enthusiasm, quicken spirits, and dedicate ourselves anew to the humanitarian work in which we are engaged, ITUs is a surprisingly large audience and when we consider the difficult and trying times in which we lire, it be comes all the more evident that you place your faith and confidence in the work of this Council and ra the work of your officers. In the last few years it has become increasingly evident that of all the material with which roan has to work, there is none so vitally important nor so fascinating as the human. A relatively new thought is manifestly permeating industrial activity, a keener per ception of the interdependence of employer and employee, a relationship which now approaches economic equality. Industry is demanding a new type of executive who not only thoroughly understands the processes of manufacture, but who sees and sympathetically shares the personal problems of his men, cue who while governing and directing, creates in those associated with him enthusiastic cooperation; a leader and not a boss, coe whose qualities of integrity, judicial fairness, aod human kindness awaken the loyalty and hold the confidence of his men. I am firmly convinced, as I know you are also, that the employee, if he believes that the interest of his employer in his welfare and in his contentment of mind is jvromiited by ordinary human kindness and sympathy, will admire and respect his leader all tlie more. On some previous occasions, and also I trust I will repeat it again in the future. 1 have called to the attention of those who have labor under their control, that t wish we might all carry in oar minds and hearts those lines of Pope which, though written nearly two centuries ago, seem prophetic in their application. "Teach me to feel another's woe, To hide the faults I sec; That mercy I to others show, That mercy show to me." May God speed the day when titat spirit shall guide our thought and govern our conduct. This morning I had a very delightful conversation with a gentleman whom I met for the first time. He told me, under pressure froam me, a good deal about himself which was quite fascinating. I can't repeat it all to you. You will have the pleasure nf listening to him in a few moments for yourself aud judge for yourself as to lle interest I had this morning in what he was saying. He has had degrees from the University of Glasgow and the University of London. Me is a minister in the Presbyterian Church of the United States, I think it is called the National Presbyterian Church, He is a poet, a lecturer, and a preacher. But the thing that interested me most was a bit of personal history which I am quite sure he didn't think that X would share with you, but I Am going to do it. Annual Bantjuet 35 He told me wheo he was a young minister in tltc Scotch Presbyterian Church, lie met a young American girl in Scotland and fell in love with Her, and they didn't see each other tor nine years, when he came to America and became a minister of the National Presbyterian Church. Whether his being in love had anything to do with this slight change in denomination remains unrelated, but at any rate, after a lapse of mne year?, they met again and were married; and he tells me they are still married. I am thinking the romance there made the poet of hint; and 1 am also thinking the appeal necessary to win her after nine years of inactivity made him the lecturer that lie is; and I am also thinking, because of the tender way in which lie spoke of her, that the only way he knew to thank God for her was to become a preacher. It is with confidence aud pleasure that I present to vow one whom many of you already know, Dr. Robert MatGowan ot Pittsburgh. The Moral Aspects of Accident Prevention By ROBERT MACQOWAK, D-D. Minister, Beliefield Presbyterian Church, Pittsburgh, Pa. When 1 came to this country' and found out some of the things that were Happening here, 1 just loved it, and one of the things that drew me to it was this National Safety Council- It wasn't very old at the tinie I came to this country firs*, but don't you see what H meant to me? It meant this: that it was placing the empltasts where it properly belongs forever in tins country. The first thing that matters in America is not land and landlords, and it isn't big business and big dollars. The first thing tliat matters is man and woman and boy and girt, human beings like ourselves, brought together here tonight. If that is not true today, then we have ourselves to blame, be cause it is written into die Constitution of the United States of America. I found that in dais country every man is a worker, or should be. In England a gentleman is a man who doesn't work or who doesn't need to work, as you know; hut in this country, as you also know, we call that fellow a tramp, don't we? Every man until the end of his time wants to be exercising his faculties in some way or other. Every man is interested in his job because it is part of himself, it is his own personality. In it he is expressing himself. . When men are not at work, you can sec it written on tlteir countenances, you can see it in their clothes, you can see it in themselves. They lack initiative, sell-cxpression, the thing that every man slwuld have by the Grace of God, A good job--1 hope it will soon come back again for every man and woman who wants to work in this big country of ours. Don't you know tliat work is tile future'basis of the brotherhood of mankind? Maybe Russia is telling us. It can't all be lies that they are living over yonder. A lot of it is, and time hi going to show us itist wliat tlw lie is, but there is one truth, that men must be workers together for the common good, and with the common good in their heart and in their pocket if they are to be brothers unto the ends of the earth. Well, now what about jobs? Safely means jobs, this, that, and the other kind. In order that a job may be done right, there are certain simple provision>, certain con siderations that we must keep in mind. The first thing is this: a job mint be done skillfully. An unskilled man is a menace in any job, whether it is driving a nail or driving an engine. An unskilled man will spoil any job and will spoil it for the other fellow, too. It should be done on schedule. Regularity and punctuality are a part of the life of a null just as much as they are a part of the life of a school. It is the rush work that causes the accidents, the piling op of the work until the end of the week or aocoe other time. It should be kept up to the atnrte. Regularity and punctuality sometimes save a lot of disaster. And then, work should he done safely, and here the third important item in the wholr bewoc An on- 36 Twentieth Congress--National Safety Council Skilled man means loss of material for you, as the employer, and lor the fellows engaged in the wotlc. A piece of pottery thrown down can never be replaced. It is lost, it is done, it is money lost- Lost time is the same thing, and if there be no safely, it is lost lift*, lost skill, lost labor, lost manhood, lost enthusiasm, lost inspiration, and loss of everything that makes the wheels go round. You knew, I sun a safety man from away back. I spend the summer with my father down in our summer home. The old gentleman lias a funny habit When he burns a match, he never throws it away. He worked in the dye works in the old country. He has been ten years retired but he is still continuing to do it. He puts the matches back into the old box and he sees that every match is out before it goes in there. You sec he was a safety man before men thought about safety. He practiced it and lived it. The National Safety Council just endeavoring to organize die sentiment that is in every good man's heart and always has been, for the preservation of the safety and of the life of our fellow men and women, and they are doing ft to the queen's taste. You know, this country went through its Revolution. Russia Is going through its Revolution and having a pretty easy time of it m comparison to what we had. They are simply taking the lessons that civilization elsewhere has gone through Itdl to learn, and she is taking them easily and applying than in her own country for her own time, and there is plenty of work to do in building the things wc hare already built. Rut away bade m the middle of the last eeutury, there came the Industrial Revolution. Before that time, well, there wasn't very mock need of safety. Men U>ok a little time. ` In 1835 the Patent Office had been established in Washington, D. C. In iwemy years, they liad 60,000 patents registered for machinery. Smce that time, millions have been entered there, and are being entered still- Steinmetz and Edison and the rest of them--they were the forerunners of H all. Here were these great monsters, then, ready to devour us; voracious, hungry, eating up human life at an incredible rate. In Pittsburgh in 1900, 600 men died in one year in the mills, killed at their .work. That has been largely eliminated. Why? Because the Safety Council has been busy and the mills now are safer places to live in. and cities, we hope, will sometime became safer places to live in, too. : Now, what caused it all? It was just a new vision dawning on die minds oi great industrial leaders. Mai said to themselves, "We have recognized now that after all is said and done, the important mutter is not the mill; it is die man. It is not tht work; it is the worker. It is not the produce; it is the producer," We must have the right kind of men thinking the right way and tfvhlg the right kind of life within our mills, and if we do, things will go well with us. Now, how is it that men are related to safety in their work? I am related to machinery- 1 am a clergyman, but I have a car and I have got to monkey around with that car occasionally. It is spitting now Mid I wfll have to look after it and my bmk is busted and I don't know what I am going to do. But still, I am a pan of the machinery age. Then three things arc our concern. First,' the construction of that thing, whatever it may be, a glass, a cigar, a motor car, an automobile, anything at Ml. If there is imperfect workmanship there, I nay be driving my new ear along the highway someday and because of these imperfections, I may get my neck broken, and somebody else with me. * Then the care of the car. That :* myself, my job, Do I drive in to have it looked over, oiled and greased, and the little things done? No, I just postpone it, thinking, Oh well, there is plenty of time, and then, Bang! There is a crash. Or. it may be in tle control of the car. That is myself again. I am belund the wheel. What am I going to do? How am I going to drive? When a man goes thirty miles an hour, he i* going. When be is going forty miles an hour, he is going some where. When he is going seventy-five mile* an Hour, he Is going to bell. ^ The point is this: there is nothing wrong with the machine. It is the man behind ,, AmmeU Banquet 37 the wheel. Let's say it again altogether: in politics, in religion, in business, in the home, I don't care what the thing may be, it is what you said, Mr. Toastmaster, it is the human. It is the creation of life that is our business at this minute. What we want is manhood and womanhood--the man behind the wheel. You remember the story m the CHd Testament about Jehu. The folks looked up the road and saw a big cloud of diist rising and they said, 'There he comes! See his horses. See him galloping.'' And a stranger said, "Who is it?'* And they answered, "That is Jehu, the son of Hanani. He driveth furiously." There was nothing wrong with his horses; they were perfectly decent horses. There was nothing wrong with his chariot; it was well made like any chariot in those times. He was a king, but it was a furious man who held the reins, and that is the trouble in this country at this present minute. Here are the enemies of tlus cause. Can I state them to you very simply? The enemies of our cause are found in the very nature of the thing itself. Let me con gratulate you folks m Chicago on your Planetarium. That is an education. The lights go out and you Tee the panorama, of the skies floating about you. then the lecturer talks to you about the order and imvCorvmty of nature, the order and the uniformity of law everywhere. Well, that is Just what *re are up against when we go out to a mill or anywhere else. I drop a hammer and it falls cm ray toe and I have a sore toe. So I have to watch the processes of law, universal in the world. We are in a world that is sometimes ra oar favor and sometimes very much against us, a world of frustration and limitation, where men have to struggle to get the things that arc worth while, where if they are to achieve, they must make sacrifices. Nature so proclaims it. and when you go to work in a mill, there are the laws that have to be observed. If you don't observe them there will come the crash. You know, I learned tc be a philosopher wjeu 1 was * little fellow. Little children are very Imitative and they want to do wltat you do. The plumber had been at our home, and I had seen him put the poker in the fife and titen put It up to his cheek to see it K was hot enough. I though* 1 could do the same thing, so I shoved the poker into the fire and it came out red hot, and I proceeded to see if it was hot enough. I didn't do it again. No, I don't hare a scar, but I teamed respect for nature's laws. The worst atheist in the world doesn't say. "I don't believe in God," but rather T don't believe in nature's laws and I can abuse them as I want to." I don't care what else you believe in, I don't care what else you respect, but first respect tin; universe and the laws that are there for you in the control of your con duct, and everything else will come right with you. - Then there are the hazards of occupation. Go into the big nulls yonder. I see hi (here weight, I see speed, I sec power. These Heel plates look like flapjacks befog turned over by these mighty arms. It is a marvelous thing, but just think of the danger, the power of it This sense of power, you know, is in the universe around you. Let me tell you something: if you get it into your mind, you will not go into the mill and put your dinner-pail down and begin grumbling. You will go in as though you were going Into church, with a genuine respect for the universe of power. What have you In a milt? What is it? Listen to me. It is the concentrated power of God's universe in one little comer of the globe. There it is--and you are going to play with it and trifle with it ? No. you don't. You won't do it for very long. Respect the power that is there. Then there is a last thing that is tut enemy of our cause, and that is the human nature itself, the temperament of man. What do wc call it? Is it recklessness? I don't like the word. Why not call it toreckfutness and spell H with a V ? Oh no, I say as a Scotchman, it is not in my blood to be Kke that. Don't you remember what Bobby Boms said: "Patient cautious self-control is wisdom's root" Now reed it this way: Patient, cautious self-control is safety's root. How is that? 38 Twentieth Congress--National Safety Council It couldn't he better. You need the right Jemd of a man tor a safety workqr or a safety citizen, or a safety anything else. It is this wrcckfulness that makes the woman run for. a gun, you know, when they have a wee Quarrel. Better the divorce court any time than that. We run for a pistol when we get angry at one another; we want to shoot somebody. It is like the Irishman--do you remember him?--who was scared to death during the night when it was all dark, and he saw an apparition at the foot of his bed and he drew his pistol and shot. The next morning he found a hole in his shirt, and somebody said, "Well, what did you do about it, Pat?** "Oh," he said, *`I just thanked God I wasn't in the shirt when it happened." Then there is something more. This is a little bit of what we call thoughtfulness. I don't know whether to call a man crazy when he drives the way some people do, or just plain dumb--helplessly dumb. Is that right? They sail along through the side streets with their hats tilted on the side of their heads and maybe they are driving with one hand at that, and when you get them alone they are boasting all the time about the speed they matte. How often we are called in to see accidents and we hear Itow it happened, and it is this: I didn't think. I didn't think it could happen. And what of the selfishness of men, the men who go around, wIkj simply and deliber ately don't earn what happens? They have go-t to get on their way. They are the hogs. You kikAV tlte swine don't obey traffic light?. The traffic light put up for intelligent people. Don't be the selfish man. These are the enemies of our cause and are Largely within ourselves, but there are also one or two friends of the cause we have to emphasize. The first is the instinct of self-preservation. It goes way back to the beginning of time, when men first learned the difference between good and eviL The tilings that hurt their body, they learned to avoid and they called them evil. The things that helped them and made them strong, they called good. Morality Had a physical basis, largely, to begin with, but there arc some men in our own time who haven't sense enough to come out of the rain. They go back again and do the things that- arc kilting them and destroying them and wounding their bodies, and their souls as well. This instinct of scU-pr$ervation is sometiling that we have to develop for our own time, to develop and encourage iu the lives of boys and girls. It is a business for all of us Who are in contact with life i(l teaching young life how to guard itself from danger. The second friend is the instinct of adaptation; that Is to say, you can very easily become accustomed to a new environment. There is au instinct of response in your nature. Science tells us that all life is reduced to response today: the response of that flower, for example, to the sun; the response of a man's mind to the teacher; the response of a tittle child to a motlwr, the response of a sweetheart to his beloved. And so the environment around us is waiting for the right response. And there is the automobile sense, the speed sense, electric sense. There Is a transmutation of these functions ydthin our own nature. Man is applying himself m new v*vs and is learning new lessons, and all the while and In the process of rt. adjusting himself into the new world into which he was born, a world of expert machinery, delicate and sensitive, that he has to guard himself against. Here we are gathered together, interested in one another and in a common cause. We love to be together. We are human beings like one another physically and in our needs and in our work is the basis upon which all community service has to be built as the generations pass by. - These are tire things tliat we must cultivate in human experience, if the safety business is to make the progress that it must. . So I just want to say this in dosing, aod give you the three things I would advise: First, practice the simple, plain, ordinary, everyday virtue*. If you want a code ol Annual Banquet 39 ethics foe your safety movement. I would point you back to the Sermon on tlus Mount. Be a little generous to one another, a little merciful, a little patient, a little kind. The second thing is this: practice the pause- The poet lias to do it m his lines rise he will end in trouble, and true poetry is just the music ol the pause. The orator has to do it If he does not pause, he will swamp bis hearers with oratory. So. I say practice the pause. Practice it when you are out in traffic. Shall we call It the "patience pause ?** When you come to the left hand turn at the street corner, or you Me somebody backing around and you want to get through, two seconds will save a busted wheel and a broken neck. Take a little time, wait a minute, don't be in such a big hurry. And then the last thing is brotherhood. Practice the principles of brotherhood. Do you feel it that way? Do you feel it is bring spread abroad into our big world? The safety business has got to be taken up by all countries in a big way. Our basic principles are brotherhood. Spell brotherhood, and in the accomplishment of that end. we shall reach the broader, the deeper, the more elevated conception of the thing that we call safety*--safety for mankind. R. L. Stevenson, when he was dying, was down in the South Sea Isles. The native chiefs loved him. and they said, "Let's do something for him before he dies/' So they built him a road, a mad from the mountain where he lived down to the water he loved so well, and alter the road was built they went to present it to him. It is a beautiful thing even yet. And tliey said, "Master, this is for you, built in your Jkmtor, and we have called it, 'The Road of tie Loving Heart*.** That is why I am in the Safety Council, why am In its work, and why I am here tonight. I want to be one of the builders of the Road of the Loving Heart, through our country's life and out yonder into the larger life of mankind everywhere. Toastmastek Graves*. I am sure, Dr. MacGcwan. that if ail of this audience could speak to you as I only for the moment am privileged to do. they would join with me in expressing to you our deepest appreciation for one of the most delightful safety talks that arty of ts have ever heard. I have known Mr. Bcrgquist only a short time, but X am quite able to realize In that small space of time why he has been elected for a second term. 1 enjoyed, as 1 know you did. the scholarly analysis *n his address to us this evening. I realize that bbisd him is an mnnualiy competent, capable, well Informed, energetic executive; committee, and back of that, a board of directors, all of whom are giving imstintingly of their time and thought and energy, I know that not only this Council, but American industry Is indebted to these men who helped this Council. I am also aware of something further than that, and that is that their work could not be dixie except for the voluntary support of alt of the In dustries which you present tonight so ably represent: a thousand men on countless committees, serving independently of Me another, and yet correlating theii work, exchanging ideas of one industry with another, all through the magnificent clearing house of the Safety Council. Somehow or other the strode occurs that the Xatkxml Safety Council is like a lantern, lighting the feet of the rood to which Dr. MacGowan has just referred. Now then, if this Safety Council b a lantern lighting the pathway as it strctcfics before us. it has a tight within It and don't you agree with me that that light is Will Cameron? It is a difficult task to introduce the second and last of our speakers. He tells me he is a Pcrmsyhrina Irish Quaker. In nsy sojoarn in Pennsylvania, I thought there were only Quakers and Dutch there. Alt of tts who tmov jinny Clhsen know that from time to time we lose him. He has organized Chambers of Cooncrce and after they are running well, they lose him. He has been manager of the order deportment of the Bethlehem Steel Company, ami when they had all the orders they todd handle, they lost him. He has talked all over the United States to service dubs. Khnms. Rotary. Lk>ns, Four-Square, and all the 40 Twentieth Congress--National Safety Council others. They all lost him. Me Is just a little too big (aad I man this sincerely) for any one job. He has that genius, I think, of ralizing what so few of us do, that humor drives home reason quicker than anything else. And so without snore ado. I present to you Jimmy Gbeen, our inspirational humorist of America. How's Your Spizzerinktum? By JAMES E. GHEEN New York City I don't think any one in the room envies me the position I now occupy, following that wonderful address we all listened to so intently that was given by Dr. MacGowan. I remember speaking one time in Jackson, Michigan, where there were three speakers on the regular program and I was sandwiched m between the other two, aad the gentleman preceding me lad made a very remarkable address. When I rose to speak, I said 1 felt like the oyster in the oyster stew that met the other oyster and said, "Hello, how arc you?** "I am all right, but, by the way, where arc we ?" "We arc at a church supper." "Then," said the first oyster, "`what the dickens are both of os doing here?" It would seem to me better to have dismissed you after that wonderful address of Dr. MacGowan's, But, when the third speaker was introduced, he arose and said, *'I have no compunc tion about being referred to as an oyster, but he didn't tell ail the story. A snail boy at the church supper was called upon to eat the two oysters. Hi* mother bad given him one, and presuming that he had eaten it, she said, `Son, don't yew watt the other oyster now?* And he replied, `Huh hi*, (puckering up his face) I don't want this one'." Football having been mentioned here this evening, I sort of feel that I am inter ference. I remember that story told by a football roan who saw a game of football in the southern part of the United States played by colored boys. It was a fast game; played between two ctubs that called themselves the I-Will Arise Club and the CoroeLaie-and-Leave-Early Club. (The latter club was composed of members of boards of directors. I imagine.) The little quarter back of the I-Will-Arise Club was so proud of his club and so pompous that he never used numbers less than a hundred thousand. When he caled his signals, he would call them something like this; "Three hundred forty-two trillion." And then the ball was passed and away they would go, but they didn't go very far because they met some stiff opposition from the CoroeLatc-and-Leave-Early Club. One day a great inspiration struck him and he thought that was the psychological moment to put in the reserve full back, so he looked over to the bench where the reserves were sitting and called one of the finest specimens of manhood he ever saw,-- a great big black man, six foot, six -inches tall, weighing 225 pounds, and built like a panther. The quarter back called, "Four hundred sixty-two trillion." But the big full back said, "Never mind them big numbers. Just give tne the ball." They did and he started around the end. He lad supple hips, and every time a wouldbe tackier would come to him. he would knock him to one side. And when he got Out in front of the improvised grandstand where the colored girls were, he threw back his head and said, "Interference, follow me!" So I fed something like that interference, but I come hare, glad to see you laugh, and to know why you do laugh. I was in Denver, Colorado in 1924 and a man came up to me and said, "Jimmy, did Annual Banquet 41 you ever hear this one? To him who feels, life is a tragedy. To him who thinks, life is a comedy.'" .... 4 That is the reason you laugh, because you men in this national safety movement don't just feel badly about what has happened; you haven't just felt about it, but you have thought about it also, ami therefore, you can smile at least, and perbaus laugh. Now, at borne, my wife says that I am a wit. Some of her friends agree that she is half right, so I don't know, sometimes, just how foolish I am. Probably no after dinner speaker does. Now when I go out to speak on occasions like this, my wife admonishes me not to be a fool and not to talk too long, and whoever started this meeting left a watch right here, so I will make what I call a timely address by re ferring to the watch occasionally. You can look at yours if you want to. 1 don't mind a bit, but don't {Hit it up to your ear and shake it; dat is embarrassing. I have had embarrassing moments on platforms, a* other speakers have. I beard recently of a publication offering a dollar prize to the person suggesting the most embarrassing moment he had ever experienced, and a man wrote inland said, "Send the dollar to me. The other night I went home and found my wife sitting on another nan's Up, and she was embarrassed, too. so you had better send two dollars.* The answer came back, "I am sending three dollars. I imagine the other fellow was embarrassed also." , __ ., , , , ` I am not feeling exactly embarrassed tonight. I love the way the New York dele gation sang trier there. Every once in awhile the rest of you sang. I couldn't help singing. Mr. Starbttck and I sat there and harmonized beautifully. I am a good singer. All my family are good singers. We bad to be good singers--we lud m lock on the bathroom door. . , ... That Is the reason, when I come to a party like this. I like to stng and L like to laugh and I like to sec other people laugh, and I am so glad that the ladies are here tonight. Women's minds art cleaner than men's, but they ought to be. They change them oftener. . . , 1 was so glad to hear Dr, MacGowan talk about this wreckfulncss and this burry and this blurry, where with all the speed that we have these days we keep thinking wc must hurry and we go at a rapid pace, and sometimes even in speaking we try to talk as fast as FlOyd Gibbons. There is no reason for it. Someone Ha* said that w President Hoover knows what is in the Wickersham Report, Floyd Gibbons most have read it to him. ., I was down in Albany, the state capital of New York, one time, and I was in the office of Marie Grave, former Tax Commissioner and now Director of Budget*. One of these excited individuals ran in and Slid, "Mark, where can I get bold of Miss Osgood?" "Well, I don't know." Marie said, "she s awfully ticklish. I was in a restaurant in New York* City one day and another one of these excited individuals came in and sat down beside me and rapped on the counter. The waitress said, "What can I do for you?" He said, "I want some turtle soup and I want it in a liurry" And the waitress said, "All right, but I can't get it for you in a hurry. You know Isow these turtles are." ^ I was brought up to safety when I was in the Bethlehem Steel Company making some steel and some speeches. Now I am making all speeches and no steel, but I learned a lot about safety. I has. watched the movement with a great deal of interest and I know this matter of speed, this matter of harry that has come upon us, we have to eliminate in some way. I don't know, for instance, whether most people are careless or not I hope they are, in order that 1 can say what I have to say in this connection. The majority are careless, I hope, because I.aevcr believed so much in majorities. I remember the time, for instance, of the Great Flood wl*en only one man had sense enough to come Twentieth Congress--National Safety Cornell in out of the wet. That is what I am trying to get over to you, that it is not the majority that is always right, after all. Here is Mr. Starbuck here with his wonderful railroad, and I think back in railroad circles and transportation circles, when Nancy Hanks went a mile in a couple of minutes; then we had the Empire State Express; then we had all these automobiles and flying machines and motor boats. Now they tell me they are perfecting some device down in New York City where you can put a man in a tube, press a button, and he will arrive in San Francisco two hours before he left. That going some. If you want to keep up that pace, don't go down into Ohio. I went into a certain store there and no one came to wait on me. I knocked impatiently on the counter and still no one came. I knocked loader and a voice in the rear of the store said, "What do you want?" 1 said, "I want to get waited on." And he said, MWould you mind comm' tack sometime when I am standin' up?" But, shall we continue to hurry? X don't know, and I stand up here, embarrassed for fear I will make some slip, or some error in grammar. I think of the two negatives which make a positive. A little girl heard that at school and she went home and tried to explain it to her mother; but mother couldn't understand it, and finally she said, "I ain't got no time; that Is positive.** We all make mistakes and I think many of them can be attributed to this hurry and blurry. I think of the Frenchman who was called upon to make an after-dinner speech. Everything liad been hurry and blurry and he knew there wasn't time to make a speech, so when he was called upon, he said, `'Ladies and Gentlemen; I do not want to cockroach upon your time." A gentleman sitting beside him pulkd his sleeve and said, MI beg your pardon, old chap, but you have used the wrong word. You said `cockroach'; you should say 'encroach.'" Yon know how apologetic the French are, so he said, `T beg *e pardon. 1 have made ze great mistake. I say cockroach; I should say hencroach. I use se wrong gender*--that is all." Down i Bethlehem they lave the Pennsylvania Dutch. They are' very wonderful people but they do get mixed up in their language. 1 remember a fellow who wanted to go to Allentown, six miles away, so Ik said to the station agent, "Vot time does the next train back from Allentown come out?" The agent said: "You mean, what tune does it arrive or leave?" And he said, "Yes." I think sometimes we hurry too last. A man came into my office and he said, "Mr. Ghccu, I liave a machine here. You buy this machine and it will cut your work right in half," I bought two. Who wouldn't? 1 am interested ut this safety movement. All my life I have been interested id the National Safety Council and I know what you Imre accomplished. I know that it is because you followed certain law's and you followed certain rules. Dr. MacGowan told you that you couhht t break :he laws. You can break ttie rules, but not the law*. Thcy will break you, as lie told you. ' Take for instance die suspender business. Now, what would tlie suspender business amount to if it wasn't for the law of gravitation' So we have to have laws and we have to have rules, and l believe that yom success in die Council, as l have watched tt from the outside, lias come about because you have fallowed certain laws. If you continue to follow them you will enjoy even greater success titan that you have enjoyed in the past. I believe that the National Safety Council can do anything it wants to do. provided, first., that it knows exactly what it wants to do: second, that it wants it hard enough; third, that It confidently expects to be *ble to do it; fourth, that it per- Annual Banquet 43 sistemly determine* to do it; and fifth, that it is wining u make tle sacrifice neces sary for its accomplishment. Now, they arc good rules but bitter medicine. A lot ot organizations that I have met in my time didn't know why they were organized, didn't know what they were trying to do, and didn't have courage to do the things that they slnmld have attempted to do. The National Safety Council, hi tU>* gwne by ami in days to come, wilt attempt to do things because it Is a strong organization of many uicml>crv it will attempt to do those things that not one of you a* an individual wnuM dare to attempt to da. That is the reason you have an organization. That is what Uxr organization is worth. That is the reason it continues to do things. And so I would say to you who have never served on the board of directors or the executive committee, it is not an easy task. I have never been there myself, and yet I know it is difficult for them to outline a definite* comprehensive program that is satisfactory to all. It is not an easy thing for any organization to know exactly what it wants to do, and these organizations and these Individuals who go through life and achieve a measure of success without having a well defined plan. why. some times I don't even feel like calling it success. It seems to me that they have been simply lucky, and you know business people usl to use luck as one of tlw* laws. They had two laws for success in business in the o-kl days: the laws of pluck amt luck. You had to have Kick to find somebody to pluck. Know exactly what you want to do. Somebody said something in my introduction about somebody being inebriated. 1 didn't know what was coming. But I was thinking of the inebriated man who know what he wanted. He went to one of these telephones where you drop a nickel in the slot. He called his number ami the girt said. "Drop a nickel, please." He said. "Listen, girlie, I know what I want, I want conversation with a friend, not financial advice front a stranger/' There, you sees, he knew what lie wanted. That is important, and I say it is very difficult for an organization of this kind to achieve the success that you can, amt that you have in the past, if you don't know exactly what you want to do. A man called up a lumber yard and said, "Send me twelve 2xl0's right away." The fellow said, "How long do you warn them?" "Well*" he said, "I want them a tong while, I am going to put them under the porch." Bless hts heart, he knew what He wanted, but he couldn't tell about it. And you want it hard enough, i can say truthfully and sincerely tiiat I have met no group of men more interested in their work tlian are the safety men that 1 have met. You have been somehow imbued with a spirit-of absolute sincerity. It wasn't just a job tor you, it was more than a job. It was this work of humanity. It was a sincere, positive thing for you, something you wanted with all your heart and strength and might to accomplish, because you believed m it. That is wanting it hard enough, and I say that any man who goes into this safety work, or any cor poration or industry that goes into this safety work, not having that same idea of it, is stupidAnd speaking of stupid people, Lew Fields used to tell the story of a man he knew. After talking to him at great length. Fields said, "You know less about more things than any man I ever met." There are people like that. You have probably met them. I am sure, however, that they don't belong to this organization. Strange as it may seem, the most stupid person I ever met was a girl. I talked to her at great length and I couldn't get a sensible reply to any of my questions. Finally, I said. "Girl, you are the most stupid person I ever met in my life. Is there anybody in your family as stupid as you are?" She said. "Yes, my uncle." And I said, "Well, how stupid is he?" Twentieth Congress-National Safety Council Ami she said, "He is all bent over like this." (Stealing ever.) Now what could you do with a person like that? U|i in Troy, New York, only recently some man -was awakened early in the mornta* by a knock on his back door. Half awake, he arose and reached in the close! for his bathrobe ami got ahold of his wife's kin?ona. He went down to the back door and there was the iceman, and the iceman threw Ins arms abort his neck and kissed him. The fellow went back upstairs trying to figure it out, and he finally deckled that the iceman's wife must have a kimooa exactly the same color as his wife's. Now, you are not going to be that stupid. When this great National Safely Council puts something in their program that they have considered for weeks and months and years, perhaps, you arc not going to be so stupid that you are not going to warn with all your might and strength, to do it. Over m Massachusetts--I guess that is far enough away--two fellows fished all day without much success, but as they started tome at nightfall, they thought they might throw out their lines once more. They did, and both got a strike. They fiddled with the strike, but the fish Koi away, and aii excited, one man said to tlic other, `'Mark that spot 90 we can fish here tomorrow.** Then they went back to the dock and put the boat away, and one fellow ad, '*Dd you mark the spot where we had that strike today?" The other fellow said, "Sure I marked it. I pot a chalk mark on the boat" And the other fellow said, "Why, you big fool, maybe we won't have tl>e same boat tomorrow.*' So much for stupidity. ' Then you come to ibis third rule of confidently expecting. 1 don't believe in an organization putting something into their program of work if they don't have faith enough and courage enough to believe they are going to he able to do it Confidence in yourselves--surely you must have it itv all the organizations with which l have been acquainted, there are those who say, "ft can't be done." 1 know Will Cameron has heard them say it. I remember that down in New York, in an architect's office, is a sign which says: "They said it couldn't be done, big we pour fouls didn't know about it, so we went ahead and did it." Maybe that is what you have done in the National Safety Council--you didn't know it couldn't be done--*0 you just went ahead and did it- If there is any man among you who. when this organization proposes to do some thing, you perchance feels it can't be done, then you slip down into the research laboratory of wue industry to which you can gain access, and talk to those men. I propliesy they will tell you that in a research laboratory (hey never dare say it can't be done, until the last time they are willing to try it. Tim is the reason you lave succeeded That >s the reason you will continue to succeed. I am sure- It is the same old optimism we have talked about for years and years, the faith we must have in ourselve*. Mention having been made of the fact that I used to work for the Bethlehem Steel Comiiany. I will tell yoti that while there I was oe of the proud possessor* of the much loved four-column pins which Mr. Schwab gave to department heads and executives, a very beautiful pin. \Ve` formed a club or organization and met once a year, at Christmas time, when Ah-'Schwab gave us a dinner. One dinner stands out--that of December. 1914. At this dinner, however, Mr. Schwab was just as optimistic as usual, and as a tribute to him, I want to say he is the greatest optimist in America on America. I remember that m his private office at Bcthldicm, the walls were all hung with personally autographed photograph* of men of America and Europe and Asia whom In? knew. One of these always caught my attention, a picture of Thomas Edison. On h he had written, "From Tran to Charley, the greatest optimist of them all." And this night. Mr. Schwab was, as hi* usual self, urging us alt to be optimists Annual Banquet 45 even though days were dark, and every time he introduced somebody, lie worked in the word, optimist. There sat along side of me an Irishman who finally said to me: ~VVb*t is an optimist?" I said, "Well, Mr. Schwab means that business is going, to be better; that we are going to have more orders; wc are going to have more work; we are going to make more money; we are going to get larger bonuses; and we arc going to have more for the wife and kiddies." Then a great big smile broke over Pat's face and he said; "What a darn fool 1 was. I have been sitting here thinking an optimist was an eye doctor." That is the way some people go through life. They belong to &u organization and don't know what t is. They don't even know what an optimist is. I know that you men are, at least I hope you are. big men, and those companies which employ you are and have been rich enough to send you here tonight, A man came into my office the other day and transacted some business with me. He is an old friend and I always talk to him like I would my relatives, and I said to him, "Look how that coat hangs cm you, look how your trousers bag, look at your collar, it's too big--and so is your hat. Why do you wear clothes like that?" "I'll tell yoo, Jimmy," he said, `Tot a much bigger man down home." WcQL you Have got to be big men wherever you are. You are a big man now. 1 am sure, \Ve must harry on to the next rule of persistently determining 10 do the thin# you set oat to do. Why, there Is not a man here who couldn't get up and give an illustration of perseverance. You know In your own company, in your own plant, there hanx been many times even in this great safety work that you had to persevere. Visualize with me, if you will, two Irishmen holding a Scotchman up on the road. The idea was highway robbery. Can you imagine that? Well, they fought with tl*c Scotchman for more than two hours arid finally they overpowered him and took away from Him all the money he had, five cents. And as the two Irishmen sat there and nursed their wounds, Pat, with a torn car, a black eye, a broken nose, a gashed chock, and a^cfisloeated hand, said, "Mike, it's a darned good thing he didn't lave ten cents or he would have killed the both of us.M Now. that is the best story I know about perseverance. How different from the incident that occurred the other evening when I went to the moving pictures with Mrs. Gheen. I put a bill in the window, took two tickets and started for the door, and Mrs. Gheen said, "Wasn't that a five-dollar bill you put in there?" Luckily. 1 went back sutd (be four dollars were still there. I took them with much thanks and 1 said to the sweet young thing behind the window, "Do many people make that mistake and leave their change?" * . "Yes." she said, "quite a few." "What dp you do in a case like that?" "I knock on the window with a sponge." That is just the opposite. That is not (he kind of effort that has made tlte National Safety Council what h is. That is -not (he kind of effort that will nuke it grow and make it carry out this big program that you are thinking about. It is perseverance that will bring it about, there is no question about it. Then we come to that last rule of being willing to make the sacrifices. I venture to say there is not another man here who hasn't had to make 2 great sacrifice. I know the officers and staff of this organization have had to make .sacrifice after sacrifice in order to carry out their policies. Emerson said, "Nothing great is ever accomplished without enthusiasm" I can almost truthfully say, Nothing great is ever accomplished without sacrifice. Some men say they have been working hard In the safety movement That makes me think of another skk friend. Tills fellow went down to the doctor, the doctor ex amined him and said, "What you need is more exercise. What do you do for a 4<> Twentieth Congress--National Safety Council lining C He said, "I am a piano mover." And the doctor said, "Hereafter, rmne them two at a time." Now, in that great welcoming message which your President has written, he emphasized the fact that right now there must be no depression in safety. Safety - has made an impression that has nothing whatsoever to do with a depression. Sacri fice is necessary, there is no question about it. In Pittsburgh day before yesterday I listened to Mr. Grant, the general sales manager of the General Motors Corporation. Preceding him, two men had given wonderful sales demonstrations and laid down sue rules, all of which you know, on how to make a sale, Mr. Grant said, **Tltere is one more. The gentleman who spoke before me told you bow he started out in the selling business by selling books. So dkl I, and once in awhile 2 became discouraged and 1 sat m the hotel and iuafed. but after I did it several rimes, I checked up and discovered that the days I loafed, I didn't sell any books." Now, I don't mean that you loaf on the safety job. You don't very much, and so far as this organization is concerned, it seems to me that it is those people who are not too lazy--I don't mind using the word--who make it possible for this organiza tion to accomplish mote. The laziest man I ever met smoked a clay pipe. I said to him: "Why do you smoke a clay pipe * He said, "Why? Well, I'll tell you. Because, if I drop it, I don't have to pick it up." Now, there you are. Some of you may feel that way about safety, or you may feel that way about some particular plank in your program of work, that it you drop it, you don't have to pick it up. When I lived in A&any, New York, I attended a great military review of the famous Tenth Regiment Infantry of New York State. It was a wonderful spectacle but I was more interested in watching the drum major at the head of tbe'bawd, the fellow with the big hat and baton who pompously marched down the street. As he came to the comer, he would twirl his batch, turn and march on, and the band would swing around right after him. Fool that I am, 1 laughed aloud, and sitting along side of me was a mail who was wearing all sorts of decorations, and he was very much offended at my laughter, and he said, "What are you laughing at ?M And I said, "Wouldn't the dram major look foolish if the band didn't follow him }" Well, when I got back to my office the thing stayed with me, and later on I heard and saw * band coming tip Pearl Street on the way to the State Capitol. The shortest way to the capitol, up State Street, was a six. per cent grade or hilt and when they came to State Street the drum major twirled his baton,- turned, pointed up State Street, and marched up. But die band came up, saw the hill, and turned and went down Parade StreetAfter a while, he missed the sound of the drumbeats, the drumbeats of constructive criticism, the drumbeats of advice, the drumbeats of praise, the drumbeats of ad miration, at! these drumbeats tliat we humans who become drum majors like to hear. He knew there was something wrong and he didn't want to turn around. So he did the next worse thing for a drunj major to do, he dropped hta baton and when he saw the band wasn't following him, sneaked away. I have seen dram majors in organizations take their plans and programs and ambitions and put them in an in side pocket or the drawer of a desk, and slink away because the baud wouldn't follow. Never let that happen in the National Safety Council. Follow tlie drum maim. ADJOURNMENT \ TWENTIETH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Advanced Safety Engineering Under Auspices of the American Society of Safety Engineers-Engineering Section, National Safety Council, and in cooperation -with the Engineering Division, Chicago Safety Council. Friday Morning Session October 16, 1931 nv M rv l.l.nvn rWrmin The Advanced Safety Engineering Session convened with W. Dean Keeler, Secretary, ASSE-Engmeering Section, presiding. Mr. Keefer called the meeting to order and introduced the chairman, Dr. M. G. Lloyd, of the U. S. Bureau of Standards, Wash ington, D. C-, who had just bom elected General Chairman of die American Society of Safety Engineers--Engineering Section of the National Safety Council, for the coming year. Chmjuax Liovo: Mr. Keefer, members of the National Safety Council and of the Chicago Safety Council. The first subject on our program is "Building Safety Into the Machine." One of the first problems safety engineers had to contend with was guarding machinery, and dlls is still one of our big problems. In the early days machines usually had to be guarded after they were placed on the job. We all realized it was better, when it could be done, to build safety into the machine when the machine itself was manufactured. ^ We have as a speaker on this subject a man who lias had a great deal to do with the design ***** manufacture of machinery in his own plant. I take pleasure in intro ducing Mr. P. S. Lang, Department ot Machine Safety and Coordination, of the Western Electric Company. Safety Features Applied to Miscellaneous Machine Equipment By P. S. LANG Chief of Machine Safety Department, Western Electric Company, Inc,, Hawthorne Works, Chicago Ijj the early history of the design of machine equipment, provision for the health and safety of die operator was generally subordinated to the requirement for effi ciency. Protection of the operator is now recognized, however, as a design objective at least equal in importance to efficiency of die mechanism; and much improvement in safety conditions is being effected on the older existing machine equipment by the later application of guards and safety devices in the light of our present standards, 47 5 48 Twentieth Congress--National Safety Council The use of (juards aud other safety appliances must be considered from two view points, first, that of equipment now in use. the safety features of which are not up to our present standard, and second, that of proposed equipment, the design of -width is to include alt desirable safety features. The addition of protective devices to a machine not originally designer! for them js not conducive to a compact and sym metrical appearance. Care should be exercised in the addition of such features that they do not unnecessarily inconvenience the machine operator and decrease pro(taction. .From the standpoint of economy, it k necessary when considering the addition of safety appliances, to compare their cost with the value of the machine. It is fre quently found that the cost of adding the necessary safety devices to the okl machine would not be justified as it could be replaced by a new one having the desired features, at a cost not exceeding that of safeguarding the old one. (Mr. l-aiig exhibited 2S slides, photographs of which may be borrowed from the Council's headquarters office.) Figure 1 showed a screw machine in which the numerous gears, belts, and pulleys arc hazards to the operator because of their location and complete exposure. The application of a direct connected motor drive to this machine was slightly more costly than effectively guarding the belt driven unit would have been. However, the nx>re convenient operation, elimination of several belt drives, increased illumination, and belter vision in the vicinity of the machine, more than compensated for the increased expenditure.. Figure 2 showed equally effective result* in a large shop with similar machines. A simple but effective guard for a wire rewinding machine was shown in both the opened and closed positions in Figure 3. This guard, hinged at the rear, consists of a casting in the open frcrnt of which is mounted an idler roller covered by a pane of shatter-proof glass. The open position shows, the lower guard removed to present a view of the spool holding device. The purpose of this guard is to prevent small pieces of wire from being thrown off the rapidly revolving spool with the possibility of injuring the operator or other persons in the vicinity of the machine. It is common to find machines that cannot be guarded to eliminate the hazards, because of the nature of the work to which they are adapted. In such cases, it is neccssaiy to devise a safety mechanism other than a guard to meet the specific re quirements. Safety appliances of this nature were installed on the rubber mixing machines shown in Figure 4. The mechanism consists of two cross bars fixed at both ends in supporting bracket* which are pivoted in the upper part of housing* mounted on top of each side frame. Owe of the housings contains a rotary switch, which is actuated b> a pin in one of tlie cross bar supporting bracket*. A slight movement of the pivoted frame operates the switch, reversing tlic driving molor current and making it aet^ as a dynamic brake, stopping the machine. The maclune is stopped when empty, hi a 7 Vi" travel measured on the periphery of the faster mixing toll which is 18" in diameter. Tlic cross bars, which are accessible on both sides of the machine, are located so that the operator could move them with his head or body if both of his^ hands were caught between the rolls. Another `example of the application of this type of safety device is that of the iwo-hsud control on the kick press which was shown in Figure 5= This machine can not be operated until both pawls, one on each sMe of the ratchet, have been released. When properly used, injury to the operator's hands is impossible as both hands are occupied in releasing live pawls. However, with devices of this character, strict super vision is necessary to insure dial they are not intentionally rendered inoperative. The two-hand control feature 1ms also been applied to a paper shear shown in Figure 6- In this case, two levers, one on either side of the machine, must be operated simultaneously to start the slsear. If cither hand Is removed from either lever, the machine will stop. Figure 7 showed the application of safeguards to a table saw used for cutting rods, tubes arni sheets of fiber, asbestos, rubber, lead and copper. These safety devices Advanced Safety Engineering 49 prevent the operator's hoods from making contact with the routing saw and protect him from chips which fly about during the cutting cycle. The guard which covers the saw is adjustable to any thickness of work within the limits of the machine. Two iorgkxgs, one on each .side of the saw and fastened to the guide, protect the operator's finger* and hold the material in position while it is being cut. A machine, every moving part of which is guarded, was shown in Figure 8. This is used for removing the sheath from defective lead covered telephone cable- One safety feature used here is an interlocking cam on the electric control gtt-fteh lever whfch prevents the opening of the door over the rolls until the current Cor the driving motor is shut off. The cam provides a two-way interlock so that while the door is open, the switch lever cannot be moved from the "off" position, and the machine cannot be started until the door b closed, thus precluding the possibility of injury. Figure 0 showed safety attachments as installed on a jolt squeezer for the foundry which requires the operator to use both bands in the final squeezing, thereby eliminat ing the possibility of injuring the fingers. Figure 10 showed a rotary milling machine fixture used in machining the lugs of telephone switch hooks. The hooks are inserted in the fixture by hand through apertures just large enough to receive them and. after the machining operation, they arc automatically ejected. This fixture enclose# the cutter as well as the actuating mechanism, and also eliminates the hazard of flying chips. ^ Figure 11 showed a table trim saw which Ha# a motor equipped with a spring set solenoid brake and a hand wheel m place of tlie customary lever on the starting switch. The solenoid is connected in parallel with the motor circuit and is energized while the motor is running, thereby holding the brake open. Switching off the motor current de-energizes the solenoid, sets the brake, stopping the machine. The brake eliminates the acute hazard presented to an operator wishing to use a saw that, unknown to bun, had been used by another operator a few minutes earlier and t still in motion. Tlie brake is especially useful in the protection afforded a night operator should a complete power failure occur and force him to grope about in tlie darkness. Solenoid brakes-have also been applied to shapers, jointers and lathes as well as to saws. In addition to the safety feature, the time saved, in stopping a machine by solenoid brake equipment results in increased production. Figure 12 showed the adaptation of guards to a gang veneer saw. In this machine the saws are adjustably positioned on a long mandrel. It has been necessary, there fore, to design guards that will follow the saws across the machine for tlie various adjustments required. ,, Figure 13 showed an automatic feed rip saw which has been equipped with a knot deflector and a group of kick back fingers. A number of these saws have been in operation for a period of years without causing an accident. Figure 14 showed safeguards that have been applied to standard swing saw*. In addition to belt and saw guards, a substantial stop chain has been incorporated to prevent the saw from swinging beyond a safe limit. Another feature is a device which prevents rebound by automatically locking the saw frame when it has swung back to its idle position. The operator prcs* a grip located at the rear of the" carriage handle, thereby releasing the frame when he desires to make tle next cut. A thoroughly guarded belt sunder was shown in Figure 15. The motor is enclosed in a sheet metal housing, while the various chains, sanding belt, and other moving parts arc covered by sheet metal guards. All of tliese guards are hinged or have covers which may be removed readily for inspection or repair. The hinged door of the chain guard is provided with an oiling fixture which affords a convenient and safe means of lubricating the chain. The guard over the sanding belt opens into mi exhaust pipe which tarries *wy the dust. Safety device* as adapted to a produetioo wood turning lathe were shown in Figure 16. A sheet metal guard hinged at one end on a bracket fixed to tiie rear side of the 50 Twentieth Congress--National Safety Council toadstock it towered until it strikes a stop. In this position, it covers the lathe chuck and prevents chips or broken parts from being thrown beyond the confines of the machine. A floating section consisting of semi-circular pieces of sheet metal, hinged at the rear on each side o>f the mechanism and yoked by a flat piece on the top, permits the guard to be used for any variety or size of work within the range of the machine. To make the appliance more flexible, four pieces, adjustable vertic ally by loosening a wing nut ia each, are attached to each side of the floating section to accommodate the various tool setups required- The guard has a handle at the front by means of which it may be raised or towered. A counterweight attached to a lever projecting from the rear of the device balances it so that very little effort is required to raise or lower it. An arm, attached to one end of the shaft upon which the guard is hinged, follows the movement of the appliance and is arranged to actuate a limit switch at the rear of -the machine. Upon raising the device, this switch opens the trip coil circuit of a magnetic switch thereby breaking the motor circuit and stopping the machine. The machine cannot be started until the attachment has again been lowered. The motor is protected from dust by a sheet metal housing. A hood located beneath the bed of the lathe is exhausted by a suction pipe which takes away the dust and shavings as rapidly as itoy are produced. Figure 17 showed the progress made in the incorporation of protective devices in the design of a machine, it showed an old and a new style wood jointer. The older machine had been in use for approximately fifteen years while the n*yf one had just recently been installed. A design exhibiting simplicity and neat appearance was presented in Figure 18. This machine, consisting of a motor to which a chuck holding a standard drill was attached, is used for burring holes. A casting which serves the purpose of motor end bell and chock guard is split at the outer end to permit the clamping of a drill guard. Figure 19 showed a flute grinder for taps built into a dust-proof touring. An exhaust hood and a spark shield are incorporated in this design to protect the operator both from u health and an accident standpoint. In the manufacture of tinsel wire, tbe heads of the machines shown in Figure 20 revolve at the rate of' 10,500 R.P.M., making it necessary to enclose them in sub stantial guards to protect the operators from injury through cofllact with the rapidly rotating mechanism. Figures 21 and 22 showed machinery used in the manufacture of fuses. These machines were designed for single purpose work and are well safeguarded. Figure 23 showed a machine made for twisting tinsel conductors, 'The flier revolves nt 2,000 R.P.M. and is totally enclosed in substantia) guards which are so interlocked that opening the doors breaks the motor circuit and vets a brake to stop the machine. Figure 24 showed a wire drawing machine which reduces wire to the finer sizes and on which all moving parts are totally enclosed. This machine is a multiple unit machine so designed that there is no opening from the drawing compartment of one unit to that ot the other. There are two doors to each drawing compartment geared together ad pivoted so tlwtt they may be swung out of tto way to p' nit easy die stringing. The doors also prevent the compound used within tt* uachitte front being splashed on the floor. ' . Figure 25 showed built-in guards on special machinery for drawing heavy wire. On tins type of machine the wire bring drawn is completely enclosed. The take-up spool is also enclosed to prevent the possibility of the wire whipping, if it should break- The use of guards or other safety appliances should not be necessary to eliminate hazard* which may be directly attributed to faulty design in a machine, as, for example, the application of a devke to catch and hold the flywheel of a machine should its supporting shaft fail. A safety mechanism of this nature would be necessitated only by neglect on the part of the designer properly to consider the various factors affecting the life of the material used m the shaft. Of these factors. Athaxidi Safely Furjineerhu) 51 the one commonly given the least consideration is liras of fatigue failure, incorrectly known among many shop men as failure by crystallization. Fatigue crack- have their origin at points of localized stress and gradually spread across the part until failure occurs. We have found it to be more economical to consider safely problems from all angles before making any changes, and pari experience lias proven that proper safe guarding wilt speed up rather than retard machine operations. Safely supervisor* play an important part, as it has been found from accident history over a period of years that properly safeguarded machinery contributed only a small percentage of the accidents experienced in the overage manufacturing establishment. Supervisors with an intimate knowledge of the work at hand who can tench the operator to do his work properly, and see that he continues to do so, will do x*rc toward eliminating industrial accidents than could be accomplished in any other way. J. F. McCabe (Duquesue Light Company) : I would like you to ex(4aiu that lowvoliagc release a little totter; 1 believe you referred to it as a solenoid brake. Mb. Lang; We had a lot of trouhle with saws, shapers, jointers, etc. coasting. Even after the power is shut off. such machines continue to revolve anywhere from ten to thirty-five minutes. The brake was designed and installed to overcome tliat hazard. It is similar to the single plate clulcli in an automobile. When tire motor ,3 energized, the 6-pound solenoid is energized with the same impulse and pulls on a fulcrum which compresses a spring inside a housing; this is counter-balanced with another spring on the other side of the clutch plate. When the current is cut off, tto solenoid is de-energized and the two faces of the clutch come together; the rcsoidftff friction stops the machine, sometimes in two and one-half seconds. Some of our brakes have operated fur four years without repair or upkeep cost. On rubber mill* \re stop 200 horsepower motors, at 100 r.p.m. in less than one-third a revolution of tl rotor. Chairman Lloyd : I want to thank you very much, Mr- Lang, for your address and for these very valuable illustralxms. We will now pass to the next item on the program. The question of education has always been and probably always will be a very important factor in accident prevention. The Education Division of tto National Safety Council has been doing excellent work in introducing safety ideas into our elementary scliooH ami high schools. In the cities where that work has been going on far.several years there is difinite evidence of a reduction in accidents. Introducing safety into our higher insti tutions of learning has not progressed so far. Some of our engineering colleges have definitely made a start One of tto leaders in this movement is with us this morning, and I consider it a great privilege lor us to listen to Professor John \V, Hallock, head of the Department of Industrial Engineering, the University of Pittsburgh- Safety Engineering and the Student By JOHN W. HALLOCK Professor and Head, Department of Industrial Engineering, University of Pittsburgh, Pittsburgh, Pa. The engineering profession has unquestionably gone through a most astounding evolution. Starting with very simple technical equipment, tto engineer has given to our modem civilization a tong: lift of inventions. Doubtless thews have facilitated further development--and the end is not yet in sight The individual fanner of half a century ago worked from dawn to dark with relatively low individual pro ductivity. Today, with the aid of electricity, tto gas engine, improved farm machinery and other engineering improvements, the individual may produce with much less effort a vastly larger amount of economic guod. Similarly in all walks of life the influence of the engineer U strongly felt. The creation and efficient operation of 52 Twentieth Congress--National Safely Council great industries and oi great systems of transportation and communication have been most astounding phases of the evolution of the profession. The advance of engineering has brought to the engineer not only high praise for his achievements; t has imposed upon him a responsibility for the right use of the new things. In tlie days when highway traffic was entirely horse-drawn, the life and limb of pedestrians and drivers on the highway were relatively secure. The engineer devetoed the automobile and the motor truck. In answer to public demand, he developed adequate highways to carry the ever-increasing stream of traffic. But it is not enough to devise roads of proper width, grade and surface to take care of the probable intensity- over a given artery for a number of years. Curves and grade crossings must be so safeguarded as to finish the job and give us not only a amd highway but a safe highway. The flow of traffic must be so regulated as to produce tlie most efficient nod safest rue of the highway. In the field of industry, it is largely the engineer who. building on the work of tlie physicist and the chemist, has made possible the enormous enterprises which are the just pride of this country. Hundreds and even thousands of employees are the rule now rather than the exception. Dealing with masses, tlie engineer has been prune to forget the individual, his safety, and his proper place in society. Yet here, tuo. a very definite responsibility atudies to the engineer. Thts engineer who would disclaim the responsibility I have pointed out might almost as logically give a hand grenade into the hands of a small child and then claim it is the child's own fault if lie suddenly departs this life. We engineers have been too busy making hand grenades and not busy enough instructing the users of our product. * Admitting the responsibility of the engineer, where shall we begin to apply remedial measures? Statistics show our accidents as a rule under three heads--the home, tlie highway, awl the industry. Of these three, tlie engineer is concerned in a rmteh mure definite way with Cite last two. the highway and ffic industry. Touching the highway, he Is concerned in two ways, in proper design and in adequate means of regulating and controlling the use of the highway. Considering the enormity and comparative newness of die problem. I ant sure you will all agree that great strides have been made in this connection, Tlie actual solution of the problems involved is up to a relatively small number of men. It is true, of coarse, that the individual driver on the highway must be educated to the right wav of doing tilings. The engineering responsibility (and after all. that is basic) must of necessity remain in the hands of a relatively small number of Highly-trained technicians. In the field of Industry, tlie problem w different. We have for the most part congtegated individuals. We have definite working organisations with clearly-defined duties and responsibilities. Oit the other hand we have a far greater range and diversity of types of hazards. On the whole, the problem seem* more concentrated, more susceptible to attack and solution. It is therefore within this field of'application of engineering principles to safety that I shall confine my remarks. Incidentally, it is in tire field of industrial safety engineering that we have initiated oar course at the University of Pittsburgh. Before presenting to you some observations on our objectives in undertaking safety engineering instruction as a regular part of our curriculum, let me say that there have been two rather divergent views as to the methods that the engineering colleges should employ. The first is that the colleges should offer a full four year course leading to a bachelor's degree m Safety Engineering. The other extreme view is that the principle* of safety win be fully realized if we include the design and use of mechanical safeguards ir. existing design courses, with possibly a few lectures on the management of a safety organization. We feel that at the University of Pitts burgh we have met both of these viewpoints. - In the first place, all our design courses, in all branches of engineering, emphasize strongly the safety of the individual with respect to the piece of equipment being Advanced Safety Engineering 53 designed. Every faculty member offering design courses is in sufficiently intimate contact with manufacturing or operating industries to fully appreciate the importance oi design as effecting: safety in manufacture and in use. On the other tiand, the student has an opportunity to study this phase of engineering practice during his regular assignments to cooperative wurk. What I have said in regard to design courses holds true also in shop and laboratory work. We have not felt that tliere is as yet sufficient demand for individuals known as "safety engineers" to warrant a four-year program in this specialized field. We liave felt that safety, being a function of management, properly Inrlongs in a program where courses in management predominate. We have had such a four-year course since September, 19-20, known a* "Industrial Engineering."' It is in this department that our safety engineering instruction is offered and it is in this department that our students have the opportunity to specialize m the field of safety. In addition to s required two-credit course and two three-credit courses in management, in which safety features strongly, the student luut an opportunity to elect as many as six credits of additional work in this or in other specialized fields. We expect a great many of o\tr industrial engineering students to pursue advanced courses hi safety engineering work a* soon as industry prows to us that it can use men thus trained. There is another field of instruction In safety engineering which I should like to bring up--namely, graduate or extension courses. Such courses should go far toward raising the standards and securing a uniformity of practice, a lack of which has Iteretoforc weakened our cause. Just how far our colleges should lie asked to undertake such course* is problematical. Tliere are those who feel that such in struction is sub-collcglate in character. Others feel that the problems of each industry* are peculiar enough to that particular industry tlvat no college instructor can apply general principle* to the specific problems involved. The correct course to follow, it seems to me, is quite evident. If it is safety engineering that is to he taught, then our engineering colleges should be in line to help. If it is a mere dabbling in generalities and a few statistic* with regard to safety that are desired, then I am inclined to agree that tlie work is sub-collegiate, Accepting the technical or professional aspect* of safety instruction as essential. v.*e at the University of Pittsburgh offered in September, 1930, a course in Industrial Safety Engineering as an evening course in our Downtown Division. Having had tlie pleasure of con ducting the course personally I sliall give a brief description of our experience and stall be glad to answer such question* as you may have regarding our experience. In tlie first place, it was necessary to build up a course content. To this end we enlisted the assistance of a score of tlie country's leading autlvoriUes on the subject. Among these were leading executives iti industry, Wkltout a single ex ception, our general (dan was endorsed and many very valuable suggestion* were received. Offer* of assistance were numerous and I am frank to admit that without much oi this assistance the giving of the course would have been impossible. A tentative outline of the course was submitted to all of tlie men who had been called upon for preliminary advice. Following receipt of much constructive criticism a final outline was adopted and published. At the risk of boring many of you who have helped in the building up of the course. I shall Hst the thirty-two topics taken up during the year. They are:-- 1. Purposes of Safety Work in Industry. ?. Origin Mid Growth of Safety Movement. 3. Agencies and Organizations in Safety Work. 4. Industrial Hazards. 5. Management's Responsibility in Employee Safety. 6. The Safety Engineer. 7. The Safety Committee. & The Foreman as a Safety Man, ' 54 Twentieth Congress--National Safety Council 9. Safety Education for ihe Worker. it). Study- of IiKlivKteuf Accidents. U- Accident Reports in the Industry. 12. Accident Records--Individual Cases, Causes, Costs, etc, 13. Study oi Accidents not Resulting in Human Injury. 14. Accident Classification. 15. Employee Safety Record. 16. Checking Results Obtained, 17. First Aid and Hospitalization. 18. Safety and Production--Machinery. 19. Safety and Production--The Human Factor. 20. Design as Effecting 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 Effecting Safety. 26. Employee Incentives. 27. Inspection. 26. Materials Handling. 29. Workmen's Compensation--Origin and Effects. 30. Workmen's Compensation--Rate Making. 31. Related Activities--Employee Betterment. 32. Methods ami Results in Typical Industries. The class met in the Downtown Division of the University in the Chamber of Commerce Building. Sessions were held each Wednesday evening from 7:50 to 9:35. The central location and the arrangement of hours most convenient for the majority permitted many men from a considerable distance to attend the da**. * fhc first half of each period was devoted to a lecture and the last half to dis cussion, Iti retrospect, the lectures were of little importance except as paving the way for the discussion. It was understood by the members of the class that dis cussion was to be strictly limited to the subject of the evening, that no destructive criticism would be tolerated and that the time of the clast was not to t>c taken in singing the praises of one's company. If specific examples were quoted, they were required to be entirely impersonal and to the point. Needless to say, there was much diversity of opinion on the subjects treated. I am certain that there was never a lack of readiness to discuss. In the early sessions of the class it was nec essary to throw out leading questions to start the discussion of the topic of the evening. Toward the end of the year there was need for a sergeant-at-arms. The sessions were lively and interesting but I do not recall a single instance of sharp debate or of any display of feeling. To me this was a pleasant surprise lot I know of hnt few subjects so filled with genuine emotional appeal as safety. Considerable interest attaches to the number and type of students enrolled, in the course. There were 77 students representing 35 different companies. In general, the requirements ior admission to die* course were identical with those for admission to the Schools of Engineering and Mines. As the course carried college credit and as many members of the class were candidates for the bachelor's degree, this was essential. However, many were admitted as special non-degree students who did not possess the necessary preparation for entrance to the University. Many men, en gaged as safety engineers and in some case* as safety directors were found to lack the necessary preparation. Obviously it would have been unfair to exclude them. In slwrt, the occupation of the applicant and his apparent motive in undertaking the course were taken into account as well as Ins scholastic background. I feel sure th*t the records of the class will bear rne out In saying that, to a man, these Advanced Safety Engineering 55 s{>cciai students justified their admission to the class. Many applicants were denied admission. Many were advised to secure additional preparation before^enrolling* At the close erf the college year, there were a number of applications for advanced work. Unfortunately, this cannot be offered lor at least another year. However, the class voluntarily undertook to form a permanent organization---die Council of Safety Engineers, University of Pittsburgh Chapter. According to die preamble of its constitution, the purpose of the organization is to cooperate with the Ltuvcrsity of Pittsburgh in safety engineering education by interesting new students and in rendering am* other assistance possible. Looking ahead, it is our plan to repeat the course from year to year as long as there is sufficient demand. If advanced work is desired by a sufficient number of those capable of pursuing it. it is probable that such courses, to be taught by spe cialists in each field, will be added. If the demand in industrial centers iu Western Pennsylvania seems to warrant it, extension courses may be arranged. In sliort, our experience this year has led us to believe that there is still much that our colleges and Universities can do to aid the cause of safety engineering. It is our sincere hope that we may be of assistance to other colleges and to industry in the building up of courses similar to our own. In conclusion, may I enumerate a few needs which I feel arc still to be met before ' safety engineering education can be fully effective. In the first place, wc need, for the 'student, a better summarization and unification of the principles involved* We need fewer details of how certain situations have been met ami hazards eliminated, and more of the baric facts. This is true both as regard* text and lecture material for formal instruction and also as regards topics discussed in many safety meetings ami company rallies which I have attended. In the second place, we need more technical content in our safety engineering instruction, American industry is today so highly mechanized and us processes an* so technically involved that the highest vutces* can come only to the ni*n who fully understand* the technique of Iris own particular industry. In making this suggestion. I am fully aware that many highly successful safety men arc not engineers in the sense that they have completed formal courses erf instruction. Uwloirfitediy they have acquired a sufficient mastery of the technique of their industry to be able^ to show excellent result*. My feeling: it that were they engineer*, and still in possession of the other important qualifications of die safety man, there is no limit to the success which they might attain. In the third place, if courses tn safety engineering such as 1 have described arc likely to be offered throughout the country, it is my belief that such courses may be made much more effective if co-ordinated with, and supplemented by. other instruction. There will always be students enrolling who need' to round out their previous education to fit themselves better for their tasks. For example, during our year's work. It was possible for me to direct students into work in machine design, elec tricity, psychology, personnel management, industrial management, production^ plan ning and control, etc. T many cases, the student himself knew exactly the kmd of course he needed to take. In other cases, I was able to suggest certain courses after consultation with the student. _ This leads roc to my fourth suggestion--"that of vocational guidance. It is un~ doubtcdly true tliat many men are in safety work by force of circumstances rather than by direct selection. I do not mean to disparage this way of entering a given field. A m*n must possess many of the necessary qualifications of he would not be in the position. On the other hand, a little well-directed guidance may lieip the safety man to a position of greater usefulness. Where possible, I believe the instructor in safety engineering should consider guidance erf tls individual as much a part of his job as the formal class work. Finally, there must be considerable co-ordination if several simultaneous courses tbrouglKKit the country -are to lie most effectively given. Tt is my firm hellef that 56 Twentieth Congress--National Safety Council such co-ordination should at least have its origin in the National Safety Council, As I have stated in the beginning of this paper, the engineer is largely responsible for modem industry and for the creation of many erf the hazards in industry today. If he admits and assumes this responsibility, the engineering colleges should assist to the building up <rf remedial measures. Discuasioa - W. H. Bake* (J. EL Baker Company) : Are text books being used by the Uni versity of Pittsburgh? G. L. Jensen (Engineering College, University of Michigan, Ann Arbor, Mich.-) : We approach the problem not from the standpoint of training a professional safety engineer, but from the standpoint of interesting the general engineer in the importance and the need for some information relative to safety. The course is not limited to the industrial division hut Is open to all engineers as aui elective course. It is used, incidentally, as a follow-up and simultaneously as an introduction to a general course in personnel administration, in an attempt to interest the average sh'de-ruletrained engineer in the human problem. X. E- Green (Louisville Car Wheel and Railway Supply Company, Louisville. Ky.) : We think so much of it that our secretary has been giving a series of lectures- in the University of Louisville, Speed Scientific School every year. Wc have be come very much interested, m safety to our own plant through the National Safety Council m the past sixteen years. J, \V. McNaux. (University of Wisconsin, Madisop, Wis.): I agree with Mr. Jensen that safety sltould be introduced to all engineering students, for no engineer ran tell when he gets out of school into just what line of work he wilt enter and when he will need this knowledge. Wills Maclactilax (Electrical Engineer, Toronto, Ont, Can.); What is tins answer to die claim that college* already hare over-crowded curricula? A. W. Whitney (National Bureau of Casualty and Surety Underwriters, New York City); Interest in this subject goes back a good many years, perhaps as far back a* 1918, when several conferences were held in New York. One of the leaders was Dean Kimball of Cornell, and a little handbook was formulated and published by the Council. The thing didn't go ahead very fast, but I am delighted that it has taken root so well at the University of Pittsburgh, University of Michigan, and other equally important institutions. . I know something about Professor Hallock's work Ijecsuse I was present at one of his lectures last year. I don't think he will allow me to tel) you how he got into the work. He wasn't primarily interested, but the Dean of the University of Pitts burgh rather pushed him to. Professor Hallock submitted a little reluctantly at first, but has become thoroughly interested in it. That is typical of almost all of Us who have become interested hi safety education. Safety itself is not a particularly attractive subject to most people who haven't thought about it. Many feel it is a stupid, negative sort of thing. In engineering, and this holds true of life in general, there is strictly no safety problem os such. I mean the problem in engineering to the right organization of your work, and if you get your work organized rightly then you get a whole lot of thing*: you get efficiency and you get profits and you get safety and you get health and j ou get good morale, ami you get all kinds of good relationships. The problem in engineering is to get into that center of things and get your right organization and get to doing things In the right way. There are a lot of approaches to the problem. You cart approach it from the standpoint of pure engineering efficiency, or you can approach it from the standpoint ni profits, or yon can ajiproach it from the standpoint of morale. In a certain sense it doesn't make very much difference provided you can get into the proper organiza tion of industry- Advanced Safety Engineering 57 Chairman Lloyd: I will ask Professor Hallock to close the discussion and answer the questions which have been raised. - Ptoopssso* Hallock: The safety course is being given on the campus as an elective to students with junior and senior standing in either the school of engineering or the school of mines. This ties up very intimately with Mr. Mariaehlam's question on the crowded curriculum, to which l will make reference later. This yeas- so many students elected the course that we immediately found It nee- essary to aectionaiize, and instead of teaching two hours on the campus in this subject, I am teaching six. I hope eventually that at least the principles covered in the course that I now teach will be presented to all branches of engineering. I started out under the impression that there were only one oc two books available, and I hare filled two sections of a sectional bookcase. To name five outstanding books, however, there are Mr. Louis A, DeBlois* book on "Industrial Safety Or ganization ;** a book by Mr. Boyd Fisher on "The Menial Causes of Accidents" which, by the way, supplements very nicely the work that has been so ably covered in the psychology lectures as a part of this Congress. A third book to by Mr. Will iams of the National Safety Council and. to called "A Manual of Industrial Safety." 'A fourth is by Fred G- Lange, "Handbook of Industrial Safety." This particular handbook is replete with excellent examples erf the way certain situations have been met in industry. Then we have a very recent bock just published this year by McGraw-Hill Company and written by H. W. Heinrich; his book to on ''Industrial Safety, a Scientific Approach." To my way of thinking, excellent though these five books are, tlcy liave not yet come down to the working principles underlying the educational approach, and I am only hoping that the interest now being engendered among educators in this subject will result in a codification, as it were, of the principles. There are several ways to look at teaching. First, there is that class of instruc tion which we offer to supplement tl*e regular engineering training. That work is and slwuld be of a graduate nature. Second, there to the extension course, such as the downtown division course which I just described, into which it is possible to bring men without technical training and yet which may fill a very important gap in the educational program. Lastly, there to the undergraduate program, and I have no fight at all with anyone who says that safety should be included in every course in every department of engineering. In ray own department, I feel it connects up with all the courses in industrial management, to production planning and control, in time, and motion studies, and so forth. Mr. Maetochlan asked a question which has been a sore point with me for a number of years, and that is the crowded curriculum in the average college program. I am convinced that we are teaching too much detail and not enough basic, funda mental principles. That applies not only to safety but it applies in all fields of electrical, mechanical* and civil engineering. Were we to confine ourselves more to essentials and less to courses that certain instructors feel are a nice rounding out of the program, then I am confident that the product of the engineering schools would be of a better caliber and one that would be more quickly and more readily adapted into industry. Chairman Lloyd: The title of our next address relates to efficiency eoginrertog. I believe the efficiency engineer bas been very welcome m some plants, and in otliers has been forgotten as quickly as possible after he passed through. I am not accusing the next speaker of being an efficiency engineer. He to on tlw editorial staff trf "Factory and Industrial Management" and of course efficiency engineering is only our small part of hto work. 58 Twentieth Congress--National Safety Council The topic ot this address is "Accident Prevention Tlirough Time Study Methods.*' It will be presented to y<m by A. H. Mogensen. vice-president of the Society of Industrial Engineers. Accident Prevention Through Time Study Methods By A. H. MOGENBEN National Vice-President, Society of Industrial Engineers, Chicago, III. The tmmrfc we speak of accident prevention in connection with time and motion M\xiy there is in the minds of most people a paradox. It has come to be generally believed that time and motion study' work is in direct opposition to the work you are doing. This belief is largely due to the fact that so raudi time study work lias not followed the true principles which underlie this program. You all know what trouble you run into when you equip a punch press with die wrong type of guard. You must be extremely careful not to slow down the production of the operator. It that oper ator is on an incentive plan, it naturally is to In's best interest to remove or render inoperative that safeguard to increase production. 1 think that is why this battle between these two ideas exists. A little later, when I discuss the relation of tune and motion study to safety. I liope to show you how the two arc absolutely compatible aud not conflicting. Before I speak of time and motion study, I want to tell you what it is. It has come to be too generally believed that piece rate systems or incentive systems are slapped on in a hurry simply to increase speed and to increase profits- Ti>e real definition of rime ami motion study, as I sec it, is that it is a searching, scientific analysis of methods and equipment used in doing a piece Ot work; the development in minute detail of the best manner of doing it, and then the dctemmiation of the time required. It is not coming in with a stop watcK making a quick reading, getting out and setting a rate, as so many people believe. You notice that time is the last thing mentioned there--a searching, scientific analysis of methods and equipment used tit doing a piece of work; the development in minute detail of the right way of doing the job. Isn't that safety? What is safety? The safe way of doing anything is the right way, and the right way is the safe way. Accidents are caused because somebody hss done something tlte wrong war. All your accidents due to slips, falls and Mumbles--why? Because somebody lias left something on the floor, or somebody has left the floor in a slippery condition, or somebody is doing something tlte wrong tvuy. Therefore, if we can find out, first, what is the right way and. secondly, if we can teach all operators how to do their jobs the right way, well, possibly some of you men would be out of your jobs. At any rate, it would give us vi entirely different conception on this relation between safety and time and motion study. I am going to try to tdl you in Half an hour what often takes four hour* to cover completely and what is going to cover a full week's course next week at tlte Massa chusetts Institute of Technology, * Motion study $ not a speeding-up process. It seeks to find the one best way of doing a job, and the funny thing is that the best way is usually the easiest ami safest way. ``The one best way" is a term the credit for which goes to Frank B. Gilbreth. the pioneer who developed this whole science of motion study. Following Fred Taylor's development in the field of time study, Frank Gilbreth formulated a com plete science for finding the right way to do every job. The whole thing can be summed up very easily in this one principle; Any job. no matter what it is, is made up of three parts; make-ready, that is, set up or pre pare ; do, the actual performance of the operation; ami put-away. Advanced Safety Engineering 59 Suppose I were to tell yov that tomorrow instead of taking quite a time to slave you must do it in three minutes. If you go about the job without thinking about it. y<i will probably do the usual tilings in the usual way, and when you come to the actual shaving you will probably hurry, take two or three Cast strokes and cut your self, and then say there is nothing gained in shaving in so aliort a time''because it Utkes yon fifteen minutes to stop rite blood with a styptic pencil. On the Other hand, suppose you were to take just exactly as long for the actual >havmg operation as is your custom. Then try to save time on the other parts of the job. For example in handling your soap tube, you take off the cap and pul it down somewhere, or possibly lose it down the drain. Then you get your brush, pul some cream on it, then put the cream down somewhere and start latiwring. Just think, what is the left hand doing? Nothing! You could l>e one-handed and still do the job. When you are all through, you hunt for the tube, and tlten start looking for ibe cap to put it on Much of that time can be entirely eliminated with a little practice. l ire whole principle behind motion study Is the formation of habit, tlic right habit. You can't start tomorrow and do this right because it will seem awkward. Jt will be some time before you can employ all the industrial principles of motion study. Try it this way. Pick up your brush in one hand, your tube hi the other, and unscrew tlte cap a couple of turns with this hand, the thumb and finger. Just Hold the cap back and apply the cream to yor brush, and while lathering assemble the cap to the tube and put it away, Ttvat illustrates the principle, although it ta-kv* a. little practice to accomplish it. What have you done? You have taken the make-ready aiul put-away and com bined litem while you were performing a do operation, and all that time is saved. That is the principle, and there is nothing more to it. Wherever there is an assembly job or hand operation, \yc try to have the operator use both hands. Very often you can at once double your production, but i?l by >rK.-etlm* up the do. It often conies from combining rite make-ready and put-away into one operation. That is where you can save time. You say, "That is all right for a lot of the simple jobs which examples you liave difrcusscd, bat we have a big plant. We are making turbines and we have boring mills that take four or five days for one job." 1*11 tell you where to start. You peed a stop watch on this operator; you can take an alarm clock. What docs tic do; He looks at his drawing twenty minutes, signals the crane and watts for the crane thirty minutes. lie goes to the tool room and gets his tools. What is the machine doing all that time? Standiug idle! Why doesn't that man get his clamping bolts, assemble them with the fixtures, and all the things he has to work with, then look at the drawing while waiting for the crane? l3o you think he does it? Go home and watch him! Take a motion picture of him at work and study the make-ready, do, and puC-away, and look for your waste in the make-ready and put- away. A movie was taken of certain operations in an eastern plant, Wlten it was shown tu one of the production men, he exclaimed, "My God, how long have we been doing live job that way?** The foreman said, "Seventeen years." I can't tell you what he replied tD that, butt he had never noticed it before although he had walked right by that job every day. . Take the question of skill. The skill of a worker is not speed. Too many people who see a man working rapidly say, "There is a skilful! worker." Not at all. Skill is made up of consistency, rhythm, ambidexterity, precision, and speed. Speed Is in there but it is only one factor. And then there is the coordinated use of both bands. AH these factors, and many more we don't know about yet make up skill. In motion study we capitalize on habit tendency. Some people say when you make an operation regular and easy, 'it is monotonous; it is deadly." Wc haven't time to go into thai here. Most of us arc very much mis 60 Twentieth Congress--National Safety Council taken in believing that the majority of workers performing operations that base been studied with these principles in mind are undergoing some sort of a deadly drudge, something they hate. It is not nearly as bad as we think it is. In ah hand motions we have five different orders. The first order is the use of the fingers; second, the use of the fingers and the wrist; third, the fingers, the wrist and the forearm; fourth, the fingers, wrist, forearm and the upper arm; fifth, a motion that requires the actual bending of the body or a change in position. We should try to use the lowest class of motion possible. Frank Gilbreth. when he trained the world's speed typewriting1 artist, did so by teaching that girl to use her fingers and just one slight motion of the wrist instead of using her forearm and upper arm. Wherever possible, we should try to reduce motion. Henry Ford has said the same thing. He has a simple rule. "If 1 go titrough the plant and see any man step from his job or bend down, there is something wrong.'* I will show you in some of my films how we try lo bring the work to the worker and reduce his working area so he can make use of the lower orders of motion. Then, as far as possible, we want to make use of drop deliveries. Go into the plant and see how much of an operation is putting something away after it Is finished, putting it into a tote box, or putting it over here on a conveyor, putting something away when so many times we can just design the layout so the moment an operation is finished it can he pulled toward the operator or pushed away, or tossed a little bit to one side U> a drop delivery. The minute we release something we have the drop delivery, I will show you that m the film. The use of the human hand is the tiling we must watch all the time, how much of our work is being done with one hand only. Fully half the productive workers in assembly work or on liand operations could be replaced today with one-armed men and women, who could do the job just as well. If you don't believe it. go out and sec how much of the time things are assembled by using one hand as a holding fixture, a vice, or a damp, when so often some simple fixture or holding device or clamp could be designed so the operator coaid use berth hands instead of one. Prepositioned tools. As far as possible, we should try to have the tools proposi tioned in a definite place. Take the desk of the presides of the largest bank in Chicago. He uses a fountain pen. A man carried his pen in his pocket in the old days. How many of you know in which pocket you carry your pen? Next week, go around and ask some friend if he has a match. He will Start going through aU his pockets. Take tills fountain pen, we fombU around in our pockets for it. When we have finally found it. wlat do we do? We take it apart, and how many unscrew the pen with two or three turns. Any fountain pen can be opened in one turn of the wrist and assembled again in one turn. Try it on your own. It is good exercise. You assemble the fountain pen and you get it down to the table. All that is makeready. What arc you going to do? Sign your name. That is do. Then there is the put-away. Somebody didn't know lie was applying a principle on the reduction of motion when he said. "We will put a fixture curt here, a holding device for the fountain pen." Now of course our holders are so cluttered up with elephants that we can't find tliem, but the Idea is good. * What does a man want to do? He wants to write his name. If he keeps his desk in order and doesn't have it piled up -with things, he can reach over without looking, take the pen. sign his name, and put it back. The make-ready and put-away have been cut down by applying this principle of propositioned tools. While l have no evidence tliat an accident has ever occurred through the use of sharp edged instru ment*. bow many times do you sec a girl in an assembly operation, or some other operation where she has four or five spatulas, files, sharp instruments, or scissors reach down to find some particular tod in a pile of tools, use it, and drop it again. Prepositioning those tools not only saves a tremendous amount of effort but I be lieve would make the job safer. Advanced Safety Engineering 61 As far as possible, all motion should be symmetrical and opposite. It is much easier. Try to do something like this (describing a circle with both bands at Ue same time, and in the same direction). Now try the symmetrical and opposite motion. Whv, you can even write your name that way. The manager? of a large automobile plant said, "Oh, we can't apply any of these principles here. Our work is entirely different. Motion study can't be done. By the time we would make one of those studies four new models would be down the hue. and it wouldn't be any good." (Mr. Mogcmen then exhibited several motion pictures illustrating the principles which lte has discussed. The first showed the old method of assembling an automo bile license bracket. He explained this film had been studied for a long time by supervisors and workers who gradually improved the operation. He then exhibited a movie of the improved job. The company later used this second film in training new workers.) ... . , I haven't time to tell you all that has been learned from studies like this. \v e have had a whole series of articles in "Industrial Management" explaining what is done in General Electric and in other plants, giving prints and going into full detail. Compare the two films! Does operator number two work any harder titan operator number one? Is he more tired at the end of the day? Is there any chance of that wrench slipping, taking off the skin on a pair of knuckles that might later result in infection and cause lost time? I could show you pictures all through the afternoon and there would be a lot of questions on them. Take the plant where the license bracket is made. Supposing several experts come into the dejwirtment and start talking about Job number one. The foreman i* won dering whether lie is going to be fired. How many times do we take a man mto the plant and don't even say `'hello'1 to the foreman. Only twice in the last year have I been in plants where I was introduced to the foreman. I feel like I was going mto somebody's Ikkjsc with my hat on and spitting o the comer. The experts stand there, then go out, and later somebody comes down with a nicely developed motion set-up, and the foreman has to take it and like it. What is going to happen? Some thing is sure to go wrong. The foreman will not find it particularly worth his while to see that the thing works out well. He thinks it is a criticism of his oM method. We all resent anything that is new, and we resist criticism. But if you let him in at the start he will help and come back for more. The same way with your tool and machine designers. Several plants have already tied this in with tool and machine design. You can't just make an operation safe after somebody has designed that equipment with no idea at all of safety in mind. You cannot design that equipment for safety by adding a lot of gadgets and things tliat come down and knock an operator out of the way to keep her from getting hurt, t saw a act of safety guards on a punch press that made me think live girl would be better off in a harness. They had her hooked up with a harness that if anything happened it would pull her out of the way. Some of those things arc worse on the operator than the accident itself. . Another thing they did at Cadillac: They decided such a simple thing as a vice was wasting time. Every time you use the oki vice you run k up and back it off fay hand. They redesigned the vice so that foot operated air pressure brought the vice in and out, and one of the vice companies is building the vice designed by the boys at Cadillac. . Then there is the question erf material saving- 1 could tell you a lot oi instances where not labor was saved but material. A study was made just recently where they saved $3800 in labor, but they saved $8000 in material. . Then there is the question of training. The value of the film U* the ionnato oi habits and m teaching is not at all generally appreciated. The last part of July a concern got a mtUioo and one-half dollar order, and that is something these days. The order had to be completed the first of October. It 03 Txvenltctk Congress--National Safely Council meant turning out in one <lay 1500 units where the greatest number they had ever before produced was 1000 a week. They brought in a number of new girls and put them to work with eighteen skilled operators. They fiddled along for a week. The skilled operators were only doing fifty per cent production, and at the end of the week the new operators weren't anywhere at alL. One evening they told the best girl to report to tlie laboratory the next morning. When this girl went home she tofd her husband. "They want me to work in the micro-motion study laboratory. They say that guy in there is a--you know what they say. a so-and-so--and 1 don't want to go iltere tomorrow. I am going to quit." Her husband said, "Go down there first anyway. Maybe he isn't as bad as they say he is,** * At the end of the week, after die had helped to improve the job she said, "You know, Mr. Smith this is marvelous. X didn't know it was going to be like this." The job was finally photographed in movie, and the film was used to train 400 new girls. I saw' the last of the order come through the other day. The order was finished on time. I think we can have a release on that in time to have the story and pictures in our next issue. . This method of improving processes and instructing new workers certainly helps to prevent accidents. Safe Imbhs of work re formed, fatigue is decreased, and much physical labor is eliminated. Professor Johk W- Hallock (University of Pittsburgh): Many of the men here may be interested in a lxxk by Lowry, Maynard, and Stigermeyer called "Time and Motion Study." It is published by the McGraw-Hill Company. We use the standard teat and supplement the text with much of the data Mr. Mogensen has presented. A. M. S.TEEVEft (Great Lakes Forge Company, Chicago): At what speed are these pictures taken? Ma. Mocexso*: At die rate of 960 pictures a mraute. Sonic of tlie larger and more expensive cameras are equipped to run at constant speed at 1000 frames per minute. C. L. Hu:&b;kfOr8 (Firestone Tire & Rubber Company, Akron, Ohio) : Do you recommend that all development work be done in a laboratory? Are you able to set up a job in the laboratory as you have it tn the factory? Mr. Mogensex; I called it the laboratory because it is a term often used. It is really a class room. They have a class room at Cadillac, at the General Electric in Fort W ayne, and at Sdicnectady, and other ploints. The original Gilbreth micro motion study work was largely done in the laboratory because it required big arc lights and a professional camera with a wliole truck load of equipment and an operator. With the new super-speed panchromatic cameras, many operations can be photograph without any special light at all. The small 16-miHneter camera h* reduced the cost, and it takes very little experience to handle it. In teaching the principles erf motion economy to foremen, superintendents, leading operators, and time study men, nearly all use the class room and the motion picture projectors. Tool designers are all brought into the class room. Simple things arc shown. Pictures arc projected and new experiments worked out. Outside of the training in this class room, as I suggested, a lot of work U hen done in the plant. If you once get the people m tlw plant thinking and working along these lines you don't need a laboratory. The whole plant becomes a laboratory* and every single one of your workers in the plant is contributing ideas Ut are acceptable when this sort of spirit t* set up. You can't hire a couple of experts, a couple of metltod* men, put them hi the laboratory and expect them to do the drinking for the organiza tion. ADJOURNMENT TWENTIETH ANN UAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Foremen's Forum Friday Afternoon Session October 16, 1931 T. H. McKENNEY, Chairman , Supervisor of Labor and Safety, Illinois Steel Company, South Chicago. III. The meeting of the Foremen's Forum was called to order .by T. H. McKenney, Illinois Steel Company, presiding as chairman. Ckairkax McKjmcstev: This meeting is principally for foremen, you men who have accepted tbc responsibility for interpreting the policies of your companies to the workers. At this time I am going to introduce our first speaker, Mr. R. A. Toogood, who is the safety man for the American Seating Company at Grand Rapids, A Foreman's Safety Experience By REUBEN TOOGOOD Foreman, American Seating Company, Grand Rapids, Mich. There is no person in industry who has such close contact with the job of accident prevention as the foreman. Older foremen, lrice myself, remember when there was no safety work- We remember when an injury to a man employed in a plant was no more the business of the employer than if the same man had been injured at home or on the street. We remember when a machine man used to apply for a job and to prove that he was an experienced man would show How many fingers were missing. Then we saw the safety movement in its beginning. The first evidence of such a movement was the appearance in the plant of "safety first" signs and some safety posters. These signs and posters were the occasion of much comment in the plant. You people who have been attending safety meetings have doubtless heard a good deal about the "hard boiled foreman" of the old days. Having been a foreman in those days I can tell you something about the hard boiled workmen wc had then. One of my first jobs as foreman was to put a stop to drunkenness on the job. I remember when workmen who had been disciplined used to watt down by the rail road tracks to waylay the foreman on the way home. When you know those things you can well believe that if a foreman was not hard boiled he did not remain a foreman for long. You can imagine the sort of comment occasioned by the first safety posters. Foreman and men felt that the safety first idea las it was called then) was a lot of hot air and that if the company would put the money in the pay envelope it would do a lot more good. Following the appearance of safety posters and safety-first signs, came the first aid departments which were not very much like the modern first aid departments we 63 64 Twentieth Congress--Alational Safety Council see today- 1 remember that the man in charge of the stockroom was called the first aid man and that he removed slivers from the body, foreign bodies from the eyes and treated almost any minor or major injury. Little attention was paid in this first aid room to cleanliness in a surgical sense. It happened that I worked in a department near the stockroom and I remember well that for many years I carried a jack-knife with one Made reserved for the removal of slivers. The first aid man used to come into my department when he had an unusually difficult sliver to dig out and borrow the jack-knife to do the job. It is probably not much of an exag geration to say that more infections came out of some of these primitive first aid departments than ever went in. 1 do not know what the people in the front office thought about safety. Foremen in those days did not spend much tune in the front office. But top management did not say much to the foremen and men about the new idea of accident prevention, probably because they felt that they would not get much help from the shop. The idea of safety, as a major problem of production, bad not token hold and the only way management knew of presenting the idea to the people in the sltop was through posters. The next step, as 1 remember it, was the formation of safety committees. These safety committees were instructed to make periodical inspections of the plant. Their reports consisted almost entirely of recommendations for guards. Not much was done in the way of preventing the accidents which were generally charged to care lessness. About this same the State and insurance company inspectors used to go through the plant and tlte superintendent used to comp around and tell the foremen to get their machine guards in place because the inspector was coming through. Guards were dug up from wherever they had been buried and hastily attached to machines so lhat the inspector would find a well guarded plant. From conditions like this the foreman who has been on the job for many years has seen the safety movement grow to where safety is considered an important part of the job of every man who supervises production, and a workman Is judged by the safety with which he works as well as by the amount and quality of production he turns out. We have seen every step in this change. Wc have seen and tried many new fangled ideas, some of which worked and some of which were soon discontinued. We are in a position to know what worked and what did not work. We know better than anyone else what has caused hundreds of accidents. A large part of this knowl edge has never been written into the reports because it would reflect upon our supervision or upon some of our men and the average foreman will fight as hard to protect the interest of his men as he will his own. It is a wise accident investigator who can go into a department after an accident has occurred ami get the whole truth about the accident. But the foreman knows. The foreman can. if be is properly enlisted in the safety movement, prevent most of the accidents which occur in industry. To do this he has only to be guided by past experience and not make or permit to be made the same mistake twice, for every foreman who has been a foreman kmg has had about every kind of accident that it is possible to have. Managements winds are trying to cut out accidents can do so to the best advantage if they get die ideas of the foremen and place the respondbility for accidents upon the foictoeh. We may well say that if the safety experiences of the foremen in this room could be remembered and classified and related, tins would furnish material for the roost important book on industrial safety that has ever been written. It is not too much to believe that if this experience could form the foundation of our safety program we would reduce accidents as much from our present basis as they have been reduced in all the history of die safety movement In the few minutes at my disposal 1 wish to tell you of some accident cases and the lessons I have learned from them. In doing so I do not hope to cover the whole field of accident prevention, but rather to suggest to you the possibilities in getting safety lessons from the experience of foremen. My aim is to point out to foremen Foremen's Forum 65 that the best safety information at their disposal, is an analysis of their own acci dent records, and to print out to safety engineers, superintendents and other manage ment representatives that they will get to the bottom of the accident situation only when they approach it through the foreman. The cases which I am going to relate are real cases and the names of men I give you arc the real names of the men involved. Some of these cases l lvave investigated myself; others are taken from the records of tlie American Seating Company where I am a foreman and chairman of the Foreman's Safety Committee. The first print is that once & hazard has been recognized and a safeguard devised, it should be applied to every similar situation. There is no point to guarding tlte place where an accident has occuned if other pla^8 just like it arc left unguarded. Peter Vlug, a college boy, was working on a light punch pre*i. He had been borrowed from another department and did not understand the press hut the point of operation was fully guarded and the job was considered safe enough for anyone to run. . He was tnrmug the flywheel by hand and did what ati experienced operator would probably not have done. He put his finger through a hole in the flywheel. A? the press went over center it pulled his hand with it ami his finger wa* sheared off against the frame of the press. A number of lessons might l>e learned from this accident The hazards of the job had not been carefully enough studied by the foreman and the boy had not been warned against every possible danger. More important than this was the fact (fiat a simple disc guard of sheet metal could be placed on this wheel covering the hole* and making it impossible for anyone to get his fingers through them. Such guards were known to us and we had them on a large number of machines, some of them in the same department. The fault, then, was ours for not following up -4 lesson that bad been learned years before and applying it to every similar situation. Think back, if you please, and see jf you have ever been guilty of the .\amc fault. Have you perhaps had an accident which could not have happened f you had applied to the situation a lesson in guarding or in operation which you had learned from previous experience. Then think forward and try to picture where an accident is going to happen which you already know how to prevent. There is little excuse f>r the supervisor who has an accident after he has once learned liow to prevent it. From case two we learned that roost serious accidents occur as the result nf repeated chance taking and through a practice or condition which lias existed for some time. The first time a man violates a rule, lie is so conscious of it that lie guard* against injury. Having gotten away with it once he and otlicrs try again until at last it becomes common practice, often winked at by the foreman, and each time it is done, a little less care is taken. ' The night crew In tlte foundry has to haul trailer loads of castings io the cleaning room with an electric truck. About a year ago au overhead bin was constructed and a. steel ladder built just rn the edge of an aisle. In passing this ladder, castings would catch, so it became the practice for one of the men to slip a board between the ladder and the load just as it was passing. For a year this went on without mishap and then or.e night the man did not get his hand out ot the way quite won enough and a finger was crushed. At once the ladder was ordered moved and that particular accident will not happen again. But the men had known and the foreman had known for a year that this was going on. The real reason for the accident, then, was failure to remove the accident cause which was known tQ everyone concerned. For people who are trying to prevent accidents tlie lesson here is clear. If serious accidents are the result of repeated chance taking, there is always warning before they occur and a thorough investigation of minor accidents and unsafe practices wilt prevent the serious accidents by removing the causes. Our safety committee, working on this theory, makes it a matter of daily business to investigate every minor accident and near accident. These investtgatkms reveal 66 Twentieth Congress--National Safety Council many condition and practices which are unsafe and which may very well cause serious accidents. My third point is that anybody doing a good job of accident investigating has got to get reports on accidents ami near accidents. We have found that there is no one source of information as good as the first aid department Men who receive minor injuries are Usually in a mood to tell the nurse what they know about the cause. Investigation of these reports is very important. Sometimes we find that the man is overwrought or that he has a grievance of some sort that causes him to overstate the hazard. Even so, it is better to follow up the complaint and give his foreman a chance to straighten him out and try to change his attitude. More often than not, however, these reports lead to the discovery of real accident hazards. For this purpose the nurse keeps a book into which she writes ah the cases which come to her attention which she thinks might be of interest to the safety committee. The chairman of the safety committee then checks up this book every day and makes an investigation wherever it seems necessary. Let me read a few of these brief notes which we got from the nurse's book and which called our attention to matters that were not reported from any other source. "Stanley Malinowski reported with a deep cut In hi* eyebrow. He said he leaned over to pick up something from the floor and when he raised up. struck his head against a piece of iron sticking out on bis machine." Our investigation disclosed that the piece of iron was a gate guard for a drive pulley and that the guard bad been left swinging open. Incidentally, it disclosed that the guard was not nearly as effective as it should be and the committee recommended a new guard which was made. . Paul Landowski reported with .cratches and bruises on his left side. He said he fell on a slippery floor iu his department The safety committee brought this to the attention of the foreman -who took steps to correct the condition. "Pete Zegunis reported with a sprained hack which be said be got while lifting a keg of screws." fnvestigation disclosed that because it was inconvenient to get help, this nan was lifting loads which should have been haiuflcd by two men. The foreman instructed him always to ask for help whenever be found a load which was loo heavy for one man to lift safely. "Matyon Moore reported with a deep cut in the palm of his left hand from an electric drill." He told the nurse that he had not been instructed in the use of the drill and that be was afraid of it. Investigation disclosed that while he had been instructed, be bad not been instructed recently nor on this particular type of work and tha* be certainly did tut understand bow to operate it. None of these cases was a lost-time accident but you can see that they were all caused by r^n#*'***** which might very easily cause serious injury. The safrty com mittee, or investigator, dealing only with lost-time accidents, misses out ou a number of very important dues as to where the hazards exist We get^ about eight twf as aasy of ease* as we do lost-time accidents, so the following ttp of these reports a a much mere important part of oar safety activities than the iovestigatbe of foct-thne acridcats. liy fourth pure* * that ;r dung a good job of accident prevention, the foreman afiord to overdo ' pertunity of getting suggestions from his men. Harry Eml a mab* t*u , and he could prove it by bis missing fingers) had no use for safety, as <?r>tood it- He would oot use the guards which were femUHod for h saadu. J he scoffed at others who did. llhrjy --d ooce shat Ute foreman mid mechanics were having a good deal of trouble dcriiiig a guard for another saw m the department Eoo was called upon for tgeiotw. -with the result that he not only sketched a guard which could be o*ed on tte* saw, tort be also suggested guards which could be used an other saws ui the departsxzxt. His suggestions were followed out with the following results: first, the guard* which He developed were far superior to those we had used previous Foremen's Forum 67 ly; and second, Harry Ena was converted to the me of saw guard* and came to be one of the most careful workmen in the department. Foremen attempting to apply this lesson must remember that it is in two chapters. It is true that It helps to get suggestions from the men. but it is a thousand times more true that suggestions once received most be given thought and sincere attention and the man giving them must be recognized if not rewarded. Unless this second chapter of the lesson is remembered, suggestions will do snore harm than good. We discovered the fifth point in making plant inspections. It is this. Out we get better results if we work quietly with the foreman concerned than it we make a public report of conditions. It used to be the practice to make a monthly inspection report at our monthly foremen's meeting. These report* were tiresome and the foremen whose department* were reported resented it. There were cases where the committee went through the department and said nothing to the foreman, but made a report about the department at the monthly meeting;. Before I was a safety committee-man I even asked the committee if they found anything wrong in ray department and had them'tell me "No,M only to Have them make a report at the next meeting of some condition which they drought w*> unsafe. My own reaction to this sort of thing was to get stubborn-and postpone tlx improve ment as long as possible. Surely this was not a healthy condition and I determined, when I became chairman of the safety committee, that I would never make a public report of any condition whkh could be corrected at once by taking it up with the foreman concerned. Now we make our inspections and investigations, but when we find something wrong we do not report it to anyone but Uie foreman concerned. The result Is that wc have his fullest cooperation in correcting unsafe conditions. Of course, if a foreman is obstinate and refuse* to cooperate, we have to bring pressure to bear in the best way possible. But in doing .so we make it clear that wc would rather get, results without resorting fo authority and after ot such occasion the foreman is more willing to cooperate. My sixth point is that a foremans best bet an preventing accidents s$ in proper teaching. If an employee is nriv in the plant, or new to tiro department or to the job, he must b* taught carefully before he can safely be left to run a job. Dale Shepardson, operator on an endless bed tripplo drum sander, was borrowed by the foreman of another department to run a similar machine. But while the machine was similar, the stock was considerably different, and because of tins he permitted his band to iced into the machine before he had it entirely set up. Here was a man who pleaded guilty to carelessness because, as he said, he should have known better. But the real significance of the accident lies m the fact that the foreman, knowing he was an experienced operator did not give him any instruction or warning, did not in fact even find out his name. He was too busy to bother in structing a mar. who probably knew more about the machine than he did. Here is the most common failing particularly of young foremen but often also of older ones. They feel that they will look silly giving instructions to a man who is rider Ilian they and who is a skilled mechanic. Let such a foreman remember that if the management did not want him to instruct these met* he would never have beea pot on the job. Let him also remember that every job is different and that it it up to him to analyze each job and find in advance the danger spots so he can raurioo the workman. Let him remember finally that workmen expect to be led and attracted and that they depend ujron him to do these things. Not to do them, weaken* any foreman in the eyes of his men. PrefaaUy there is not a foreman present who has not at some time turned a new sw over 10 an rider man to instruct. Have any of you ever had the startling ex perience of discovering, after several new men had come in and been instructed In tiaia way. that the instructions being given arc not at all what they were when you gave them- There is no substitute for good instruction direct from the foreman, the foreman who has not time to instruct his men is probably overworked by 68 Twentieth Congress--National Safety Council running down a lot of mistakes, which would never have occurred if he had taken time to do a good teaching job in the first place. The seventh and last point is that no amount of safety effort can be effective without supervision and discipline. ... This same reluctance of some foremen to assert thcmscHes in teaching is also true in regard to supervision and discipline. A number of serious accidents in one department will serve to illustrate what I mean. Oliver Butler, a millwright, was doing a repair job on an electric crane way. He was drilling with his arm wrapped around a post where there was not sufficient clearance for his arm to be if the crane were operating. Someone started the crane and it sheared his arm between the post and the crane. Fortunately there was enough clearance so the arm did not have to be amputated, but die man was laid up for several weeks and his arm will never be entirely right. In this man's kit on the floor beside the ladder was a padlock which had been issued him, with instructions to lock the starting switch whenever he was working on a machine, so that nobody could start it. It is easy to diagnose such an accident as being caused by carelessness. Before we dismiss it entirely, however, let us consider some other case* that happened in the same department about tlie same lime. ( George Sissons* millwright, moving a molding machine in the foundry caught his hand in the machine causing a severe contused wound. The same man a few weeks later let an electric drill get away from him, striking him on the side of die head, causing a concussion. Frank Laurel, millwright, dropped a heavy iron bar on his toe. and a few weeks later a fellow millwright dropped a brick on his head from a height of twelve feet. Earl Kauffman, millwright, was helping to move a heavy machine through a doorway. The machine was bring pulled on rollers by an electric truek. Kauffman, was an experienced mechanic, supposed to know better, but he was walking behind the machine with his hands resting over the comers. As the machine passed through the door his finger was caught and had to be amputated. ' Each of these accidents, and they all occurred in leas than six months, might well be called carelessness and dismissed as the fault of the men themselves, for they knew better ami they were not expected to take chances. This was the opinion of the foreman and others concerned and nothing was being done to improve conditions. The foreman in this case was a young man who had recently been promoted from the department. Most of the men had as much experience as be. Many of them had been in the department longer. Because be was a careful workman himself, it did not occur to him that all the rest were not. He hesitated about closely supervising men who were probably a$ good mechanics as he was. As a result of these several serious accidents be was made to see that somebody must exert some supervision over his department Ke got the idea that every accident to one of his men was, first of all, his fault and that through supervision and instruc tion and discipline he was going to stop them. That was in December, 1926, and from that day to this there has not been one lost-time accident in his department. Safety was made a part of every job and accidents were just prohibited. Prior to that the safely man and the safety committees had put up safety posters and made speeches and given prizes, but accidents did not actually stop until the foreman made it his business to stop them. So we could go on for the rest of the afternoon talking about accidents and near accidents, cases that form the material from which all safety lessons are learned. And, while we couki multiply beyond number the cases, we could not learn many new lessons, for while every accident is different they all grow from a few causes and can be prevented by the faithful application of a few principles which most of us know. . As a feweroan and safety committeeman, I have served through a pertod when the safety movement was unknown, have seen it iu its beginnings and seen it grow Forcuicn** Tonnu 09 to be a necessary part of good management. Out of year* of experience and from hundreds of cases we have learned seven lessons, one tor each day of Un- week, if you wish. . 1. When a safeguard or a safe practice is found to nverome a hazard it should be applied to all situations where the same hazard exists so that the same mistake will not be made twice. 2. Most serious accidents are the result of repeated chance taking, of unsafe practices which are known by the people who might to stop them. X Any person doing accident prevention work should get reports of all accidents and near accidents and investigate every one with, the sole purpose of seeing that it is not repeated. 4. In making inspections the best results are secured if recommendations are made directly and quietly to the person concerned. 5. Foremen can get much valuable information from their men ami in addition can enlist their roen in the cause of safety by accepting their suggestions ami giving them proper credit. 6. Teaching is the most important job of any foreman. 7. No matter bow expert or how intelligent or how careful a crew oi men may be the foreman cannot hope to maintain a safety record without constantly super vising them. Our experience, year by year, has been that when we have forgotten these truths oor accident experience has been bad. but when we have remembered and practiced them it followed as surely as night follows day that accidents decreased. I offer them to you for your consideration. Chairman McKwhney: This paper is now open for discussion. Arthur Murray (Container Corporation of America, Chicago, III.); What does your management do to check the quality as well as the quantity of this foreman teaching. ' Mr. Tooooop: The best answer is that we have been able, through this investiga tion of accidents and cutting them down, to reduce our compensation insurance rates quite a bk. Mr. Murray: I would like to know whether the management id reviewing the ability of your foremen to teach. Doe* each foreman set up his own standard* in each department or is his teaching ability periodically analyzed. Mr. Toogood; If a foreman Is having an unusual number of accidents I think they talk to him tn some way. I don't know whether it is the superintendent. I know the division superintendents do check up with the foremen. M*. 'Murray: One way to approach accident problem* and approved in most plants is by checking up on past experience. Another way is to analyze a condition before the injury is produced. What does your management do to see that your foremen are analyzing these jobs before an injury actually happens? It is much cheaper to prevent the injury than to go to the accident report and then develop a safeguard or safe practice. Mr, Toogood: I don't come in very dose contact with the management or su perintendent and I am unable to answer that question. E. D. Kotpelmte* (Illinois Manufactnrers Mutual Casualty Association, Chi cago, 111.) : What methods are used by the foremen to get tins safety message out to the men on the job? Mr. Toogoos. These men are all instructed by the foreman when they come on the job, and he checks up with them two or three times to see whether they are fol lowing hts instructions. 70 Twentieth Congress--National Safety Council 1C. S. Hughes (Hudson Coal Company, Scranton, Pa ): How many men does a foreman have under his supervision? Mr. Toogood: I think most of our departments have 30 or 40 men. One depart ment runs around 60 or 70, but they are mostly all small departments. It E. Yakd&ll (Standard Oil of New Jersey, Elizabeth, N. J.); What is the best method of trying to convince a foreman that he is responsible for minimizing the accidents in his department? Disciplinary action doesn't seem to be the best method. Mr. Toogood: lit one case 1 cited it worked fine, but most of tlvcrn can be reached better through persona) talks along educational lines. Once in a while you just have to bring pressure- J. Mohcak Buswell (San Joaquin Light & Power Co.. Fresno, Calif.) : A foreman doesn't like to have a faulty condition in bis department reported publicly or throughout the organization. He wishes to protect his organization or defend it in case of accident, and often it is difficult to get the real answer to an accident cause. Hie idea of burying the fault, not putting it on the record and not report ing it to the Central Accident Committee, or through the organization, becomes a difficult one from the standpoint of experience. Often you have a number of dif ferent department*, the experience in one of which will lead to the elimination of like accidents in another department. In addition you have a turnover tu your ac cident committees, probably, and a foreman^ who permits a conditku to exist until a safety committee comes around and finds it may later allow the same faulty con dition to occur again. And if that, too, is hidden, then as time goes along there is no incentive for that foreman to keep his accident hazards down. Doesn't the speaker think that some record should be kept of the faults that have been made by the safety committees, even though they are not published throughout the organization, or made public as the speaker said, so that we will have a con secutive record, a chronological record of the faults that have been found in the various departments? Mr. Toogood: Wc make a note of them on our inspection trip}, but we do not report them. They are given to the secretary ol the foremen's club and are placed on file. Wc don't report them at the foremen's meeting. Chairman' McKekxet: The next topic will be presented by Jack Dempster of the Canada Cement Company. `John--Take This Man!" The Foreman's Responsibility in Placing the New Man By JACK DEMPSTER Canada Cement Company Limited, Plant No. & Port Colbome, Ontario, Canada. You wanted another man, and.you have him. More than likely his vital history has been taken in the employment office, and a few salient facts were given you, but he has been turned over to you. Now, what? In the old days he was told he lied certain duties to perform, a pick and shovel given him, or he was placed at the machine he was hired for and told to "Go to it." It b a far jump from then until now--somebody started an agitation that "Foremen are responsible for the personal injuries of their men", and if that is true, one large burden has been laid upon our shoulders. Evidently we have to take it, so we'll just look in the mirror and try and find wliat we have to do and how we are equipped to do it. Foremeu's Forum 71 We are here to talk about "Safety", not the qualifications of the man for tlw job, therefore, his past experience notwithstanding, we must assume always that he must be taught the safety policy; hi other words, we have a new pupil in our safety education class. If we are to make a success o( him, he must be convinced of our sincerity and we roust gain his confidence. This is not going to be a talk on the foreman's qualifications, either; we have heard all about that subject from our own personal bosses, with fire and brimstone-but about the foreman's responsibilities from the safety engineer's point of view. "John, take this man I" It starts there, but don't we all feel like demurring when somebody says "Our responsibility"? I believe we are using a word here that is sometimes misunderstood. None of you will agree if I say that wc are to bfame for an accident caused to one of our men, but if I say that we are in charge of our men, and their actions while they are on the job, it will sound, better. To illustrate--I have a plant in mind, that operates with sonic of the most powerful machinery known, which has not one foreman on the job from 5:30 p. m. to 7 ;00 a. m. and yet this is a 24-hour plant. In that organization, the forenfcn are held accountable for all accidents to their men--because they have charge of them. In this hardboiled age of competition, I wonder if we all realize just how the average new mao feels? Nearly always be is a stranger to the job, the men, the officials, and the local procedure. After all, we are only over-grown children, and can you remember how you suffered when you went to a different school ? Here is where the real safety foreman steps in. It is in his power, to a very great extent, not only to remove the apprehension and timidity from the new man, hot to start him off cm the right foot regarding our accident-prevention policies. The foreman has, then, a number of duties regarding this man, and you will agree that if they are conscientiously performed, we have done our best to create a friend, aa efficient employee and a "safe" worker out of a "green" hand. Our Duties. We must "Gain his Confidence; Tcikh him; Impress him, and Supervise him." And I think those four points cover all (what wc are pleased to term) the "responsibilities" of tl*e foreman toward the new man. Gain His Confidence. When you contemplate the purchase of a car. you find out all you can regarding its capabilities; you try out its parts, leant about its engine and endeavor to obtain enough knowledge of the car to warrant det>endncc upon it. You want to be sure that when an emergency arises, the car will rise to the work expected of it, and after yon have been driving your car for a while you are so familiar with it that, as we have heard often, you hesitate to trade it in for a newer car because you know the old one so well. - You take a new man under your jurisdiction, and thereby render yourself re sponsible for the work he performs. As far as you arc concerned, in the beginning, you have an unknown factor. Probably not at once, but certainly as soon as possible, you can make it a point to have a talk with him. Forget the plant am) his duties for a few minutes and get into his domestic life. You know that a friend is a better asset for you and your plant than one who is merely working for wages. It will be no hardship ou your part, and may even not appear to be of great importance to you, but if you can get him to tell you of hi* wife and children, if he is married; of hs dependents if he has any, and of has home life, hi* ambitions--get him to even tell you about the operations he has had--can he play ball, is he a musician ? if tie is of the non-English speaking races, get him to tell you a little of his own country and its customs. Can you realize for a moment just what all this means to the new man? You know perfectly well that you want a man that will be working just as hard and efficiently when you are away from him as when he knows you are watching him. The real foreman of today isn't riding about on a high horse, and if you are one of timse who will be greeted with "Momin', Mister Tom," 72 Tttentieth Congrcss-^Nattonal Safety Council ''Good morning. Dick," or "How goes it, Harry?'* by the men under you--well, there isn't very much the matter with you. In the early days of organized accident prevention work, one of the hardest obstacles to be overcome was the suspicion of the rank and file. So many men thought that the "Company'* had an ulterior motive and wished to avoid accidents purely for economic reasons. As tile work presented so many varied problems., and so much ground work had to he done, it was quite a while before a whole organization was "sold." By gaining Ute open-minded confidence of your new man, you can present safety policies to him in a manner that he will never forget. Don't make the mistake of thinking, also, that because a matt talks English imperfectly that you have to talk broken English too. See tlt he understands you, but re member that he looks to you; you have a position to maintain and he will try to learn from you--providing of course that you don't kill the whole thing by an assumption of superiority. Every man, new man or old employee, has a certain amount of pride--if you wound that you will do incalculable harm. The new man wishes to emulate you and those above him; tf his aspirations are guided into the right direction you will be achieving your object. Teaching Hint, "John, take this man l" No matter how experienced a man may be, he doesn't know it all. Your methods may be vastly different from those in practice at other plants, to achieve a similar object. As a foreman you arc, and robs* be, a teacher. It you have gained the new mail's confidence he will learn from you, and straightway you must embark upon your policy of safety education. When you went to a strange school, the teacher'did not take your word as to the extent of your knowledge, lie placed you wider observation until he found out what you did know. You start in with your new man at the beginning--and of course you understand 1 am not talking about running a lathe or pouring a casting. We are fond of saying: "Teach him to be safe and he will be a good workman," so go at it the right way. Never mind that "sob stuff" with the new roan. It used to be the procedure to point out, >n pathetic terms, a picture of the heart broken widow and fatherless Children--bereft because Daddy stepped on a nail and didn't get first aid treatment. For a long while we filled the bead of our new man with visions of cripples selling lead pencils and a procession of wheel chairs from here to back again, because the victims tried to put a belt cm arevolving pulley or climbed up a rickety ladder, and so on. The fallacy of this system became apparent and was shown one day when one of the Safety Committee members on our plant came into (lie office and said: "Here! Something's all wrong with this safety stuff. I am so full of pictures of the hospital that I cannot walk along the sidewalk in confidence, for fear I might trip over a match, and I dare not climb or run a machine in case I may be made to occupy a stretcher." Industry soon discovered the same fact, and you can readily sec yow plan. It is bad business from an economic viewpoint, isn't it, when a personal injury is caused 1 You can show him that it constitutes a distinct loss to the country, the community and himself, wlteu his earning power* are stopped through accident. Never mrod talking about the billion or more dollars that accidents cost America--- lie can't comprehend a billion, neither can you; but he sure can grasp the fact that bis wages will be two dollars and sixty-six cents, instead of four dollar* a day if he gets hurt. Let him see that it is bad business to suffer unnecessa y pant; that tic is imposing a penalty upon others when his wife has to suffer <>f and that it i* not laid down in the laws of employment tlat a child must go hungry, because a man gets hurt. Teach the new man that ail personal injuries can be avoided. That is a strong statement, but you foremen know it is true, even though some of yon won't admit it. There arc two words used to describe a state or condition, that I believe have done more for accident-prevention than anything else. Foremen's Forum 73 They are "Safety-Mindedness," Thai's what you want to teach the new man. Machinery must run and belts will come off and break; the blast furnace wilt de velop weak spots, and nails will always be left protruding by somebody, but that inward consciousness of a self-preservation policy will compel a man to give first consideration to hi* life and limbs. When you can make him realize that it is unnecessary to have an accident, that it is poor business; that die company regard* it as inefficiency on somebody's part and that he. Himself will suffer when there isn't the slightest reason why he should do so, then yon are maintaining your own position and you have a better worker--he knows that you are a friend and tlsat you are solicitous for his welfare. For goodness* sake, be sure that your new man thoroughly understands the motive for your safety warning* and teachings, and "ad!" him thoroughly on the idea. Don't let him alone, undecided, but make a safe worker out of him even in spile ^ himself. Impress Him. You are going to fail in your prime doty--you will have no success with your new man--if you fail to thoroughly impress h*m at the begin ning- Think what an opportunity you have to add to this world's liappiness--for God knows we need it. You have a machinist, an oiler, a laborer or a kiln attend ant given to you, or perhaps he is just another man for the "Yard gang" to dig those ditches I mentioned, but you must let him know that you are sincere. For a time he will be puzzled with the mystery of it all. "Why should a foreman care whether I get hurt or not unless he gets something wit of it?" But as he secs the light of earnestness in your eyes, detects the,solicitude in your voice, Itc will come to realize that you are only a human being, even as be; that you have, too, somebody who shares yonr joys and sorrows. He will know that you, too, are not forgetful of the parents who brought you into the world, and because of your impressiveoe** he will feel that wo chance is worth die jeopardizing of hi* privilege of losing bis rough fingers in the curly head which rests upon his knee- See that he knows, like you do, that if there are such things as love, wife, children and liappiness, it requires all hi* faculties to enjoy them, and nothing is worth while if it will tend to injure those faculties. Sec to it that your new roan detect* no hypocrisy In you---if he thinks you are not in earnest and you fail to impress him-- then you have responsibility indeed! . Will you impress your new man, you forraen? You have assumed a burden all right, and from your lips may come the words that may affect him greatly. As we have grown in knowledge, our machinery made more intricate, our methods more scientific, so has man at his finger tips command of more power than our fathers dreamed of. Can you guide those finger tips and, doing- so, cause your new man to follow you with confidence? Mr. Foreman, if you can't impress your new man with the full value of that which you have to sell, if he cannot detect sincerity In you from the very beginning, you will never sell to him at all. In the accident- prevention phrase of manufacture, there is a new conception as between master and roan. The foreman no longer looks upon his men as mere portions of flesh and blood who are subservient to him. The real foreman will look beneath the accidental conditions of birth,-education, environment or nationality, and will catch a glimpse of a brother worker. In all things he will impress the new man by doing as he teaches, and will assume no "Holier than thou" attitude. Supervising Him, I have said that the foreman must gain the confidence of the new man; that he must teach him and that he must impress him; but these three things must be followed up--you must supervise him. Now, in that last qualification the true safety foreman cocue* to light. Suppose a member of your family were ill--you call in a doctor. The first thing he docs is to find out the source of the trouble; he asks question* and be gains the confidence of the patient. He then lays down a set of rules, tells the patient or nurse what must be done and impresses them with the fact that, not only does ho. the doctor, know exactly how to handle 74 Twentieth Congress--National Safety Council this particular case but that the patient is going to recow. We know and have been taught that a great deal of a patient's chance for recovery depends upon the cooperation of the patient himself--therefore be must be impressed by the physician. But supposing, after all this, the doctor said ''Good-bye", pocketed his fee and then never came near the sick patient again--would you feel that he had completed his job? If the patient was seriously >11, wouldn't you say that tlic physician should have paid other visits, that be should have noted the condition of the patient from time to time, to supervise lus recovery ? Of course you would, and no matter bow much the foreman thinks he has "sold" the new worker, he must check up on him now and again--just a word or two of encouragement or caution. I think that accident prevention work has had a remarkable effect in fostering and nourishing happy relations between employer and employee. There must be a supervisor, between the office and the rank and file, but the stem martinet has quickly disappeared, and when you hear around you, in every industry, the rankers calling their foremen by their Christian names, you cannot but feel a happy state of relations exists. In the majority of plants it has not been found practicable for the whole organization to stop work and attend safety meetings very often. Nearly always we hod a committee, coniposed of foremen, who am relay instruc tions to rlieir men individually. We know that oftentimes a half a dozes words, given in what may not be precise grammar, by a foreman to his men. may carry more weight than half an hour's talk by the general manager. Our duties are vey clearly set forth here. As a go-between we must carry our men along and, not only see that the demands of production are satisfied, but that Tony Angelo or John Smith docs not endanger his ability to produce, and that he understands that bis first thought must be of safety, both for himself and his fellow workers. Supervise him? Yes, but supervise him intelligently, Let him know that not only is he part of the job, bat that the company--the Big Boss--is relying on Iiim. This work 1ms made us all part of a big fraternal organization. If a safety competition is in force and a safety record existing that we are all proud of, don't forget that a slip on Ac part of the humblest worker can wreck the achieve ment just as surely as one by the manager. I heard a story once of a foreman who bossed a gang of Italian laborers. They were all new men and were engaged for pick-and-shovel work. Now this foreman took the gang outside a building and into a large yard, and pointing down to the ground, said ''Dig here." They dug down three or four feet and then he stopped them and said "Stop; dig oyer there." They dug down again for a while and, with out any apparent reason he stopped them again and told them to dig in another place This was repeated five or six times, and at last one of the gang, who were muttering to themselves, said: "Watta da hell; maybe you crazy. Dig-a here-- stop; dig-a there--stop. All-a time dig like hell and stop. W'atVa da mat*?'* Then the foreman did what he should have done in the beginning. He explained to Tony that the office had mislaid the drawings of a long-buried pipe line that ran through the yard somewhere, and that they just had to find that pipe. Well, after that, the job seemed intelligible, they knew what they were doing and why they were doing it. They went to work again with a will and soon the pipe line was found. Now, how do we stack up on those four qualifications---which we have called "respansUalitics"? When we get a new man do we always take him ta band, or do we just put him to work? In a few hours' lime you and I will be ou our way home. This white collar and these good clothes will be taken off and, dad m our working clothes, we will be on the job again. What arc we going to do tomorrow-- Monday--you and I? Are we just going to take up the reins where we left off, or lias our \isit to this Safety Congress dona us some good? We will be in a position of authority soon--wlien we get our new man will we simply mark his check number in our time-book, or will we "Gaia his Confidence; Teach him; Im Foremen's Fornm 75 press him, and Supervise him", in such a way that ' responsibility" only means a "Labor of Love", and thus do another bit for Humanity's sake in this world, when we answer the request "John, Take this man!" J. Morgan Buswxll (San Joaquin Light St Power Co., Fresno, Calif.) : First, let's consider several accidents that. occurred during the first hour of the day. In one case the man was worrying over his previous two weeks' pay. and two or three I. O. U.'s be left behind at three o'clock in the morning in a poker game. In an other a Wn had received some infection that had been making inroads on his health for a period of three weeks. Another man had come back from oe of hi* bi-monthly or vri-roonthly over night booze parties. He wasn't a regular drinker but once in three or four months he went on a real one. In another case a man had a sick kiddie at home, and that day Ac wife was to take the kiddie to the hospital perhaps for an operation. Does the speaker think it is within the foreman's province to get so close to the workmen under him, that he should have been able to have seen those conditions at eight o'clock in the morning before the man was set at a task that involved some hazard. . Mt Dtmfster : No foreman is divine. No foreman could possibly be expected to see the attitude of a man that early m the morning. If the right spirit of cama raderie can be fostered between the foreman and his men* they would go to the fore man and tell him they were Itt trouble. In case of I. O. U.'s or economic problems, disease, or domestic troubles, wc all meet them. I firmly believe that if a man goes to the foreman and tell* him his troubles he should use his pAwcr as a foreman and deal with the situation from a safety viewpoint tor the protection of the man himseM. M*. Buswell: It Ss our belief that the foreman can and should be so dose to lus men. that he can see the signs at eight o'clock in the morning. It is therefore a rule in our organization that the foreman never set a man to a task particularly involving dangers or hazards at any time unless he knows for a certainty that the man is at that time perfectly capable of performing that task with safety. Chairman McKenkey; We will proceed to the next topic, "The Conference Method of Imparting Safety," in two sections. Mr. B. F. Blank, of Ac Jones and Laughlin Steel Corporation, will be the first speaker. Recent Developments in the Conference Method of Imparting Safety By EARL F. BLANK Safety Director, Jonas and Laughlin Steal Corporation, Pittsburgh, Pa. When some twenty years ago a few employers began to think seriously about ac cident prevention work, they thought mostly in terms of physical and mechanical guards. When new plants were built thought was given to proper layout, safe machinery and equipment However, it was found, after some plants were practical ly 100 per cent physically safe, that we still had accidents and it was necessary^ to institute an educational campaign to prevent the type of accident that was being caused by the human element. This campaign of education consisted, first, of the organization of safety committees and Ac posting of safety bulletins and various kinds of safety meetings, painting out to the employees the various hazards and How to eliminate them. _ The next step was rules and. regulations, safety news letters, safety magazines and literature of other kinds, safety contests, and accident investigations, all designed to focus attention on accident prevention and to make the employees more careful 76 Ttvcnticth Congress--.National Safety Council worker*. In the first twenty year* of accident prevention work in industry, dx*e methods resulted in reductions m accident rates varying from about 10 to 50 per cent. Our company by 1928 had been able to reduce its frequency and severity rates about 60 per cent, but in 1929 we had an increase in accident severity. This, I be lieve. was true all over the country, from National Safety 'Council figures that were compiled which showed that accident severity rates were higher in 1929 than in 1928 for the 1092 establishments reporting. Increase in these rates was probably <lwt to increased activity, increased employment with green men, and a greater drive for production. An analysis of our accident causes led us to believe that our employees were not takii^ seriously enough our accident prevention work. * Much has been sard and written about the foreman's place ht industry* so I will not have to enter into a dissertation of the foreman's responsibility, except to s*y Uiat a great deal is expected of this key man in increasing production. lowering operating costs, and so forth. He is informed that he is the manager of his depart ment just as much as the works manager is in the plant over which be has super vision. He is not only responsible for getting out the work, but is charged with the safety of the men under him. He is a representative of the company and is sup posed to interpret the policies of the company to his men. He is supposed to handle all grievances of the employees so that tliey are satisfied If he is not a good re presentative, some of the fault may rest with the management for not sufficiently informing him as to just what is expected of hiifi. If workmen come to him with complaints be should be sufficiently informed regarding the policies of the company to be able to explain why things arc done certain ways, and the reason for six* policies. Accident prevention has always been an operating problem with us. We have depended a great deal upon our foremen for the elimination of accidents. We de cided. however, after this experience in 1929, that perhaps our foremen didn't have enough information o the why** and wherefore's oE accident prevention work. Ac cordingly. we decided to offer a course of specific training which we called our Foremen's Safety Discussion Course. There are three chief ways of teaching: namely, the informational, the instruc tional, and the conference plan. We adopted a combination of the informational and conference plan. We felt that by the conference method we would encourage free thinking and free expression. We didn't want our discussion leader to lecture, but merely to lead the discussion. I might say that under what we call our informational plan there might be two divisions, the lecture plan and die study and recitation plan. Wc practically com bine the study and recitation plan with the conference plan. I think you all re cognize the difference, and also the difference in application of those two plans. Usually the study and recitation plan is used as we do in public schools, where the student or learner has little information on the subject, while hi the conference plan Ihe learner must also have some experience or some knowledge of the subject. By combining these two we Imparted certain information to foremen that we wanted them to study and think about, and then they assembled to discuss the subject in groups. Thw plan of tracking has been used successfully in many branches of extension education. It has been found by those who have had considerable experience in this type of teaching that the conference group of about twelve was most efficient. Wc accordingly divided our 1500 foremen into classes of twelve to fifteen. The discussion leader called these groups together at such time as would work most advantageously to operating schedules. It therefore took us twenty-four weeks to cover our first course of twelve subjects, and then a general review was had. Dis- cusrinus consumed about an hour each and were held on company time. The leaflets Foremen's Forum 77 were given out in advance so that the subject could be studied prior to the confer ence. The results of this work were so gratifying that when the Natural Safety Council adopted their course of Safety m Foremanship we decided to use this course as a text for another scries of discussions. We are frank to admit that we were surprised to leant that after twenty years of organized safety work some of our foremen knew so little about accident prevention. Let roe give you an illustration of that. Wc had been conducting safely contests for a number of years. We ptii out what we called a monthly safety standings re port. showing the standing of the various departments in accident severity. We found that some o our foremen who bad been receiving these reports for years didn't know that the department at the top of the list was the winning department and the one at the bottom of the list had the worst accident record. We had been taking too much Cor granted. Wc had not checked back to see that the talks which were given in our safety rallies and safety committee meetings, and so forth, had been understood. In other words, wc -were talking; over the heads of a g*x*d many oi our foremen and a good many of our workmen. Our present plan of teaching has resulted iu a greater interest and cooperation of ouc foremen and a greater understanding. The conference method of teaching assures the attention of the learner because lw is likely to be called upon at any minute to answer a question concerning the subject under discussion. Various phases of the subject* are discussed This compels the foreman to think the subject out both in advance and during the meeting. . This question of reasoning is a very important one. Whether you are training foremen or whether the foreman is teaching his men, it is best to give the reasons why a thing should be done in a certain way. To say that it should be done a cer tain way because it is a rule is Hkdy to bring a negative response. By showing the reason why things should be done certain ways, you are more likely to get clicerful cooperation and performance Mr. Griffith, Superintendent of Safety & Welfare in our Pittsburgh \\ orfcs. will act as the discussion leader today, assisted by a number of safety engineers from the various plants in Western Pennsylvania, who will act as foremen. They will discuss subject No. 2 in the National Safely Council's "Safety in Foremanship" series. Understand that these foremen have read the subject matter printed in the text but may answer from their own experience, giving their own. version of the sub ject in tbelr typical way. It gives me great pleasure to introduce Mr. Griffith and his able assistants: Mr. Hattmav, Standard Steel Spring Company. Coraopolis. Pa. Mr. Leonard, Western Pennsylvania Safety Council. Mr. Shannon, Fort Pitt Malleable Iron Company, McKees Rocks, Pa. Ma. Gisson, A. C-. Spang Chalfant & Company, Pittsburgh. Pa. Mt. McClain, Jones and Laughlin Steel Corp,, Pittsburgh. Pa. Mr. Webu, West Penn Electric Company. Mr. Ralston, Pittsburgh Plate Glass Company. Mr. Harris, McClintic-Marshall Corp,, Braddock. Pa. Mr. Nolen, McClintic-MarshaH Division, Bethlehem Steel. Application of the Conference Method of Imparting Safety Led By H. J. GRIFFITH Superintendent of Safety and WtHire, Jones and Laughlin Steel Corporation, Pittsburgh, Pa. Mr, Griffith : I suppose you fellows have been wondering why you have been called m here today and just What this thing is all about. You got your notice and you got your pamphlet. 78 Twentieth Congress--National Safety Council * The first thing', I would like to get your names so that I won't have any confusion when I want to call on you. (The men gave their names.) M*. Griffith : The purpose of this series of foremen's safety conferences, as we call them, is to give all our foremen the opportunity of learning the &y*~^*r*+***-*1< of accident prevention work. A foreman, in order lo operate his department efficiently, must (understand, 1 use the word "must") reduce accidents to a minimum. So the management pro poses, if possible, to furnish you wrth the tools to do a good job in accident preven tion work. It has been said that more foremen fail from lack of information than from lack of ability and the management's idea is to provide you with the necessary informa tion in accident prevention technic to make your safety work a success. The discussion method of holding meetings has been suggested, and it has been felt it will be more interesting and will give everyone a chance to do some individual thinking, and express his own ideas. There may be much that is not new to some of you In the text of the discussion subjects, but we feel this personal knowledge of the topic wiR enable you to express your opinions and make the conference more interesting. The general superintendent of this plant desires that you make the best of this opportunity, and hope* that what you have learned will be reflected by an improvement is your departmental safety record. It should be evident to you as foremen and pJayt executives that any progress we make in accident prevention must largely come through the safety education of our workmen. It is also Quite evident that this must be done through the foremen them selves. This series of safety discusskm subjects has been prepared and published by the National Safety Council. Seven subjects in all have been purchased, and they are given to you so you may be better equipped to supervise the men under your super vision. Before we go any further with this discussion, I want you to understand dial 1 am not here to teach you anything. I am just here to lead discussion. I want you to make yourselves perfectly at borne. I want you to discuss these topics just the same as if you were out on the curb discussing them with somebody else. I want you to feel perfectly free. If you smoke, go ahead and smoke; that is all right with me. If you spit on the floor at borne, go ahead and spit on the floor here. That will be all right, too. I want you to fed perfectly free and easy about this discus sion. * Taking ft for granted that you have read through your pamphlets and studied them, I am going to start in by asking you some questions. I am not going to read the pamphlet. I am not going to open the thing. I am just going to ask you ques tions pertaining to this {articular pamphlet. First of alt what are we going to talk about this afternoon ? What is the topic we are going to discuss? Mu Haws: Production with safety. Ida. Gkfctb: Is that right,*you fellows? Mu Weu: The foreman** opportunity. Ml Griffith ; The foreman's opportunity; production with safety. I want you to get toe idea. The thought is rigid: there in that--the foreman's opportunity, or production with safety. During your spare hours, sitting on the back porch or the front porch, or maybe in your borne, have you ever given a thought as to just wbat it is that makes a good foreman? Have you ever tried to analyze that part of your job, just what you have to do to be a good foreman, just what really would go to make it up. being a good foreman? Suppose you were a plant executive, for instance, and you were going to select a man to lake a foreman-ship Just what would be some of the qualifications foremen's Forum 79 yyu would want that individual to have? Have you ever thought about tlial ? That is the way the man ahead of you thinks about you, "I would like John, Tom, or So-and-so." Let's see what we can do with the blackboard on that now. First of all, 1 write up here: What makes 2 good foreman? Wlat-qualifications, in oilier words, does a man base to have to make a good foreman ? I think probably everybody has some idea as to just what a man should be to be a good foreman. Mac, what do you suppose a felknr ought to have to be a good foreman, anyhow ? Mr. MeClain* ; I think about the first thing be would nave to know is his job. Mr. Griffith : He would Itave to know his job. He would have to have some knowledge of his job then, wouldn't he? What do you mean by knowledge of his job, anyhow? Mr. McClain: I sort of have it in my mind, but I can't say it very well. It is like ibis: You wouldn't expect to take a man out of a carpenter shop and make a good boiler shop foreman out of him. He has to know all about heating rivets and laying Out the work n he is going to be foreman in a boiler shop, how to use the horning torch, and how one part of the thing relates to another. He would have to know the job, is what I mean. Ml Griffith: You would want him to know die details of tljc particular opera tion. You would want him to know that better than any man on that job. He U going to run that job and you are going to depend on him to do it. Therefore, you would expect him to know the details of that job. That is all right. That a good explanation. What is something else he would probably have to have to be a good foreman? Harris, what do you think about it? Mr. Harris : About the most important thing I could think of iy that he ought to have good common sense. Mr. Griffith: He ought to have some common sense, then. Mr. Harris, doesn't everybody have common seme? Mr. Harris; Well, I suppose wc sliould have, but sense isn't common, you know. That is what they say. That is what the foreman should lave, however. Mr, Griffith: Isn't it common for toe foreman to lave sense? Mr. Harris: It Is common for a good foreman to have common sense. What I mean by tliat is that he must have good mental capacity, good judgment, know How to think accurately and properly, and size up a situation quickly, and that sort of tiling. He must be intelligent. Ml Griffith: You want, then, an Intelligent man. If you are picking out a good foreman he has to have certain qmlifications.aml common sense of course is one of those qualifications.^ What else is there that he might have? Webb, you might answer that. Mr. Webi: Well, he ought to have a little bit of initiative. Mr. Griffith: All right. What do you mean by initiative? What is initiative, anyhow? **Mr. Web*: You mean what Mr. Webster tells about it? I forgot to look. Let's see now. 1 reckon a foreman ought to be able to stand on his own hind legs if he strikes a snag in the work some time. Ml Griftitk : That is the idea. That is it exactly. If he gets into a snag he doesn't want to get in the habit of going to the boss's office all the time? All right, we have three qualifications there: knowledge on his job, common sense, and initiative. There ought to be something else on this Hat. Mac, you ought to be able to think up another one. I am punishing you two fellows. You are not paying attention. I don't know which is guilty but both are implicated. Mr. McClain* : I will think of something else In a minute. Let me go by for a nrnmie. 80 Twentieth Congress-National Safety Council Mr. Griffith; Nolen, you arc way down there enjoying yourself. You tell us something about it. What would you think a fellow ought to have to be a good foreman ? Mr. Nolen : 1 would say ability to give proper supervision. Ma. Griffith: What do you wean by that, ability to give proper supervision? Can't these fellows supervise their jobs? Ma, Notes: Some of them can, and some of them may not have the ability, but * foreman should have the ability to go to hts men and say, "Here. 1 want such-and- such a job done" and they should do it without his hanging onto their trousers all the time until the job is done. He should be able to say. "Now. Jim. you go and do that job. We want it done by a certain hour and we warn it done right.*' Maybe the foreman has to go to a safety meeting, or something* and he gives the fellows a certain amount of work K> do while he is gone. He has to be able to give it to them in such a way that they wfll know what he is talking about without his super vising their work. Mr. Griffith . He must be able to supervise his department, and take care of it, shouldn't he? Mac, yott thought of something else? Mr. McClain: I am kind of a crank on this thing of being able to give instruc tions good, and tdi them what you want done. Mr. Griffith; Ability to give instructions clearly? Suppose a foreman goes to a man and says, "Here, you do this, that or the other thing," isn't that clear enough? Mr. McCujy r Oh, I don't think so. A lot of times you get into tremble by simply saying to a fellow, "You get your tools and 'go out on the job and fix that leak in the pipe." He might fix the wrong leak or get the wrong tools. I'll bet a lot of accidents have happened because men didn't know just what to do. and probably a lot of work has been spoiled because the boss didn't take time to give them instruc tions dearly. I think when a job is spoiled you don't always want to blame the men for h. You want to blame the boss part of the time because he didn't make it plain right in the beginning what was to be done. Mr. Griffith; He didn't specify some particular place? Mr. McClain : You have to tdi them what took, how to do it. where to do ft. and see whether conditions arc right. Suppose there was some ammonia, or acid, and they weren't looking for that. Some of them might be pretty badly hurt. Mr. Griffith : I can see where that is all right. You must tell them definitely what is to be done, the location, and the paritcoUr thing to be taken care of. . We might have something eke. We have five qualifications. Shannon, wlwt do you say about it? __ Mr. Shannon; I think leadership is a very important item. Mr Griffith : AH right, leadership. You mean the ump-de-ump fellow, the one ivfoo leads the hand. Is that the idea? ' Mr. Shannon: I don't mean that kind of leadership exactly, I mean leadership where the men look up to you for proper instructions and ma> be able to follow your example. I mean that a leader must have a lot of initiative. I mean he xnusi have a knowledge of the job. I mean he must have common sense. As a matter of fact, I think all those Qualifications mentioned are wlvat a good leader should have. A good leader should also be a leader and not a driver. Above all things, I believe a good leader should see that his men get a square deal. Those are my qualifications for leadership. ^ Mr. Griffith : I think that is all right, and is very good. I think thc*e qualifies lions arc good; a leader, not a driver ; a man who will lead his gang to something, not drive them to it. There might be something else added to that. I think. Mr. Ralston, you look very studious down there. What do you think? Mr. Ralston : I think he ought to show and have loyally. Mr. Griffith: What do you mean by loyalty? Foremen's Forum 81 Mr. Ralston : He ought to know the company program; he ought to know their interests. He ought to know the interests of the men, and he ought io follow them up and if necessary fight for them. Mr. Griffith; You want him to be loyal? Mr. Ralston : All the way around, boil; to the men and to his company. Mr. Griffith ; You want him to be loyal to the company and to the men as well. Mr. McClain: Can he always do it? Mr. Ralston : He ought to. Ml Griffith : Is a good foreman always able to do that ? Mr. Ralston : Yes. Mr. Griffith: AU right, let's go cat. What else is there that might be tltaught about now? Leonard, 1 haven't asked you a question yet. Mr. Leonard: Dave gave me a thought there a minute ago when he answered one of those questions, and l think willingness to set a good example is a very im portant part of forenumship, Mr. Griffith: I guess that requires some explanation, too. Ml Leonarc: A foreman's conduct in or out of the shop and his method of dealing with his men at all times should be of such a nature, I think, that these fellows under him would be looking up to him and the principles he sets forth as a .sort of ideal for them to follow. Jn other words, they arc going to pattern or should somewhat pattern alter him. He should set a good example. He should lie the pattern for these fellows to follow* Mr, Griffith : I think that is all right. You can't expect the men to be something you are not Mi. Leonard; That is the idea. Mr. Griffith : If you are going to be a good foreman and set a good example, you have to set a good example yourself. Mr. Shannon said leadership instead of driving. Can we think of anything eke there? Gibhy, wliat do you think about it? Mr. Gibson: Well, I think a foreman should be willing to accept responsibility. Mr. Griffith: What do you mean? Dou't they all want to accept responsibility? Don't you fellows want to accept responsibility for the actions in your department? Mr. Gibson: We want to, but sometimes we leave out some of our rcspnmihihtie*. We should be willing to accept responsibility for the work done by our men, tin amount of work. 1 believe we should accept responsibility for the kind of work done on material, that is, work going through our departments, and tlte work that is done on the equipment which we handle in our departments. I think if a job comes into the department and wc are properly accepting responsibility we slsould knowjust what men to put on that particular job, and we should know- just where to get the proper tools to do that kind of a job. We should know- when we are to start on it, and of course we should know just how soon that job is wanted, when wc arc expected to complete it. If we accept all those things and know all those things, and do all those things, then I think we are properly taking care of our responsibility as a foreman. Mr. Griffith: How about the case of an accident? Let me a*k you a question. Suppose you have 20 or 30 men and you have to split up that gang on these various jobs you have to do. You send a couple of fellows away that you arc well acquainted with, and you know them from A to Z, wc will say. You send them away to dig a trench, for instance. You can probably get to them in fifteen minutes. After they have been gone about Half an hour and you have made your rounds and are coming back, you Hear that one of them is m the emergency Hospital, and somebody runs up to you and says, *0e of your men is down in the emergency hospital bring fixer! up-** 1 You beat 't oyer lo the emergency hospital and find that during your absence these two fellow* have gotten Into a fight. One fellow struck the other fellow with K2 Twentieth Congress-National Safety Council a bar and he has a large gash in the side oi his head. The boss calls you in the office and says, "Gibby, that is your man. you are responsible" Are you Willing to accept that responsibility? Mft. Gibbon: I don't know who else would. These two fellows worked for me and I would certainly fed I had the wrong fellows on that job, or else I hadn't properly impressed the fellows with the id** and the thought as to what constituted a proper workman. I believe I would be compelled to accept the responsibility for even a thing of that kind. Mr- Griffith; We have had Quite a bit of reaction from you foremen in the safety department, saying you don't think you are responsible in of that kind. So we have tried to divide the word responsibility, and we have also tried to make you see that your real opportunity is in accepting responsibility. On the other hand, in this case these two men were away. You were not there, and we take the word responsibility-and we say, "You are responsible for your men. but you are really not to blame for what those fellows did." Ma. Gibson; i'here is perhaps a difference between blame and responsibility, M*. Gwtrrnn: If you look in Webster's you will find U means about the same thing. Nevertheless, there is a difference and that is what we have tried to slw you fellows: that there is a difference between a, man being responsible or accountable for his men, and taking the Wame for them. Those two fellows are really to blame (or what happened, but you are accountable for the men thcmsefocs. Do you think that is ail right? * Mr. Gibson : That doesn't let me out with the boss. Mr Griffith : Is there anything else we want to add to the list of qualifications ? Mr. Ralston, what do you think about it? - Mr. Ralston- r He has to be sincere. Mr. Griffith : I will put sincerity down here. What do you mean by sincere ? Mr. Ralston: He has to be what he appears to be. He has to say what he intends to sav. He has to play fair by the men in the company. Mr. Griffith: He has to be sincere about what he says. There is no use going around and saying something, and not staying with it You have to be sincere about it. Is there anything else? Harris, do you know of anything else? You look as though you were anxious to say something. Mr. Harris: There is one other qualification that I believe could be added, and that is reliability. Mr. Griffith : You have to have aman wl>o is reliable. I don't think that re quires much explanation. He has to be able to be relied os. I don't know that you can elucidate on that very much more. Mr. Harris: By all means he has to be truthful and square about the things he has to do in the department. If the boss calls him in and asks him If he made a mistake, he has to admit it and in that way prove himself to be reliable. Mr. Leonard : Can I ask a question now, Xfr. Griffith? Mr. Griffith : I would like to know, first, if you have nothing to add to what we have tight here: what that is -going to get a fellow if he has all those qualifi cations? . Mr. Nolen : A better job, and more money. Mr. Griffith: Will it grt him anything else? Mr. Leonard: Happiness. Mr. Griffith: What is happiness? Mr, McClain : I don't know what it is, but that is wiat everybody is after, any way. Mr. Griffith : It will get him success; happiness What are you after in life, after all? Mr. McClain: I guess that is it. Foremen** Forum 83 Mr. Griffith: Vou are alter happiness, aren't you? You fellows told me wbai you would have to do to get it. There it u. You say in that connection "with safety -* What does that mcau? We have in our plant, lor instance, 650 foremen with those qualifications. Would you lave your safety engineer sweeping up some place? Mr. Leonard: I would like to ask these fellows here: Do any of you fellows know of any actual case where one or more of these qualifications made lor a fore man's success or, on the other hand, where tin: lack of any one of these qualifications made for a foreman's failure? Do you know of any actual cases? Mr. Griffith: Mac, I think you have been a little out of order ttfU afternoon. I think you arc going to have to answer that. Mr. McClain : 1 know of a place where X used to work. We lad a pipe shop boss and he got to running around nights, drinking, and raising hell, aiul one thing and another, and some of 1ms own went with him, and some didn't- Tins gang was sort of divided against him. He wasn't getting out good work. Things were slipping, and it was only about six months until he lost his job. He was fired. I don't know whether it was lack of leadership, loyalty, sincerity, or reliability, but 1 think it W in fiat list somewhere. Mil Leonard: The answer to my suggestion, setting a good example, comes right in there. . Mr. McClain : He certainly did not set a good example. That where he was wrong. He didn't set a good example for hi* men. Mr. Griffith: No, indeed. Does that answer your question? Mr. Leonard: Exactly. Mr. Shannon: If it is true that a man has to have all these qualifications mr better production, what other qualification should he have to reduce accidents in his department? __ Mr. Nolen: I would say none- Show me a good foreman with all those qualifica tions, and I will say he ought to make a good safety man also. Mr. Griffith: Is there any difference between production and safety.* Should safety be held as a side show? (Cries of "No; absolutely not") Mr. Gibson; What causes bad production records? We have them. Mg. Was: I will tell you what does that. It is better to issue clear instructions. That is one thing. Then there are a lot of these foremen who don't follow up, am! of course some of them haven't enough experience, and there is that old stuff you know, too much speed; "Get this," and '`Give us that," speed all the time. Tliat *s what makes bad production records. Mr. Griffith: Too much speed, not`giving thorough instructions, and no on? Mr. Webs: Yes. Mr. Gibson: That is quite the answer. Mr. Griffith: Are there any other questions? Straighten them out if you have any. Mr. Harris: I wifi ask about the same question the fellow asked with reference to safety. Have we any cases where some slipped up and had a bad production record ? Mr. McClain: I know of a case where a man got killed because the foreman didn't give him the right instruction on the job. A boiler maker and his helper were told to repair a blast furnace. The foreman didn't pay any attention to the gas m the blast furnace or which way the wind was blowing. They went up there and the bdler maker pulled the mask down over his face and paid no attention to his helper. He got to strolling around and got mixed up with the gas, and the first thing he knew he was falling off. When that accident was analysed the safety man at that plant pot it up to die foreman that lie hadn't covered that job. He hadn't followed those men and instructed them properly. I think that is exactly what caused that accident. Mr. Leonard: What happened to that foreman? Mr. McClain: I don't remember. -'I y 'cciiticth Congress--National Safety Council - Mr. Griffith : I don't thank he stayed there kmg. Mu. (iieso.N: Don't we have aevidents tlot a foreman isn't responsible for because of having these qualifications ? Is every accident that happens due entirely to tlw foreman, and is it his responsibility? Mk. Ralston: We have what some people call acts of God. like ligbtniug, earth quakes, cloud bursts, cyclones, and things of that character. You can't hold a fore man responsible for those. Aik. Griffith: Are there any other questions now? Our time is getting short. I wa> tokl not to keep you fellows longer than an hour. If I do, I will get fired. Sometimes the management's part gets into this thing, and I want to assure you tliat the management of this corporation is intensely interested in accident preven tion l>cc*u> it is humane and ethical. It recognizes safety work as a moral and social problem as well as an economical proposition. "Safety First" as a slogan has been worn threadbare, but safety is first with us. The management is desirous of doing everything possible consistent with good business principles to protect its employees from injury- There are no secret roads to success in safety work, fellows. Accident reductions are accomplished only by continuous effort along common-sense Hues am! eternal vigilance on the part of the foreman and employee alike. Tins require* fair and effective supervision. The most effective ways erf getting employees interested in accident prevention will be discussed later on in the course, but you foremen should make an attempt to get your men to look upon safety work as a matter of safe and efficient operation, making them feel that if they have an accident or cause ooe they arc not measuring up to their jobs. Accident prevention is a business proposition, and the safe worker should be the best workman in Uie eyes of the foreman. If the employee thoroughly understands that be will be interested in accident prevention 106 per cent, for he is going to look out for himself. Always bear in mind in teaching safety Work or trying to put safety work across that a man is interested in hi* own comfort, success, and happiness. If you will make the man feel that what you are doing for him is for his comfort, hi$ success and his happiness, you won't have many worries with your safety work and you will be carrying on one of the noblest acts that can He given man. that of saving human life. Two weeks from today we will discuss another one of our subject* I want you to read it over and come here prrjuired to answer questions. I think you have done exceptionally well today. Let's hope our next meeting will be as good. CttAraMAX McKesxkv: Would anyone like to ask questions of Mr. Blank or Mr Griffith. W. ,1. Ufcyrni.AKT (Colonial Beacon Oil Co.}: What type of training does the leader of these discussion* have. Is he the safety man in the plant, oc especially trained for that type of work? F. F. Bj uk (Junes and Laughlm Steel Corp.. Pittsburgh): We bad a little expcricucv at -ng that line tliat may lie interesting to all of you. Our first course was somewhat similar t tl*e ctairse which the \attonal Safety Council has now put out in thi- f*rm. and which most of you have probably seen. We had an educator come in and do a job of foreman training, not particularly <atety training. and it didn't go over. The reason it didn't go over. I believe, was tieraUM* tin* sujicrmtcixJeols who liad the first chance to put this thing on as a test didn't have confidence in the leader. 1 believe that Mr. Griffith, ami Mr. McClain. wh* ri al> a Superintendent of Safety and Welfare in another plant, are outline thi* 1 lielicve their success is dependent upon tle confidence die men have in tlwm The men know these teachers: thev know their background: thev know they arc muilified tn talk on the subject of safety. I would be a little hit afraid n* take ..nmclmdv who didn't know ihe technic of accident prevention work and let him Wad a course of this kind because I am afraid the foremen would soon get him tangled ut by some question he might, not he able to answer. Foremens forum 85 0. H. Day (Board of Education, Kansas City, Mo.}: There are three question* oi technic on which 1 would like your opinion. Do you not believe that having the participants read the discussions beforehand sets up tire usual tcarhcr-intpH situation where the foreman U waiting to be called upon arid lie will make an effort to answer the question as he thinks die leader is going to want it answered? Do you not feel that in a foreman's conference a free response tn a question h better than a directed response? In other words, is it not better to shoot a question into the air and let anyone answer it who feels inspired sn to do at that particular moment or who las the ability to answer it ? Do you not believe that a wide opportunity should be given for discussion between men with the leader clear out of it, simply sitting on the side lines to steer live dis cussion and keep it from going off on a side track? Isn't the thing you arc after to get the men discussing among themselves because they are the one* who know their problems, I believe, better than the safety director? . T would take issue with Mr. Blank regarding the necessity of laving a man from within the organization lead the conferences. The best success I have ever had lead ing conferences has been with groups of men who were total strangers to me. Ik:- cause in so dang I was not prejudiced. I am perfectly willing to let the men brinx their experience to bear on the problem without making any effort whatsoever to say the thing they think I want diem to say. Mr. Griffith: In answering your first question, the only thing the mail gels from reading Uh lesson is the idea of what he * coming to tins class for. In asking questions, I ask them not as they arc in the book. I will ask them questions along tliose particular lines, but not directly die questions that have been set down in tlw book. I find that the men really react very well and seem to get the idea. Answering your second question, I find unless you start your class by asking them some direct questions you will not get any response. Your men will hesitate, or yon will have a man in the das* who wants to do all the talking and die other fellows won't get a thing. I find it is better to ask individuals direr: questions, and in that way you get a better response. Mr. Day: In every group. I think you will always find one individual wbu wants to do all the talking. I think part of the skill of a good conference leader is knowing how to shut that man off. a It is a perfectly human characteristic to relax when another fellow 5s called upon to answer the question. If it is left open. It is up to me to jump in and give my idea. Mr. Griffith: You probably have twelve or fifteen men you arc talking to. I usually arrange my questions so that everybody is going to gel some question, unless there are some men in the class who I feel are timid and really wouldn't give a good response. I arrange ray questions so that the individuals in the class all have an opportunity to answer. .... . We encourage the men very, very much- I only sit on the side lines as a referee in a fight, after the thing gets going. You lave to get them started, but after the uteri get warmed up they will carry the thing along for you. and a you have to d is probably throw tn a match in the dynamite to stir the thing up again. Mr BtAMx: ThU was a demonstration of our first class in Ihis course, I know flat in both Mr. McClain's and Mr. Griffith's classes thev* don't call on fellows as pointedly as he did here today. That was a demonstration, and he picked these fellows nut so they would come to their next class prepared. In answer tn Mr. Day's question about the success of a leader outside. I think that detrends a great deal noon the leader. , Mr. Wknh: Mr. Blank, arc you using the conference method to teach anyfhmg Other Ibvti j-afetv* Mr. Blank: Wc arc not. , Having die group come together, not knowing what the subject is going to be. and drawing nut of them their expressions on the subject l believe is very good for MiperinlcrKkntSv hot when you have a lot of foremen, and some of them merely sub 86 Twentieth Congress--National Safety Council foremen and straw bosses of very little education, we try. to give then* this informa tion in advance of the das*. II you don't pay attention all the tint you don't get very much out of it, and probably 90 per cent of the fellow* who take it and get their booklet after the dass is over don't read it- ADJOCRNVEXT TW UXT1ETH ANXVAL SAFETY CONGRESS NATIONAL SAFETY' COVNCIL General Round Table Wondiy Afternoon Session October 12, 1931 jjmros a. young, awmm Iiptiory, MMtriN griatiofta Cocnaelort, New York City \uc***a Kowad Tahir se**io was called to order by Arthur H. Young, Secre tary, l*dMww*Jl KrAaji-irii f.'rmpackwr*. Inc- New York, presiding as Chairman. Cmjuskmam TW General Round Table is an ancient and revered Scottish oarteo. It t* tibut place where we can razz the speakers, where wc can exchange idea* aad depart from tbe set papers. The text for today is taken from a chapter ot tbe book ci life headed "Why We Did Not Slice Our Safety Budget.*' The first speaker on tins afternoon's program is a gentleman whom it is a privilege to introduce to you. Mr. Gross began m 1917 as a clerk, and within ten years liad i cached the position of vice-president and genera) manager of an important sub sidiary of the Firestone Rubber Company- He was then appointed factory manager, and it was at that time their safety work began to go. Why Wc Did Not Slice Our Safety Budget By RR. GROSS Factory Manager, The Firestone Tire and Robber Company, Akron, O. I am deeply indebted to the National Safety Council for this opportunity to come before you. Although it is true that I approached this situation with some misgiv ings, I felt it my duty to participate and to discharge in part if possible, a previous debt whkh we owe and which we acknowledge to the National Safety Council. It was within the last year that the National Safety Council awarded their Medal for Meritorious Safety Service to tie of our employees, and at the same time, their Certificate of Commendation, to another of our employees, and it was my pleasure to present these to two upstanding and outstanding young men in our service. I shall not go into the details, but the Meritorious Safety Service referred to wa* the appli cation of artificial respiration and resuscitation to one ol our employees who came in contact with high voltage electricity. You are well aware of what has taken place within the past two years In all lines of business. You appreciate that it has been necessary to reduce tbe number of people on our payroll, and I am sure that you will appreciate the significance when I say that these two young men are still m tbe employ of our company. t The scope of tlie operations of the National Safety Council is so complex that arm could only hope to cover a very small part of it, and I fed that l know little, if any- 87 88 Twentieth Congress--National Safety Council thing, about it, and I mnit therefore limit my discussion to that small part ot the program that ray limited experience has taught me, which is industrial accidents **? ihV 1 ',hdP P>y => debt that we owe and acknowl edge to the National Safety Council, but l want you to know that I also had another reason. That reason was a purely selfish one* I came here to get ideas, and before X leave this meeting this week I expect to have picked up one good idea--maybe two --or maybe three--that will help me In the work that I am supposed to do; and if -n any way I can contribute just one thought or idea that will help you to more vi*or- ornjy pursue the work of accident prevention, then I shall feel repaid for my efforts. Dunng to* past week I have been on the quest of ideas. I have been on a trip with the National Research Council, and with them last year as well as this year, have visited the outstanding research laboratories of the United States, such as die Belt Telephone in New York--General Electric, Schenectady--Arthur D. Little, Boston-- Eastman Kodak, Rochester--Ford and General Motors in Detroit--American Rolling Mills, Middletown--as well as Mellon Institute--1Wcslinghowe--Aluminum Com pany* Bureau of Standards, and many others. There is no question in my mind about the future safety of this country, and I can saj' to you that with all the new things which our scientists hare developed and creat ed. and are now in the making, there can be no question about the future safety in our national program. Great things are in the making for television; great things are in the making for aircraft; great things are in the making for the food industry, and the sum total of these things, I am sure, will serve to correct the economic out-ofhalance situation in the future just as the automobile, radio, and the electric refrig erator have done in the past. That is the picture as l see it for the long pull. The real question before us today is, 'What are we going to do about it now ?* When 1 say "it.*' you know what I mean, became I doubt if there has been one man in a hundred who has been on his feet before a group erf people in the last year, or year and a half, who has not talked-- either intelligently or otherwise--about our unemployment situation. I have seen all sort* erf questionnaires--there have been data compiled by die Inn but I lure yet to see my first unemployment questionnaire sent out by anyone who could do anything about it There is only one way to correct it. and at! of the statistical data in the w'orld won't do it The only way to correct it is to take these people who are out of work and give them a job, and the answer is just as simple as that. That is a subject within itself, and I want to leave that thought with you just that way. Now, I want to talk for a moment to those of you who are safety engineers; those of you who are engaged tn safety work, ami who make the redaction or prevention of accidents your business. I am going to ask you one question, and I want you to answer it honestly and definitely in your own mind right now--"Are the people at the head erf your business interested in the safety and well-being of their employees?" Now, when I say that, I can guess that your answers are 100 percent "Yes'*; but kt me qualify that by saying, "Are they interested in the safety and well-being of their employees actively, and not passively?" Now, what is the answer? Let me qualify that still further. When t say "the people at the head of your business," I don't mean your Board of Directors, and 1 don't mean collectively your president, vice-president, secretary, treasurer, and all your officers--I mean only, is the man or individual who b the one head of your operations actively interested, or ts he passively interested? I want to bring that point out for this reason. I know that it docs not take collective executive action to do the kind of safety work that you all should be doing. If you arc the safety engineer of a plant where the boss of that plant is interested in safety, then I am sure that your problems are not great, and that your safety rec ords arc enviable ones. Now get this straight. When I say "Boss." I do not mean your Board of Directors or your officers collectively, I mean, that one fellow in your organization who is the driving power, who stands up and says "Yes" or "No" in your operations. General Round Table 89 li you are tire safely engineer in the plant where that individual is not actively interested in the safety and well-being of his employees, then my advice to you would be to go in just as soon as you get backhand have a show-down. Even in these hard times, and when jobs are as hard to get as they are, you are wasting your time un less the management of your business is with you and cooperating with you in the carrying on of this work. I can't say that it is altogether the lault of tlx? manage ment if it is not cooperating with you in that way. I will pul that responsibility right up to you. You haven't sold the idea--you haven't been able to put over what it means in dollars and cents--and there is no business man alive who won't listen to a rock! dallars-and-cents argument. You may say, "Well, why do I pick on this one fellow--why do I pick on only one man in your business as being the fellow who can put this program over?" The rea son that I pick on him is best illustrated in that old saying, "Tlxrre is always a lot of interest in the things in which the boss is interested, aud ii there isn't, lw isn't the boss." You know there is a head man in every show, aud unless tin.* head man in your show is swimming with you in the work that you are carrying on. then you don't amount to much around your place of business. Now, let us think about the management for a minute. It doesn't make much dif ference wliat you call him--whether lie is a factory manager, production manager, works manager, or whatever rise his official designation may be--he does not deserve that title if he is not actively interested in this great subject. He is not a factory manager--he is not a works manager--lie is only a piece of one, and Ik: is only kid ding you and kidding himself. That gets us around to the point of---what is a manager? A manager is just exactly what the name implies. He ts a part of the management. His job is to handle men, and this gets us down to the first fundamental of all business success, and that is, that the first thing a man must have if lie is going to get any place in this world is character. _ There is no mystery about what it takes to prevent accidents, ami tlx: answer is ju%t as simple as anything could be. You know, and I know, tlmt fundamentally one has only to find out what caused the accident-remove the cause, and the problem is solved, but incidentally, things do not always work exit just that easy in a large cor poration. There are a great number of people -involved. Different thoughts and dif ferent ideas are advanced, and you know as well as I know that there is nothing harder than your head or mine when a new idea is in sight, particularly if that idea originated with someone else. That is why I say that the plant management of your business must be actively interested in safety, because it is through that management that you can make the greatest progress in coordinating and correlating ideas of the various people and directing them on toward the one Common cause. Yog cannot take something out of a product or an operation vv.hout putting something back in to com pensate for it, and that something may be and generally is, more precision, finer methods, and closer control. This same thing holds true of all safety hazards. You cannot remove that hazard without putting something else back in, and that something may be, education of workmen, a change in method, or a simple guarding device to prevent it, but talk olo*e will not turn the trick. I do not know of a better way in the world for a plant manager to get results in the reduction of accidents, than for that manager to spend five or ten minutes per week actively getting after somebody. I have found that a quite successful method is for me to find out within a very few minute* that an accident has happened, and then send directly for tlve foreman to come to my office. I don't mean by that, that I go through the department manager, or division manager, the superintendent of produc tion, or the general superintendent, but send right down and get the foreman who is 2n charge of that room* and ask him about toe accident, ami then specifically, "What arc you going to do about it?" Never yet have I found that this did not produce results--`never yet have I found that that Foreman didn't do something about it, and 90 Twentieth Congress--National Safely Council that always helps. Further than that, it is surprising how quickly that word spreads around through the organization that so and so was on the carpet in five minutes after an accident happened in his department, and that alone brings surprising result*. The subject that was assigned to me was "Why We Did Not Reduce Our Safety Budget," and I can only say to you that we did not reduce our safety budget because we don't have one. In our method of operation we have felt that it was not at aH necessary. We have a one-man safety department. He is responsible for nothing. He is the minister, so to speak, or spiritual advisor, for our organization on the subject of safety, and the records of our performance are in his hands, lie outlines certain campaigns, contests, et cetera, but when it comes to fixing the definite responsibility for an accident within our plants, that responsibility begins first with me and goes right on down through the organization, and we hold every man, from the plant super intendent right down to tlie foreman, responsible for the accidents that occur in his department. After all is said and done, a good foreman is one who is just at alert on the sub ject of safety, as he is on the subject of Quality, costs, or volume production. Good quality production cannot be produced with careless workmen, because their careless ness is not alone confined to their personal hazards. Good costs cannot be maintained with careless workmen, because their carelessness is not confined to themselves. Vol ume production cannot be maintained with careless workmen, and none of these things can be done with an indifferent management. 1 should like to discuss, for just a moment, some of the things that in mv opinion go to make up a good foreman. As I said a while ago, the first thiug that a man must lave is character. Second, he must maintain about himself that zone of respect through which he allows no man to penetrate. That isn't always easy. I think it is more difficult in a small organization where people are closer to each oilier, than it is in a largo organization. A good foreman is one who is resourceful within him self, and he has generative aud creative powers that keep bsm constantly on the alert, constantly on the watch for thoughts and ideas that will improve the conditions with in his division. A good foreman knows that anything that Is started right is pretty apt to come out right, and he likes to see things started off early in die morning, and with a bang. Our labor departments keep records of people leaving our business, and this, ac cording to their custom, they classify as labor turnover, and in most cases accept it as such. When you get to the bottom of wliat labor turnover Is, you find something far more serious, and when any one man leaves your company, you can make up your mind that ninety-tune times out of a hundred, that man has created a one-man strike, and investigation will reveal that he t striking against one of three things. He is striking against the man for whom he worked; he is striking against the conditions under which he worked, or, he ts striking against the pay he received for his work, and the number of asses that have been investigated by our labor division have tiwwn that a far greater percentage of people were striking against the men, and against the conditions under which they were working, than were striking against the pay they received for their work. . Therefore, safety becomes a part of the program as a whole. We all know that the best salesman wc ever had was a bang-up quality product and service. Safety is so inter-rdated with all of our operations--with our costs--with our quality--with our -volume--with alt of the things Unit wc like to point to with pride as part of our achievement Safety is so wrapped up -and so vitally important to all of them that no sound thinking management can afford to wink at its importance or pass ft off lightly. Cuaibman Yovhc: Mr. Gross, we are certainly obliged to you for your presenta tion of this subject. . You have heard this man say that he has reduced accident frequency, accident severity in compensable cases substantially, 70 per cent. Evidently he must have some General Round Table 91 stuff, if we judge by what he has produced. You heard him say it is quite easy to do; ten or fifteen minutes a week is all that is required. Perhaps those subjects are challenging to you. Perhaps they arouse your curiosity. Your questions will be welcome. Discussion JOUK \V. V'ftfcjo.AKD (Standard Oil Company of New Jersey, Jersey City. N, J.) : I would like to ask Mr. Gross on what basis he figures his savings m dollars and cents. Mb. Gross: Frankly, we figure our savings in dollars and cents only on die basis of what it costs us per employee per year for compensation, hospitalization, and all of the other things that go into that type of work, Mb. Vbeelani D- you weigh agasBt that die money you spend on safety appli ances and guards Mb. Gross : No, sir. The money we *e*d for safety appliances and guards is part of our general plant expense and t carried into execution through our Executive Board who passes the appropriation, and that bn't charged up to the safety depart ment, or any other department. That s money we have spent in die proper conduct * of our business. J. D. Hau, (Atlantic City Electric Company): I would like to ask Mr. Gross just what he does about the foreman's respootibdrty ^or that accident. Mb. Gross : It gets down to this: My job. of course, is to help the men in our orgamzaikm as much as I can. and if by giving him some thought or idea wc have made a better foreman oat of him. then tbit. coo. is In the right direction. However, that foreman, whoever he a. aad whether he has been in or not, under stands pretty definitely- that be had better woc coaae in the second tune. Mb. Hall: Do you penalize on Use 6m accident, or not? Ml Gross: No, we don't pcxofce hn. We might fire a man once in a while, if you call that penalizing. So far as charging: anything up to him and pulling a black mark oa tus record, we don't do that. You only have to walk mto a department aad yoo can smell whetlter that place is nzctiaf right or wrong. Some vemt tells you. "Here ts a {dace in which every thing is clicking and everything ** going wtO." or something tells you you had better begin to took into the* place When you find a place like that, reduction of accidents is oedy one thing oat of a probable dozen that is being overlooked. CnAttXAX Yocxg: It is quite evident that Mr. Gross and his organization have reached the goal for which so many of m have been striving all these years. I think we have aH of o* regarded oar job* as specialists, oot to accomplish the safety goal ourselves but to so inculcate the technic of accident prevention into the line organiza tion that every man in the organization was himself a safety inspector. The next bout before the members of the dob is an age-old subject. It has to do with the safety committee; to be or not to be. I think I might say that the title-bidder is amiable Auel, Westingfhcuse Electric & Manufacturing Co., Pittsburgh. Mr. Auel is a past-president of the National Safety CouociL He has been for at least ten years a member of its Executive Committee. Therefore, 1 introduce him as the title-holder in this contest- Mr. Auel contends that Safety Committees are not only desirable; they are necessary for a perfect safety organization, a well functioning safety* organization. His title is contended by Mr. George Prusting of the Union OH Company of Los Angeles. California, He contends that safety committees are not only unnecessary and undesirable, but that they impede tlie progress of safety work. The bout will take place immediately. I take pleasure in presenting to you first the Pittsburgh battler, Mr. Auel. 92 Twentieth Congress--National Safety Council Resolved: That Workmen's Safety Committees are Indispensable in a Safety Campaign Affirmative By C. B. AUBL Employees' Service Department, Wettinthouie Electric and Manufacturing Co.. . Eait Pittaborgh, Pa. I do not believe I can do better titan present a description oi rite functioning of the safety committees at our largest plant, the metnod however, being similar* though on it smaller scale, at all of oor other plants except at our small serv'ce slices. At East Pittsburgh then, we have main safety committees, meeting regularly at least every month; sometimes more frequently. Some of these committees have in turn their sub-committees holding meetings or patrolling their departments once or twice a month or as often as the needs seem to require. Tlie membership of a committee varies with the me of the departments but is made up of salaried and hourly workers and is revolving; that is, the personnel undergoes more or less of a change at intervals of six to twelve months. The hourly men serving on all committees arc paid at their average earned rates for all time spent on safety work. A regular order of procedure is followed at meetings, iti general being L Call to order Z Roll call 3. Reading or other disposal of minutes 4. Unfinished business 5. New business h. Round table talks by the members, or talk by guest speaker 7. Adjournment Endeavor is made to have each meeting presided over preferably by tins depart mental bead or in his unavoidable absence, by his principal assistant, as lending more weight and a tending to impress the members constantly with the idea that the management is back of this movement. Endeavor is likewise made, and for the same reason, to have 100 percent attendance oi all tbc other members. Meetings are generally scheduled to occur during the first half of the month and the proceedings are regularly typewritten and forwarded to central head quarters. If these proceedings do not arrive shortly after the middle of the month, there is still time to see if any meeting is liable to be unfitted and if so, to insist on its being lKld before the month ends. In some of tt* departments, inspection committees, patrols, or sub-committces go over their bailiwicks a day or two m advance of the holding of tbc regular monthly meeting so that in this way the latest information as to any infraction of rules or as to any hazards existing ca be reported to the safety committee and discussed at the next ensuing meeting. However, these inspections or patrols are made a* other times as well and in many cases regular laiings arc given a department on cleanliness, neatness and the like. If any item is brought up at a meeting which cannot be at once disposed of. it goes under the head of "Unfinished Business" and is continued from meeting to meeting until finally finished. It has been found ai excellent plan not only to number such items with regular serial numbers as are thus carried over, but to attach the date to each when first brought up as well, likewise the name of the party bringing it up and to whom General Round Table 9S it is referred- In this way it can always be seen whether or not an item i> dragging unduly and whom to communicate with as to its progress. Occasional outside speakers are brought in, or men are secured from other safety committees or from other departments or a member of a committee may prepare some short dissertation or a round table discussion may be indulged in. At the-end of each month the works manager writes a letter as to the per formance of the month just past, incorporating in addition anytVwng -pesvvnewi \>2> the subject of safety and this letter usually enters into the meeting. The preceding gives in barest outline of the routine of our safety committee meetings. . Now, as to the results obtained. Wc have made notable improvement m our acci dent prevention work during the past six or more years (without going back any further) whether measured by a reduction in accidents, which has totalled 87 per cent, or by hours of exposure in which there has been a gain of 526 percent, or bv compensation costs in which the reduction has approximated 65 percent. * Owing to the great diversity of our occupations, and wc have approximating 25t at our East Pittsburgh plant alone, it is simply impossible to compare intelligently our own performance with that of any other concern, and for the same reason it is hardly fair even to compare the record of one department n our works with another. Rather do we prefer to measure each depatment with its previous best record, but even so this will not always do because sometimes the variety of work in a single department untfergoes marked changes from year to year. The one goal wc are, however, constantly aiming frw is HNO ACCIDENT", a single one being considered just one too many. # To show the rather odd viewpoints we are occasionally called upon to combat-- ewie of our workmen some time ago was rather put out because we had found fault with him for having a lost-lime accident due to his not wearing safety shoes. He said it was the only accident he had had In 18 years of service and thought he was entitled to at kast one without so much fuss bring raised about it. We believe we are quite safe in making the general statement that our accident records have so improved in all states where our plants are located, that they are better than the average of all industries. Some of our plant* have gone month after month without a single lost-time accident; some plants a year or more; one, as in New Jersey, has topped tl*e state. _ But let us now translate into plain language the arguments as we sec them in favor of safety committees. t It is certainly common practice to do a vast amount of work both within and without the industries through the medium of committee*. You do not need me to tell you this fact, as you already know it. Now why aye committees so used when it is acknowledged tliat the chairman of a committee must do most of the work. The principal reasons are that a considerable increase in the knowledge of a subject, over and above that possessed by any one individual, is thus brought to bear tit the conduct of an investigation, or in the solution of a problem, or in the laying out of a line of procedure. Furthermore, the problem, or whatever it may be, is viewed from many different angles at one ami the same time and suggestions in greater variety can bo offered for its solution than would be possible with a single individual handling it; in other words, there are greater resources to draw upon. If investigation is necessary, then parallel lines can be set going instead of performing such work in sequence and time thus saved. Again, there is less likelihood of starting off in the wrong direction with intelli gent counsel at Hand to assist. The solution finally reached should therefore be more quickly arrived at and be more nearly complete and correct when reached. It seems to us that all of these reasons bear with equal force on safely work as they do with almost every other line of activity. But over and above all of these arguments, more Hazards can be discovered in a 94 Twentieth Congress--National Safety Council given time, and likewise corrected, than with a single individual only at work, and certainly the gospel of safety can be best and more quickly spread over a plant by having a number of men interested in it. " Assuming such interest is bonafide. then as a by-product must be mentioned the influence on the workers of the managements' humanitarian attitude toward their welfare, which feeling cannot be lightly dismissed. We of course appreciate die fact as already stated, that committee work throws considerable extra effort on the chairman, additional to his regular duties, and he more than anyone else can mate or mar his meetings, hut we are not dealing with misfits in the selection of chairmen. The sending of all minutes of meetings to central headquarters wtere they are carefully gone over, is, wc believe, one of the outstanding points that help make our committees successful. These minutes are carefully gone over ami where com ment or commendation seems called for, a note is sent right hade to the chairman so tlmt lie is aware at all times that the work is undergoing scrutiny and is not being overlooked, and such comments are relayed by him back to his committee- Still again, auy worthwhile matter encountered in these minutes is promptly trans mitted to oilier departments as well as to other plants which might be interested or imolved and thus added headway is made. Through the practical help received from our committees, we have developed a number of bulletins which have aided materially in the accident campaign. The first of these is called our Safety Inspection Calendar. Thb sheet is divided into section* marked annual, semi-annual, quarterly, monthly, weekly and con tinuous. From time to lime items are placed in these sections which, in the opinion of these committee*, it is felt should be inspected at certain regular intervals; as for example, hand trucks and portable ladders to be inspected quarter!)', food handlers and testers physically examined semi-annually, etc. Could you develop so complete a record single handed? ' The second of these bulletins i* r&tlier unique and was developed when one of our departments seemed to be harn^g an epidemic of accidents. It is a set of resolutions, saying that "whereas accidents have increased in our department and whereas we are vitally interested in the welfare oi our fellow-workers, therefore be it resolved that we, the members of the Safety Committee, pledge ourselves to do all m our power to reduce accidents and we likewise call upon all employees throughout our department to lend their aid." This bulletin was signed by every member of the Safety Committee, in the department and to make it more impressive, the member* were sworn by a notary public, after which it was printed and posted throughout the department. Such a device would not be possible without a com mittee. Still another bulletin is that of a cumulative record of our accidents for the month, prepared daily and showing the departments in which they have occurred and each department's monthly average for several years. This, we think, is one of our best contributions to die safety movement being, as it is, the equivalent of short daily meetings with the entire working force. A similar bulletin, but issued weekly, gives the kind of accidents that have oc curred during the month, and the department. Their distribution is effected with the aid of our safety patrols or committees. Our committees further help in the preparation of slogans and bulletins for our safety devices, and coming frorrr them, wc fed they ant not only close to the mark and more to the point than if coming from us, but the individuals submitting them take an even greater pride in their work when they see their efforts thus recognized. You wilt appreciate that while much more might be said, enough has been shown to indicate why wc believe in safety committees wherever H is possible to have them Finally, if safety committees are not to be advocated, then the whole policy of tl*e National Safety Council, built as H has hern on the mature judgment of many of General Hound Tabic 95 the most prominent safety engineers in the country, is wrong and sliould be changed. But wc refuse to admit such a thing and so good ffiends we rest our case. CltAlltMAK Young ; Now, ladies and gentlemen, I take pleasure in introducing "Petroleum" Brassing. Resolved: That Workmen's Safety Committees Are Indispensable to a Safety Program Negative By GEORGE F. PRUSSING Safety Engineer, Union Oil Company of California, Loi Angeles, Cal. I didn't know, the last time 1 debated with Mr. Aucl, that 1 was again have the pleasure. They hauled the two of us out into the hall at the Cleveland Athletic Club because we tied up the dinner about thirty minutes due to an argument we got into. That was seven years ago, and we have not debated since. The problem of accident prevention in a manufacturing concern, even one as diversified as the Westinghouse, is still tremendously different from what laced the pioneers m accident prevention in the oil industry. Think of the difference in age ot manufacturing and the oil business. It was only in 1859 that oil was discovered aad commercially put to use. and since that time ft has grown to be one of the tremendous industries in investment and m number of men employed, not only in this country hut in many others- I think it is this rapid rise in the industry itself, this tremendous expansion, which has made it necessary to. do things in the oil in dustry which in manufacturing perhaps seem childish. The dispensing with the Safety Committee may go into that category. A few years ago when we started our organized accident prevention work in my own company, it so Happened that the man in charge was vice-president of our field operations and had come directly to us from tlie large manufacturing district of eastern Ohio. He was, like Mr. Auel, a man brought up in (lie manufacturing plants of that region who saw his entire personnel housed within a reasonably close area, who saw a reasonably small turnover, trained men, fixed habits of operation and thought and, furthermore, routine and discipline. One erf tte first thing* he imposed on me, as a condition of doing safety work In the department of exploration, or production as it is called, was that all the work was to be bandied through com mittees of workmen. I say, frankly, that he put off the solution of that problem about three years, for it was three years before we got away from the idea of trying to do safety work in the oil fields by using committee* of workmen and got down to brass tacks and started firing superintendents who wouldn't follow orders from above. *, It works about this way; In the oil business to start with men were m the most individual of jobs. A crew of men drilling as oil well in the old days consisted of two men, a driller and a helper, and the helper was on the way to being a driller, two highly individualized persons who worker together for twelve hours a day seven tfays in the week. Out of those men--they were fine men--grew the foreman, the superintendent, and sometimes presidents of oil companies. While they were on their way up from the ranks, engineers in equipment houses developed machinery for doing what they used to do by the most crude methods. Suddenly the oil industry found rtscif, as the manufacturing Industry had years before, faced with the necessity* for handling high-speed, heavy equipment with groups of uien who hadn't slowly acquired their art, who bad to work together not in groups of two but of five, six, or even more, and the accident rate went up until it was completely out of sight. I have seen accident frequencies well above one hundred In the producing fields, and accident severities that you men m manufacturing would scarcely believe. The accidents were not only frequent but horrible. 96 Twentieth Congress--National Safety Council into that situation, the idea of accident prevention was injected, and those men who were the second generation of oil men, picked up out of all sorts of oc cupations. were trying to handle this equipment without any previous training and were scarcely fit candidates for Safety Committees r order to solve that problem, ft had to be solved by engineers, backed up by discipline, and it has been solved by men of that caliber. I recall one instance when a man was killed on the adjoining lease to one of ours, and our local engineer called attention to the fact Uiat the accident was due to im proper technic hi bringing additional drill pipe into the derrick. There was one right way of doing it and one wrong way, and :'ms {articular accident had occurred because the right way Jwd not been followed. 1 went U the superintendent and pointed out what had happened and asked him if he wouM issue an order making it mandatory to do this thing the right way. He said he had always been in the habit of leaving h to his drillers as to how they did the work. All he cared about was how many feet of hofe tlwy produced each trick. Thirty days later an almost identical accident occurred in that man's division in Santa Fc Springs. Our set-up imposes a form of investigation by department managers other than tire one in whRft the accident occurs, and the facts usually come out very' clearly as to why a serious accident happened. The recced in this case was perfectly dear. Fur Mr. Anri's benefit. I would like to say that 1 agree with him heartily that in certain Situations an accident prevention committee or Safety Committee conqxwsl of either foremen i*r workmen, a die particular, cas-e warrants. a rery desirable thing. Any of you who were in this room thi* morning and happened to see the distribu tion of th>*c beautiful trophies may have noticed that the award for having the lowest accident record among the tanker Berts of (hr farted States came to my company. The form of organization ioi acodort prevention m the tanker fleet hi oar company is one of Safety Committees, and X make that ackaoiTwiedgment ami still insist th&t Safely Committees are nut indispensable became aft the same time we have done even better in percentage of redaction, ahhtnagh we have perhaps won no trophies using the other method. There is nothing indispensable, to my way of thtafcmg. *n far as methods go in accident prevention. Every sftnaxkia Kke every eogmecriac periblem. has to be con sidered on the bash of "What are the facts?** If the facts aa&eatc one type of organization, that is the one to be followed. You can't say m advance that this or that is indispensable, because history proves it to be wrong. ^ I have heard men ay in safety zaertfogi that is is ahujatdy essential; that you must have the backing of the management or yo can't do safety work, and 1 say it is the hurts because I have seen accident prevention work done in spne of manage ment. So 1 *ay to Mr. Auei and you gentlemen that the comsuttees may nut he the bunk, hut they are certainly not indispensable. Chairman Young: 1 promised there would be a contest; and we are not going to have much more erf this kind of business that "I agree with my opponent" and "committee may be all right m some places." There is pwig to be fight Ixrre. Mb. AueL; If committees are needless, then. Ur. Young Juntsdf should not be in the business lie is. If committees are needless, why do we gather here and in otlicr places as groups and exchange ideas? If committees are needless* then the National Safety Council plans are on the wrong trade and we should commence over. Mr. Pbussixg: Safety Committees. I think, are a means of potting over sut educa tional idea. They may be the best way of putting over as educational idea for Mr. Auel, but if it is true that safety is part erf the tnchaic of operation, inseparable from efficiency and good production, good housekeeping and the other thousand and one things that you insist on from your tine organization* then I can't agree that there General Round Table 97 is any other saner method of promoting safety than by forcing >t down tlu? authorita tive line and making tbe men in charge of operations clear down to the Labt foreman responsible for seeing that the product is made safely as well as efficiently. Cbauman Young: Gentlemen, said there would be a decision in thv hoot. The bout is finished. 1 shall now raise the right hand of the winner < raUmg his own hand). (Laughter and applause). I xm going to deal very kindly with the nest speaker in my introduction. He is a practicing surgeon of national repute. Among other things, he has dvargv of the medical and surgical work of the combined Instill interests of some seventeen com paAnievs.ery prominent psrt of His preventive work has been the organization of resusci tation work, and we arc to be favored by a demonstration staged under the direc tion of Dr. Hart Fisher which will be conducted by specially chosen members of a squad of resuscitation men, every one of whom has a gold medal awarded for the actual saving of a human life. i The Evolution of Resuscitation uUS V>A ` By HART ELLIS FISHER, M.D., F.A.CS. {fc^xT X , f Chief Surgeon, Chicago Rapid Transit Company, Chicago "* The desire to aid our fellow man hi times of advcisity aixl sfortvie is. evidenced daily by tlse response given to calls for alleviating distress. Closely allied with tins desire to serve is that of hope, that our efforts will meet with success. No matter how dark and futile the present may seem, there is hope that the future holds brighter prospects few us. Regardless of worry and anxiety, we arc hopeful and solaced by the fact that things for which we hold the greatest concern seldom happen. These two virtues desire to aid and hope, seem characteristic of all mankind to some degree. So with mankind from time immemorial, it has been men's desire to revive those apparently dead. By bis efforts and hopes of success be Isas been instrumental in tlx* saving of countless lives that otherwise would have been lost. This same desire for reviving tbe apparently dead is,manifest in the bird and animal kingdom. Who has not seen some bird or animal mother make frantic efforts about their dead offspring jo feeble attempts to bring it to life? In ancient times man's efforts were directed to attempts at restoration of the appar- ently lifeless. While his efforts were primitive, they were many times of such prac tical character that success rewarded hs labors. From-the early tittles down to the present, there has been constant effort to improve on existing ^methods or discover new means of accomplishing this humanitarian service. Prior to the year 3773 resuscitation was for the greater part carried on by the lay man. Not until after this date did the medical profession take up this work seriously, fn England, in 1373, the Royal Humane Society was organized to investigate and formulate rules for resuscitation, Records of authenic restorations of life, begin with * thiEsxspoecriieetny.ce has shown that man, in order to live, must be able to breath air in quantity sufficient to aerate the lungs ami purify the blood stream. The blood in turn carries oxygen and nourishment to the various organs of the 1>ody. The blood, m quantity and of a quality of normal composition supplied to the body organs, causes them to function in a harmonious manner conducive to good health. Should the blood be otheiwise, imperfect function will result. Just as important is the return from the body organs of the venous Wood to the lungs for replenishment of oxygen. Should for any reason tbe quantity or quality of the blood he reduced or suppressed entirely so that circulation ceases, then life would terminate. Permit complete rtoppage of blood circulation In the body and resuscitative efforts will he i vain. 98 Twentieth Congress--Naiional Safety Council Should the lungs cease to function account of submersion in water, such as results in drowning, oxygen being depleted, for any length of time, tire circulation slows up and comes to a standstill. Many times, to all external appearances, the patient seems dead. No respiration h apparent, and from tests the circulation seems to have ceased as no heart action is discernablc. Why, after resuscitation Is performed, do these cases many times recover? In fact, the circulation did not cease completely and the heart, while not heard, had sufficient blood to carry on until outside assistance was forth coming to bolster up the feeble spark of Ufe. To the average person and even medical men, it is very often difficult to tell with a certainty whether there is life in the supposed dead body, until resuscitation has been attempted. For this reason, we give all cases of unconsciousness the benefit of a belief llmt they are still alive and work with the hope that our effort* will bring back life. When respiration ceases it is essential that something be done at once, to aid in restoring breathing and promote heart action and cause blood circulation. When the person himself is unable to take in sufficient air, then some form of artificial respir ation must be introduced if the patient is to live. The attempt by friends and physi cians to stimulate respiration is called resuscitation. The various methods of producing artificial respiration are manual, mechanical, medical, and surgical. Tl*e two former can be applied by the layman while the two latter must be left to tbe physician and surgeon. These methods must be instituted at Once and be persisted in until, after lengthy trial, further effort is futile. From the early ages many methods have been devised to secure this result. Many of them seem foolish and of little real value-as restorative measures, but each has contributed something to the general knowledge of resuscitation. Medical records of resuscitation date back only about ISO year*. Many of the simple methods practiced by the people before 1773 were successful and the principles underlying them arc the baste factors of artificial respiration today. The early methods were directed toward restoring to life those who were apparently dead from ads of violence, drowning, and suffocation from fumes laid gasesjn caves and peat'"bogs. With the progress of civilization and its attendant discoveries came accidents from natural and artificial gas. electricity with Its shock and burns, and asyphyxintiofl from mine gas and industrial fumes. With the merciful benefits to humanity of cUtcr, chloroform and various drugs, came accidents from their use that produced conditions which-necessitated artificial respiration. At the present time we are confronted with the diseases producing respiratory paralysis for which artificial respiration is of great value in sustaining life until the diseased organs can resume their normal function. With the passage of time, new sources of accident will devel op, and as these arise new methods of resuscitation will be devised to combat them. The method* given in this paper have been brought together in a sequence that will be both educational and entertaining. Manv of you who are interested in this art of resuscitation are acquainted only with the Shaefer method. This paper will at least be enlightening. It has been difficult in many cases to secure an exact and detailed description of each method on account of lack of description in tbe literature studied in the compilation. An honest effort has been put forth to describe a* nearly as pos sible what was intended by'the originator of the various method*. No attempt will he made to burden you with the anatomy or physiology of respiration, except as Is required to properly demonstrate a parttcufed method. The descriptions will he brief. 1. Earliest Method Recorded The Bible record* in 11 Kings, Chapter 4. Verse 34, that Elisha, m his attempts to bring to life the dead son of the Sbunamite woman, lay himself upon the child and put his mouth upon the child's mouth and breathed therein and the child was revived. A second recording is in t Kings, Chapter 17, Verse 21. that Elijah revived the widow's son by stretching himself upon the child three times and asking Gods aid in testortug the child to life. General Round Table 99 2. Warmth Method. (Early Agra) Fur centuries the application of warmth in various forms was the means of reani mating an apparently dead person. This was accomplished by the use of warm day tiles placed about the patient. Later special warming pan* with warm ashes were used. An early hot water bag consisted of the bladder from an animal filled with warm water. Warm poultices of brandy ami wine were popular with the people. In some countries tbe body of a freshly killed small animal was split open ami the warm body plaited over the chest Placing of tbe patient close to the fireside to maintain body heat was followed by the use of clothing and blankets. 3. Barbarian Methods. (Early Ages) Those people aiding in the restoring of an unconscious patient in the early age* were exhorted to crcat a great noise about tbe person. Attempts to inflict torture method* were u*ed, such a* burning the bare skin with a red hot iron. Melted wax, pilch and oil were poured on the skin. Scarification or cutting the skin with sharp in struments was common. The drawing of one or more teeth seemed a favorite method. Screaming and shouting into the ear* of the patient in attempt to call him back from the dead were freely practiced. Instilling into the eyes burning or volatile spirits was another method. Boiling water was sprinkled on hands, feet and over live heart. The homing of moxa on the stomach of the patient was also done. You can readily imag ine after such a procedure how the patient must have felt if ho was so unfortunate a$ to recover. 4. Agitation Method. (Early Agea) During the early ages, death was thought to be a deep and prolonged sleep. At tempts to awaken or restore to life were carried on by friends and relatives violently shaking os agitating the body by pulling on the extremities. This was tailed tormenting the person Mid its was urged that at least five people were necessary to accomplish the purpose. The torment must be conducted near a large open fire for its warming value. This method was successful in those condition* where there was temporary loss of consciousness as fainting, blows on tbe head, stupor from intoxicating beverages, and coma from certain diseases. This method was reported in 1774 as still in common use by the people of con tinental Europe. It is stiff seen today in our country and is the first attempt at resus citation. 5. Flagellation Method. (Early Ages) The practice of whipping the patient with stinging nettles was in vogue in the early days. Later this measure consisted of striking or slapping with the open hand the face, body and extremities of the apparently dead person. This was still later supplemented by the use of wet cloths to strike the skin surfaces of the patient. It was in use in Europe up to the year 1774. At the present time it is a favorite method of reviving and keeping awake people in temporary coma from over use of narcotic drugs, alcohol or anesthetics. The value of this method is in supporting blood circulation and preventing sleep or coma. 1 Friction Method. (Early Age*) One of the earliest forms of resuscitation recorded was that of brisk rubbing of the sole* of the feet with salt. Brisk rubbing of the face, body and extremities was at first performed over the patient's clothing. Later this rubbing or massage was done on the bare shut surfaces. Salt was commonly used in England and later was pro hibited by bw, Ammonia supplanted the use of salt in the rubbing. This massage 100 Twentieth Congress--National Safety Council is still in use. The direction of the massage is toward tl*e l^art and supports the circulation of blood. 7. Rolling Method. (Early Agee) After rescue from the water, the victim was placed prone on the ground and rolled over and over. This aided in expelling tlw -water from the lungs. Later the patient was rolled back and forth, pressure being exerted over tlte chert am! abdomen. ft. Jack Knife Method. (Early Ages) Hanging of a person, head down over a fence or wall was a favorite metliod in the reviving of the apparently drowned. This jack knife position with the head dependent favored the emptying of the water from the lungs. The village strong man was used to throw his weight against the patient. This flexion of the body with the head down was Instrumental in the saving of many lives. Later it became a prison offense to carry a person over the shoulder with the head hanging down. 9. Mouth to Mouth Insufflation. (Early Agas) (See Figure 1.) This was one of the earliest methods used in Europe and England by the layman in restoring the supposed dead. It was practiced for the greater part on new bom Infants who were unable to breath at birth. The medical profession con sidered it a vulgar act. * The mouth of the operator was place directly over that of the victim. The breath being blown into and sucked out of the lungs. . 111 later years the air was breathed into the mouth of the patient while the nose was kept closed by pinching with the huger*. Counter pressure was later mack; over the chest to aid expiration. This method may still be seen in the resuscitation of uevr bom babies, the doctor using a rubber catheter to carry the breath to the child. 10. Paradtras Method--1530. Early history shows that Faraclesus was the first to make use of the common fire side beljows for the purpose of introducing air into the lungs of apparently drowned persons. This is tlrc earliest record of mechanical resuscitation. 11. Andrew VeaaBua Method--1630. This was the second person to make use of the fireside bellows to inflate and deflate the lungs. . 12. Paranoli Method--1630, This man was successful hi resuscitating with the aid of a bellows tlsose people asphyxiated from charcoal fumes. This method met with favor in Rome. . 13. Fumigation Method. (Prior to 1711) Charlevoix, in hi* History of New France, records that the North American Indi ans succored their drowned by using an animal bladder or piece of intestine, tying one end and inserting in the ether end a quill or reed. Tobacco smoke was blown into the sac and the quill Inserted into the patient's rectum. Squeezing the bladder forced the smoke m to the rectum. 14. Anthony Fothergill Method--1740. This gentleman preferred the mouth to mouth method provided there were chari tably inclined people at hand to perform the task. He believed that pressure from the bellows was harmful to the Kings. He formed with Iris hands a funnel, which was \^ General Round Tabic - sv'Eb "* ' V 101 102 Twentieth Congress--National Safety Council placed over the nose and mouth of the patient. He breathed his own breath into the patient's lungs without bringing his mouth in contact with that of the patient. 13. Swiss Method--1740. . Tl>c Suits people resuscitated tlxir apparently dead by placing the patient in a large hogshead barrel, the ends ot which had been knocked out. The patient was then rolled over and over. This method was later prohibited by governmental decree. Reaumer introduced this method into France in 1740. 16. Counter Shock Method--1744. J. Kundemannis developed front the existing methods of resuscitation dial method which later became known as the counter shock. The slapping or HageUatiou devel oped more force to the blows and they were applied over the heart and the soles of the feet. By the shock resulting from these blows the heart was stimulated to action. The efficiency of the method is well shown by the alacrity with which a tramp awak ens after a few well directed blows on the soles of his feet from a policeman's club. This counter shock over the heart is in practice in all operating rooms today to stimulate a patient wIkj does not react well from an anesthetic. 17. Christopher Keil Method--1747. :This was the first introduction of the direct jroethod of fumigation, tobacco fumes being forced into the rectum of the patient by nWans of a special anal nozzle attached to' a flexible tube. The smoke was Mown by tite operator's mouth. "Reaumer oi France recommended the use of the long stem of the pipe separated from the bowl and inserted direct into the rectum and the tobacco fumes blown through the pipestem. 18. Lawrcac* Hrister Method--1750. Iti Amsterdam fumigation methods had been practiced for years. On account of the laborious method of providing the tobacco smoke over a long period of resuscitation, it was necessary flat some instrument be devised tc perform this work Keister's appar atus burned the tobacco and by the aid of a bellows forced it into the rectum. 19. SmelHe Method--1763. This was mouth to mouth insufflation through the medium of a flexible tube which was inserted into the throat and into the trachea (windpipe). Suction ou the tube was made to free the lungs of mucus and air instilled into the lungs. A glass bulb in the middle of the tube collected tl*e mucus and prevented great pressure of air within the patient's lungs. 20. Dutch Method--1767. . The Dutch of Amsterdam, Holland, had practiced resuscitation by the fumigation of the rectum by tobacco smoke for many years. Early descriptions of this method state tiiat the crew and passengers on canal boats were many times called upon to furnish tobacco smoke for tlie method. The smoke was instilled into the patient's rectum by nxaris of a small pipe or tube and blowing with the mouth on this tube. In addition to the stimulation of the patient by the fumigation, the patient was kept warm by blankets, fires and hot bottles. Brisk rubbing and friction of the skin was done to aid eitculation. The surgeons, if present, bled the patient from an artery. The nose and throat was tickled with a feather, or snuff was used to make the patient cough and sneeze. Inhalation of drugs such as ammonia was practiced, and counter irritation to the skin by poultices. Artificial respiration was by tlx mouth to -mouth method with pressure over the chest to aid expiration. The patient's nose was kept closed during artificial respiration. In 1767 this method was introduced into England by Wm. Hawes who organized the Royal Humane Society of London. General Round Table 103 21. Inversion Method--1770. This method was in use in England and Europe by the laymen prior to 1767. They lifted or suspended the patient by the hods, head (town, from the limb of a tree or a beam of a building. In 1772 A. Dc Haen reported cases of successful resuscitation by tins method of those apparently dead from drowning. This method was also performed as follows: with the patient face down on the ground, the operator stood between the patient's legs; the legs were pulled up under the operator's arms until only the head touched the ground. Then he allowed the patient to slide back to the ground. The inversion was repeated until the patient showed signs of returning life. Felix Plater in the middle of the 17th century reports seeing patients resuscitated by hanging suspended by the feet from trees. The inverted position drains the lungs of water and the chest is dilated by atmospheric pressure. 22. Barrel Method--1773. (Set Figure 2.) This method was in common use throughout the civilized world prior to 1767 on the sea coast and river banks for reviving those who were apparently dpad from being submerged in water. The first authenic records of successful resusci tation were in 1773. This method is still seen today on the water from in most any city or town. The victim is placed face down with the body flexed over a barrel. The operator rolls the barrel forward and back. With the head dependent the water drain* from the lungs. The pressure of the victim's body across the barrel compresses the chest and causes expiration. When the barrel is rolled kick and the pressure is removed, inspiration takes place. ... A very convenient way to perform this method is with the patient taec down across the barrel. The operator, holding the patient's kgs under his arms, Steps forward and the barrel roll* forward! depressing the patient's head and shoulders. He next steps back, causing the pressure to he removed from the chest, and inspiration occurs. . 23. John Fotfeergill Method--1774. Preferring the mouth to mouth method of artificial respiration, but not relishing its performance, he invented a bellows with a tube inserted into the patient's trachea to inflate and deflate the lungs. 24, Dr. Tissot Method--1774. This physician believed In the value of warm breath instilled into the patient's lung*. He preferred, the mouth to mouth method. Later, he used tobacco smoke for inflating the lungs. He invented a special apparatus for blowing the tobacco fumes.* He placed the nozzle of his bellows into one nostril of the patient and closed off the other with his finger. * 25. T. Cogen Method--1775. Another disciple of the tobacco fumigation method. He devised an instrument for blowing tlx tobacco smoke into the patient's rectum which was actuated by the mouth of the operator. 26. John Hunter Method--1776. Hi* original bellows invented in 1755 was for animal experimentation This was a double acting bellows, divided into two chambers by a partition. One chamber being filled with fresh air while the other chamber was filled with the patient's exhaled breath as it was stacked from the lungs. When the bellow* -was compressed the fresh air was instilled into the patient's lungs and the re-br*thcd aif was allowed to escape by way of a valve. One nostril was closed by pinching together after the bellows nozzle was placed in the other nostril. It was used on human brings in 1776, and adopted by the Royal Humane Society of London In 1782. 304 Twentieth Congress--National Safety Council 27. Cullen Method--1776. Inflation of the lungs by bellows with a special nozzle. He also preferred the fumi gation by tobacco smoke. He induced vomiting by tickling the throat with a feather. He performed blood letting and used stimulants by mouth in his resuscitation work. 28. Monroe Method. (Primus) 1782, He used wooden tubes or pipes and these were introduced into the nose of the patient. The lungs were inflated through these tubes by using his own breath. Later he constructed a bellows after his own plan. 29. Nooth Method--1783. Another bellows with nasal tubes, modified to instill graduated amounts of air into the lungs and deflate by suction. 39. Charles Kit* Method--1786. This was a 500 ce. capacity bellows, to which was attached a valve permitting the automatic inflation and deflation of the lungs. A tube was placed in one nostril and the other closed off. The mouth was kept closed with the hand, Action of the bellows was aided by pressure on the chest. Pressure was made over Ihe cricoid bone of the neck, to prevent the air from going into the stomach. . 33. Monroe Method (Secundue) 1786. (See figure 3.) This bellows was of the type of kites. It was of 1500 c.c.capacity. It was a huge and ponderous wind machine. 32. Corey Method--178$. This physician ot Netif Brisack, France, devised a bellows which caused the patient to re-hrortbc his own breath over and over again. He claimed this stimulated respir ation. 33. Hens Courtois Method--1790. . This surgeon of Toumai. France, invented the prototype duplex metal cylinder respirator. From this date began the decline of the bellows and the beginning of the pomp type of apparatus. 34. Arm Newby Method--1892. Mrs. .\mi Xewby had a series of 500 successful cases of resuscitation, of new born babies who could not breath at birth. These were at a maternity hospital in London. She used warmth and friction, supplemented by mouth to mouth insufflation. 35. Kite arid Redlich Method--1802. This was a bellows arrangement with an expansion bag. to equalize the pressure in the lung. A flexible iteazle was inserted in the nose of the patient. They devised a wicker reed basket stretcher, so constructed that when tlic patient was placed in it. his position favored tlx; water being drained from the lungs Another invention credited to these two doctors was a double walled water bath tub in which the patient was placed during resuscitation. At each erul of the water bath was a large open fire ladle to give mild heat. Central Round Tabic 105 36. Russian Methods 1803. People unconscious from extreme cold or inhalation of charcoal fumes were resus citated by packing them in snow, leaving only the face exposed. In later years they buried the patient in new-tilled earth, leaving the mouth and nose open. Miners were burred up to their necks in earth in a standing position. Cold water was dashed in the face. Hot sand and ashes were used to cover the patient during ti>c warmer months of the year. While these methods seem crude to modern thought, still records show these to be successful in a large percent of cases. 37. Field Method--1820. An instrument maker of London, England, Invented a large syringe to completely collapse the hmgs. in order to stimulate the circulation. It did great damage to the lung tissue and was discarded. This same man devised silver tubes for the trachea to which a bellows or syringe was attached. Another of his devices was an instrument tn occlude the oesophagus, preventing air altering the stomach during artificial respir ation, 38. Mrm. Widgeon'# Method--1829. . Application of warmth and friction to the body and extremities of new born chil dren, This warmth in the form of moist lat was successful m a Urge number of her cases at a London Hospital, 39. Contrast Bath Method-1829. Unable to find the originator or a definite date when this method was first put into general use. I have placed it here. From the fact that moist heat was a method about this time, we cannot be far off in our date. Cold and hot water in turn was sprinkled over the chest of new born babies who did not breathe at birth. Later this practice gave way to the immersion of the baby first in a tub of hot water and then a tub of cold water. The resultant shock due to the extremes of temperature stimulated respiration. 40. Le Roy Method--1829. Dr. Lc Roy. of France, was the first to use the supine position of the patient for resuscitation. The patient was placed on the ground on his back, face up. The oper ator kneeled at side of patient near the hips. One hand rested on the patient's chest while the other hand was placed on the abdomen. Pressure was applied over the abdomen and chest at the same time for expiration of air. When pressure was removed inspiration resulted- . 41. Aatley Cooper Method--18. With the patient ort his hack, the opterator kneeled at the side near the hips. One hand was placed over the chest and the other over the abdomen. The operator would exert pressure first on tltc abdomen and then on the chest. 42. Dalrymple Method--1831. (See Figure 4.) Patient was placed on his back oo the ground. A wide swath of cloth was passed under ihe body, brought tip and crossed over the cliest. The ends were held taut by two operators. They pulled on the swath compressing the chest, thus causing expiration of air. Their pull was released, and the chAt expanded by its own elasticity, inspiration resulted. 43. WooWy Method--1835. Resuscitation was accomplished by the immersion of the patient in water, the tem perature about 100 degrees F. In England many successful cases were reported. There a nn ciiThr constructed bath later developed for the water method. 106 Twentieth Congress--National Safety Council 44. John Kxickson Method--1845. With the aid of a machine, warm air mixed with oxygen was Wow into the lungs until the chest of the patient was expanded. Priestly, in 1774, discovered oxygen and sow after it came into general use in artificial resuscitation. 45* F. Sibson Method--1848. A chloroform mask was made to fit closely the patient's face. A tube was inserted into the mask. The operator blew his own breath through the tube into the mask. Pressure was made over the patient's chest to expel the air. * * 46. Marshall Hall Method--1856. (Set Figure 5.) This was one ol the first metliods in which tlie patient was placed prooc on his face on the ground. Front experimentation, he found that the tongue would fall back in the throat and obstruct the air passages when the patient was placed face up. * Patient was placed face.down ou the ground. A folded blanket was placed under the chest. One arm was extended above the head and the other placed along the side of the body. This position favored the expelling of the water from the lungs. The operator, kneeling beside the patient, facing Him, with one hand grasps the shoulders and the other the hips. The patient i$ pulled over onto his side. This position is maintained for a second and then the patient is gently rolled back onto his face and pressure exerted on the back. ` This method permitted greater ventilation of the lungs but it was tiresome to the operator. 47. R. L, Bowles Method--1856. This is a modification of the Marshall Hall Method. The operator takes a position at the side of the patient who is prone on hzs face on the ground. A folded blanket is placed under the chest so as to arch same. The operator grasps with one hand the patient's shoulder and with the other the hip. The patient is pulled on to his side. The uppermost arm of the patient is then lifted from the body well above the head by a second operator. The arm is lowered as the patient is returned to the ground, face down. When the patient began to show signs of reestablished breathing he was kept on his side as tins favored breathing. 48. Mary Widgeon Method--1857. Warmth by the application of dry heat, later by the use of moist heat, supple mented by friction of the skin of the new born baby resulted m many successful cases. This lady was die daughter of Mrs. Widgeon, of 1829, and worked at the same London Hospital. 49. Sylvester Method--1861. (See Figure 6.) This method approaches the ideal in resuscitation as it follows cut In its performance the anatomical-and physiological principles of the respiratory act. It Is cue of the most effective methods known for properly ventilating the lung. It causes thoracic breathing instead of abdominal breathing. Unless it is performed according to the originator's directions it is of little value. As it is practiced today, it is sot done correctly, lienee the many failures attributed to it It b very exhausting to the operator. In the supine position, the patient's tongue falls back and obstructs the air passages. The patient Is placed on his back. The tongue is pulled forward and held from the mouth. The operator kneels at the head of the patient facing him. He grasps both of the arms at the elbows and pulls the arms out and upward until they are above General Round Table . ~ ~ . 107 Fftfirre 6 108 Twentieth Congress--National Safety Council the patient's head. This traction increases the capacity of the lungs and permits a greater amount of air to enter the lungs- The arms are then carried back and folded upon the chest. Pressure is made to aid expiration. SO. 'Esmarch Method--1563. Patient is placed prone on his face. The operator kneels on one knee at the side of the patient. He polls the patient up and across his knee. The operator's knee is under the patient's abdomen. The head hangs down. The operator, with the hand near est the head, grasps the tongue and polls it forward: Releasing his traction on the longue, he presses with his other hand upon the back of the patient, forcing the abdomen against the operator's knee. This causes expiration. The tongue Is again pulled forward to encourage inspiration. The value in this method is m the perform ance of artificial respiration and the emptying of the water from the lung at one motion. 51. Ward Richardson Method--1865. This was an operative procedure of infecting oxygen laden fluid into tl*c great vessels of the heart- This fluid was injected by a special pump with rythmical strokes. 52. Pacini Mett*o<J--1867. This is a modification of the Sylvester method. The patient was placed on his back cither on a table or the ground. The feet were Itcld to the table by an assistant ur tied in place. The operator stood at the head of the patient, facing him. He grasped the patient's shoulders at the armpits- The shoulders were pulled up atkl back. Trac tion was maintained for a second, and the shoulders were allowed to fall back to the table or ground. It was a sort of shoulder shrugging method. It was exhausting on tile operator. . 53. W. P. Bain No. 1 Method--1868. Dr. Bain modified the Pacini Method in the manner in which he grasped the patient's arms. The thumbs rested on the front of the arms at die armpits, while the fingers and palm of the hands encircled the arm. Traction was applied pulling the shoulders back and up. Resting a second, the shoulders were lowered to the ground. 54. W. P. Bain No. 2 Method--1868. (See Figure 7.) The patient was placed supine (cm the back) on tlie ground. The icct of the patient were held by a second operator or secured so that they could not be moved from the ground. The operator stood at the head of patient, facing him. The arms of the patient were extended above the head and grasped by the operator. He exerted traction on the arms, up and back, lifting the patient off the ground. A second assistant, kneeling at the side of the patient, exerted pressure over the chest. 55. Byrd Method--1870. With hands together, palms up, slip them under the back of the new born child who is, laving fnce up on the table. One band supports the child's shoulders with the head hanging down. The other hand supports the buttocks with the legs hanging down. Bring the hands together, which causes an extension of the child's back. Then flex the legs and chest togetlicr, with the leys doubled up against the ciiest. The entire child is then inverted. General Round Tabic 110 Twentieth Congress--National Safety Council 56. Schultz Method--1871. This method was used to revive the new born babe that would not breathe at birth. The operator held tire child suspended "by the armpits with the child** back to him. The operator, with extended arms, raises the child above his head until the kgs flex forward onto tlx: body. This flexion induces expiration of air. The baby r* then brought down slowly until it is held before the, operator and this aids inspiration. 57. flexion Method No. 1--1871. Patient is supine on the back. The operator stands between the legs of the patient, facing the bead. The feet are grasped by the operator and raised up to the hips. The patient's thighs are flexed onto the body, earning a crowding upward of the abdomi nal organs against the diaphragm which aids in expiration. When the operator steps back the pressure is removed from the abdomen and inspiration follows. SB. Flexion Method No. 3--1871. Patient is held in a sitting position, the operator standing behind patient. The body is flexed forward until the head touches the knees. This forces the air from the chest and aids blood circulation to the brain. The body is pulled back into a sitting position and the pressure being removed, inspiration results. 59. Flexion Method No. 3--1871. Patient prone on the ground. Operator rolls patient up .onto his side, preferably the left. One operator graspx the legs while a second operator grasps the slxmlders. The legs and body arc flexed upon each other, producing expiration. Retunring the patient to the first position causes inspiration. 60. Flexion Method No. 4--1871. Patient face up on the ground. One operator grasps the patients feet white the second operator grasps the shoulder*. Both lift the legs and body into complete flex ion. This position is held for cxc second, and the patient is returned to the ground. 61. Howard Method--1871 (See figure S.) The patient U placed face down on the ground with the arms extended above the betid. A folded blanket is placed under the chest, and pressure is made on back of patient to expell tlvc water. Patient is now rolled over onto his back and the folded blanket placed under the posterior part of ihe clwst to arch the back. The operator kneels at the side or astride the patient at the hips. The hands are placed over the lower border of the ribs with the thumbs touching in the median Sine of patient's chest. The operator bends forward, throwing his weight on patient, caus ing expiration. Removal of his weight causes inspiration. 62, Schroder Method-->1874. The operator, with his arms outstretched before him, holds the new bom child in the palms of his hands, face down. His fiends so grasp the limbs and the shoulders of the child tliat when he flexes the kgs and body together, he induces expiration. He straightens the child, overextending the spine to secure inspiration. 63. Dew Method--1875. The new bom child is held on the operator's outstretched hands, face up. One hand grasps the Infant's legs at the knees while the other hand grasps the shoulders. To secure expiratkm, the legs are flexed on the abdomen. Inspiration is secured by bring ing the child to tire first position and extending the back. This is a modification of Byrd's method. General Round Table 111 64. Adrian Shucking Method--1877. Patient is placed supine (on tlte back) on tire ground. The arms are placed along side the body. Two operators take position at either side of the patient at a level with the shoulders. The arms are grasped by tlie operators and the arms pulled away or abducted from the body until Urey are above the head of the patient. This causes inspiration. The arm* are returned to the sides of the patient and pressure applied, causing expiration. 65, Max Shutter Method--1879. Tire patient is placed face up on the ground. A roll of blanket is placed under die back to derate the chest. The operator stands or kneels at the head of the patient, facing the feet. The operator grasps the border of the costal arch (lower rib margins) and pulls out and up. raising the patient's back slightly from the floor. This position is held for a second and released, with the operator pressing down on the lower chest. 66. Fen Method--1886. Dr. Fell performed an emergency tracheotomy (opening into the trachea) and in serted a tube into the trachea (windpipe). To the tube he applied a special bellows. The action of the bellows inflated and deflated the lungs. 67. J. A. Francis Method--1886. (See Figure 9.) The patient is placed on the ground, face up. A pole h slipped under the patient's hack. Two operators lift on the pole, raising lire patient from tire floor until only the heels and head touch the floor. This causes expiration. Lowering tire body to tire ground causes inspiration. 68. Cbampney Method--1887. This is a modification ot the Sylvester method. Patient is placed on the back on ihe ground. Operator kneels at patient's head, grasping the amis at the elbows. He rotates tire arm# out ami upward above the head. They arc then forced down to the ground, arching the beck of patient. This overextension of the chest permits ventila tion of lung. This is the inspiratory cycle. To secure expiration, the arms are returned to the chest and pressure applied. 69. Doe Method--1889. In an air tight box ire placed the new bom child with its mouth near a small open ing covered with rubber dam. A small tube was inserted through the rubber dam and the operator alternately blew and sucked air from the box. This was creating negative and positive pressure which would cause the child's chest to Ire compressed and expanded. There is no record of Us successful use. 70. Benjamin* Ward Richardson Method--1390. His first outfit was a simple fireside bellows with a robber tube and nasal point. He later used the Faradic current through electrodes fastened to the patient ami the bellows. When air was forced into the longs an electrical contact was made which caused an electrical shock to the patient with the idea of contracting the chest. Still later he developed his India rubber bulb bellow*, of which there were two bulbs ending in a common nozzle. To one of the bulbs was an expansion bag to equalize the pressure in the lung. The nasal nozzle was placed in the nose, one side of which was closed. Squeezing one oi tire hand bulbs forced air into the tong, at*! pressure on the second bulb deflated the lung by suction. 112 Twentieth Congress--Nattomil Safety Council 70, Benjamin* Ward Richardson Manual Method--1890. Place the patient in a silting position. Right land of the patient grasped by the right hand of ooc operator. The left hand of the patient grasped by the right hand of the second operator. The operators, standing on opposite sides of the patient, lift up on the arms until patient is raised from the floor. Relaxing their hold, the arms are quickly flexed, bringing them to die sides of the patient and exerting pressure at the same time to cause expiration. 71. Andrew H. Smith Method--1890. Patient is placed on his back on the table. One operator pulls the arms above the head, exerting traction. The hold is relaxed and the arms held loosely by the operator. The second operator, kneeling or standing at patient's hips, places his hands over the lower Iwrder of the chest and exerts pressure up and hade; producing expiration. 72. CaBea Method--1890. Patient is placed on his back. Two operators kneel beside the patient. The one near est the feet presses on abdomen in aii upward direction. The operator at the head presses downward on the chest. 73. Prickett Method--1891. This outfit for inducing artifical respiration consisted of a cylinder of oxygen to which was attached a rubber tube. The tube in turn was connected to a valve box which had a lever; one position permitted the oxygen to be propelled into the long while the second position of the lever allowed the patient's breath to escape into the air. From the valve box a nasal tube was placed in nose of patient, the other nostril being dosed. 74. Lsbords Method--1892. This was also known as the tonguq traction method. It is not, strictly speaking, artificial respiration. It has met with considerable success and is still used in the stimulation of respiration at time of operation. The mouth is gently opened and the tongue grasped with tongue forceps or with the fingers wrapped in sterile gauze. The tongue is pulled forward and held for a sec ond and allowed to relax. The operator at the same time exerts pressure on the chest. 75. Froehownick Method-1884. Child is suspended by the feet held by the operator, the head resting on the table. A second operator grasps tl*c sides of the child's chest with his hands, the thumbs meeting in midHne on tlie child's chest and the fingers grasping the sides of the chest. Pressure is exerted by squeezing. Where only one operator Is available, he sus pends the chitd by the feet with the left liand and grasps the side of the chest with the right hand- 78. Korthrup Method--J *9^ This was a special bellows of the double acting type. It was used m connection with an O Dyer tribe. 77. A. E. Wright Method--1896. This was a sttrgkal operation, opening of one of the large vessels of the heart, preferably tfee artery. The purpose of this was to relieve the pressure on the left side of the heart. Tim was strictly speaking a hospital procedure. General Round Table 113 78. Broach Method--1897. Patient placed on the ground face up. The operator kneels at the side of patfent. The patient's arms are ficxed at the elbow and pressed against the chest exerting pressure and aiding expiration. Thearm* are then raised above the head and forced to the floor. This results m inspiration. 79. Michigan Method--1897. Dr. Baker reported this method. Patient placed prone on the ground. Face turned to one side. The operator straddles patient at the hips, standing, faring the head. He beads down by flexing his own knees, squatting position. He places his hands on the small of patient's back with fingers encircling the sides. He keeps his hands m the same position when once placed. Pressure is obtained by squeezing his (operator s) anus between his knees. When this pressure i* relieved, inspiration occurs. 80. Reverse Abdominal Method--1397. (See Figure 10.) This was introduced about the same time as the Michigan Method. The patient is placed prime on his face on the ground. The operator straddles the patient at the hips, facing the head. He bends over, placing his hands on each side* of the patient's abdomen at the border of the lowest ribs. He lifts the patient up to induce inspiration, and when he returns patient to floor and presses he exerts expir ation. 81. Satterthwake Method--1901. Patient prone on the ground, face down. The arms arc extended aliovc the head. The operator kneels at side of patient. The hand nearest tlie head grasps the tongue and gently pulls it forward. At the same time, with the cither hand he reaches across the back and up under -the chest. He pmlh p against the chest and produces expir ation. Relaxing his bold and pulling the tongue forward causes inspiration. 82. Matas-Odyer Method--1902. This was a mechanical appliance consisting of a two cylinder pump which carried air to a face fitting respirator. It was used to inflate and deflate the lung- 83. Shaefcr Prone Pressure Method--1903. (See Figure 11.) This method has become very popular throughout this country, bring popularized for the greater part by the public utility industry. Its simplicity of operation, requiring only one operator for its performance, and the fact that it can be carried on for long periods of time without exhausting the one performing it. appeal strongly to* those interested in resuscitation. Additional advantage in the method, over others, is that the tongue has the tendancy of falling forward and does not obstruct the air passages. The value of the counter shock to the heart and the stimulation it affords the blood circulation arc inestimable. When once learned cor rectly, it is never forgotten, and can be relied on to revive the greater part of the cases in drowning, asphyxiation and electric shock. The patient is placed prone on the ground, bead turned to one side. The arms are extended above die head. The head can be placed on one of the arms flexed at the elbow but this is not essential The tongue falls forward in the mouth, but should it obstruct the throat, pull it forward by the Anvers. Do not lose valuable time in begin ning artificial respiration by attending to details. Begin the work at once without de lay. The operator kneels beside or astride the patient just below the hips. With the arms extended, the operator bends forward so that his open hands will be placed over the maH of the back near the border of the lower rib*. The operator moves forward and 114 Twentieth Congress--National Safety Council makes pressure for an instant, causing expiration. He then moves back removing his weight, aiding inspiration. Close observation of this method, if done correctly, will show the head and chest move forward when pressure is applied. The force of the pressure is exerted in an oblique direction, toward the patient's head. The abdominal cavity is compressed, forcing the organs, liver, spleen, intestines and stomach, up against the diaphragm. This pressure in turn is transmitted to the chest cavity whfch, becoming compressed. cau>es the lungs to be deflated. At the same time the heart is stimulated. This forcing out of the air is expiration. To secure inspiration, the weight of the operator is .removed; the organs in the abdomen recede to their normal position, the diaphragm expands and the chest cavity, by the elasticity of the rib structure, expands creating a vacuum within the lung* and air enters and inflates the lungs. This method is performed at the rate of 16 per minute. This must be kept up until the patient recovers or is finally pronounced dead by a competent physician. 84. Sbaefcr Two and Three Mam Method--1903. Accidents arise that necessitate the adoption of a method that wilt permit of per forming the Shacfcr method on more than one patient at the same time. In 1912 the author if this paper instructed the employees of the Rapid Transit Lines of Chicago in the following method for mass resuscitation. Where there arc two persons to be revived, lay them side by side, prone on the ground, the heads in the same direction. The operator straddles the two nearest legs, or kneels between the patients' at their hips. He exerts pressure first on one patient and then on the second. He increases his rate of movement so that each patient will receive 16 respirations per minute. Where there are three patients, they are all placed prone on the ground, with the heads in the same direction. The operator kneels astride the middle patient and exerts his pressure on each one in turn. 85, W. Fietulcnthal Method--1506. This method was nccompKsIted by digital irritation of the throat of the patient. ` Sfi. Crlle and Dolley--1906. This was a surgical procedure similar to that of Dr. B. W. Rictardson. It con sisted of the injection of fluids into the great vessels of the heart, 87. Mechanical Method. (.SVc Figure 12) In the foregoing methods yon hare seen the use of bellows and tubes to force air into the lungs. It is only since 1842 that mechanical appliances were introduced to inflate the lungs with air. and suck it out. Tlese methods were of doubtful value when the results of their use were studied. Since they were mechani cal, with many moving parts, it required constant supervision to maintain them in efficient working order. Many times they would not work at the scene of the emer gency. Being costly, few were available in any locality, and if they were, many preci ous minutes were often lost in awaiting their arrival: in many cases they never arrived Those actuated by compressed air or oxygen often arrived with the tanks almost exhausted or gave out in the middle of a resuscitation. The rubber fittings deterior ated or had to be replaced often. These devices were promoted under the mistaken idea that to resuscitate one the entire air capacity of the lung had to be replaced with each inspiratory stroke, But in the living person rach breath of air taken into the lungs is only a small proportion of the total capacity of the lungs. In order to aerate the blood, tltere must at all times exist hi the lungs a certain amount of res- 116 Twentieth Congress--Natinml Safety Council Wol air. At no time * the entire amount of air m the lungs exchanged except i drowning or asphyxiation. Another mistaken idea was that the lungs were thought to be bag-like, with a large cavity into which air in various amounts could be pumped. It was thought that they contained air in various amounts according to the age of the patient. The fact is there is very little open space in the lung. In its makeup it is similar to a sponge, having thousands of tiny air cells. The great danger in these mechanical appliances was that they were operated by people little versed in the correct manipulation of tl*e machines. Neither did they possess knowledge of the anatomical structure of the hRs. The over distention of the lung precipitated shock resulting in hemorrhage or rupture. Tltose appliances of Ute pump piston type were very dangerous as regards over distention and lung rupture. It is difficult to estimate from external appearances the capacity of an individual's lungs. In fact it cannot be done. The trachea, being in close apposition to the oesophagus, when air is forced into the open mouth some of it was bound to get into the stomach and distend it. Attempt at withdrawal of air by force resulted in the collapse of the oesophagus, and with each stroke as amount* of air were added to that already in the stomach, which could not be withdrawn. It was sooner or later averdistended to the point where it was fatal. The machines listed here are but a few of the many different models on the mar ket in the past ten yean, but they arc sufficient to give one an idea of their con struction. 87. The Puimotor--iOli. (Set figure 12) This apparatus was energized hy compressed air and oxygen. A mask was placed over the face, after the tongue had been pulled forward. A small rubber bulb on a rubber tube was inserted Into the oesophagus and inflated to present air being pumped into the stomach. The machine was automatic In its action and was intended to supply the necessary amount of air for the given case. A smaller device was to be had for children. A face mask was provided for me with th* machine. 88. Lungmotor--1912. (Sec Figure 12) This was on the order of the bicycle pump. It depended open a two cylinder pump, controlled by a valve, so that one stroke of the piston gave the inspiratory action while the other stroke gave the expiratory action. On the top -of the pump was a lever that regulated the amount of air for different individuals. With tlie early type of machine a canister was furnished to provide oxygen. This camstev was responsible for accidents resulting from leaks. A special face mask was used with this apparatus. 89. Lyon Breathing Apparatus--19X3. (Sec Figure 12) This apparatus was a large caliber, one cylinder pump with a piston: the down stroke forced air through a mask into the hmg and the up stroke deflated the Iratg. The length nf the piston stroke determined the amount of air used 90. The Salvator--1924. This machine was on the order of the puimotor. Dr. Fret was credited with an ingenious device of the /tame order for inflating- and deflating the longs. Respirators and Barorttpiraton At about 1914 there began to be developed apparatus of the so-called respirator and barcrespirator types. They had the feature that air was not forced into the lung* am! the mouth was not covered by any face mask. They depended upon creating General Round Tabic 117 negative and positive pressure within an air tight cabinet which acted upon the patient's chest which was enclosed in a manner simulating the natural respiratory act. A few of the outstanding respirators are listed here. 91. W. Stewart So. Africa Method--1918. This was a rigid air-tight chamber made in the form of a box which was connected with a large bellows. The child's thorax and abdomen were encased in the box. This permitted the child's bead and neck to remain outside the chamber. The action of the bellows alternately earned a negative and positive pressure within the cabinet Tim in turn caused the thorax to be compressed, forcing the lungs to deflate. When the pressure wai released in the cabinet the lungs would take in air from atmospheric pressure. The need for such an apparatus was a result of the infantile paralysis epidemic in South Africa. Dr. Stewart thought by artificial respiration he could support breathing until the disease bad passed the acute stage and the respiratory function restored. 92. H. A H. Inbalator--1922. (See Figure 13) This apparatus is not a resuscitation machine and neither is it n puimotor. It is a mechanical means by which a mixture of oxygen aiul carbon di`oxide ii provided ir- a convenient form for use with artificial respiration methods. It does not force oxygen into the lungs. The apparatus was designed by Pr. Haggard and Dr, Henderson and consists- of two cylinders of the oxygen and carbon dioxide mixture. To these cylinders arc attached flexible tubes ending In a face mask. The cathon dioxide stimulate* respiration. These initiators are valuable life saving measures and should be available in all resuscitation eases. 93, Fanis Method*--1923. (See Figure 13) This is a mechanical device manually operated, to which the patient is strapped face down. A wide webbing strap encircles the chest and back. The head rests on a support. Under each shoulder is a support and when the handle i depressed, the shoulders are forced up and the chest is compressed. This really perform* the Sbaefer method of resuscitation by mechanical means, 94. Rudolph Butenmenger Method-- ' *26. - Th was a bell shaped air vessel made of leather which was strapped over the tower chest and abdomen. It was operated by an electrically driven diaphragm air Air was pumped into a pressure vessel and a suction vessel. Tliese vessels m tarn were connected to the leather dome on the patient's body and in operation they cause negative and positive pressure wtthia the leather dome. 1 his aided rcs- ptrarioo m a natural manner. 95, Thunberg Method--1927. This method closely followed along the lines of the Stewart Method. It was a box like receptacle in which the child was placed with the head outside the cabinet. The air within the box, on being exhausted, caused a vacuum which allowed the chest to expand and the lungs to become inflated. Increased pressure within the cabinet caused compression of the chest and the lungs were deflated. The clianges in pressure within the cabinet were prrxlueed by an electrically driven air compressor. 96. Drinker Respirator--1929. (See Figure 14) Dr. Drinker of Harvard University was commissioned by the National Electric Light Association and the American Gas Association to make a study of artificial respiration methods. He studied ail existing metlxxls ami from this research developed the Drinker respirator. The Consolidated Gas Company of 118 Twentieth Congress--National Safety Council ______________ __________ 'R.'bi New York sponsored Um* production of the respirator. These machines have gradual ly been installed in the hospitals throughout the United States and are proving by actual experience that they have a high life saving coefficient. Especially is this true in infantile paralysis cues where the respiratory muscles have become paralyzed from the disease. The press has applied the term the "Iron Lung" to this apparatus. This is a Urge metal cabinet very ingeniously arranged for convenience and com fort for the patient. The patient is placed on a special wheeled bed stretcher and this Is run into the cabinet. Trie cabinet is'air tight to a high degree. The patient's head remains outside the cabinet, through a rubber ring surrounding the lower part of General Round 7 aWe 119 the neck. An electrically driven air pimp, through simple operating valves, creates within the cabinet a negative and positive pressure. This can be so regulated as to increase or decrease the amount of pressure required and can increase or decrease the rapidity of the respiration. The change of pressure within the cabinet acts upon the chest, compressing and expanding it so that the lungs are inhaled and deflated as in normal respiration. Port holes in the cabinet are provided lor giving of any treat ment tliat may be necessary. These machines are not portable and are strictly hospital equipment. A small size is made for resuscitating new born children who do not breathe after birth. 97. E. and J. Boiodtatot--1930. (Set Figure 12) This is a recent commercial apparatus that is smilar to tlie pulmotor ui its action. It automatically inflates and deflates the lungs by action of an automatic pump which sends only 4 cubic inches of air into the lurg? at a time. It requires a tank of oxygen and carbon dioxide for its operation. It also has tlie feature of being used as an inhalator. The makers claim no harm can be done to tlxe lung tissue from the low used pressure nor can the air get into the stomach. The truth of that assertion can only come from actual experience with its use on actual cases. 98. Stem Syphon Method--1930. This is not an appliance for actual artificial respiration but a simple means of ob taining carbon dioxide for respiratory stimulation until the inhalator arrives. As carbon dioxide is z valuable respiratory stimulant it should be used In connection with the manual methods of artificial respiration. Secure from the nearest drug store z syphon seltzer bottle and evacuate about one third of its contents. Then in vert the bottle and depress the lever until the fluid drains out Then the further pressure on the handle will cause pure carbon dioxide to flow from the nozzle. At tach a rubber catheter to tbe nozzle and hold near patient's nose, 99. Medical Methods. (All Times) This paper would not be complete tiokss we mentioned some of the medical features used in resuscitation by the doctor. The use of adrenaline chloride has been given considerable prominence in recent years. It is recommended as a direct injection into the heart The disadvantages of this are that the doctor often arrives without his proper syringe and needle of sufficient length to reach the heart. The delay in the arrival of the doctor at the scene of emergency often makes the measure useless. To be of value it must be used as early as possible. It is further difficult to get the injeettoo in the heart. . There is a long list of medicines used as heart and respiratory stimulants which weed no mention here. The use of spirits of ammonia inhalation is common. Some attempts have been made to use electricity to stimulate the heart and respiration but the value Is doubtful. Bleeding or opening oi a vein was commonly practiced in the early days. Dilation of the sphincter muscle of the anna stimulates respiration and is in common practice today. 100. Direct Massage of the Heart. (AH Times) This i$ an operative procedure and used only in the hospital during the course of an operation in which the body cavities have been opened. Should the patient cease to breath and the heart cease to beat during an operation, direct massage of Uus heart is practiced by the surgeon. He reaches through the incision and attempts to massage the heart through the diaphragm. Some surgeons have opened the diaphragm mid rhythmically massaged the heart direct in their hand. This procedure has saved many lives. Those practicing this method in the past were Schiff, 1874, H. Woodbury, B. M. Richter. H. M. Gray, W. S. Conklin, all in 190$. and O- Zeller in 1908. 120 Twentieth Congress--National Safety Council Conclusion From the foregoing it wil! readily be teen that from ancient days down to ibe present time a continuous effort has been made, both by the layman and the medical man, to devise new methods or improve existing methods that will revive mao from electric shock, drowning and asphyxiation. Through these efforts countless lives have been saved from premature death. The main thought to hold in all resuscitation work is quick rescue and immediate appli cation of. artificial respiration without delay. Persevere in the performance of the resuscitation for at lout three hours. Remember those cases that seem the most hopeless are often the easiest to restore. The men who have so efficiently demonstrated these methods to you are employees' of the Chicago Rapid Transit Company, each of whom has received the Britton I Budd medal for life saving and efficient first aid. Chairman Yooxo: Two questions have been asked: (1) "Would you repeat thu total number of methods established by your research?" Da. Fishbh: We have at the present time 100 different methods. We have shown 60 here, and hr taking the various modifications they will nm well* above 150. Each day we are finding new methods. One method was sent to me from the Institute of Medicine of New York City, in a book which had been printed in one of the earliest days of printing. Pictures were given of the methods at that time, and the description of those methods, which in itself was very amusing to read. Chairman Young: The other question was: "What will become of the Schafer method in the ease of falling patients in electrification accidents ?*' Da. Fisher: One of our highest executives, about eighteen years ago, called me into bis office and said he had been asked by a number of men and engineers to determine why so many men who received high voltage currents and fell from high areas to the ground apparently lived. The question that has been raised is: Was it not possible that the counter shock they received in falling started the center of respiration and the heart going again, and for that reason precipitated a restoration? 1 was asked: Wouldn't it be a good [wlicy for us to train our first-aid men to lift a man that had been electrified off the ground three or four feet and drop him, the counter shock aiding him, and then go ahead with our Schafer method? Counter shock might aid in cardiac stimulation, but instead of adopting this radical method a good many of us started to do resuscitation by the Schafer method and then applied counter shock over the soles of the feet rhythmically, and over the heart area, and over the back area by hitting rhythmically. Wc don't know and cannot say with any degree of certainty that it helped any. It can and should be tried. At the present time, I believe you will find the Schafer is done universally, and maybe some places you will see it taught where they arc doing the rhythmical traction or rhythmical striking of the soles of the feet. Chairman Young: Another question that has been asked. Dr. Fisher, Is: "What would you recommend be done lo toe case of a person needing resuscitation who was discovered to have a fractured rib?" Dr. Fishier : When a roan has a fractured rib, yon cannot do your straight Schafer prone pressure method, if the fracture affects the lower ribs. The pressure all comes low down on the lower section of the chest cavity, what we call the small of the back, and your pressure is up and forward. But you would not have a tendency to cause much injury to the ribs, unless the fracture is in the pressure area. I wouldn't recommend doing the Sylvester method, because there you would cer tainly cause further damage to the chest wall. I would try one of the other methods. You saw them bring the arms over the head without any pressure. I would try the pulley traetkm on the tongue. I would try dilation of the rectal sphincter. In every event, if the case is otic that necessitates resuscitation. I would take the long chance General Round Table 121 and do the Schafer. Get your patient alive and you can take tare of the other things afterward. The three tower, or floating, ribs are the most elastic. The pressure, therefore, is on those ribs, and the chances are there would be no interference in doing the Schafer. C- I.. Schaosr (Western Electric Company, Chicago, 111.): If I understood cor rectly, the Schafer method of artificial respiration was said to lie not as efficient as the Sylvester method- Is that correct? Dk. Fisher: Up to 1903 Sylvester's method was considered to be the hot method used by both medical men and laymen. After Schafer developed Ids metliod that was conceded to be the best. R. A. Youmams (Consolidated Gas Company, New York Chy) ; I think there was a slight error in who developed the Drinker respirator. The Consolidated Gas Company put up the money and purchased fourteen. Dr. Fisher: I did overlook mentioning the Consolidated Gas of Yurk. They put up the money and purchased the machines and put them in a number of hospitals in New York City for the use of the public. J. J. Connors (Tennessee Electric Power Company, Chattanooga, Teim.): I want to ask the Doctor's opinion of the Benedict method where the operator raises from the floor to the knees. They claim they get twice as much pressure on the body as otherwise. Dr. Fisher: I think you refer to Dr- Benedict's modification of Schafer's method. I don't want to go into rnudificatkins of the Schafer prone pressure method. Some body is always adding something to t. Until those methods arc absolutely proven efficient I, myself, don't care to enter into the controversy about it. But the fact is that the various large agencies, such as the American Gas, National Electric Light, the Bureau of Mines, and the Red Cross have all adopted practically tlie same method. If some of the newer modifications arc more efficient I think time will bring out that fact. ' : O. R. Benjamin (Detroit Edison Company, Detroit, Mich.) : How km should the prone pressure system be worked on a patient? Dr. Fisher : We have taught our employees to keep at it for a period of three hours. We have had authentic cases of living examples where men have beat worked upon by the first-aid men. Medical men have come on the scene, pronounced them dead, left, and have been called hack one or two hours later to aid m toe further recovery of the men, John W. VrRELand (Standard Oil Company of New Jersey, Jersey City. N. J.) : Would the ave. e * vman administering resuscitation be able to detect a broken rib? Dr. Fisher: . \wuld say that the average layman would not be able to detect a broken rib unless there was a massive break of a great numtier of ribs on tlw same side. _. J. Morgan Buswtjjl (San Joaqtun Light and Power Company, Fresno, Calif.): J would like lo have you telL Doctor, what your opinion is regarding the administra tion of carbon dioxide and oxygen in cases other than carbon monoxide poisoning. For drowning or electric shock, do you strongly recommend the administration of oxygen or a mixture of oxygen and carbon dioxide with the prone pressure metltod of artificial respiration? Dr. Fisher: My answer to that question would be that where you have anything that will aid in stimulating respiratory action it should be used, especially in asphyxia tion, drowning, submersion and electric shock causes. Use any one of the nihalators to provide carbon dioxide and oxygen mixture. ,' M*. ScHAcnrit: In your administration of stimulants before the patient begins to breathe naturally, or when he is beginning to gasp, would you recommend any in halant, such as an ammonia inhalant? Die. Fisher: Stimulation cannot begin any too early regardless of the nature of your condition. If yon are doing a Schafer prone pressure method and you are getting 122 Twentieth Congress--National Safety Council air to ttte lung:, there is no harm in having your spirits of ammonia or other in halants heki to the nose to stimulate the cardiac center. Tl>c trouble with first-aid is tiiat we get to the point where we teach it and get enthusiastic about it. and the first tiling we know we arc teaching employees too much and they don't assimilate anything. Mr. Busweix: The reason I asked the Question is that I think it is one which dtnuld have suitable discussion, and wc should know more about it in the field. We have had several cases of resuscitation of men who have been drowned or received electric shock, in which they fought for hours after they were taken back to the hospital, requiring three or four men to bold them under control. Fighting in a shocked condition is dangerous, of course, and the cause of it was attributed to the r-uppty of oxygen given to them during resuscitation. Dk. Fisher; You can get that fighting or maniacal reaction following electric shock in persons where oxygen or carbon dioxide-oxygen have not been used. That seems to be characteristic of certain types of people. They fight when they come out. I have interviewed boys who have been rescued. Invariably these men would say that their first impression on awakening wav that they could hear voices ha the dis tance. Some would say it was akin to coming out of an anesthetic, and some of them were fearful. When our boys talk to Uiese patients they reassure them, like you do with a patient coming out of a fainting attack or an epileptic seizure. As you start talking to them, they will start struggling. The idea of* talking to them is to convey to them what it is all about. Naturally a good many of them are bewildered. Chairman Yoon'c : I am going to utilize the two remaining minutes of our session, before we close on time, to call on a very distinguished guest from Canada, Mr. Wills Maclachfan. Wills Maclachlan (Electrical Engineer, Toronto, Chit.) : I think you are to be congratulated on having tlie opportunity of seeing this demonstration here today. There is one possible enlargement on that, if you can give me a couple of your men, a blanket, and a couple of minutes. I will try to show you the development or the evolution oi the Schafer method. (Demonstration) Schafer started with his patient in that position (face down) and l>e rolled up a blanket and put it under the patient's face, kneeling at the patient's side, putting hi* hands thus, thumbs parallel to the spine, with the hands over the rihs in that way. then caused pressure and release. You will see that I bring more pressure on ray left side than on the right. The natural thing was to straddle tlie patient and bring the pressure in that way. Any of you who have had any experience in setting up evercises know that your chest is larger if your hands are over your head, so the hands were put over the bead. Mid continue the same way. We taught men to put a coat under the patient's head to raise the patient's mouth out of any dirt. The men ran a half mile lor the coat. Wc have an arm doing nothing, so simply bend it and put the Hand under the head. . Most men have very much heavier muscled hands than I have- If I carry on with my thumb in that position and cause pressure, and then release, die thumb is on stiff ribs doing no good. Get it out'in a natural position, cause pressure, and release. If you carry it on that way for very long you become masde-bound In your arms, so u-e simply say: Cause pressure, and drop back to a natural position. Timt i* the development from tie original Schafer to the present standard technic as was shown by these men. In connection with the resuscitation from electrical shock, through the use of Mimuiatits, or the use of oxygen, or oxygen and carbon dioxide, the results we get arc negligible. For that reason personally, being more interested in electric utilities than gas, I am not using any stimulation hut one. ADJOURNMENT TWENTIETH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Fire Prevention Friday Morning Session October 16, 1931 R, E- VERNOR, Chairman Manager, Fii* Prevention Department, Western Actuarial Bureau, Chicago 'Hie Fire Prevention Session convened with R. E. Vernor, manager, Fire Preven tion Department, Western Actuarial Bureau, Chicago, presiding^ . Chairman Veukor: The theme of the general fire prevention program has been directed largely to industrial fire prevention. This is an especially appropriate subject in view of present business conditions, because anything that adds to the load which industry is carry ing that can possibly be eliminated or lessened ti worthy of study ami discussion. I am sorry to advise you that I have just received a telegram from Chief Etdridge, who was lo be our first speaker on this program. 1 will read it; "Sorry to cancel engagement for Safety Congress on account of continued Illness,'' We all regret that Chief Eldridge cannot be with us. I understand he has been in such condition that it was not possible for him to submit a paper. We thought we were confronted by an emergency yesterday, but we arc not totally unprepared. Mr. Percy Bugbee. assistant managing director of tlie National Fire Protection Association, has very kindly consented to step into tilts breach, I am sure we are all very grateful to him for his kindness in agreeing lu assist us in handling this first section of our discussion. Problems in Industrial Fire Protection By PERCY BUGBEE Assistant Managing Director, National Eire Protection Association, Boston, Mass. I would like to run over for you some rather random thoughts about this wliole subject of industrial fire prevention that might lead to sonic discussion and give you a chance to get a general picture of the subject. * I think I can assume that many of the men here arc representing industries and have to tell the idea of proper fire protection and prevention to the powers that be hi their own plants. I thihk a great many business men don't think through Ott this question of the proper fire prevention in industry. If they provide adequate fire insurance to cover the building, the machinery and equipment in tlie building, and the raw stock or finished goods in the building, that is about as far as they think. There arc a good many other factors that ought to be considered by an executive m planning 123 124 Twentieth Congress--National Safely Council an adequate fire protection program for his establishment, and if be fails to consider those he is often a loser when a fire occurs. Take the question of valuable dies and patterns in industry, oftentimes not covered m the insurance policy. A fire in the pattern shop destroying the basic patterns of the industry may cripple the industry for months and cause a serious loss of time and effort and money. , Consider the protection of records in industry. Some of our biggest fosses have been in essential records rather than die destruction of plant property. One of the most classical examples of that was the Burlington building fire in Chicago in 1923. The fire swept through seven Bows and the records lost alone were tremendous. I think one of the officials said it would take his drafting department a lifetime to replace just the plans of. right-of-way destroyed. Then there is the loss to employees when the fire occurs. The skilled employee drifts away to other plants. He isn't going to stay out of work without wages and becomes a permanent loss to the company. Customers are going to a competitor at the time the plant is out of operation, and tl* competitor is going to do all he can to keep the customer satisfied. The good will lost when a fim occurs is an important factor. I think the day is coming when, in our industrial plants making parts or pieces of machinery that other industrial concerns are depending on, in case of a fire it is not going to be just "Too bad" or "Sorry/* but they are going to perma nently kwe the good will of their customers. Some of our biggest plants today, depending on other industries for their parts or service, are making very rigid investigations of the fire hazards and fire protection facilities of the supplying companies. In planning a fire protection program in a plant there arc a good many factors to be considered. Most of the new building* are being properly constructed, but unless die construction includes tile proper protection of openings, so as to limit the spread of Arc. the job isn't complete. I had an opportunity to go through a large plant recently shortly after a fire. It wai a very fine building; which was nearly completely destroyed, and wc found that of twenty-seven fire doors provided eighteen of them were Mocked open with crowbars or something else, so tliat the fire swept through the whole building. The failure to make adequate use of the existing fire protection in a building is to be considered. 1 think the plant layout is important. Too many plants consider their plant layout from the efficiency of floor layout and not from the question of fire protection. Some plants will put a very hazardous process, for instance, directly over a floor where they store inflammable material*. Tley don't give any thought to the layout to take care of these factors of fire protection. In the protection of the plant. I think a most important thing to think of is tire good wilt of the local fire department. It is lughly important for an industry to have the fire department of the city come in and get familiar with the plant, familiar with the location of sprinkler shut-offs and of exits, the general hazards and par ticular hazards that may be found, so that in the event of a fire they will know where to go immediately. The industry that fails to establish that good will and contact with the local fire department is retaking a big mistake. I think there is no question in the minds of any of us that the automatic sprinkler system is a vital force in protecting big industrial cstablislunent*. We have a record in our office of some 60.000 fires where sprinklers have operated, and they show something like 96,5 per cent efficiency. Then there is the problem of proper first aid equipment, the chemical fire extin guisher equipment for the plant. There arc certain types of extinguishers suitable for certain types of fires, and the industry that fails to appreciate the Importance of providing the proper equipment for the hazard is making a serious mistake. That leads me to the subject which was supposed to be discussed here this morning, of industrial fire brigades. One of the most effective industrial fire brigades I know Ftrc Pretention 125 of was developed by the Canadian Wire and Foundry Company, with plants through Canada. They have developed their work to a high degree of efficiency. They maintain fire brigade contests in the plants every three months throughout the year. There is the utmost rivalry and spirit of contest in those competitions. They are all timed. The men in the plants of that particular company consider it a high honor to be selected for the industrial fire brigade. ^ After all, it is a question largely of- arointing the proper spirit and interest of the employee in the fire protection of the industry. If it is looked at as just another task, it isn't going to amount to very much, but if you have the proper spirit behind it and the proper interest in it, then your industrial fire brigade is going to be an important factor in your program. ... I think there are some men in the lia.ll more intimate with this subject than I am. I notice Mr. Filraer, the head of the fire protection department of tlte Youngstown Sheet and Tube Company of Youngstown, Ohio, and I know he has had a lot of experience on this subject. I wonder, Mr. Chairman, if it would not he proper to ask him to say a few words. Chairman' Verso*: We would be, very glad to hear from Mr. Filmcr. Thank you, Mr. Bugbee. W. T. FiLJita (Fire Prevention Director, Youngstown Sheet and Tube Co., Youngs town, Ohio): I believe I can offer you something as to our experience with fire brigades. At the Youngstown plant we have about 67 different companies- These companies are distributed around the plant in the various departments in which the men are employed. They are selected because of their intimate association with the department. They know absolutely where everything is in the department. They also know what the principal hazards are and bow to handle them. Each of the companies consists of a captain, a lieutenant, and eight or ten men. If the chief is not available at the time, the captain or heutenant is in command. Every possible contingency which it is possible for us to be able to visualize is worked out ahead of time. I find we are undertaking to use a principle which we heard tu the psychology class this morning, the principle of indoctrination That is a nice way of putting it, but that is what the psychology professor said h was. to be prepared for everything before it happens, so that whether anybody was there to take care of it or not, the men would know what to do. The chief puts a hypo thetical fire up to the captain and lieutenant and he goes over with them how that particular fire ought to be handled. Everything m that department is anticipated, Iu that way the captain and lieutenant know pretty well what they ought to do. At the drills, the captain and lieutenant put the queskm up to their men. so that if by any chance the captain and lieutenant are not available, the men of the companies know what tn do. If it U a paint fire they know what to do, or if it is an oil fire or an electrical fire or just an ordinary bouse or building Are, the men in the depart ment and in the company have been thoroughly instructed as to what they are supposed to do. _ We have had very good results from this manner of handling our fire brigade. The men are paid for the drills and are paid twice a year. At the beginning of the year the company gives the members of the fire brigade a banquet. We usually have anywhere from six to seven hundred members present. In the middle of the year a field day is held. In the spring and fall the men take care of their own entertainment. The pay for the first of the drills is turned over to the commissioners whom they elect themselves, and in the spring and fall a theater party is given, or a smoker, as the case may be. Out of that fund also comes the relief of any individual members who may be in need. There is an advantage in belonging to the fire brigade in that the members of the fire brigade are usually the last ones laid off. so that It is an advantage to belong to the fire brigade and it is never any trouble for us to get the best men available for that service. I should not only speak of the fire brigade. We must consider our fire prevention 126 Twentieth Congress--National Safety Council activity. In that we have had the assistance of the men of the fire brigade m taking care of the specific hazards hi their own particular departments. In 1926, before our fire prevention program began, we had 2,274 fire alarms. For IftJO wc had just 260 fire alarms. Up to October first of this year we have had 108. We believe our fire prevention program, coupled with our fire brigade operation, in cooperation with the fire brigade, has produced results which should be apparent to everybody who has a vital interest in the question of fire prevention. There is just ooe little side issue which comes out of fire prevention which I believe ought to be known. I will give one instance ol it. We found in one depart ment that there were quite a number of fire* occurring and we went in and made a stud}' of it and found that the men who were doing the oSieg were not particular flow. The floor would be covered with oil and then the suggestion was offered that if wc made the man who put on the oil dean up the mess, the chance* were that he would not use so much oil. It worked. Two months afterwards the super intendent of that department sent me a statement showing that in his department lie had saved $583 a month in the cost of oil and grease. That is one of the side issues of the fire prevention activity. Fire prevention pays, but you must have the wholesome cooperation of the fire brigade; they are the men upon whom you depend, A fire prevention director or fire chief cannot do it alone; he must have cooperation, and the best way to get it is through a fire brigade that believes in your doctrine, working along with you at all times, believing that upon each ooe of them individually resit a responsibility and die company looks to them in this matter. This matter of individual responsibility is cue that wc stress very, highly. A. L, Armstrong (General Supervisor of Safety and Fire Prevention, Eastman Kodak Co., Rochester, N. Y.): I wonder what Mr. Ftlmer does with iu brigades relative to taking care of tlie plant at night. Do they steep there? Mr. Filmek: Our fire brigade is composed of the regular employees of the plant, and the plant operates on three eight-hour turns, each turn having its own company, so there ts a separate company on each turn. Chairman Yernor: I shook! certainly like to express what I know is in the mirds of all of you. our appreciation for the splendid way in which these gentlemen have filled in this breach arej emergency. I think we have had a very profitable and interesting discussion. ' We will pass on to ibe next number on our program, which is to be discussed by A. L. Armstrong, general supervisor of safety and fire prevention of the Eastman Kodak Company. We are very fortunate indeed to have him here to discuss this subject. Securing the Cooperation of Employees in Fire Prevention By A-L. ARMSTRONG Eastman Kodak Company, Rochester, N. Y. W e believe that cooperation of employees can be obtained by proper education and a knowledge of our policy in regard to fire prevention. We also believe that this education must start in the employment department. It is a part of the employ ment manager's duty to impress upon the new employee the fact that we have certain definite rules and standards which everyone in our plants must live up to. We feel that it is also his duty to explain to the employee in a general way the necessity of studying the book of rules which he receives at tlie time of his employment. When a new employee goes into a department the foreman explains to him any special hazards with which he may come in contact and tells him what precautions should be taken in order to avoid having a fire. Alter the employee lias been on the job lor two weeks and has had an opportunity Fire Prevention 127 to find out something about the way his department is operating, he comes to the safety department where he is given a quiz to determine just how much he knows in regard to the general rules and to discuss any mlc that is not clear. He ts given an opportunity at this time to ask any questions he may have in regard to safe practices pertaining to his work, ' In. order to impress on his mind the necessity of handling materials in certain definite ways, we have set up a course of instruction to teach the employee why it is necessary to do tilings in a certain way, also the reason. Cor different types of safeguards. Men who work around flammable solvents have an opportunity to see the different types of solvents bum. They also have an opportunity to sec different types of extinguishers used for extinguishing solvent fires. Wc explain to them why one type of extinguisher wilt work on one type of solvent fire and not on another. When we run demonstrations we discuss in a general way tlie flash point, ignition temperature and explosive mixture. One of the examples we use is to point nut that the breaking of a gallon bottle of solvent in a room 10x10x10 feet. may. under certain conditions, render the air in this room explosive, and if an explosion of maximum intensity occurs it can exert a pressure of 90 pounds per square inch. We not only dlscu&s proper grounding of tanks and equipment and die handling of solvents but we actually demonstrate what Will happen when static charges are built up and discharged. How the human body, insulated by rubbers, will build up statkr charges which will jump to ground and ignite solvent vapors, and how me solvents, while being poured from' a pail by a man with rubbers on (providing tlie pail is not grounded), may build up a charge sufficiently strong to jump to ground and ignite the vapors. We demonstrate how important it is to prevent damage to ground wires by the following method: wc use a static collector, first showing how the charge Is carried through the wire to ground, then breaking the wire and building up a sufficient charge to jump the gap. We also ignite solvent vapors with static sparks and discuss fires which have been caused by static electricity, not only in our own but in other plants. Men who work around flammable solids get the same type of education as those working around solvents. We show these men how friction will generate he.it and ignite, not ooly flammable but also combustible materials. This is done by the use of a motor with a 4-inch pulley, running about 1.000 R.P.M. The material wc wish to ignite is placed between a piece of wood and a piece of perforated metal. This is brought up against a pulley to show how quickly sufficient heat is generated to cause ignition. . Another example is the electric light bulb. If a 150 or 200 watt light is used, a doth can be ignited very quickly and it is even possible to ignite wood by laying a bulb on it, providing the upper part of the bulb is covered up. The short-circuiting' of electric wires is demonstrated and we discuss frankly the hazards connected with the use of improper extension cords. We also discuss tires which have been caused by equipment of this kind. We point out hazards connected with over-fusing of a panel board or the use of hay wire or bolts in place of fuses, and also tltc fact that electric light linos are put in for a specific number of certain sized lamps and if larger sized lamps are usrd overloading of wires and cables will result and may cause a fire. In regard to hazards of motor Installations in industrial plants, we discuss (his subject in some detail. Motors which must operate in atmospheres subject to flam mable vapor* or finely divided dust should be constructed for these conditions anil be properly approved for use. in hazardous locations. Of greatest importance is frequent and thorough Inspection service. We discuss different phase* of the problem with the employees for the purpose of preventing them from pfling combustible materials on motors, turning a wafer hose on them, or using conduit boxes as steps. 128 T-wcnlietk Congress--National Safety Count'd Wc also point out that it is a part of their job to watch equipment of this kind closely and report immediately any motor that is, in their opinion, over-heating or in any way out of order. ^4 To demonstrate how heat from a radiator or steam pipe will ignite flammable material, we use an electrically heated hot plate -of about the same temperature. Employees who handle acids and caustics receive the same type of instruction-- by tlemontlTTtrtrfi id our men who handle cylinders of flammable gases receive definite instructions as to their respective hazards. Whenever it is possible, we have tlic supervisors of departments handling these materials look over accidents or fires which may have occurred within the city where our plane is located. We hv in our organization an expert inspector on acetylene equipment who inspects all of tbc portable equipment in the plant and has the authority to stop the use of any equipment which, in his judgment, creates a hazard. We find that improper tools, such as electric drills, extension cords, steel hammers and steel knives, are often the cause of fires where flammable materials arc liandlcd. This also includes wrenches which might be used on drums or tanks and on pipe connections. Otic of the most difficult facts to get over to the average employee is. that a drum or tank car from which flammable solvents have been pumped offers a much greater hazard than a full drum of such liquid. The explosion test, we believe, is the best method of getting this over to the employee. By using a too rich mixture it is easy to show why the full tank car or drum will not explode, and by using only a few cc's of this material it is easy to show how dangerous solvent vapors really arc, By using the explosive chamber in comparison to a drum or tank car we arc able to get the employee to appreciate tlx fact that a real hazard exists. It is not only necessary to see that employees use proper tools and follow out definite niles hi regard to safe equipment, it is also necessary to see that they are properly informed in regard to wearing shoes with nails in them and it is just as necessary to be sure that they understand that they must not work around solvents with rubber soled shoes of with rubbers over tlxit slxies. Wc pay special attention to the type of instruction that is given to our truck drivers. It is necessary for these men to handle many types of hazardous materials in various kinds of containers u:>d tlwy should know what will happen when different materials conic m contact with each other. Ait of the materials in our different plants are handled in definite sized units and ilc trucks for handling these materials are of a size which will not permit the putting on of a larger quantity than it b felt safe to handle. As am example of how much cooperation we get from this method of training employees, we have had instances where employees have prevented engineering and maintenance men from doing any work in a department until the foreman was notified, because the man on the job thought that if this work was permitted to go on it might cause a fire. Wc stress housekeeping conditions and have r competent inspection force who are constantly checking throughout the plant. It is also a part of the duty of these Inspectors to talk to the foreman in regard to utetliods of handling materials or of any hazard which may exist in his department. Tlx use of open flames throughout our plants, especially in hazardous locations, must be approved hy the safety department and if it is necessary to do a job which creates a hazard all of the safety precautions possible are taken- ln regard to our inspection work, about half of the departments in our plant are inspected once a month and a written report with recommendations is made of every inspection. One of the most important things in educational work is the discussion you get from the employees. In starting this work it was our thought that if we could point out many oi the hazards to the employees and discuss them freely that they would in turn tell us of conditions throughout the plant that created hazards of which Fire Prevention 129 we had Do knowledge. After about four years of experience we found that this worked out very satisfactorily, so much so that employees working around any flammable materials come to tbc safety department once a year lor a demonstration and discussion. It is not difficult to get the employee to discuss conditions which exist in Ids department providing the right type of safety man is cho&eu to take charge oi this work. This is important if you wish a plan of this kind to succeed. The first thing that must be done is to win the confidence of the men in the croup. Wc have found that a group of from 25 to 3D is about tlic best number to talk to. When you <ixceed this number t is extremely difficult to keep them >mere*ied in the subject you wish to discuss. Some of tlic very best illustrations of heat causing fires haw come directly front tbc employees. One tells of a fire which occurred in his home when lx wrapped rt cloth around an electric light bulb to prevent light front shining into the eyes of one of his youngsters, who was ill. After putting the cloth around the HftUt He left the room and upon returning about four or five minutes later the cloth was burning. Another example, which shows how dangerous flammable liquids arc, was given by an employee wlxj said that while driving his eat in the winter lie froze his radiator. He drove it into the garage, took off the radiator cap and put a blanket in front of the radiator, letting tlie motor run to thaw it out. He liad some alcolsoi in the radiator but the quantity was net sufficient to prevent freezing. While the motor was running, he stepped to the rear of the car and lit a cigarette. Tlxre was a flash and lie explained that.>1ie radiator burned like a blow- torch. Before tltc Fire Department arrived the car and garage had burned. It takes about one and one-half hour* for each class ami about 3,000 employees came to our safety department last year for discussion atid demonstration. This takes about two moutha, A great deal has been written about the uncertainty of the human element In industry, also about the gross carelessness of the imlivklual. It has been our experience that most of the things that happen arc not due to carelessness but rather to a lack of knowledge on the part of the individual who was responsible. Some may think that there would be a tendency for employee* to feel that they were working under extremely dangerous conditions if they know all of the facts. This is not true, providing the job is properly handled. The employee who does not have a knowledge of the hazards connected with his job may get by, but the employee who Has direct interest in his job ami docs have a knowledge of all of tbc hazards connected with it will be a real asset to any organization. There is one thing that must be borne in mind, and that is that safety standards for the employee must be the same as tlw standard# for everyone else in the organization and, of coarse, these standards must be based on a uniform company policy. CriAERMAN Verso* : Thank you. Mr. Armstrong. I think this question of how to secure the cooperation of plant employees in a fire prevention program is a very vital one. There was one thing that particularly impressed me about this discussion and that was the tact that what may happen is actually visualized to tlx? plant aiipU>yesSomctimcs I think it wc gave enough time amt thought to the actnal dramatization of what the consequences of the disregarding of certain fire hazards may be, that some of this educational work could be made more effective. W. T. Filmkr (Fire Prevention Director. Youngstown Sheet and Tulw Company, Youngstown. Ohio): May I ask what is done in the event of any employee violating any of the fire prevention provisions which von make? M*. AnvrsTftoteo; Wc hold the supervisor responsible. We must do that. Hr must 130 Twentieth Congress--National Safety Council take whatever course be deems advisable La a case of that land. The safety depart ment has no authority in the plant over an operating department . Geoboe F. Peossjkc (Safety Engineer, Union Oil Company of California, Los Angeles): I was very much interested in Mr. Armstrong's paper. The problem that he has is one that 1 think every organization has that Handles flammable and explosive materials; but the problem of education in fire prevention is handled differ ently by different people ami I thought it might be interesting to say that in some of the large refineries, in the West particularly, fire prevention has been taught largely through teaching die operating men how to fight fires, the point being that by teaching the operating man where the fire is apt to originate, you teach Him how to prevent it And since in a chemical or refining organization fire fighting consists primarily of stopping the flow of flammable products; In other words the fires are n'H almost invariably by the rupture of equipment containing these materials, spilling things tliat will take fire spontaneously, and the fighting of fire will consist primarily of stopping that flow, it is something that do outsider can do. In those cases die fire fighting consists of work done by the plant personnel, always starting with the particular small unit in which the. fire ntay originate. ^ In our organization do man is allowed to go to a fire until called'to it by his own superior. It is a dismissal offense lor a man to be present at a fire unless it happens in his own operating unit tmless called there by his superior. But the actual instruction in fire prevention has come almost entirely from teaching these men bow to fight fires, which may m some cases have happened in similar unit*, cither there or some1.place else. .. Thomas Ryan (Chief of Eleventh Battalion, Chicago Fire Department) : The last article in Mr. Armstrong's paper is particularly interesting. Everybody should live up to any rules set up by the organization. In the last two or three weeks there was a fire on the south side of Chicago, In an ice croon plant, where a lot of cartons and packages, covered with paraffine, were stored. It was caused by smoking. They had "No Smoking** signs in the plant. It was understood to be a cause for dismissal If an employee was caught smoking. The manager questioned certain people about smoking and they admitted they had been. He said, "Nobody is allowed to smoke here at all." I said, "You smoke, don't you?" He said. "Yes. but what is a pipe? That isn't going to cause a fire." I said, "Your matches that you throw down will cause a fire." 1 told Im that the employees felt that if he smoked they should be aWe to smoke too if they were careful. That is the attitude the employees take if they sec the executives smoking. They are apt to throw it up to the executives if a fire occur*. Fire prevention is a hobby of mine. Wc have had a few fires in the district caused by acetylene welding and acetylene anting. I should like to know what precautions these companies take when they arc going around the plant making repairs with acetylene torches? Ms. Armstrong: The torch itself is turned in every night--that Is the pipe. The hose on each piece of equipment* is inspected every day. The inspector has the authority to shut off any tank and cut the hose if lie wishes to do so. That Is abso lutely bis responsibility. The equipment is handled only on approved trucks and by approved men. We have at times 130 or 3I0 portable sets of welding equipment out at one time. The place where those arc to be used must be approved by our department. Wc find that we have some grief with the outside contractors. Sometimes we have some outside contractors in and we have found it necessary to even inspect their equipment I asked one fellow where his gauge was. He look it out of bis pocket and showed it to me. The face was broken, the hand broken off, and I said, "How do you get along in safety with tliat kind of equipment V* Fire Prevention 131 He said, "When you are shipping this stuff around the country you can't expect to hare gauges and that sort of thing. You have to lake a chance" That is practically the way accidents occur on equipment of that kind. Mr. Ryan; We have with t here Mr. MacKeiuie, fire chief of Armour & Com pany. He goes around all the plants of the Armour Company throughout the country, and he could tell you how Armour takes care of acetylene welds. M. MacKsmzeb (Fire Prevention Engineer, Armour & Co., Chicago) : We have our own private fire department. Any time an acetylene welder goes out he has a fireman with him, carrying portable fire extinguishers. Even then we have fires, especially when working dose to walls. Last year wc had only one fire. In all die plants last year wc went without a loss in the Armour organization. Chaomax Vsmnox ; That is cheering news. Rarer G. Lanbitst (Fire Marshal, Montgomery Ward & Co., Chicago) : In our building we have ahout forty acres of floor space. In order to secure the cooperation of our employees on fire and accident prevention we liave started this year a good housekeeping prize contest. The departments are inspected every month. We have a chart, the winning department receives a banner, and every employee working in that department gets one day off with i>ay. So far we are able to report a no-fire record since the first of the year. R. W. Hakdy (Safety Engineer, Olds Motor Works, Lansing, Mich.): I would like to ask Mr. Armstrong a question regarding inspection of acetylene outfits, in the matter of leakage or escape of gas. We have an inspection monthly, but they tell us our limits are quite low. Mr. Armstrong: We hold our limits to 15 pounds. Mr. Hardy : Ours are foer pounds. Jossfh T. Pratt (Supervisor of Safety, Reading Co., Reading, Pa.) : All of the fire houses in Reading are volunteer, and the company employees are frequently members of those companies. Our men are permitted to leave their jobs if their com pany ia called out to a fire. We therefore have a very good fire brigade because practically all our brigade members in our buildings are members of the fire depart ment. Mathew B. Lyons (Chief, Fire Watch and Service, Pullman Co., Chicago): In the way of fire prevention I think we have about as nice a place as there is In the city. We go through a yearly inspection of our hose, also a weekly inspection of all our spray nozzles, also a yearly inspection of our sprinklers. From our last reports from the Sprinklers Association I got an A-Number-One rating for The Pullman Company. In other words, every one of our 202 sprinkler systems was in working order. . We have a weekly drill of the personnel, that is file foremen thnxbcut the plant, organised Into ten different companies, eight men in a company. We have a drill of about two hours daily. We are Intending next week to organize a demonstration showing all the foremen the different operations of all the different chemicals and what they are to be used for. Of course we are not giving any prizes as ycl, but we expect everybody to be there when there is a fire. Ma. Ryan: Fire prevention is the first line-of defense. The second line of defense is fire equipment and fire brigades and fire companies, that is outside of municipal fire prevention. Speaking of plants putting out their own fires, I don't think anybody should go home with the idea that their fire brigade is A No. i and they can extinguish all fires. I believe that no matter how small a fire may be in a plant, the fire depart ment should be called. In most cities you are bringing in firemen who are graduates from fire colleges in the extinguishing of fires, saving of property and saving of lives. You know as well as I do that m a good many plants they fight a fire for some ten or fifteen minutes with a carbon tetrachloride fire extinguisher, the employee using it loses confidence on account erf the smallness of the stream, the fire is getting away from him, and the fire department has to be called. I know of a case where 132 Twentieth Congress--National Safety Council that happened. The man applied the carbon tetrachloride fire extinguisher. The fire kept rushing to him. He ran over to turn in the alarm, the wires were burned off arul he didn't know it. Somebody saw the smoke from a distance and put in the alarm and the fire brigade from Chicago went to the scene, with the result that we had to put in seven or eight additional alarms. The fire brigades in the city should be called out to the fire. You probably won't get, praise ot medals for putting out the fire alone. Chaihuak VruNQ*: Before passing to our next subject 1 want to call upon our Friend, George Opp. retiring Vice President of the National Safety Council, to say a few words Gitoaee Ow (The Detroit Edison Co.. Detroit) : As a retiring Vice President of the National Safety Council, I certainly want to compliment the chairman and members in attendance at this session For what appears to be one of the best sessions so far, just loaded with discussion. On Wednesday afternoon, the Board of Directors of the National Safety Council, in tlieir meeting, went unanimously on record endorsing the resolution passed at the National Eire Waste Council held in Washington on September 25, calling the attention of the nation to the fact that 1952 is designated as a year of special effort along fire prevention lines, and asking all ot the members of the National Safety Council ami al! of its allied local councils to put forth that special effort that is necessary to cut down the national fire waste and help in the return ol prosperity so dependent upon the reduction of'waste along economic lines. CiiAtftUAN V&KXO&; 1 am sure wc are pleased with this bit of news. The next speaker on our program has been more or less of a fire fart all of his life. He is Mr. R. J. Ansditcks, president of the Protcctoceal Company, Chicago. The Safe Handling of Flammable Liquids By R. J- ANSCHICKS President, Protectoseal Company, Chicago This subject >$ of such a broad scope that we must, of necessity, limit the dis cussion to certain phases in the brief time available to us. ^ ^ There are, of course, a great many classes of 1hazardous liquids. They vary in respect to the degree of hazard involved by their handling. Many are both volatile and flammable. There are not only Ue standard well known products, such as gaso line, naphtha, benzol, thinner*. etc., but there arc many similar liquids manufactured under trade names that can well be included in one of several classes. We will divide these various liquids into three groups. 1. Those with a Sash pohu below 25 degrees K. 2. These with a flash point between 25 and 75 degrees, 3. Those with a flash point over 70 and up to 100 degrees. . By flash point we mean die lowest temperature at which the liquid will give off 5suitable vapors. Classes 1 and 2 are the principal troublemakers, in that they will flash at ordinary room temperatures or lower. In this class, 1 and 2, we may include such liquids as gasoline, -naphtha, berurol, acetone, ether, etc. In class 3 wc include such liqukls as fuel oil, kerosene, turpentine, etc. The higher the flash point the less the Itazavd iu connection with these Liquids, Hence we will confine our discussion primarily to classes 1 and 2. Before entering on detail* regarding the problems connected with the handling and storing of flammable liquids, classes 1 and 2, I will give a few details on the inherent nature of these liquids and peculiar properties that make them highly dangerous. I will then discuss same in relation to transfer from one container to another, actual storage; above-ground and underground in bulk; and handling of same m relatively small quantities for particular plant operation. And finally some principles of protection. Tire Prevention \X\ Our discu&sion will relate primarily to the use of flammables as applied to tlx industrials. When it comes to oil companies, who manufacture these various liqukls where they have involved processes, their particular problems arc part of tlieir <tody production. With the industrials, however, the use of flammable* is incidental *n their general run of business. A fire or an explosion in an industrial plant has a greater potential damage titan would probably be the case with oil companies. The latter have their operations spread over wide areas, frequently in isolated places, and a fire or explosion will result in tlx damage to that particular unit, being only a part of many other units. In an industrial concern, however, the use of flammable* is frequently within the plant. Storing and handling is. of necessity, confined to close proximity to tlx plant and fire or explosion, therefore, involves not only the flammable material, but fre quently extends out into general plant operation with very serious confluences to general production. Furthermore an average factory may have various small operations involving the human element and the oftencr hazardous liquids arc transferred or used, the greater, of course, are the chance* for trouble. In the following discussion I will refer most often to gasoline, but I want you to bear jn.mind that this is a term which is intended for the various similar liquids as outlined above as belongmg to class 1 and 2. After all, within any given class there Is not much difference between the various hazardous liquids One may have a greater range of explosive mixture; another may flash at a lower poiat; another may develop greater pressures under combustion; but any one oi them has sufficient potential power lo be con sidered as distinctly hazardous. I do not want to create the impression t'mt the use of gasoline is a constant menace. Millions and billions of gallons are being used by many plants. Many an individual goes through life constantly. In contact with flammable liquids and yet has not been burned or harmed. Wc, on the other hand, must not feel, as is unfortunately the case of many Individuals, that these liquids are not dangerous. They distinctly are. and tlierc has been enough bad experience with them to con vince us that they arc a good servant but a bad master. So it involves really the proper control of these liquids in their every day use. Now, proper control pre-snpposes a thorough understanding of the nature of the liquids. Gasoline in its liquid state is not hazardous. It cannot be set off to explode by detonation. Therefore, in a staled container, without the presence of flame, is perfectly harmless. Unfortunately, however, we cannot confine gasoline to a sealed container at all times because we must make use of It, That involves the transfer from one container to another, whether from a large one to a Large one, to a small one, or any combination. Furthermore, wc cannot be assured that when it is stored in a container that the occasion will not arise when fire is brought in close proximity. As stated before, the liquid itself is not harmful. It is the vapors which are given off by the liquid that are the trouble-makers. The latent hazards are increased in proportion as the volume is increased. 3f you were to take a match or open flame and inject it suddenly into the gaaoime and these were no vapors suspended above the liquid, the match would be extinguished as readily by the gasoline as It would by water. However, this liquid if spilled on the floor would immediately vaporize and mix with air. A gallon of gasoline completely vaporised can make explosive a room containing approximately 70 cubic feet of air. Now a gallon in itself is a smalt quantity, about 231 cubic inches. You can, therefore, readily see that any substantial quantity of gasoline when vaporized would create explosive atmosphere in very large volume. Now, 5f this explosive atmosphere were confined in a steel chamber of the room of a building, and were to be ignited through any source, these vapors in turn would 134 Twentieth Congress--National Safety Council again expand at a terrific rate. If they do not have area in which they can expand, something must give way. When gasoline and air mixture* in explosive proportions are ignited under atm>sphcric pressure, they can produce 100 ponnds pressure per square inch in .03 of a second. Now, an ordinary tank containing a few thousand square inches of wall area, or a room containing many thousand square indies cannot withstand even considerably less than 100 pounds per square inch. The result is, in the first case, a burst container, or in the second case a demolished building. There is some confusion as , regards the expression "explosive mixtures." An explosive mixture in gasoline implies a range from one and one-half to about six per cent gasoline vapor, mixed with the balance of air. Under those particular conditions, these vapors will bum without additional oxygen. If they be seated within an air-tight container, a spark injected into that mixture will result in com bustion so rapid that it becomes practically an explosion. On the other hand, if the mixture were in a room or a tank in which the gaso line vapors were above the explosive range, say from 8 percent up, combustion would not be possible without additional oxygen supplied to the room. You might step into that room and find a very pungent odor of gasoline. It might be above the explosive range. In that event with all walls seated you could take a blow torch and enter that chamber with an open flame and not get a fire. I once witnessed a test where a container was filled with saturated atmosphere, and a candle was bdd inside, a rubber bulb containing oxygen squeezed against the flame permitted the candle flame with a sort of halo or sphere of fire to burn in the midst of this saturated vapor-air mixture. A party told me of an experience that he had with ether where a large bottle of ether had dropped from a table in a small laboratory, and the room became filled with fumes. He said that balls of fire would flash through parts of the room, particularly near the window, indicating that combustion, of course, was present where there was additional oxygen. If air had been injected into that room there would have been a violent explosion. Now the particular problem in connection with gasoline air mixture is that it is not possible to determine by any of the human senses whether or not an atmosphere is explosive. There are instruments which are used to determine these mixtures, and yet there may be a very sudden change within a room, or a building, so the answer is "Prevent the accumulation of vapors in any room or building." Here is where ventilation becomes important. As will be pointed out lata* these vapors arc heavier than air. They will not escape from pockets. You must pro vide air currents with vent openings at the floor level, or if at a higher point suf ficient draft to carry them away. Too much emphasis cannot be placed on proper ventilation where open stocks of liquid are used or where transfers are made. These gasoline vapors which arc passing off from this small container, represented on rhe diagram, have another bad habit. That is, they migrate. As mentioned just previously, gasoline vapor is heavier than air. If you have a saturated condition in one part of your plant, maybe where you have spilled a large quantity of gasofae on the floor, or where yon were performing a washing operation, which constantly causes a tnrbulance of liquid, forcing it to give off vapors, a slight draft or air cur rent may carry the vapors to remote parts. They will cling to tire floor and travel along with the air current as much as 100 or 200 feet. Thus if you have taken pre cautions around your storeroom or work bench, where gasoline is being used or where you are transferring quantities from one container to another, particularly large volumes, you may not be at all safe. These vapors, if carried away a few hundred feet to a small pilot light or a glue pot, or In the presence of motor* or open flames of any kind, may flash back the entire distance to the source of the vapors. There are many instances of this kind on record and most of you have had one or more su your own personal experience. I might cite one. a particular Fire Prevention 135 interesting one, which occurred several year* ago here in the city. A barge was being loaded and there was a fuel line of several hundred yards leading from ihc tank to the boat. There were no evidence* of open flame near the storage tank, nor boat, but vapors accumulated from the filling operation were drawn together. Way down the shoreline there were some boy* with a bonfire. The air current carried these vapors along the shore of tbe river, down to the bonfire, with the result that the flame flashed back to the boat and there was complete destruction. There are still other sources of danger in connection with a given quantity of gasoline. If a gallon is sealed, it is, of course, not giving off vapor*. But in the presence of flame around the container, the contents of this container will begin to boil. Gasoline boils, at least some grades, at 130 degrees F. It gives off vapors which must find room in wbkh to expand. If you were to confine water in a con tainer and apply beat yoa would finally build up sufficient pressure to burst the container. The same is true with gasoline. With water, however, the vapors them selves are not flammable, and die burning of the can will not Involve any additional hazard. With gasoline, however, as soon as this liquid is released under pressure, it flies around and immediately becomes ignited. We will discuss later certain phases of this in connection with larger storage. , There is a further bad quality in this representative gallon of gasoline. We have mentioned the migration of the vapors. We find also that the liquid itself, the source, of these vapors, if released in sufficient quantities will also start on a tour. All liquids will flow, but when you have a liquid which bums as it flows you have a real problem. This unit of gasoline may start flowing through the plant spread ing the fire, which may otherwise have been localized. Barrier* for ordinary fires-- water for instance--have little effect on a stream of flowing oil. In fact if it encounters a body of water it will float along on top making a river of fire. It takes some unusually mobile equipment to combat these roving fires. I will refer later to means of confining this gasoline, so that it can't escape. There is also a fifth hazard in connection with gasoline, and that is a possible explosion of the container due to Interns) ignition. Now the condition within this container must be such a* to permit of internal combustion; otherwise there will be no explosion. If this container is filled with liquid, there is, of course, no chance for an Internal explosion. There must be space within; and this space must be filled with a Certain mixture oxygen and vapor. Furthermore, if this container has a large opening relative to the volume of the gases within--just the same as if this particular room had a hinged ceiling or hinged walls--the ignition of the mixture within would upon expansion be freed through the orifice, and, of corn-sc, the room or the container would not be damaged. But it is not practical on most containers to have a large opening. Tanks and receptacles for hazardous liquids are generally built with a proportionally small opening. Their walls are not strong enough to withstand the maximum pressure of explosion, with the result that in case of an ignition, tbe container is destroyed. So this container, when empty or nearly empty, is apt to be a bad actor. If the contents have been drained out, sucking in fresh air, or if tltc container has been nearly empty, or if there has been a sudden cooling to contract the atmosphere within,' causing additional oxygen to enter, then bringing a spark of flame in the presence of that opening will permit an interior ignition. We never know when the condition exists. It is, no doubt, true that with an average container with a quantity of liquid in it, times at which the mixture is exactly right for an explosion are relatively few and of short duration. But there is the element of risk and that is why we must recognize that there is a hazard. Thus by way of summary, a quantity of gasoline ha* five distinct phases to guard against 4 1. If not sealed. It passes off explosive vapors in its immediate presence, which vapor may result in complete destruction upon ignition. 136 Twentieth Congress--National Safety Council 2, These vapors may not entirely lodge within tlie immediate vicinity of the container but may travel a considerable distance, become ignited, and flash back to the source. 3- If the container is sealed and no provision has been made for pressure relief, the container will hurst from internal pressures due to surrounding fires, creating additional Tire. 4. The rootenu may flow while burning--flow considerable distances, spreading what would ordinary be a local fire, and defying ordinary extinguishing methods. 5. If the opening is relatively small and there is u void within the container, and this void has the proper gasoline-air mixime, ignition of flame ot spark will cause an interior ignition dial will burst die container, with possible fatal con sequences to a bystander. We all like to feel that we arc using precautions against matches ami flame of any kind in location* involving hazardous liquids, but the sources of ignition arc SO numerous, oml in many instances so remote, that even the most careful and far sighted cannot guard against possible sources of ignition. Get at ti*c root of the problem and control the material itself. We will now enter into the specific illus tration of the handling of hazardous liquids, keeping in mind these five sources of lKble trouble. Lei us lake first the transfer m volume. We will start with the huge storage tank which already lias been filled. Yon are now transferring from the storage tank to another large container, say a tank car. The flow of gasoline through pipes or liose or dropping through the air induces friction, and develops sialic electricity. Ther ha* been a good deni written lately about static electricity in relation to hazardous liquids because it explains a good jnany fires and disasters which have previously been classified as of unknown origin. There is a tendency. I believe.' to Marne a good many things on static, which should be really attributed to some other cause, Nevcrtltele,ss, static is important ami it can be guarded against by the use ni grounding. If these charges build up in the pipes or containers, these charges can be carried off into the ground by bonding. There are a number of concerns that furnish bonding material and there is considerable scientific data on the instal lation of bonds. The National Safety Couxil lias a vrt y adequate pamphlet on t!>c proper ground ing of pipes, tank cars, and tanks. Now in transferring into the tank car, we run across the passing off of vapors. This is in large amounts, in an article u> the American Petroleum Journal last jear there was a very thorough write-up on the- passing of vapors in transfer to a tank car. By actual demonstration and test, it was shown that, due to tlie turbulence of the liquid* ami the change of temj>eralire, the contents of air and vapors passing s.tV of a lank car during filling may le a* much as 230 percent of the volume of the tank car. Now. these vapor* arc a hazard, lucidetitiy. I might also mention that they represent a considerable economic It was determined that on a single fitting of a tank car tle escaping vapor represented 37 of 1 percent loss by volume in a single transfer. < me method <*f cuntrollmg these vapors is by means of a special adaptor attached t * the lank car dome, or tank: a Hex connection is made between the filling line and the adaptor. and a second flex connection is made between a vent line in the adaptor piped luck to the Morale tank from which the liquid is being drawn. You ih.w haw a closed cycle. If you arc not fit ;t position to control, the vapors in this mam.-er. why nrq jbpv them away from the plant? Some oil companies arc now hnrmuu ;ht>r vapt*>. and wc recently had occasion to go Into the problem of an t> prevent flash hack from these burning vapors. 1 hi* tran-ier **t l*qniri in tank car* is typical transferring from owe large conl.tiiicr t<> au-'dx r. #i that it will apply equally to stattoitary tanks in close proximity i.. y*wr plant. 1 i this transfer be made within the plain, the condition is extremely Fire Prevention 137 hazardous in that these vapors will tciul to lodge within the building. By all means the filling should be done by direct connection ami the vent line carried outside oi the building. I touched, on the static condition. If there are flammable vapors present and jmi get a static spark, yon have a real fire. The tank car probably would not cxplorle because it* walls are strong and the dome opening relatively large, so that the pres sures will be relieved. But a flash may result in the throwing of burning liquid over a considerable area winch may result in the loss of human life. Aw empty tank car. or tauk, is also a distinct hazard if open. The tank may con tain an explosive atmosphere, and tluuc arc on record many instances where lives have been k>st by the explosion of an empty container. _ Let us take a few moments to review the storage in bulk. Theoretically, the .safest way to store flammable liquids is underground. There may be objections to the cost of excavation; there may be objections to the deterioration of the tail-, and the fact that you cannot inspect it; but if you have liquid underground, yon at least have k free from dangerous or exposed fires and it cannot flow away from the source. You also liave an economic saving in that the temperature change?, within the liquid are comparatively small, and the loss by evaporation due to the breathing is considerably cut down. * There is one source of danger, however, and that is the static spark during filling That can be greatly relieved by the use of direct connection for filling ami pro tected openings to prevent flash into the tank if contents within arc explosive. Nevertheless, probably more gasoline is stored above-ground than underground. On the above-ground tank you have a number of things to safeguard against. There is, of course, the passing off of vapors due to breathing. The volume may lx- large. A seal of two or three ounces against a large storage tank will reduce tlte breathing by about SO percent. Vapors, of course, passing off may be carried long distances and flash back to the tank. The Underwriters Laboratories have done u great deal of work in connection with flash arrestors on large hulk storage, and there are available fittings which will prevent the flash back through these vents on tle tanks. ># Now, a flash arrestor on the vent is not sufficient, unless tlte vent *n itself is suf ficiently large to vent the tank during fiie conditions. There has been great laxness on the part of tauk builders and inspectors in that they have provided inadequate vent ing. The orifices arc large enough to take care of the breathing out during filling and breaking of vacuum during pumping out, but little thought has been given lo what would happen to that tank if surrounded by fire. It is not an extremely difficult problem. There are bound to be unknown factors but with margins of safety wc can supply adequate venting. Discussion Now wc have protected this tauk against interior ignition and wc have assumed that the opening and venting will be Urge enough to take care ot the volatization of the liquid within, and the tank itself will remain intact for a considerable period. I would mention here a peculiar phenomenon regarding tanks involved i fire. Dur ing the fire the vapor within the tank has become saturated and will not explode. The Fire Department comes along and pours water on the tank. Fire is under control, tlie tank cools, and draws in oxygen which may create au explosive mixture within it. It may happen that a second flush breaks out with a temporary flare Unless the vents and openings have all been of sturdy structure to withstand the first exposure, there, may.well be an interior ignition and explosion when the fire Is practically extinguished, I emphasize this point so Out the importance of sturdy structures and proper fittings is realized. Sub-standard appliances will not give safety. I want to mention just briefly the practice of dyking and the errors to guard 138 Twentieth Congress--National Safety Council agamst. If you have a scries of tanks, each tank slvould be dyked separately. In case of fire one tank only would be involved. Furthermore, any dyke must be of greater capacity than the contents of the tank; otherwise this burning liquid may We now come to the handling and storing of lesser quantities of hazardous liquids overflow the dyke and spread to distant parts. within the plant itself. The methods and means of doing this are legion, and the faulty practices as numerous. I will mention just a few points for caution, and these are only intended as basis for comparison in similar operation in any plant, whether you use tanks, drums, cans, portables, or what not. Many plants use drum storage. A drum in Itself is generally a sturdy container and not subject to the criticism that is found with cheap unapproved cans with loose covers and leaky seams. But the volume of a drum is 30 to SO gallons. These are generally located in the storeroom in close proximity to plant operators. A sealed drum does not give off flammable vapors, but there is a potential hazard in case of fire. You have a boiler with SO gallons of hazardous liquid. Surrounding fire breaking out in the storeroom will heat the drum and build up internal pres sures sufficient to burst the container. The contents will feed the flames and may start on a trip through the plant or to the floor below. Wc had occasion to test some drums through the Factory Mutuals and it was discovered that a drum half full of gasoline built up a pressure sufficient to raise a 10 pound safety valve in eight minutes, and in less than IS minutes, although this safety valve contained four one-fourth inch holes, it burst because of inadequate venting. The plug now in use on drums when put In place permits of no pressure relief. If the workman takes out the plug in order to more adequately dram from the drum, the container will give off flammable vapors that may lodge in cprners for trouble later. By all means th*s drum sltouW be sealed, yet there should be an arrangement for venting under pressure. Complete equipment on a drum should include the seal, the pressure relief, the vacuum breaker, and the protected openings. Avoid the very bad practice of using a manually operated faucet It is easy to leave the faucet open and spill drippings on the floor. There are self-closing faucet* which help but the best way is to icmove the contents by means of a pump. If you must have a faucet, let it be a self-dosing one. and arrange a drip pan or drain that will remove the liquid from the storeroom. The handling of gasoline in safety cans is not fully established, yet many con cerns rely on anything to carry the liquid around. Underwriter's cans are strongly built and easy to handle, so that the investment is well worthwhile. There are, of course, various grades of approved cans. The stronger built, the sturdier, the means of protection by furnishing protected openings in addition to the self-closing spout, are all matters which should be considered by the safety engineer, or plant superin tendent. We cannot assume that a can is a can. The best is none too good for the handling of a hazardous liquid. __ When you are forced Into washing operations, remember the hazard of passing off of the vapors. Remember the hazard to the worker whose clothes and hands get saturated with gasoline. Iu case of an ignition in an open can or tank, the fire will continue to bum. If you must wash in open containers provide them with a mechanical contrivance to snuff the fire in case the container is tn flames. You are all familiar with fuse link operation. Every tank and washing container with necessary large opening should have a hinged cover held open by a fuse Hok during operation and then closed as soon as not in use. During operation, in case of a fire in the container, the fuse link would melt, permit the lid to drop, and snuff out the fire. ^ Much time could be devoted to discussing use of fire extinguishers and automatic systems. They are all a part of plant protection, but if you keep after the source of the trouble, ami extinguishers are never called into use, you have had the very best service out of your protection. Fire Prevention 139 Chaiama.v VoLtcca; The last speaker on our program is an old friend of mine. 1 know what he m going to do and I know you are going to enjoy it. Without further remarks I wiB rntrednet so you C B. White, chemist engineer, American-I-aFrancc and Foamste Industries, Ine~ Elmira. New York, who is going to discuss and demon strate "The Use of Chemical Extinguishers/' The Use of Chemical Extinguishers on Incipient Industrial Fires By C. B. WHITE. M. E. Chemist: Engineer, American LaFrance & Foxmite Industries, Inc^ Elmira, N. Y. During the past fifty years many great changes have taken place in our means of transportation, m our rnctltods of manufacture, in our system* of lighting, heating and communication. In fact our present machine-made civilization is virtually the product of the past fifty years. Our current popular literature is replete with reminiscences by such able writers as Mark Sullivan and Samuel Blythe, who very dramatically point out our accomplishments and our failures since "the turn nf lIk? * century." But little has been written upon the effect ot our altered civilization cm our methods of fire fighting. It does not fall within my province to list all of the changes which have taken place and which are taking place :aor to philosophise upon the advantages and disadvantages of each. A very little retrospection will reveal to the thoughtful student tite fact that our problems in the science ot fire fighting have multiplied since the day when kerosene lamps lighted llte homes of America. As a single outstanding example, gasoline was a waste product hi the year 1890. The distillation of crude oil was carried on largely to obtain the then valuable product kerosene. The gasoline was thrown out and burned up at the refinery. It was not only valueless; it was a nuisance. But all this has been changed by two revolutionary Inventions--the incandescent lamp and the internal combustion motor. The former replaced the oil lamp and the latter transformed the waste material' gasoline into one of our foremost necessities, so that the relation of tlte value of kerosene to gasoline today is almost the reverse of what it was forty years ago. The rapid changes in our methods of doing almost everything, coupled with a tremendous increase in toe number and variety of our inventions, have introduced fire risks into our daily lives which were unheard of a generation or two ago. Fifty years ago Arcs were largely confined to simple free taming materials in houses, tarns, small factories,, graneries and the tike, and water in limited quantities could be counted upon to take care of practically all of these risks. Today even our fires m free burning materials arc apt to be of much greater proportions titan formerly, because of the centralization' of industry into much larger units; but in addition we now have the oil and gasoline risks, the electrical hazard, the pyroxylin plastic risk and the fire hazard brought about by the introduction of scores of new solvents for all sorts of purposes. Our ancient scientists had only a vague idea of the nature of fire. The alchemists classed fire as one of the four elements of which earth, air and water were the other three. In fact it was only a century and a half ago that Lavoisier, by a series of brilliant experiments, gave to the world the first Inkling of what fire really is. It would he interesting (purely from a speculative standpoint) to determine just how far the science of fire fighting would have progressed if we were today still laboring with the phlogiston theory. - Modern science, however, defines fire as the combustion or rapid oxidation of a substance at, or above, it* kindling point. If oxygen is absent combustion will not take place, no matter what the temperature; and conversely, a substance below 140 Twentieth Congress--National Safety Council hi kindling point will not take fire even in the presence of abundant oxygen. This gives us valuable information regarding fire extinguishment--dther cool the burning material below its kindling point or exclude the oxygen of the air from contact with the burning substance. A1! modern fire-fighting methods are based upon the application of one of these two principles or upon a combination of both. Water Probably water will always be the most common fire extinguishing agent because of its abundance and wide distribution. But water is not particularly under discussion here. Itecause that which makes water a modern fire extinguishing medium is not the water itself but the means of its application. From the days when water was delivered upon a fire by means of a bucket brigade or a crude hand pumper with Its leather hose, wc have made some mighty strides until today we arc capable of delivering enormous volumes of water easily and rapidly. Single pumps with a capacity of 500. 750 and 1,000 gallons per minute at pressures as high as 450 pounds are standard equipment for the modern fire omjpany. Many great inventions have made possible these high rates of delivery. The internal combustion engine besides increasing the road speed of fire apparatus anil insuring; its prompt arrival at the scene of the fire and immediate capacity dis charge has stimulated the perfection of high speed pumps such as the rotary and live centrifugal type*. Modern water works and high pressure mains in our larger cities are essential to the success of fire fighting on a large scale. .Among the rat** important factors is one we frequently overtook, the utilization of robber. Without rubber tires high speeds for motor vehicles would be out of the question; without rubber lilted hose our high rates of water delivery would be futile because we would lack a proper flexible means of conducting the water any considerable distance. Regardless of quantity or rate of application, however, there are fires which water wifi not extinguish; indeed there arc certain types of fires which are greatly intensified amt increased by water. Wc therefore mtint resort to the use of other agents for many present day fires and one of our purposes here is to classify these agents nnd assign to each its proper place in the scheme of modern fire protection. Carbon Tetrachloride Carbon tetrachloride CCli is a clear, water-white liquid at ordinary temperatures. Its specific gravity at 21 degree* C. 3* 3.5817. its freezing pom* 3* --23.77 degrees C. and its boiling point >s 76.74 degrees C. Carbon tetrachloride k very volatile and it vapor, heavier than air, will not bum nor support combustion. These properties arc made use of for fire extinguishing purposes by directing a stream of the liquid ujmn the fire which rapidly converts the liquid into vajwr. Its chief value As a fire extinguishing medium lies in the smother ing action of the free vapor, although in certain cases the cooling action of the liquid itself i% valuable. The quantity of vapor which may be produced frcn one |oimhI yf the liquid is about two and one-half cubic feet at room temperature and normal barometric pressure. If we assume ait arbitrary figure of 600 degrees F. tor the temperature of the atmosphere immediately surrounding an ordinary fire the quaunhy of vapor which may be produced from a pound of the liquid will be five cubic feet. Much lias been written about the fumes generated in extinguishing fire with carbon tetrachloride. That undesirable fumes are formed under these conditions cannot be denied.' Fumes of CCh hsdf have aiuellictk; properties and in addition to these ihcrc are other fumes of an objectionable nature formed in small quantities by the decomposition of the CO*. " i'w T*"' Kmskus Tssmvvi!. Ot*t*cr, 1930, y. IVJ1. 221-343. $-0*5SS. .V. F. F. A. Qwierly, Fire Prevention 141 Tlic cocucawa* U opinion of the various investigator* regarding the character of the gases former} iod the precautions to l>c observed may be expressed briefly as follows: 1. Carbon tetrachloride extinguishers arc usually small. 2. They are doirwl for incipient hrc> only. 3. Discomfort to the operator ronn fumes produced under special cmuliu m is limited to cases where such devices arc used in closely routined spares wtarc ventilation pu*e and from which the operator cannot make a prompt exit. 4. These isolated cases of possible danger should not prevent the acceptance of carbon tetrachloride extingeishers for the protection of those risks for which they are preeminently foxed. The device* used in the application of COi range in capacity from l quart to lyj or 3 gallons. There are a few type* for special purpose* larger than this hut they are rare. In fact the most common size is the l quart. The method usually employed tor ejecting tlw? liquid from Hs container is hand pumping although the sizes >f 1 gallon or larger are equipped with cylinders containing air under pressure, which is capable of forcing die liquid out of its container through a suicahfc nozzfe The normal range of stream (or the hand pump devices, is in the nelghljorhuori of 30 feet tinder full pump pressure. Mention of the capacities of the most common tetrachloride devices serves t<> bring oat the fact that they are usually of rather small calibre. Therefore in any dcu^cion of the merits of this fluid as a fire extinguishing material wc mint limit the size ot the fire in mind to the sue of the extinguishers commonly zvai*i>ie For Ctess A fires (wood, textiles. jper, rubbish) carbon tetrachloride is not revoramended but under favorable circumstances will give a good account of itself. It i* not recommended because other types are better adapted to Ibis class of fire and because of the difficulty of confining t!*c free gas at the scat of Uw fire; in tlie case ot the hand pump device* ti* force, range and duration of the stream are not automatically assured; the fluid must lie used with caution in small rooms or other confuted spaces. For Class B fires (grease, oil. gasoline, kerosene) tetrachloride is acceptable for small, incipient fire* where the depth of the flammable material is superficial. In case* where the fuel is present In considerable depth, liquid tetrachloride passes through the flame witlx>ut volatilizing sufficiently to produce a non-combustion supporting atmosphere and since the liquid is miscible with practically all the materials in Class C it promptly distribute* itself through the fuel. In the case nt gasoline it is necessary to add a volume of tetrachloride equal to lulf the volume of tile foci before die mixture will cease u. burn. For instance, a mixture of 20 per cent carbon tetrachloride with 80 per cent gasoline will burn. A mixture of 30 per cent carbon tetrachloride with 70 per cent gasoline will just burn. A mixture of 40 per cent carbon tetrachloride with 60 per cent gasoline will flash aixl go out. For Class C fires (electrical machinery) carbon _ tetrachloride is recommended iiccause It is a Ron-conductor of electricity and may be used with safety around live electrical machinery and switchboards. Here again the question of size of apparatus is a factor, and where the fire has spread beyond the extinguishing capacity of the extinguisher Other materials are to he preferred. . The value of tetrachloride for strictly electrical fires may be summed up by the statement that for such fires as fall wiihbi the limited capacities available carbon tetrachloride extinguishers CCU i> as goutl an extinguishing medium ** we jwssess. For Class D fires (trucks, buses and pleasure motor vehicles) carbon tetrachloride extinguisher* arc die best available. In this class the majority of fires occur under tlie liood, where Use fire-smothering sapor of CCh may be banked in a very confined space while the operator remains in the open free from objectionable fumes. The 142 Twentieth Congress--National Safety Council devices are compact, comparatively light, rapidly brought into operation and not subject to freezing. For certain classes d motor vehicles such as the oil tank trade; other types oi extmguwhers are sometimes preferred, but in the maun the Class D risk is best protected by CCl*. Soda and Acid The type known as soda-acid is the oldest form of chemical fire extinguisher ha use today, and it has proved its value for the extinguishment of fires m free banting materials beyond any question. Extinguishers of the soda-acid type depend for their operation upon the reaction between an acid and a solution of a carbonate. In the most common form the acid is sulphuric and the carbonate is sodium bicarbonate. The reaction, may be expressed by the following equation: 2NaHCO. + H3SO<*--*Na.SO* + 2H*0 4- 2CO. The two solutions are normally kept separate until the extinguisher is brought into play when they are allowed to come together. The reaction evohw . sufficient volume of CO* to eject the liquid contents of the extinguisher through suitable hose and nozzle. Properly designed charges for soda-acid extinguishers arc provided with an excess of sodium bicarbonate to guard against an occasional "flash" or "slag* of the acid, which might escape through the nozzle during operation and cause damage and injury. In fact, the common soda-acid charge contains twice as much bicarbonate as will satisfy all of the acid present so that the eqoaihh really becomes 4N&HCG* 4* H*SO*-*2NaHCQa 4' Na*SO* + 2H*0 4* 2CO* ami tlte danger of expelling free acid with the stream is minimized. Opinion among fire-fighting engineers is somewhat divided regarding the ex tinguishing value of the soda-acid stream as compared with an equal quantity of water similarly applied, but the majority hold to the belief that the difference if any is slight. Tlie value of soda-acid equipment lies in the fact that it may be brought into play instantly, that it is sell-actuating ami that the stream range is such that a fire may be fought from a distance of thirty to forty feet. Soda-ac>d extinguishers generate a relatively large volume of CO* gas. For instance, the average 2$d gallon *ize will produce 3J4 cubic feet of CO> or something more than ten times the volume of tl>c liquid capacity. At first glance this quantity of fire smothering gas would appear to be a very substantial addition to tins fine extinguishing properties of this type. As a matter of fact, however, the CO* generated by the soda-acid extinguisher Is practically valueless (or fire smothering purposes except back of a partition or in some similar, small, dead-air space where draughts and the beat of the fire will not dissipate the CO*. Therefore, the fire ex tinguishing effect is limited for all practical purposes to cooling. Soda-acid machines are manufactured in a variety of sizes the most common of which arc the IK gallon, 2K gallon, 20 gallon and 40 gallon portable machines and die 40 gallon stationary engine for mounting cm motor fire apparatus. For Class A fires within tlte limit* of available size* soda-add devices are rec ommended. . For Class 3 fires soda-acid extinguishers and engines are not recommended, because of the absence of smothering effect and because the force of the stream frequently causes spattering of the burning liquid fuel. ^ For Class C fires soda-add streams are not recommended, except where the electric current is known to be turned off, because of the wetting effect and because they are conductors of electricity to some extent. For Class D fires soda-acid machines are not recommended partly for the reasons given under Class B fire* and also because of the bulk and weight of the available sizes ami because the liquids are subject to freezing in cold weather. Fire Prevention 143 Foam In the discusskm of soda-acid volume of CO* evolved was mentioned as being relatively luge when compared with the volume of the solutions which produce it. In its free and unconfined state, however, the volume of CO* produced by these devices is practically valueless for fire smothering purposes. Many years ago it was recognized that if this valuable gas could somehow be trapped so that it could be applied locally and be held for a sufficiently kmg time in contact with a fire without being carried away by draughts it could be put to work a* a fire smothering medium. It was known that the action of an acid upon a sodium bicarbonate solution h attended by numerous bubbles of CO* which produce a temporary froth, and it was recognized that if these bubbles could be mode strong and tough enough the problem of entrapping the CO* would be solved. The reaction between aluminum sulphate solution and a solution of sodium bicarbonate will produce a fairly durable bubble structure because the bubble film I* reinforced with insoluble, colloidal aluminum hydrate. The equation expressing the reaction is as follows: 6NaHCa +AWSO). JBH0-*6CO,-f3Na,SO, + ZAI(OH),+ I8H<0 But the babble* so formed, even though more rugged, migrate rapidly and the friction attending their passage through a short hose and nozzle quickly breaks down the btibWc structure allowing the CO* to escape. If to one or both of the two solutions a suitable protective colloid be added to keep the bubbles of CO* in a finely dispersed form the reaction will result m a stabilized foam that will withstand considerable abase without breaking- down. As a ride the colloidal stabilizer is added only to the bicarbonate solution. A great many colloidal substances may be made to serve in the capacity of foam stabilizer but the practical application of most of them to fire fighting is limited. In order for the foam method to become commercially possible the stabilizer must be inexpensive and easily available in practically unlimited quantities. It must dis perse in water with a minimum of sediment, be free from a tendency to decompose and be capable of producing maximum strength and durability of bubble wall. Egg albumin, glue and other substances of animal origin are capable ot producing a very fine bubble structure, but beside* being expensive they decompose readily and lose the characteristics which make them valuable as fire-foam producers. Foam stabilizers, therefore, are taken preferably from the vegetable kingdom. Amoog the most successful of these may be mentioned secondary extract of licorice root, saponin and soap bark. The oldest form in which the foam method of fire fighting came into general use is the foam system for the protection of oil storage tanks. After tins the portable ex tinguishers were developed together with a variety of automatically operated foam contrivances. Of comparatively recent origin are the dry powder foam devices. Each of these divisions of the foam method must be trotted separately. The Foam System.--Using 3 per cent foam stabiliser with 8 per cent sodium bicarbonate and 89 per cent water as one solution (called "B") and a 13 per cent solution of aluminum sulphate, Ah(SO). 18H0, as the other (called "A"), means are provided for tbe protectkm of oil tank farms and refineries. The two solutions are kept m separate tanks from which they may be pumped simultaneously, when needed, through twin lines of piping to appropriate mixing chambers installed on the oil storage tanks. Hot they meet to form foam which Issues from the mouth of the mixing chamber and flows over the surface of the burning oil. Hose stations are provided at statable points along the course of the twin solution tines to make the system as flexible as possible and to provide protection for various hazards outside the oil tanks. AU hose Hoes are also twin- a line for each sohrtion--and the two solutions are stamesed together at a common nozzle, thus insuring, as in the 144 Twentieth Congress--National Safety Council case of the mixing chamber, that the foam twixJuced will be subjected to a minimum of loss by friction. Ah average foam installation in the oil fields would be represented by 100,000 gallons of each solution stored m appropriate tanks and a twin duplex horizontal steam pump capable of delivering 500 gallons of each solution per minute to the mixing chambers and hose stations. There are smaller systems than this in use in the oil industry and there are also much larger ones. By opening the appropriate valves and starting the pomp the foam producing solutions may be directed to any one of the oil tanks m the farm or to any hose station. There are ten million gallons of these foam system solutions periodically examined by me and it is estimated that fully as many more are in use. In addition to these land systems there arc a great many marine systems installed in steamships, such as the "Majestic" and "Leviathan", for protection against the oil hazard in tbkr boiler rooms. These systems, of course, are much smaller than those used on land. Portable Poehi Devices.--Turning now to the portable foam extinguishers wc find the "tP solution very similar in strength to that used in the foam system, viz.. 8 per cent bicarbonate (or a little belter) plus the stabilizer of course. The "A" solution in portables is somewhat more concentrated, usually running 50 per cent of the theoretical Alj(SO-)*. 1811*0 or done to four times the concentration found in system practice. Naturally, a correspondingly smaller quantity of this stronger "A" solution Is required to preserve the theoretical balance of die MA" and "B" salts demanded by the chemical equation. This is as it should be, for any saving in bulk and weight results in greater carry ing ease. The decrease in water content also results in a stiffer quality of foam. This is highly desirable, because the idea of portability carries with it the idea of limited capacity, which means that the operator must use the foam at his disposal in an economical manner. The stiller foam allows him to do this because it has a tendency tn stay where it fails. Portability also Implies the presence of a human hand to direct the stream to the spot where it will do the most good and to be less dependent upon the fluidity of the foam tu spread itself over a burning surface as in the case of system practice. Automatic foam Machines.--Devices for automatic foam protection vary somewhat widely in type but all depend for their actuation upon some device which is influenced by heat, such as a fusible atloy which rndts at a prescribed temperature or a bulb containing air which expands upon being heated and which in turn operates a series of levers or diaphragms to release the two solutions into a common chamber tor the production of foam. In some cases pipe lines lead the foam to suitable nozzles situated qear the surface of the liazard where the foam is ejected by virtue of its own expansive force. For smaller risks the automatic machines are hung directly over the hazards and the foam is allowed merely to drop by gravity on to the fire. Auto matic protection finds its greatest usefulness m the protection of dip tanks for enamelling automobile parts, m oil quenching tanks, etc. Dry Powder Foam Machines.--It will be noted that between the 40 galkm engine, which is the largest portable foam device, and the 100.000 gallon system there is a tremendous gap. Some apparatus was demanded to take care of the fire hazards which are beyond the capacity of the portable device but too small for the fixed system--something whkh might be used by fire fighters for stubborn fires which would not yield to water--something flexible, easily transported, not bulky. This roost recent development for the application of foam k the dry powder foam machine. Stripped of technicalities it may be described as a device for the continwom production and delivery of foam capable of extinguishing fires. The idea comprises flowing water from a source of supply toward a point of discharge, effecting a substantially continuous introduction of suitable foam producing ingredients m powder form Into the water stream from an exterior supply. The proportions of the Fire Prevention 145 foam producing chemicals introduced into the water are substantially constant with respect to each other and to the rate of water supply so that when titc reagents arc conducted together in the presence of a ioam stabilizer they will react to produce a stable gas filled foam capable of floating on oil. The essential features of the apparatus "are shown in Figure 1. Water under pressure is supplied at the water inlet and is farced through a restriction or orifice at high velocity. As the water is expelled from the orifice as a solid jet >t lends to create a vacuum. Powder jKmrcd into the hopper will be drawn iuio tlie water stream by the vacuum. It is obvious lliat by the use of such a machine only 15 per cent of the total weight of foam-producing materials (the thy chemicals) need be transported to the scene of the fire and the other 85 per cent (the water) would be pumped to the machine from the nearest source. The dry chemicals are provided in powder form. The powder may be compounded of the correct proportions of aluminum sulphate, sodium bicarbonate and dry stabilizer as a single homogeneous mixture, in which case it is fed into the machine and die foam is produced in the discharge hose leading to the nozzle; or two separate powders may be used, one consisting of aluminum sulphate and the oilier of a mixture uf sodium bicarbonate and dry stabilizer, each powder in this case being fed into a separate machine. In this latter type of dry powder foam machine, the two streams arc either brought together at once into a common hose line or two separate lines, one for each solution, are carried out to Siamese together at a remote common point to produce the foam. In the single powder type (or in die two powder type in which the two streams are brought together immediately into a common line) the length of single discharge line can be longer than is practicable in the fixed solution system, without impairing the quality of the foam, because the foam Is being made In transit, so to speak, solution and reaction occurring in die hose. Discharge lines of 100 to 150 feci lengths are permitted without a destructive friction action on the foam. In the two powder type in which two separate discharge lines are used it Is obvious that these lines may be extended a considerable distance because the foam I* not produced until the solutions are brought together at the point where the foam is needed and consequently tl*c foam is not broken down in transit. I prefer tlie single powder type with the single machine equipped with hose and nozzle for portable practice and the two powder type equipped with twin lines leading to a remote mixing point for fixed system practice. ^ For Class A ires foam is highly recommended, because it clings with great tenacity to both horizontal and vertical surfaces and besides its smothering action it has a decided cooling effect. In this connection it is interesting to note that although the foam is composed of 90 per cent COs by volume it contains by weight more than 85 146 Twentieth Congress--National Safety Council per cent water. Foam also contains aluminum hydrate which possesses, die property of rendering cellulose somewhat fire resistive.1 This fact is thought to contribute to the fire extinguishing value of foam on free burning' fires by inhibiting the tendency of fire to reflash over surfaces on which the flame has once been extinguished. For Class B pres foam is the best available. Heavier than air yet lighter than the lightest flammable liquid, foam stands preeminent. Its value is especially marked m oil firm, of large dimensions. For Class C pres foam Is recommended with reservations. The reason for the reservations is that foam is a conductor of electricity, though a poor one, and if the voltage is high mod the current cannot be turned off the equipment tliere may be danger to the operator. It also leaves a considerable deposit to be cleaned off electrical machinery after a fire. Frequently the Class C fire resolves itself into the question "When Is an electrical fire not an electrical fire V For example, the oil switch or oil-cooled transformer fire may very properly call for foam. For Class D pres foam type extinguishers are not recommended, except where climatic conditions are such that the solutions -will not be subject to freezing temperature or where they can be protected, and where the bulkiness of the foam devices is not objectionable, for example on oil tank trucks and motor buses. When used for motor vehicles specially constructed extinguishers are used to prevent the solutions slopping together due to the motion of the vehicle. ` Carbon Dioxide Carbon dioxide at ordinary temperature and pressure is a gas, one and one-half times as heavy as air. It is readily reduced to a liquid by applying suitable pressure if the temperature is below 88 degrees F., the critical temperature of COi. This property is made use of in placing the material on the market. It appears in heavy steel cylinders, the commonest size holding 50 pounds. The pressure within these containers is the vapor pressure of carbon dioxide and this varies with the temperature. At ordinary' room temperature die pressure will be between 800 and 900 pounds per square inch. One pound of liquid CO* when converted to gas at room temperature and normal atmospheric pressure will occupy approximately 9 cubic feet. Tints a single cylinder with a capacity of 1.36 cubic feet containing 50 pounds of CO* is capable cl producing 450 cubic feet of the gas when released into tf* atmosphere. The knowledge that free carbon dioxide gas wiU extinguish fire is old ajvd the art of using it for that purpose is also old. The only reason why the COi method has but lately found a general and widespread use Is that only during recent years has there been a real need for it _ In order to be used most effectively for fire-fighting CO* must of course be dis charged rapidly and in adequate volume. The common commercial cylinder oi liquefied CO* is not well adapted for rapid discharge because it is designed only for carbonating water and beverages, which calls for a very low rate of discharge. Any attempt to use such common type of cylinder for fire extinguishing is likely to be unsatisfactory for llus reason and may result in the freezing of the liquid CO* before it escapes. Cylinders with larger outlets and used either inverted or provided with syphon tubes arc therefore employed. , As in the case of foam there are two general classifications of CO* devices, tliefixed system and the portable extinguishers. These are so different that they will be treated separately. The Fixed CO System.--The difficulty cited above has long since been solved by the use of ordinary puncture type valves, which permit sudden and rapid exit of the gas, and by providing outlet orifices sufficiently small in proportion to the diameter of the piping to minimise the drop ht pressure between the cylinder and the nozzle. 1 ' *Tks TejrtHf lVprhi. Oct. 29, 1921. Scientific America*, February, 1*21. Fire Prct'cntwn 147 Preserving a proper ratio between nozzle orifice and pipe diameter will prevent or miavnuc expansion within the system and confine it to the outside of the nozzle so that freezing and snow-making occur only beyond the point of discharge. For discharges lasting for long periods the nozzle should be of such a shape that its coldness will not cause freezing of the liquid CO* or water therein and cause stoppage Where fire may be expected to occur in an enclosed space in which a fire extinguishing atmosphere of CO* may be established and maintained for a given period of time the enclosure may be provided with a suitable fixed system of CO* protection. It merely necessary to dilute the air in the enclosed space with enough CO* so that die resulting atmosphere will not support combustion, ami to maintain this condition until the fire is out. A very good example of such a risk is the oicioscd electric gorxrralur, Figure 2 shows schematically the KCtieral arrangement of closed generator protection. If fire should occur in the generator the rise in temperature would cause the thermostat to set off an initial discharge of one or more 50 pound CO, cylinders. Figure 2 the number having been predetermined by a knowledge of the static air content. At the same time the generator would automatically be cut out and the armature would start to slow down; but from 1500 R.F.M., for Instance, to complete rest takes about thirty minutes. During this time the initial disdiarge of gas would have to be augmented by die discharge of additional cyiioders at intervals to maintain the concentration of CO* between proper limits. The number and timing of the additional cylinders, which would be set off by an electrically operated time delay unit, would be determined by tlte rate of leakage of gas from the generator housing. In much the same way cargo spaces on shipboard may be flooded, as well as fur storage vaults and similar risks. It is necessary to know the cubic capacity of the space to be protected and the amount of leakage likely to occur. An atmosphere of 25 per cent carbon dioxide is taken as the basis for the design of space protection apfaaratsK. This figure lias been determined experimentally to be sufficient to extmgubh fires m most common combustible materials. The lime necessary for complete extinguishment depends entirely upon the character of the burning material. At ooe extreme wc may have, for example, burning alcohol or gasoitnc, for which it is merely necessary to provide the extinguishing atmospliere momentarily. At the 148 Twentieth Congress--National Safety Council other extreme we may have a bate of cuttgu the core ot which is a smoldering mass, which would re.juirtr many hour* m a immial extinguishing atmosphere ot CO, before extinRuis-hmiiu would it*, complete. In other words. smoldering fires *n general are not easi<y extinguished by CO- However, it is liard to generalize cat the subject ot* flowing carixm because in the case t the cotton tire, it the filers, instead ot being cloudy tracked, were spread out so as to present a sufficient surface for heat radiation, the glowing spots would yield very easily to tlie treatment in a reasonably idl aUuOkpltcre. It is hardly necessary to add (hat space protection should be laid out and installed by competent engineers. Each mstaHatiuu presents its own problems arid each should lie scftarutcly engineered. Portable COx lixiinyuiskers*--For fires in the open, portable CO, devices are available in various sizes from cylinders containing as little as 5 pounds up to 50 jxntmU. Tlie smaller ones are designed lu be lilted around by hand while the larger units are mounted on wheels. It is obvious that although CO, gas is heavier than air it cannot be depended upon to fail through flume and heated vapors and strike at the scat of the fire. The natural tendency uf the free gas is to expand under the influence of heat and to rise with the draught created by tlie fire. Hence in the design of portable CO, apparatus it is U\i.truble to discharge the gas as much as possible in the form of a column with the least coning or divergence and at a proper velocity. Any pipe of proper dimension U suitable for this result. Added to this is the fact that freshly expanded CO, has a very low temperature (110 degrees below 0 degrees F.), but although this tmd'Hibtetlly b* some effect It is now believed to play only a minor part in the ex tinguishment of most fires. 1'nTtafeic CO, equipment possesses certain advantages over all other types of portable fire apparatus. It is quick in action, especially good for certain hazards, it ha-4 no wetting effect, it is "non-freeze," a non conductor of electricity, it is "three dimensional" in its action, requires little maintenance ami the contents are good until tied. On the other hand, the range and duration of discharge are both short, the devices arc heavy, the cylinders must be sent away for recharge and they are awkward to Ivmdlc in narrow places. In addition this type of extinguisher should lie handled by n operator experienced in the use of the device and who understands the specific fire which confronts him. For a few seconds the operator, on account of the short range. mu.it take a little more heat punishment than the unskilled fire fighter would stand up to. There are no half-way measures with COs. Either the operator "gets" his fire entirely or he fails completely. The CO, blanket is so rapidly dissipated that if a speck ot flame remains the entire fire area may reflash and the work of extinguish ment has to lie done all over again. For Class .4 fires portable CO, devices arc not recommended, except for fires in burning insulation resulting irora electrical fires in switch-boards ami similar hazards. Tltcsc fires arc regularly extinguished by means of portable carbon dioxide ex tinguishers. ` For Class B fires CO, is recommended where the conditions arc favorable, viz., where the oil or gasoline fire is in an enclosed space which can confine the gas at U>c scat ot the fire; or for fires in the open which are protected by adequate portable CO, extinguishers operated by experienced operators. For Class C fires CO, is the best available where total flooding may be used, for example in the dosed electric generator. Also for certain electrical hazards in the open where it is inadvisable so use carbon tetrachloride. J o> Class P fires CO, is not ordinarily recommended because of the size and weight of tlsc portable devices. Certain special cases such as oil tank trucks are Fire Prevention Characteristics of Fire Extinguishers *mnmcs protected with portable CO, devices, but in these special risks the question ,,f ihc weight and bulkmess of the apparatus is not a serious factor. Special Types of Fires Among the flammable liquids are several which require special mention. Carbon bisulphide is a particularly flammable liquid and ior this reason one would natmally suppose that foam would be the best available material for extinguishing fires in it. Foam is capable of doing the work fairly well, but 1*cau*c of the high *pww gravity of carbon bisulphide water may be used. The much lighter water will float 150 Twentieth Congress--National Safety Council on the surface of the CSi and smuttier the fire. However, it is necessary to apply the water gently to prevent splashing. Alcohol.--Fires m alcohol and acetooe axe not successfully fought with foam. Foam is miscible with alcohol and the latter breaks down the twhble structure of the foam to a very marked degree. Fire sn these liquids may be extinguished by diluting with water to the point where they will not born, if there is sufficient space in the storage tanks, or die fire may be extinguished with COj. Pyroxylin Plastics.--Fires in pyroxylin plastics may be divided into two classes and treated separately. 1. Motion picture film, X-ray film, etc, in small quantities, such as one or two rolls of motion picture film, may be protected by foam, but it is to be remembered that no hand extinguisher can be considered as 100 per cent effective from the standpoint of extinguishing even small fitm fires. The teal measure of relative value lies in subduing the flames and protecting adjacent material not on fire. For film fires of large proportions water is the most efficient extinguishing agent. Since the Cleveland Clinic disaster of May, 1929, much study lias been given to this subject. With the pyroxylin at a temperature above its decomposition point it breaks down, producing deadly gases which are often more far reaching in their effect than the fire itself. The necessity, therefore, is for an extinguishing agent whkh will cool the mass below the temperature at which it wifi decompose. ` Water in great abundance is therefore recommended. 2. Pyroxylin Lacquer.--Here the fire is less a pyroxylin risk than a solvent risk and water is valueless. Foam or CO* are recommended. Tar, Pitch, etc.--Certain substances like tar, pilch, asphalt, paraffin wax are solid at ordinary temperatures but become liquid if heated and finally ignite if heated high enough. Obviously, to cool such a material below its ignition point is all that is necessary to extinguish such a fire. Water is not recommended for this purpose because the Ignition points of most of these materials are above the boiling point of water which evolves steam in contact with tle fuel and causes boiling over. If foam is used with care the surface of the burning material may be cooled and the fire extguisl*cd. Foam in too great abundance, however, is liable to cause boil-over. COi is valuable for these fires. Metal JJust.--Finely divided metal like aluminum dust frequently ignites. Water and foam merely aggravate tl>e fire, causing it to burn with greater violence. COi is not effective. The most useful material for such a fire is dry sand or some other material which will absorb heat without adding moisture. Calcium carbide in the presence of moisture liberates acetylene which Is highly flammable. Obviously water as a fire extinguishing medium must be avoided and although foam has successfully extinguished so-called carbide fires it requires very skillful application. Either carbon tetrachloride or COi is indicated for extinguish ing carbide fires. ADJOURNMENT TWENTIETH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Industrial Health. Section Officers 1930-31 Gememt Chairman--D&. W. A. Sayvves, Medical Division, Eastman Kodak Co., Rochester. N. Y. rie*-Ckmrm*n--Da. W. A. Cot.conn. Chief Surgeon, Carnegie Steel Co , Clairton Works, Qasrton, Pa. . O- Sa^incton, xi. a.. National Safety Council. Chicago, 111. Monday Afternoon Session - October 12, 1931 DR. C^E. A. WINSLOW, Chairman Vfc*~P*ede*t for Health, National Safety Council; Professor of Public Health, Yale University, New Haven, Coan, The first session of the Industrial Health Section convened with Dr. C -K. A. Winslow presiding. CwAixsiAX Winslow : I am so sorry it Is not possible for Dr. Sawyer, general chairman, to be here. At the last moment he was detained, and as Dr. Colcord. flic vice chairman, is also absent, I was asked, as Vice President for Health, to call the meeting to order and preside this afternoon. It is a special pleasure and an interesting experience for me to introduce tlic first speaker. 1 think that Dr. Evans and 1 first became. acquainted about twenty years ago when be was Health Commissioner of Chicago, and at that time 1 was tremendoesiy impressed with his vigor and enthusiasm and efficiency. One particular address flat he made out in the steel district on, "What is the Matter with Soothsidt Chicago?* always lingered m my mind as one of the most effective public health talks 1 ever beard. The Significance of Industrial Health By Dr. W. A. EVANS Health Editor, "The Chicago Dally Tribune," Chicago The industrial health program--of all health programs--is one of the latest and, at the same time, one of the most promising. It is never possible to set a time at which any movement began and have complete agreenumt, because urges and trends are always "in the air" for some time before they begin. The yearning, or urge, or whatever one chooses to call it, breaks out in different places and in different 151 Twentieth Congress--National Safety Council man i festal km:? each capable of sustaining; a claim as being the beginning of the movement. In most courses, tn time, there comes to be something of an acceptance of some of these manifestations as the beginning With this understanding of the meaning of the won! ^ginning," we set somewhere around 1875 as the time of beginning of the modem public health movement, it being in that and nearby years that the several states were engaged in organizing health departments. It was just about fifty years later that industry began organizing Uteir departments of preventive medicine. Out part of the significance of industrial health is because it is so evidently a stage tn the development of preventive medicine, just as it was sequent to community pre vention by government action, it wHl in turn be followed hy other types of health activities, and hy other agencies. To this significance another, having the same philo sophical basis, can be added. Industrial health is the fourth step in the evolution of industrial medical service. Organization within the industry, to take care of a medical need, began with first aid to the injured. Probably, at first, this consisted of nothing more than having the address of a physician whose services could be secured quickly, after accidents. I^ater, some sort of a business understanding was arranged with the physician. A first aid office within the plant was a natural step in progress. In the course of lime, there came datrmtee suits, personal injury lawyers and doctor*, legal doctrines so artificial that workmens cotupcnsuikin legislation became necessary. Compensa tion and Its forbears supplied enough ev-kletice of the economic cost of accident to favorably incline industry to prevention. - It was in order to serve in this stage of the evolution that the National Safety Council was organized. I assume you would like to know how at least one man in public health work was impressed, ami what was Isis reaction* when be heard of the organization of the National Safety Council, and later learned something of tltcir methods of organization. I am the man T refer to. I did my first turn in public health work in a yellow fever campaign in 1888; and I had some connection with Chicago** first tuberculosis hospital in 189S- I was active in the organization of the Chicago Tuberculosis Institute and tlx: Infant Welfare Society. I was Health Commissioner of Chicago from 1907 to 1911. These facts indicate that my mind had been occupied with the problems of health for a good many years when die Na tional Safety Council was organized My reaction to it should be about that of alt health men who endeavored to see the situation in all of its angles. I am sure we were glad to see it organized. Wc hold the promotion of physical and mental welt being as the domain of health work, and this came easily within thane limits. We are very much guided by vital statistics. Such statistic* showed that accidents were rapidly rising in the very period when deaths were falling. We give especial thought to the ten chief causes of death. As we saw the diseases against winch we warred falling in this list of ten most important causes, and many of them disappearing therefrom, we saw accidents come into the group and gradually work its way to the top. We saw non-fataI accidents assume a dominating position among the non-fata l causes of disability. We saw that these causes were trending upward, and we could foresee some of the possibilities of harm in this mechanized age when the people are being increasingly exposed--outdoor* and in--to heavy and powerful machinery, operated by unskilled as well as skilled. Wc saw other similarities. Cer tain types of accidents, peculiarly hazard the young and the old---both groups hi which health departments had a special interest. Accidents are groupablc into public and private--another point of similarity. We could foresee that accidents, like dis ease, would be preventable. _ For all of these reasons, we saw where the National Safety Council would have work to do, and how that work would overlap with work of any health department administered by a man with the point of view of a statesman. I am frank to say wc were sorry to sec the National Safety Council develop it* task so apart from health departments. There was so much that you were to learn Industrial Health Section 153 by experience that we thought you could have learned more economically from our experience. We saw you begin your experimentation in the field of education, a field in which we had been experimenting a long time. Wc felt tliat the Onrncil and the Health I>cpartmetvt would have exc>ungrd views and experiences with profit. Neverilveles*. we were glad to have you enter the field for more reason* tlwtn <wir, and \vc admire you for the success you have marie. # After thi* digression, I return to the stejw which industry took in arriving at industrial health. After accident prevention, in the logical succession, came medical care in industry. In this, the industry was taking care of the medical end product, just as in surgical work it was taking care of the surgical end product. In course of time it is always discovered that limiting oneself to the care of cud products is wasteful. Given brains in responsible positions, taking care of end products bring* ihout prevention. Thus wc sec bow industry has traveled step by step from emer gency care of the wounded to the fourth member of the group--industrial health. This. I am sure, health men saw as inevitable when they learned of the formation of the National Safety Council. One part of the significance we are discussing i,< the evidence it a(Ter* that, bavins* started health work at its point of natutal beginning, industry mows in logically and orderly fashion through the undertaking. There remains to tlo much mote than , has been done. Judging by the past, industry hi the health field will not turn back tun will move from job to job in an orderly and defensible program. One significance of industrial; health is the proof it offers fluff Inwines*? concerns rwngiuzc the economics of disease. They believe in the economy of prevention. The value of a worker to his employer is only a small part of his total value. He is of greater value to himself, to his family and, on occasions, to the state. His obliga tions to industry once took the form of slavery and since that stage there has been a steady evolution, through serfdom and other stages, to the present relation m which industry has fewer right* with the employee than ever Ixrfore in the history of society. In spite of that which is the plain trend, we find industry increasingly concerning Itself in employee-welfare. Since relations between employer and em ployee arc constantly becoming less personal, and more on a basis of ccmimmcs and, simultaneously, interest of industry in the welfare of employee* is rrairtawtly in creasing, it is fair to infer that proper regard for economics, broadly speaking, is lichittd well thought out and long sustained welfare measures. lids is more true of health than of other features of these measures. Lowered capacity and disability due to illness are matters of great economic loss. While the individual and bis family bear the larger part of the loss, as they represent the larger part of the man's value, the industry itself pays a part of the toll. Those of w vvlio consider health in its economic and other aspects think the industry l***s tw mean item in figuring costs. But wc can wxlcrsund why employers think our judg ment not a well balanced one, in tliat in it health is magnified. It is significant tliai industry, as the result of reports by its own actuaries and based on its own experi ences, regards illness--especially in its preventive phases--ns of economic imimrlaucc. It is significant because of its effectiveness Mark Twain is generally credited with saying, in substance, that everylxxly grouches about the weatixrr but nobody docs anything about it. At times health workers have the same pessimistic opinion about health although we do not know how- to say it in any dramatic or epigrammatic way. Wc preach, write, and ful minate with all the force and inventiveness we can, but most people remain indiffer ent until disaster is upon them. Prophets are without honor in their own country, or amongst their own neighbor*, or on their own theme. Wc arc right now in the midst of the worst period of ineffectiveness in our his tory. In olden times wc were subject to devastating epidemics oi which people were very much afraid. These epidemics have been wiped out ami through tlm, in part at least, health workers have lost the advantage tliat couW be made of tlx- great fear motive. As matters stand, health people have not one basis for an emotional 154 Twentieth Congress--National Safety Council appeal of great power. Much reconstructing must come about before health condi tions can be improved by the use of any of the great urges. Health work in industry is largely centrally directed. Decision! as to health policies and programs are made by individual! in whom authority is concentrated. These decisions are made by judgment and forethought, and are based on experience and knowledge. Pedicles are carried out with definiteness. Accomplishments are weighed. In this era, when the support for health work cannot be based on emo tions, and the public mind is not prepared to support it on the basis of judgment and what-is the-best-in-thc-long-run, the intervention of industry is erf almost price less value. They can adopt policies and carry them out and, in doing so, make dem onstrations that eventually will be of great value in settling public opinion. Let us use this illustration. Small pox once was a constant and by no means trivial menace to certain large department stores. In order to protect themselves against this haz ard they make successful vaccination a condition of employment. The fear motive for vaccination rarely operates now and in its absence this example motive is about the best urge we can make use of. Another illustration Is the sanitation and personal hygiene standards which cer tain food, producers are compelled to enforce in order to protect themselves against the great hazard of food-caused disease. This position of industry has done more than health and food department compulsion to bring about high standards for pro duct and production m the industry as a whole. The producer of foods for hi* own family use, or for the me of a small circle, has been compelled to meet these stan dards. It Is possible for industry to require certain health practices of its employees and to secure their co-opcration in effecting them to a degree that cannot be other wise accomplished. The industrial health movement is significant because the influence of what is done in the factory, store, or office Is carried into the home. One erf the most difficult questions to determine practically, and to work out in operation, is--Jmi how far shah relief extend? Shall the employee be given treatment for tle relief of symptoms that are only in evidence while he is at work? Shall medical care be limited to emer gency care? Shall the employee be also cared for when sick m hi* home? If prcdkal service is given outside tlu* home shall it be limited to the employee or, in other words, when it is a matter of curative care where is the line of demarcation to be drawn between the employee and his dependents? This line Is not easily drawn. It is stilt more difficult to maintain it. It is not even remotely approximating possi bility to maintain a line of demarcation between the man and his family when it comes to applying the principles of prevention. If a man has a set of health habits for the factory he will have them for his home. If he has them in the home they will influence the hcahh habits of other members of the family. For instance, if be learns the principles of ventilation in his work place, he will apply what he learned at home, and In time His family will , follow suit. If foe bathes and changes clothes an he leaves his work It stands to reason that that fact will react oa the bathing prac tices and standards of the family. Industrial health is significant from the standpoint of future health improvement. The earlier tasks of health work are nearly consummated. The reference is to the control of communicable disease. Those of major epidemic Importance are all, ex cept influenza. practically eliminated; and those of secondary importance, such as typltoid, scarlet lever, diphtheria, small pox. measles, and even consumption arc not worth the money and time expended on them. Shortly, health work will be concerned with cancer, the degenerative diseases of middle age and beyond, and mental and per sonality disorders. Cancer can be eliminated from this discussion since no one knows what is the wav out. So far as wc know, the way out for the degenerative diseases, and for mental and personality disorders, lies only through training. The person* subject to these disorders must change their habits* Groups must cliangc their cus toms. The diseases of this order are only, to a minor degree, the result of Infection* Industrial Health Section 155 In fact, to only a minor degree, are they the result of environment. They result from the acts and attitudes of the individual concerned. As it becomes necessary to abate the cause of anything, Utc difficulties increase progressively as we proceed from the periphery to the center. When the job of controlling a disease was a matter of fighting a microbe--an obvious enemy and one away off at die periphery--it was relatively easy to get the consent of the individual on defense. When the job was one of controlling a disease through control of some environmental influence, the job was not so easy. Comfort, or cost, or other factors might interpose to prevent action. When the effort to control involves asking a man to change his habits the difficulties increase. In reported surveys of the preventable diseases, their cause* ar*d cure, which have been made--such as one made on the employees of the New York City Health Department--it has been shown that hours of sleep, drinking habits, eating habits, exercise habits, and matters of that wrt were of great import ance. In the field of mental hygiene the considerations are quite as intimate, or even more *o. The difficulties of health work where the matters arc of such personal character are readily appreciated. They are increased by the fact that it Is well people who will be called on to. change their habits to prevent illness, as much as sick ones to cure themselves. Furthermore, what is done must be long continued: die diabetic must expect to keep up his regime for life, and the organic heart case can never expect to go back la a careless life. The health forces will continue to need the example and help of industry. They have had it in such instances as entrance physical examinations, periodic physicals* fitting men to jobs, and others. They expect this cooperation to continue. The proof that industrial health pays is regarded as non-conclusive by some em ployers. The new health work is so necessary for efficiency of labor--and not regu lation of death rates nor even lessening of sickness rates being its major purpose-* that it is bound to appeal to employer and employee; and certain to he a part of industrial health* Industrial health Is significant because it is leading liealth work m ChaixmaW Winslow : This paper is now before you for discussion. Dr. Hayhurst, don't you want to open this discussion ? I know of no one better prepared to discuss the broad philosophy of this meeting. ... , r> R - HAVittfEST (Columbus, Ohio): I have listened with great interest to Dr. Evans' observation that preventive medicine is getting away from the major road signs which it has followed--the prevention of communicable diseases--because they are so rapidly coming to be controlled; and it is getting away from another great attractive guide, the Infants' and early life death rate which has been largely controlled, and is becoming interested in a later phase in life, mhl-life, where Dr. Dublin has pointed out that, on the average, eight years of life are lost when related to industry. That, I think, is a very significant thought- It is an economic proposition of great importance, I have feb for years that we were not giving the attention to industrial health winch it ought to get from sanitarians and from pubKe health officers themselves. They have always been tied up with communicable disease and the high infant death rate, and this and that, and have considered industrial health more ungraspabte than men tal Hygiene, for instance. However, data have been created by the Public Health Service and by various public agencies, even business agencies, to show that a great deal can be done in this--I would think wc might say--the third great stage of ad vancement. the prolonging of life through care of the industrial masses. I have frit for some years that it was always going to be settled within five years, but I begin to foci now that perhaps withm the twentieth century health workers, preventive medicine, attd so forth, will be stressing industrial health most and the health of de working masses, the health of the industrial center, the community in which they live; going into the housing question ami all of those questions that are closely related to the pay envelope and to personal hygiene. About 1919 an attempt was made in the American Public Health Association, at 156 Tn-culiclh Congress--Motional Safety Council ile New Orleans meeting. to establish a section o personal hygiene. It was impos sible to do so; there weren't enough members of the American Public Health As sociation interested to get such a seclkm going. Sanitarians, hygienists, the world over, are telling us today that our great flaw is in personal hygiene and that industrial health is but a grouping, a massing, of the personal hygiene of the employees. Chairman Wisstow: I wonder if Dr. Redden wouldn't say something about the points Dr. Evans made in regard to the methods of health instruction. Dr. W. R- Rkbwsx (Sew York City): I think we arc all impressed with the fact that, in the case of accidents, they are dramatic because of law. The people who are paying the damages are willing to do anything to prevent accidents. Industrialists are not. so convinced that sickness falls within the scope of their activities and it ts harder to sell this matter of sickness prevention, medical service, nursing service, for the *tck. because sickness is drab. To be sick Is just to be out of the game. If a man has lost an eye. he Itas something to show, bot this matter of sickness is drah. The matter of personal hygiene, cleanliness, environmental hygiene, and sanitation, to my mind, does carry over into the home. That Is one erf the significant things about industrial health ami hygiene. Now. you know the psychologists tell us that it is impossible to train the older person, the older man, that you can't change hi* habits. But. 1 can say this: that if you put a supervisor over a lavatory and make every person whose work is handling food wash his bandci when lie comes out, he is going to wash his lunhte. I Itavc seen it work in the American Cigar Company in the last few years. ' If it pays to put out clean products and train men to be hygienic and clean, if they are spending eight hours a clay in an industry, that type of thing is going tu carry over into the home; and looking at tt from the reverse point of view which Dr. Evans presented, ihajj! _ carry-over into the Ttfuifite & 'going -to' help the .health officer in his whole problem of building tip health. Now, sickness costs about $15,000,000,000 a year, in all its ramifications. The fig ures I give you come from the Russell Sage Foundation which knows something afw>ut that phase of figure*. Sickness is the cause of poverty. Now, even as drab as sickness in industry happens In lx; today, an industry Will pay for proper pre ventive measures if they arc profitable. And if you lose 200,000,000 days a year because of sickness, as Dr. Latwa formerly of the Metropolitan has quoted a number of times, if you can show the industrialist tint industrial health work decreases labor turnover, that is increases production, that it decreases absenteeism because of sick ness. he will pay for this matter of medical and nursing service and education, because he Itas the money to do it. If you go out to the general public and say, do all these things, they will do aljout as they please. I believe those of us who arc interested in industrial hygiene con convince tile industrialist that a good health service and proper education in the ordinary factors of health and hygiene will pay. Dk. O. E. Sthwart (Crystal City. Mo.) : I am interested in this phase of in dustrial health, lmt I do think this: that before any real constructive measures can be arcomplnltcd along that line, the medical officer in charge slwuid be given some authority. During the Spanish-American War, I believe we had about 60,000 soldiers at Chattanooga, witb about 20.000 cases of lypixwi fever, with a medical department without any authority, f believe our record in the late war was quite an improvement, due to die fact that the medical officer was given some authority to do something. If I have a criticism to make, it is to say that we of the factors that is interfering with the development of this program is that the medical officer in industry today hasn't any authority. He can make recommendations, but the actual carrying out of his politic* is up to the industry itself, and until that situation is changed. I feel confident that you are going to have difficulty in producing the results that you would like t* see in industry. Chairman Winslow: I should have announced at the beginning of the meeting the appointment of a Nominating Committee to nominate at the end of this session Industrial Health Section 157 officers for the coining year- I will ask Dr. V, S. Cliencv, Dr, W. R. Redden, and Dr. Rudolph Engel if they will be good enonjli to serve. The next speaker I haven't known personally as long as l have known Dr. Evans, but we have all known his organization. 1 think I am right in saying that tlte Inter national Harvester Company and the U. S. Steel Company were the two pioneers in recognizing the responsibility of the employer toward the employee, by the creation o compensation scheme* before any legal compensation schemes were thought of in the United States, and it is a pleasure to have a paper by the very able representa tive of the former company, Dr. J. A. Britton, Health Services in Industry: Equipment, Personnel and Cost By JAMES A. BRITTON, M. D. Medical Director, International Harvaater Company, Chicago Any consideration of health service for industrial employees should include a review of the development and growth of that work In the past, tlve accepted standards of inch service at the present time, and the probable future development)!. The real beginning of this work dates back to the middle of the nineteentit cen tury. This first effort took the form of a hospital built to serve the employees of certain textile mills. Coincident with the development of the railroads, special indus trial health services saw their real beginning. Strange as it may seem, other indus tries did not fallow the lead of the railroads until much later. In about 1912 the general consideration erf the importance of health as related to efficiency of employee*: \n industrial establishment* began to be more or less com monly discussed. This Was about the same time that the anti-tuberculosis organiza tions began their intensive drives for the purpose of securing proper care for those who lw,d tuberculosis and for preventing die spread of this disease. It was also about this time that the community's attention was focused on the lack of any systematic provision for the care of those who had been injured while engaged in factory work. The question of responsibility for disease and injury in industrial establishment* was aggressively and persistently argued. Out of all of this discussion came the desire, on the par* of those in the manage ment of industry wf were sincerely interested in trying to meet their own problem*, to know the degree of responsibility which industry had for those safety and health conditions which were known to' be unsatisfactory. It. became evident that, in order to determine with any degree of accuracy the cause of disabilities which developed among industrial employees, it was first necessary to know the condition of health and the physical defects of tliose wluo went into industry. Thus began physical exam ination as a part of the regular routine of employment. It was only a short time before it became the policy of most industrial establish ments to make adequate provision for surgical service for those who were injured while working. Tlte problem of disability because of illness, however, has never been us simple as tliat of industrial injury and there was a wide difference of opinion as to what should be and what could be done. During the past twenty years the managements of various industrial establishments of this country have tried out and arc still carrying on many different types of health Service. These types vary all the way from the simplest and most superficial, and lienee the least expensive, to the most elaborate and complete sendee that can be de vised. In a great many ot the smaller industrial units and practically all of the larger industrial units provision is made for a more or less complete physical examination of all prospective employees. Some of the larger establishments offer or require a sub sequent complete physical checkup once a year. TI*c great majority of industrial or- 160 Twentieth Congress--National Safety Council has had with the management of the company. He judges his company by the service he gets from this contact. If a mistake is made it is unforgivable. The whole idea of an effective health service h industry- is closely tied up with that of tlte community. Hence, it is particularly desirable that the stall of the medical department in an industrial establishment maintain its contacts with the community hospitals, the community health department, the community medical associations and other community health activities. In order to do tin's it seems very desirable that the doctors who arc doing this work in industry should devote part of their time to their regular work in the community. In other words, the industrial physician should be employed ou a part-time basis, maintaining his ielation to th? industry and also to the community. The ideal medical service in industry, then, will assume those functions which deft* mtdy belong to industry and will actively cooperate with tlie community on general health problems. The organization of the medical stall and tl*e program of Us work should include; 1. Examination of all new employees. 2. Periodic re-examination erf all employees. 3. Regular inspection of all working conditions---ventilation, lighting, tem perature variation, general sanitary conditions and cleanliness--and special supervision of all known conditions where there is a health hazard. 4. Consultation and advice for any employee on personal liealth problems. 5. Active Cooperation in community health activities. Hie cost of a well organized, competent medical department which can regularly and satisfactorily carry on all these function* will not be an impossible burden on in dustry. If industry does less it is not carrying its full share. Chairman Winslow : The broad social importance of tin* problem lw beun very lorcibly impressed mi nwr lately t connection with tile work nn the Committee on. the Cost of Medical Care. As you may know, tliat is a national enrrmirttee of fifty physicians and laymen who have engaged in a five-year study of the economics of medicine. These studies have revealed astonishing lacks in our community machinery, and have revealed the fact that from a quarter, under the most favoroble corvdiiinm, 10 SO per cent, under the least favorable conditions of those needing medical care, receive no medical attention whatever; that those who do receive medical attention receive it often in an incoordinated and unsatisfactory way; that there are enormous wastes; that, for example, of the something like two billkrn and a half dollars spent for the care of sickness, between one-quarter and one-third is spent (or drugs mid medicines, nearly all of which are useless, and many of which arc harmful, as contrasted with that in a well organized health service, where the cost of drugs and medicines falls to one per cent. Of course, that is an abnormal wage group, but there is considerable gap between one per cent and 25 and 50 per cent. In one county in Indiana, the largest single item in the whole bill was 34 per cent for drugs and medicines, services of physicians coming next with 29 per ccnt- Xow. in studying the efforts that arc being made to solve this problem, to provide adequate medical care for groups of people, wc find two groups, the Industrial groups and the university groups,.standing out as the only group? in the com munity receiving really adequate medical care. Dr. Rrstton spoke of a few industries. We have found there are over 400 industries that are providing more or less com plete medical care for employees and members of their families, and I think in the conclusions of the committee that die rccotiummdation wc shall make wifi be largely influenced and in part built cm these remarkable developments of industrial medicine. i want to ask Dr. Leake if he wants lo open the discussion on this paper. The C. S. Public Health Service in the past year* has made some of the contributions. ik?t only to the technique of industrial hygiene, but also along the line of giving u* information a* to standard practices and procedures. After that, I hope very much that schtw one or more of the nurses wlto arc here will say something about this from the standpoint of industrial mirsmg. Industrial Health Section 161 Da. J. I*. Leake (Washington, D. C) : I have nothing but admiration for Dr. Britton's presentation. I am sure wc all fed, from the way he talked and his mod esty in speaking ol the authority that he does lutve. that that authority is wdl imposed. The matter, of course* f just how ttie care of the Industrial community, as far as its health is concerned, should be managed b a thing on which my ideas, at least, arc not at all crystallized. I have seen that in certain instances the practice, spoken of by Dr, Britton, of having part-time medical service lias seemed to be an advan tage. We all know other places where it is out of live question to use it with the same efficiency. If I may be pardoned for digressing, I should like to speak lor a moment on the subject that was touched on by Dr. Evans and Dt. Hayborst--Ibc matter ol extend ing, as we all believe it should be extended to other than communicable diseases, our program for hygiene and health conservation. I just wish to sound one little word of warning, that w tread, if we can, on as certain ground %s possible. We have felt, even in regard to infectious diseases, that many things arc advocated which perlraps after ten years we may not be so sure of; and in tltcse other fields, too, wc may be asking our communities, our industries, and our individuals to do things, arrange for doing things, which perhaps after further light wc may not be so sure of. I think wc don't want to sell the public any patent medicines. Chairman Winslow : I am glad Dr. Leake brought out that point. The Visiting Nurses' Association in New Haven last year undertook to make a little study of the tilings they were teaching in the field of personal hygiene, so they divided them selves up into groups and came to our library and worked very hard on it, one group on diet, another on fresh air, and so on. After about a month, one of them came to me and said, "You know, wc are very much puzzled about this. We can trace out the same statements copied from one book to another, but we can't find any of the scientific evidence on which these things are based/' And it took them about a month to find us out. The fact is, Galen, in his six known natural laws, laid down the essentials of personal hygiene as well as wc can name them today: food, fresh air, exercise and rest, sleeping and waking, repletion and evacuation, and the passions and phases of the mind. You can't improve on that list today as the basis of personal hygiene. Since Galen's time wc have learned a lot about diet, but we don't know very much more about the other five than Galen did, and it doe? behoove us to be pretty care ful. We can make guesses, but most of them are pretty empirical. Captain G. K G. Kishzr (Illinois Manufacturers Association) : Before Dr. Brit ton spoke, I was going to raise a question following Dr. Evans' paper, in regard to the small plants where the outstanding- hazards are growingly in evidence. While big industry it able to do this and that and compel that this and that be done, what about the small industry where the employee is suffering ineffably from some of these new things? Dr. Britton mentioned monoxide and chromium, and I want to men tion cadmium. One of the great medical authorities has spoken of it as a sly poison. It is not what it is doing on the outside; it is what h is doing on the inside. Usually these plants are run by a man or an organization that hasn't got the means of putting in the proper ventilation and the air ducts ami the supplying other things to protect the men, and all the time these poor fellows are suffering from the results of working with these poisons. The compensation companies have been drop ping a great many of the plants where these things are going cm and nothing is being done to prevent them. For instance, in one concern not'long ago, several girls had to be carried home. In going through die plant to make an investigation, they didn't find a man or woman who looked healthy. Every one was pale and allowed evidence of the damning processes that are being carried out without any thing to help them. Now, that is a great problem and while big industry takes the lead because it has the right and power and wealth, what about the little plant where the poor laborer 162 Twentieth Congress--National Safety Council or workman is suffering; these things which ultimately are going to mean a break ing of health? Chairman Winslow ; That same problem exists with regard to industrial safety. We hare to remember that the results along that line have been confined almost wholly to the large industries. Da. W. H. Pa*xi (Richmond, Va.): I want to subscribe to what Dr. Britton has said, but the thought that has disturbed me for a long time is bow far the indus trial physician shall go. The American Tobacco Company in Richmond, a city of 200,000 population, has 4,000 employees or about two per cent of the total popula tion of the city. If we give them full and complete medical service, including atten tion at home, are w overstepping onr bounds? I am a general practitioner myself, receiving only part of my income from toe company, and it is a very disturbing thought to me sometimes to know how far I ant treading on the rights of the gen eral practitioner in my city. : Take, for instance, the ope item of the introduction of too use of toxin-antitoxin. In my city there were about 5,000 treatments last year. That means about 3,000 visits to the doctor or $30,000 taken out of the pocket of the general practitioner. In my work, I have estimated that about 30 per cent of the weak I am doing Is the work of the general practitioner, and that thought is very disconcerting to me, I would like very much to have that discussed today. I hope I am not striking a discordant note, but I would like to have Dr. Britton discuss it Dr. R. P. Knapp (South Manchester, Coma.) : I am, in general, m accord with everything Dr. Britton advocates, but l would like to ask him, or anyone who has the answer, how far it is possible in an industry .with a thousand employees or more to do a complete periodic physical examination on all the employees? We have been interested in periodic physical examinations for the past half dozen years, and I would like to find out how many have actually accomplished that in industry. Personally, I find it impossible in an industry of 3,000 employees, even with a staff of two other doctors, to get over much more than the executives and foremen annually, giving each an hour for an actual physical exammatkm and another hour for laboratory work. I wouhl also like to ask bow far he believes it is physically possible--although I do approve of his idea---for a physician to be engaged part time in industry and part time in the community; that is, if he thinks the man would find time to do that? Chairman Winslow: Those are very vital questions. Da. W. R. Redden (New York City): I have come to toe point where I look at my Medical Association card once in awhile and wonder if I belong (o file Union. When I hear a medical man say that because be Is doing group medical service in an industry he is taking the bread and butter out of the mouths of tbe general prac titioners, or any other men in his community, I object to it. The man who is practicing medicitje, whether he is doing it with groups or in a community, has a certain amount of time, he has a certain amount of energy, and |*e can't Ukc the living away from anybody. If he docs a good day's work for his industry, he is doing the work of one man. with whatever assistance he has, and it doesn't make any difference whether he is paid by the company or j*id by the individual in tbe community. I hope we as medical men will begin to get away from that idea, that a man is capable, because he is engaged in the practice of medicine in a big industry, of taking toe living oat of the hands and mouth* of two or three general practitioners in toe community less capable than he. I am rather interested in the work of the telephone company in employing part time men. You men know better than I do, perhaps, that the telephone company goes on the principle that a man who does bis work out in the community is a better man for them to have. Piersoll, of the Bell of Pennsylvania, who directs their medical department, is a professor. They consider that by getting part-time men of that type, who are maintaining their prominence in the community, they are getting a better Industrial Health Section 163 type of man in general than if they simply went out and got the ordinary practitioner to do that particular work. They have only two fuU-ttmc men. One is Dr. Watson, whom you all know, and the other Is Dr. Bristol who lias just recently come with the company. What I am driving at is this: whether or not an industry is to have a full-time medical group, to my mind, depends on the type of industry. It is perfectly obvious that if you have, *ay, 170,000 women working as tekpltone operators and at other work, and they arc with the company a couple of years, which is usually what occurs, and there is no special liaxard except falling on the level, the problem is a little dif ferent from that which you find in a foundry or some other industry or industrial occupation in which there is a definite hazard, where perhaps emergency -treatment, immediate hospital service, may be required in order to save a life, I think that in our work in this Section, we should consider first the type of hazard, the type of industry, which wc arc discussing, rather than simply take tlic whole field and say on toe basis of whether you employ a hundred people or over, you should have a full-time medical service, because it is obviously an error in judgment to consider it that way. Chairman Winslow: If Dr. Redden isn't careful, some day he may find be isn't getting his little card any more, but I do agree with his point of view. D*. J. P. Leajce (Washington, D. C.) : I would like to suggest, as an answer lo Dr. Knapp's question, that there Is no such thing as a complete physical examination. Cuatkman Winslow : We talk very casually about everybody having a physical examination every year. If everybody in the United States had that, every physician in the United States would have to do three a day, which would end the depression in the medical profession very nicely. Dr. R. P. Kjtaw (South Manchester. Conn.) : Is it actually true that toe average industry that employs a thousand or over does offer an adequate medical service to examine its employees? Is that a matter of record? I thought I understood Dr. Brit ton to say something of the sort Chairman Winslow: He can explain what he means by adequate. Part-time or full-time? How far shall the plant physician go in competing with the private practitioner ? These ought to be fruitful subjects for discussion. Occasionally there are signs of involution. It is interesting to note in tbe public health field that some cities, notably Detroit, have turned toe diphtherial immuniza tions back to the general practictioners, have given up the clinics and are securing Immunizations by physicians in their offices, the Health Department paying for the service. Of course, H is more expensive than for them to do it themselves, but they justify it on toe grounds that they are educating people to go to the physician for other purposes. - Da. Knapp: I would like to ask also If it h true that the larger the community, the less necessity there is for the industry to offer health sendee as well as accident service? In the smaller community, it is sometimes necessary to offer that service. Chairman Winslow: Are there any further comments or questions? If not. Dr. Britton, will you dose? Da. J. A. Britton : To really discuss these questions properly requires a great deal of time. I think one of toe most important points was the small phmt service. When wc consider the relative importance to the community, we find that the so-called large industries employ about 10 per cent of the workers in the country, and 90 per cent of tite Industrial employees in tltc country are employed In small plants of 200 or 300 or less. Kecentty, ooe of the welfare organizations in the city sent a representative to me to ask what they could do to help solve the general problem of health in toe com munity, particularly in toe industrial community. I suggested that they get out liter ature which could be distributed to small plants, telling them just what the possibilities were. I shouldn't be surprised if there are lots of men who arc running 164 Twentieth Congnss--National Safety Council tittle establishments of 100 employees or so. who haven't had time or occasion in their lives to think of health problem* in relation to their employees. These men still have the old idea that health is an individual's own problem, that it has nothing to do with bis job. I think, to go a little farther, that one of the important things for thia Secton.oi the National Safety Council to give consideration to is extending health service in industry in such a way that it can be used by the little fellows. If it is going to involve 90 per cent of those employed, it ought to be worth while. I have seen some doctors that hardly do anything, but cm the other Iiand, I am amazed at how much certain other doctors can accomplish. I find time to do some private work. I find time to teach at the university, and yet I have a big bunch of men working lor me, and they do bring me a lot of problems, but We get along somehow, I don't know whether we do a very good Job or not. I didn't mean to indicate that the full-time doctor was robbing somebody In the community of his just rewards. What I meant was that the part-time doctor in industry, on the average, will do a better job if he will retain his responsibilities to the community through private patients and through the community organisations, the hospitals and various other welfare agencies. I think the doctor , who narrows hijtbeli down to only the work that he sees inside an industrial establishment robbing himsHf of his natural development ami he is robbing himself of possibilities of service to the community. What was the other question ? Da. K>c.Apr*: I asked about what proportion of the plants could cover all of their employees in a complete periodic physical examination once a year. Da. Britton: Under ordinary conditions---I am not speaking about the present-- we have about 30,000 employees m Chicago and in 1929 we examined about 20.000. Now* this is the way we figure: if a man comes in for employment during the cur rent year, be has already been examined, so we let him go over to the next year. That leaves about 60 per cent of the average employees to he examined in otic year. Dk. Knapp: How many physicians do the work and how long does the examination take, how complete is it? Dr. Britton: Well now, someone remarked that an examination is never com plete. I think this: if a group of people came to you as a private physician for a physical examination and you insisted on every one having a complete gastrointestinal x-ray, whether lie bad any symptoms of trouble there or not, and a few other frills tve have developed in medical work, you would be wasting a lot of time. You have got lo figure out in each case what you think is the particular need. One man requires an hour and a half; the next man you are through with in fifteen minutes. I can't give any definite thne--humans aren't built that way. Chairman Winslow: The third and last paper on the program has been prepared by Dr. Janies H. Greene, of the Studebaker Corporation. Dr. Greene is unable to be here but hs paper is here ami will be presented by his colleague, Dr. J. W. Hilbert. The Importance of the Association of Industrial Relations and Health Work By DK. JAMES H. GREENE Manager, Cooperative Department of Industrial Relatione, Studebaker Corporation, South Bend, Ind. As in any new field of thought, nomenclature in the field of human relations is not settled. In the personal opinion of the speaker, the propor relations between management and men in an iudustiy is a result, not a condition, of the proper adjust ment of many factors, some physical and some psychic. Hence, the term "personnel Industrial Health Section 165 or industrial relations" should be an inclusive one and include all of the activities which influence these factors. To be more specific, I am inclined to quarrel with the topic which has been assigned to me on the ground that health work, properly speaking, is a part of the field apd not merely "associated with** industrial relations. My own experience and personal observation lead me to the conclusion that, in companies where the best relationships exist between management and men, all of the departments which deal with activities of this nature are combined under one responsible head. I cannot see tlie logic of a medical, health or employment department and a so-called industrial relations depart ment each working independently, even under ilie most cooperative conditions. I do not wish to be misunderstood as advocating in any way the surrender of any of the prerogatives or Initiative of any of these important units- In our own organization, all of these various units are gathered together in one division which we call the Co-Operative Department. Upon further consideration, I am not sure that J have strayed too far from the topic assigned me. I believe tlut fundamentally the association of industrial rela tions and health work is one of organization. In smaller plants it may be necessary to assign the administration of alt of thia work to some operating executive. In . larger organizations it should be beaded up by one individual who is given consider able responsibility by the management. Now as to the pros and coos of such an organisation plan, it may be argued that a well trained medical man cannot or will not work under a layman. This, of course, depends on the personal influence of the personnel manager or director of industrial relations. Just as Use vice president in charge of manufacturing does not presume to meddle in the research activities of his engineering department, so will the manager of industrial relations leave to the medical director the details of his own technical field. The topic of this paper properly presupposes that the success of any company necessitates the proper correlation and synchronization of all of the human relations activities and makes every member of the several departments involved familiar with the work of every other department and a booster of all of the activities which go to further the morale of the organization. It seems to me that the surest way of insuring such a condition 5s to organize in such a way that this spirit of cooperation naturally follows, I do not intend to devote this entire paper to the matter of proper organization, but I cannot leave this part of it without adding one more point, namely, that such organ ization, as I have indicated, avoids passing the buck. I know of ooe company where there was an employees' mutual benefit association which employed a physician. At the same time the operating division of this company employed a surgeon to handle compensable cases. A reorganization of this company revealed the fact that there was constant warfare on the part of the mutual benefit doctor who was telling sick employees that their cases were compensable and referring them over to his col league. The reorganization referred to placed all of the personnel activities of die company under one responsible head and did away with one doctor. Program Now as to the importance and scope of a health program. Under an organization plan, such as I have indicated, It seems to me that little need be said about the import ance of the right sort of health service. I am informed that the National Metal Trades Association gathered data among Its membership which shows conclusively that a health service has reduced absenteeism 50 6/10 per cent, accident frequency 43 6/10 per cenr, the coat of compensation 28 7/10 per cent, and that the general death rate has fallen from 7 5/10 per thousand to 5 per thousand, thus adding five to seven years to the life of a wage earner and providing greater economic security It seems 166 Twentieth Congress--National Safety Council to me *ha little could be added to this impressive array of figures which could more concretely point out results to be obtained from systematic, scientific and tactful direction of the Hfe habits of workers akmg proper health lines. In discussing the scope of a health program, I consider that there are two types of situations. One, a small industrial common]ty where the industry has practically matte the community and fortunately or unfortunately must accept a great deal of responsibility for its proper maintenance and development It may be necessary to make a health program for the entire community. Tins, on the face of it, while it may obtain gratifying results, has some bad features. Iu spite of all that has been written about the high cost of medical service and the well known fact that as yet we are only muddling through in some of our endeavors to safeguard the health of that vast army of workers who are neither indigent nor affluent, I am ettafee convinced that we are not ready to socialize medical service universally. During the economic period through which we have just passed, we have had to resort to many forme of paternal ism. I am not at all sure many of the things, whkh we have done in the stress of an emergency, will not have far-reaching, ill effects. I believe that it is entirely possible to pauperize workers by free medical service. I believe that the management of many companies have been carried away by the gratifying results of a health program, which they administered and paid for, only to wake up to the realisation that they had stifled: the intelligence and initiative of their workers. In larger communities, where the Industry is only ooc of a number ami the goodwill of trades-pcople and professional men Is essential for success, companies have not been tempted to go to,such extremes. What I have said with regard to a small industrial community should not be misinterpreted as an indictment of health work which goes beyond the treatment of compensable cases. Nor does it imply criticism of health programs which might be justified as to their scope on grounds of expedi ency. It is my personal opinion, however, that in the larger communities much can be done through the cooperative effort of the public health authorities and medical men in private practice. In the case of our own company, we have been fairly successful in cleaning up hernia cases, which are not compensable, by loaning money for hospital bills and surgeons* fees. The sole purpose in thus differentiating between the small and large community problems is that I believe there is grave danger in assuming too much responsibility for a health program. Now as to the individual items, which should go to make up a reasonable and rational health program in the plant, the first in importance, as well as logical order, is the one of physical examination. It should not require any lengthy argument to convince personnel workers of all types that this is the corner-stone, not alone of a sound health program, but of a general personnel program as well. Quite natur ally. the most Important phase of this topic is that of physical examination at the time of employment. Daring the past year, many companies, for good and sufficient social reasons, have employed workers on the basis of individual needs of the workers rather than their adaptability to specific jobs. Many social and economic adjustments must necessarily follow such a procedure. Even though workers with physical impairments have been employed, the record of physical examination is of great importance as it shows clearly where those individual problems of adjustment exist. Wherever possible, initial physical examinations should be followed by others peri odically in order to preserve, with as much accuracy as is possible, a currant picture of the health of each worker. The personnel of health departments may not be adequate to take care of such a situation. In our own case, we have had to be content with repeating examinations whenever a worker came to the employment department to be transferred. I am wondering what attention companies generally have paid to the Health of supervisors and executive*? I must confess that; in our own case, k is a matter which Industrial Health Section 16 7 has only recently received attention. At the suggestion of our medical director, it was brought up at an executive staff meeting and met enthusiastic response from the plant superintendents. As a result, a letter went out to every foreman in oar plant Inviting them to malm use of oar medical department for physical cxanrinatlom, suggesting that they make their arrangements through their respective superintendent*. This is only the first step in a program which we believe will eventually include everyone in the organization. One of the perplexing problems from an admistrative viewpoint fe the one of in formal medical advice. It requires a great deal of tact for a medical director and his assistants to keep away from cases which should be handled in private practice. The hypochondriac and the malingerer are phases of the problem. It is extremely desirable to avoid any criticism that the medical director is not helpful and sympa thetic. There Is, of course, a very close relationship between health work and safety work and, in oar own case, we include health items in oar general safety education program. It is beyond the scope of this paper to discuss alt of the ways in which the health pro gram can be put across. Without going into detail, I might state that it is part of our general organization philosophy that we must make our supervisors and foremen good trainers and we are, therefore, devoting a major portion of our effort along ' training Kites to them. The medical director plays his,part as a member of Our training staff. We use a moderate amount of publicity on bulletin boards and through our plant paper, bat believe we get the best results from what we do through our foremen. The matter of assistance in mental adjustments is a field iu itself and only its importance can beemphaaized by a layman. In cases where personal interviews indi cate the need fo*' mental adjustments in domestic and working relations, the medical director, with a flair for this type of work, can be of great assistance; From the viewpoint of a layman, I am not at all sure that the proper land of Industrial medical director can do as much as the especially trained psychiatrist. After all, he will refer special case? to the psychiatrist if one is available. Summary In conclusion, let me leave with you the following points I have tried to make m this paper: 1. All industrial relations activities should be centralized under one responsible head who is capable of administering a sound personnel program approved bv the management. . 2. Is the formulation of a health program care must be exercised to avoid pater nalism. There must necessarily be a sharp differentiation between the health program of the small industrial community where one plant employs the entire working popula tion and that of the plan which is one of several la a more diversified manufacturing community, In the latter, cooperation with public and private health agencies is the answer. 3. Physical examinations are the basis for an efficient personnel and sound subse quent personnel contacts. Initial examinations should be followed by periodic check ups wherever possible. 4 4. Examinations of executives and supervisors should be included m the health program but such examinations must be inaugurated diplomatically, _ 5. The efficient medical director will diplomatically avoid Interference with private practice and yet avoid a reputation for apathy and indifference. He should be a valuable part of the supervisory training staff. In cases of social and mental adjust ments. a well-informed medic*! director may be of more value than* a trained psychiatrist. 168 Tttf&UUlk Congress--Notional Safety Council Chairman Winslow: X wonder if Dr. Knapp won't open the discussion on this paper. He asked some very pertinent questions the last time, but perhaps now he can answer some. D*. R. P. KifAff (Sooth Manchester, Coon.): I don't know as I can answer any of those. I do believe what he said about the small community where the industry is the principal or only industry. What I tried to fadring: out in the discussion of Dr. Britton's paper was that perhaps we are bound to offer more health service in the large community, where more physicians are better equipped to make diagnosis, and they have better means at their disposal. I think the point he has brought out here is perfectly true, that the industry in Hie smaller community has a larger responsibility an the community in that respect than in the other. Dm E. R. Hav hurst: I have had a thought on the small plant that has struck me of late. Probably the general average of loyalty and enthusiasm is greater in the small plant than in larger plants. 1 refer to the plant with from 100 employees down. They are very apt to work on special orders and try to get out those orders in a limited time so that they are usually on doty ten hours a day rather than eight hours a day, or a similar ratio, and they are apt to be on from twelve to twenty-four hours a day for weeks at a time, getting out those orders. Of course, they want to be healthy and avoid accidents, but everything and everybody Is devoted to the task of getting out the product * Most of it is on a piece-work basis* as it is in the large plants, and their enthusiasm gets away with them and they have no thought of health or anything else until they are down in their tracks from over-fatigue. The ordinary hazards of poisons or improper ventilation, which wouldn't affect the big plants where the employees are working eight hours a day under supervision, play havoc in these small plants, I think Dr. Britton Is wrong on the number of small plants unless it lias changed within a few years. Dr. McCord, In the Detroit meeting In 192S, got together some statistics showing the number of plants employing less than 500, and I have had occasion to cite those a number of times. 1 think about 60 per cent of all industrial employees are m small plants under 500. While Hie big plants constitute only about otic per cent of the number of plants in the country, they employ, however, about 40 per rant of the employees. Those figures may be changed now, of course. Chairman Wiksmw: Dr. Gray, have you anything to add? Da. A. S. Gray (Hartford, Conn.) ; I wish there was somebody here who knew something about that method they have been trying out in Philadelphia for medical service m the small plants. I understand that they have a certain number of plants included in a group that have about 1,000 workers in them, and that there is one doctor and one nurse assigned to that number of plants. Of course, die plants have got to be fairly close together. X have read and beard papers on this work, but unfortunately, X haven't beard how the plan has really worked out. I believe it has been working for about four years and certainly In tliat time it would seem that it should have had some definite results which could be published. I was interested m the statement by Dr. Britton concerning a considerable num ber of plants, Urge plants pud medium sited plants, that had medical supervision. I think 1 could count on the fingers of two hands, and have a couple of fingers left over, the amount of actual medical supervision in plants m Connecticut, (except the very biggest ones and leaving out the railroads) and as for Hie medical supervision tn the small plants, in the class of 500 or under, it practically doesn't exist. I was interested in hearing him say that in the portion of the country where he is located, there is considerable amount of physical examination done in these plants. There i* very little of It done in Connecticut, even in plants in which there is medi cal supervision, and I would say there is almost no reexamination except in the rail roads. Industrial Health Section 169 Industry seems to realize that it is desirable to do that, but those Industrialists to whom I have spoken about the desirability of physical examinations are fearful of putting it into practice because they feet that the individuals would object to it- I know X am bringing up an old story again, but it is ever new. It is one of the things that is actually happening, and 1 say, as far as Connecticut is concerned, that even in those industries in which there are very definite hazardous processes employed, it is astounding to know the number of plants that don't examine the men that arc put into those hazardous processes--dm number of men that are engaged in either sand blasting or foundry work that have never had any physical exami nation. ' _( It wouldn't seem to be necessary to have to sell this idea to industry, because ki every compensation case that comes up, there is the question, "What was the con ation of the man when he went into the hazardous process?" and they roust realize Tnat if they don't know bis physical condition when putting him into the process or exposing him to some material that will affect his health, they are absolutely with out defense. Yet, it is astounding how many fail to make an attempt to put for ward a plan of examination even at the time of employment Most of them seem to be rather content to ait down and say: Well, wc are afraid to do it because it might cause trouble. I think that the physical examination of individuals before they are employed, and particularly for hazardous processes, and periodically thereafter, and medical care in small industries, are two of the really vital things that should be made important points in discussion in this Section, Chairman Winslow: As a Connecticut man, I am sorry I called on Dr. Gray, but I am afraid that outside of South Manchester and the public utility companies, wc are one of the backward states. Du- W. H. Parker (Richmond, Va,) ; I want to rise to a point of personal priv ilege. The question I asked wasn't answered by Dr, Britton. The question I asked was, How far should the industrial physician go in industrial health work? In so far as the point is concerned tliat at least 60 per cent of the employees are employed in small plants, it is a distinct service to them in that they might not be able to pay* but we do have from 20 to 30 per cent who are fully able to pay for medical service, and that is the point I wanted Dr. Britton to discuss. Da. J. A. Britton (International Harvester Co., Chicago) : It always seems to me that assuming the responsibilities of the community function by any group, Indus trial or medical, or what not, is wrong; that the individuals of the community, the citizens of the community, the organizations of tlm community, should take care of that function. ^ Tl*e industrial doctor has certain specific industrial problems which he is bound to take care of, which is his real function. He knows that health is a very import ant aspect of the whole subject of employment. He roust, therefore, be interested in health, and especially he roust be interested in the health of the employees. He must organize a plan which will be the most far-reaching as far as Ihe individual is concerned and as far as the community is concerned. How, if he gets so busy taking care of a Job tliat isn't his, the first thing be knows he is swamped. Now, according to the remarks of Dr. Gray and of our worthy chairman, in spite of the proximity to Boston, here we find these horrible condition* down in the East. If you take a certain fine of activity which properly belongs to the community, then the community will begin to let you do that work, ami you will soon find yourself loaded up. There are certain functions which you as a plant doctor can assume, do it easily, with no quarrelling points either inside the plant or outside of tbe plant. What are they? A man comes in to see you as the plant physician. He says, "I have been having certain pains in the pit of the stomach," and you listen to his story mid you know from experience that he ought to have certain examinations made. Now you, m TnxmSictk Congress--National Safety Council a* * friend, ti a itflow eaapk^ec, u one be cnnti to tor direction advice, say. ~Xomr. if 1 were you, tbs and this raM this and this I would do. Stich and such a doctor as yortirwlarty good oe than rtrmarfi thieg*. Sods and sodi procedures are fnettmry Seer any doctor to follow isx order to make a diagnosis." Therefore, you to him what the procedure is, that at rods and such a hospital be can get swcb and such ore which is within his means. Dr, if be hasn't got the money, you tell him that such and such a hospital wiU take care of him on such and each a basis. Yba make the contact between him die community. Assume; if you wifl. the truth of tbe previous statement l made, flat xodu*tri*l medical aerrioe must be good. All right, if you don't limit the amount you do, you can't do good medical sendee. Suppose this same fellow comes to you and you say, "You must come to the hospital and we must do thk for you.'* ft might tw*" an expense of one or two or three hundred dollars tor tbe company before y*| could get him taken care of. You might do that for a selected ease; 'bat to assume that as a whole responsibility for the company seems to roc to be going too far. On tbe other band, if an industry assumes die entire responsibility of --gr* vice which, to tny way of thinking anyway, is a community responsibility, what is to hinder tbe man from saying some day, `By the way, why don't yon put that amount of money m ray pay envelope and let me pay my own doctor?" Isn't that what is apt to happen in this country? I think so. CHAJUfAK Wikslow; Dr. Gray asked about the work of tbe small plants in Philadelphia- I wonder if Dr. Bridcer can give us any information as to how this plan of cooperative service to small plants is working.out Da. Elizairb B. Bucm (Harrisburg, Pa.) : I haven't heard of it recently dur ing this period of depression, but I think Dr. Gray outlined pretty distinctly what plan is followed. It is financed by the Tuberculosis Association of Philadelphia, from tbe sale of Christmas seals* largely, X understand. I think (hat sane of those plants, quite a few of them, in which demonstration was made of the benefit of thb work, have assumed their own financial responsibility for employing a physician. ' Tbe last time 1 heard of this plan was about a year ago. Now, whether the depres sion has caused those manufacturers to withdraw the service or give it up or lessen it in any way, I can't say. but personally, I think it is a very excellent procedure and one which about three or four years ago was being carried out very well in Philadelphia. Da. R. P. KAvr (South Manchester, Coon.): Touching once again on the peri odic physical examination, or physical examination, specifically, I can conceive theo retically what the doctor meant when he said there is no such thing as a complete physical examination; but after all, that is only a half truth, hardly that Wouldn't it be better to say, the physical examination may be as complete as you choose to nake it; let your conscience be your guide? Da. W. R.Rssoek (New York City) : I just want to caH attention to the service now being given by the New York Tuberculosis and Health Association along the dental clinic line. I happened to get a notice the other day that they are ready to move in a machine, a worker, and so forth, and they will do everything up to the actual dental work. They give X-ray service at a cost of 50c for one tooth, or $3.50 for the whole business, which is very much under the usual New York rate. They will refer you to one of two clinics in which you cau get dental corrections from beginning to end at a very low price. I thank that a step in the right Uiiection. I think w may not be able to develop clinics in which we car. have a physical examination of the worker at the clinic, but I think tlicre is a nucleus of an idea in that thought; that possibly the yearly reexam ination for yoor small industry might very well be handled by groups who care of, say, 25 or 30 industries or a small number of employees at a normal cost, and it may be that medical service might be extended to smaller industries on a part-time basis. Industrie! Health Section 171 CKAtufAss Wiicsiow; Is there any further discussion? If not, 1 will ask Dr. Hil bert H be has anything to say in closing. Du. J. W. Hstscar (Studebaker Cbrp., South Bend, Ind.) : I have nothing to say ^bovt tbe paper I just read, but 1 want to say just a word about physical examinaMight we not be guided by the usual insurance forms as to the extent we in these examinations?. If there are certain types of work which carry ^"Tar^f. we might have to go beyond the usual insurance examination, but m a general rule, I think we would be safe in limiting tbe examination to just what tbe anal insurance form calls for. Du. Kxaft: I disagree oo the strength that it isn't complete enough. Chaoman Winslow : Our last business is the report of the Nominating Com mittee. Report of the Nominating Committee Da. V. S. Ckswiy (Chicago, III.): Mr. Chairman, your Numutatiug Coumutt** submits die following report: Chairman; Da. Lxonavo Gxeknbuxg, New Haven, Connecticut. Vice Chairman: Da. T. Lylx Hatlett, Pittsburgh. Pennsylvania. , Secretary: Da. C- O. Saffixgton, Chicago, Illinois. * Chaxkmax Winslow: Are there any further nominations? If not, do I hear a motion in regard to the disposition of this report ? Da. pAUKtit; I move the nomination be closed and the secretary cast the ballot of this body for these candidates for our officers for the ensuing year. (The motion was seconded, put to a vote and carried.) ADJOURNMENT 172 Twentieth Congress--National Safety Council Tuesday Afternoon Session October 13, 1931 Joint Meeting of the Chemical and Industrial Health Sections JOHN ROACH, Chairman Deputy Commiuioner ot Labor, Star* ol New Jersey, Trenton, N. J-; Vice-Chairman, Chemical Section, N. S. C. The joint meeting ot the Chemical and Industrial Health Sections was called to order by Mr. John Roach, vice-chairman. Chemical Section. VlocCElAIRMAN Roach : The first number on the program this afternoon will be a paster written by the late Dr. Eugene I- Fisk, ot the Life Extension Institute. Inc. It will be presented by Dr. Louis IV. DesPrez, Medical Director, Life Exten sion Institute, Chicago. The Care of the Older Employee By DR. HUGKNE L. FISK Medical Director, Life Extension Institute, Inc., New York City In my view, the health problem of the older employee does not differ materially from the health problem of the younger man, except perhaps in degree. Nor Is the question of industrial health unique or unrelated to the question of the fundamental physical status of civilized man. The subject of this paper, however, limits con sideration of the problem to the older man in industry, concerning whom so much solicitude is felt nowadays, Periiaps I should say at the outset that I am not attempting here to offer a solu tion of this very important question but rather to offer a statement of fact, and a diagnosis of the ills to be treated. , Tl* so-called older employee--the man over forty--as not a fixed quantity. W find him a certain type merely because certain average factors have assailed him hi the course of his existence in a certain average degree. That the man over forty was bom some forty years ago, according to the calendar, docs not explain the man or why he is what he is. He is what be is--this man in early middle life-- partly because of attributes passed on to him by his ancestors: partly because of the character of his nutrition not only from the hour of his birth but m his prenatal existence; partly because of infections that have assailed him from childhood on; partly because of suggestion absorbed from his environment--and o on and so on to include a vast number of factors which cannot be discussed within the compass of a brief paper. ' I have expressed this otherwise--that we are not chased to the grave by an old man with a scythe and an hour-glass, but by ignorance, apathy, poison. Infection and acute and chronic disease. The man of forty is what we find him because of die factors that have molded hint in his lifetime. Men tn the age period 45 to 65 arc never considered without some emotional bias. The verdict of military leaders is conclusive in this matter as applied to war service, Pershing has given us his Views on tlie "softness" of the elderly military officer, and in the World War rigid lines were drawn in order to screen the older officers from service across the seas. Oftentimes this exclusion was practiced for Industrial Health Section 173 the good of the army on the general principle that there must be no physical liabil ity carried to France, and undoubtedly such ruling was for the greatest good of the greatest number. There have been notable exceptions, however, even in this field, and Pershing himself, as well as Foch, Pctain, Clemcnceau and Lloyd George are examples of aged men wlto have carried trcn*ndosu rr*juMU.>*!U>* with con spicuous success during the years of late middle life. Military service, of course, is not completely comparable to industrial service. In the field of industry, however, tlie quality of health and physical fitness and the endurance to life strain spread over the years of early maturity and middle life are intrinsically bound up with the continuity of lalxir and tlve productivity ot the worker. What are these average conditions that we find in Umj average man over forty ? I am reminded of the remark made by a leader m industrial medicine a few years ago to the effect that it was unnecessary to examine men over the age of forty-five for cptployment because the game wasn't worth the candle. Too many were found physically incapacitated to warrant the expense and trouble 1 Such a conclusion could only be justifiable on the hypothesis that the source of workers is inrxliausti- hlc, and also that the average industry can secure enough physically fit men under age fariy-five to run the works. 'Tins is by no means true. While interest in war figures is not so keen at the present time as formerly, it is well for us not to forget the lesson* that were drawn from those studies. We are all familiar with the fact that approximately onr-lhird of the men between ages IS and 31 examined in our own draft were declined for active service. This did not mean that those accepted were perfect. It merely meant that they had no disatHlittes which rendered the risk unduly heavy during the period of war service. In Great Britain where the higher age groups were entered, more informing data were found as to the state of civilized man and his progression in deterioration with advancing years. For example, representative groups showed a rejection rate for ages 18 to 43 of 64 per cent. Estimates based on die examination of about two and one-half minion men showed only 36 per cent acceptable in Grade 1 as eligible for full active military service; 22 per cent in Grade 2 in which grade men were grouped who were regarded as incapable of any physical exertion involving severe strain; 31 per cent in Grade 3 which was made up of those presenting marked phy sical disabilities; and 10 per cent in Grade 4 which group men judged to be totally and permanently unfit for any form of military service. Important information and statistics bearing upon the physical status of industrial workers have been made available through the physical examination of large num bers of employees from die point of view either of eligibility for employment, or periodically, for the improvement of trveir Iiealth. In more than one hundred plants, where periodic examinations of supposedly well employees were made by tlie Life Extension Institute, for the purpose of delecting early signs of physical impairments and offering counsel as to their correction, the following conditions were found in representative groups of more than 10,000 people actively engaged at work; Average Age 34 Percent Qas 1, No physical defects or errors in hygiene.............. ............................. 0 Class 2. Very minor defects requiring attention or observation.................. . . 10 Class 3- Minor defects requiring hygienic correction, or minor medical, surgi cal or dental attention........................................ ........................................ 41 Class 4. Moderate defects requiring medical supervision as well as hygienic correction. Impairment influencing longevity....................................... 35 Class 5. Advanced physical impairments requiring systematic medical or sur- gkal attention................................................................................................ 9 Class 6, Serious physical condition requiring immediate medical or surgical attention .......................................................................... -................. 5 174 Twentieth Congress--National Safety Council It should be noted that the average age of the groups studied was only 34! The testimony of the draft, which is supported by sickness surveys m industry and the general population, clearly indicates that a great opportunity exists for im proving the vitality and productive power at the younger as well as the older ages. There is much evidence available to show that the average human being imder forty is by no means a perfect physical specimen. The industrial worker does not, with out previous physical impairment or ill health, suddenly, at a given age, become a liability on the plant. A higher rate among the younger age groups has been shown in certain sickness surveys made, which is rather inconsistent with the testimony of other researches into the subject of disability and absenteeism in various age groups. The accom panying chart on what l have catted "silent" sickness sheds some tight upon this zr.w.*.**.-<n* SILENT SICKNESS PEDCCMTOFIOTAL KO Based, on ataas mods <f 1330 ia* phscos .43 agsantjadalitt amtng WalAriiiapoi^ucn(fBagastnmjn.(MapetiD(lflf38Eiootlis. (SxaKte<aas^%S.S:nimiteSk Savina) This chart presents graphically the results of a skimess survey made at Hagers town. Marylend, by the United States Public Health Service^ which disclosed that white the sickness rate from respiratory diseases was 59.7 per cent, these diseases constituted only 19.6 per cent of the death rate. On the other hand, while only three per cent of the reportable sickness rate was contributed by diseases of the heart, blood vessels, and kidneys, these maladies contributed about 35 per cent of the death rate. The outstanding feature characteristic of the man over forty is the prevalence in that age group of "silent" sickness--that is, chronic deterioration of the organic tissues of the body which does not manifest itself in disability until the organs fail in their (unction; in other words, sickness which may be present for many years without "speaking" in terms of disability or obvious illness. When I tell you that one authority has claimed that 50 per cent of the kidney tissue may be destroyed before tlie kidney function breaks down, you will readily appreciate the situation. Many of those who battle with this "silent" sickness over years of time may sur vive into the later ages and constitute the problem of the elderly employee, with which industry is so much cottcestied at the present time. In my judgment, so-called industrial fatigue is closely related to this condition of underlying patltology. How rrmdi fatigue is really silent sickness? Can we charge up to mere work what is really due to infection or poisoning or frank physical dc~ Industrial Health Section 175 ficiency? How much of the fatigue problem would disappear if we could remove a major part of the 53 per cent of defective vision that exists, or the 85 per cent of focal infection, cr the 13 per cent of overweight, to mention only a few of the physi cal impairments which periodic health examinations reveal In any industrial group? What is the part played by these chronic maladies in lessening the efficiency of the industrial worker and shortening his work cycle? It is impossible to consider the Question of fatigue without being at once led into the Question of the longevity a the worker, his physical efficiency at the various decades of life, and therefore of the final problem of why the worker in industry is assaulted to be more or 1cm a liability at middle Ufe and later. There is a certain naivete in so carefully discussing all of these fatigue states as a reflectkm of work itself. We have not as yet secured satisfactory answers to two questions which seem to me fundamental and important: . Does the output fall because the weaker is tired or because he is physically de ficient? Is the worker ill because he is tired or tired because he is 111? The testimony of the periodic health examination in Industry which reveals a high percentage of `'silent" sickness among supposedly well people active at their work, is particularly important in considering die problem of the older employee. The fact should not be overlooked that workers reporting rick suffer mainly from minor disabilities. A large percentage of workers, especially those in the older age croups, with unquestioned chronic and progressive diseases, carry on, conscious of no need for medical attention. It is often stated that men reach the peak of their efficiency and are considered to be in their prime between the ages of 35 to 40. The most elementary figure in vital statistics is the death rate, which finally answers the Question as to the Quality of any particular group. And' it is a significant fact that for the past twenty years there has been a general trend in this country toward a higher death rate at middle fife and later. The loss in the expectation of life in die United States Registration States from age 37 coward is indicated in the following table: Age 1921 37............. 32,86 47................................. 25.01 57....................................17.72 67..............................11.50 1927 31.47 23.68 16.57 10.60 Lost 1.39 years 1-33 year* 1.15 years .90 years What is the explanation of this sapping of vitality at the ages which are common ly looked upon as the roost vital and productive in the life cycle? The problem is evidently one related to American civilisation since we do not find this rising mor tality is elderly life iu any other civilized country. _ There is no use saying that the man over forty-five is not adaptable to industrial employment, because he is there--millions of biro--hard at work and doing good work. The peak in the age distribution m industry Is between ages 25 and 45, where we have approximately fifteen millions among the gainfully employed. In attempting to arrive at a solution of this problem we must have dearly in mmd the standards by which we judge a man to be in his prime. If we are con sidering the physical state of his body, and the death rate which continues to increase decade by decade, he certainly is not in his prime at those ages. Nevertheless some of his deficiencies are compensatory in a measure. His waning vitality makes bun more conservative. His training and experience count for a great deal, and he is more stable in his attitude toward employment than is the younger worker. What shall we do with this mao who does thirty-four per cent of the world's work? Surely we cannot lay him on tin: shelf at forty or forty-five even though we know that every day in every way he is net getting better and better. 176 Twentieth Congress--National Safety Council DO EXAMINATIONS PROLONG LIFE? A *MV * 6000 cf tw Ufa Ifanm C*. *M 16% REDUCTION IN MOKIAUIY ntA thw Miriiwi few H14 t* 1924 hy tK LIFE EXTENSION INSTITUTE "'ssi'V*** as *: reduction in UNEXAMINED EXAMINED MORTALITY Ck* **ia* OWwif Remfci f Ufe-fawiu* AiMH PvKeyUMcn t c UHitMtn In the course of periodic health examinations we find a systematic and orderly analysis of this human picture and coincidentally important evidence of the efficacy of such examinations in meeting these sociological deficiencies. Confronted by this evidence, -we arc challenged by the question. Is this progression in deterioration according to a fixed law? Is there any escape from it? There are some people wI*o Iiold to the view that the life cycles of living organisms arc fixed. My claim is that this could only be done by supernatural edict and decision. I have disclosed my own philosophy as holding that a man's condition at any age period, his tk**lh rate, and his life cycle are Ravcrned by physical factors in his environment, and that as tiiese are subject to modification and control, ergo his life cycle, his work cycle, and his health cycle are likewise subject to modification and control. Some proof of this is offered in the experiences in our own field of Rfe extension. Prolonging the lives of their policyholders is a matter of great interest to in surance companies both from the point of view of human service and economic DO EXAMINATIONS PROLONG LIFE? A stufr c* 3J63 pfcyhddw of the Qyerdien Lit* bourmne* Co at Awwrlca Shew 23* REDUCTION B4 MORTALITY* amang thwe tnm 1914 1925 by the LIFE EXTENSION INSTITUTE REDUCTION IN UNEXAM1NED "^examined MORTALITY Chen *(*<* m nm<n fnew wi a*x fr Ulrimcto XtMllta te Uk-S**!** Aoto* rJi<7fe*U*m * llM &Iiu lUi 0 Industrial Health Section KFBC1S NEEDING NffiCttmiOII AS REVEAIED IN PERIODIC HEALTH EXAMINATIONS 1923 1924 1925 HG1 FIG 2 FKF3 Bgl spesents the total number of defects faind in group on first mmination.(Nefct for coDcctiDn then impressed fig-XOfthese defects.38% were oonectcdl hy the time of roaroinariem in B2A. tAttention again called to unoonoctodl defects.) %3. A$hi later.502% ofrtefiotshal beaicanettBi. gain. Direct testimony as to the dollars and cents value of these examinations in the insurance field has been made available in actuarial studies on large groups of policy holders examined by the Life Extension Institute for their insurance companies, with a view to prolonging their lives. These studies reveal savings in mortality of from 18 to 23 per cent on the groups as a whole; and--significantly m so far as this discussion is concerned--a saving of mote than SO per cent in the older age groups wiiere the impairment rate and death rate are so high. That this is not an accidental thing but the reflection of a scientific mechanism that works, is shown in another chart herewilli reproduced, from which it will he observed that the impairment rate is cut in half in the course of three years under the influence of these examinations. It is an interesting fact that study of a group taken at random from the industrial fieki where health examinations were trade by the Institute shows exactly the same ratio of corrected disabilities. At one cod of the scale we have the mechanism at work; at the other, we have the product of tlie mechanism reflected in the lowered death rate. 178 Twentieth Congress--National Safety Council os^-v - "v1; fcn i STUDY OFGROUPOF1000 POUCYHOLDERS SHCWING GAfN IN GOOD HEALTH BYCORfifCTION OF DmKNmGfflmmBmtsmwtii PERIODIC HEALTH EXAMINATIONS m3 1924 1925 Ejg.1 Mpesmtsthetotalnumfcer ofdefects Hamid ingroup anfirst taammatkin. (.Jfeedl for canection. then impressed,airaimriter) Bg.2 QTthese(kto.30%iimoQcKi^ed>tsr tb& timr. rf ryamirwitinn in Wfl4 (Atfftnfjnn ag^in called,to unocMBCtert. defects.) Rg3. Ayaila4er.5D%tfdefatshaibomcxiiTOctai What shall be done with this man over forty whom I have endeavored to picture? Obviously, the first and most elementary step toward decreasing the liability m this group, is to approach him early enough and keep him on this side of forty as long as possible--that is, this side of forty in a physical as distinguished from a calendar sense. This may be done by careful examination before employment--not so much with the idea of excluding a man from employment, as adapting Turn to employment within his powers--and by subsequent health examinations in order to protect him from the development of unsuspected latent silent sickness or other disability. Dr. W. Irving Clark has shown that in groups accepted for employment, notwith standing certain defects which in many plants are considered ground for rejection, the disability rate was lower than the general sickness rate. These men, knowing their disabilities and safeguarding themselves, reflected the principle laid down by Oliver Wendell Holmes that in order to live long one must acquire some incurable disease that will compel one to take care of one's health and keep oat of danger. That is a philosophy which can easily be misapplied and misunderstood, but there Industrial Health Section 179 is a certain measure of truth in it. Certainly a roan with undetected hernia taking reckless chances is in greater danger than a man with a known hernia who keeps away from unusual strain. In every unexaiuincd group there will probably be at least three per cent of men with hernia. There are. many conditions the correction of which will take men out of substandard jobs and fit them for standard jobs. We have lately heard that there is no known reason why -nett in later life can not show initiative and originality and the ability to learn. This theory has not yet been placed on a quantitative basis and it cannot be said whether such capacity is latent only in exceptionally endowed individuals or disseminated throughout tin: mass. Professor Edward L. Thorndike in his studies covering the learning ability of elderly students at Teachers' College has found the middle aged and elderly, superior in fact to the adolescent. However, it might be necessary to modify ami relax these judgments when considering the mass of industrial workers and their adjustment to the work in tend. . ^ v>r / *- DO EXWIIWIGNS PROiJQNG LIFE? A stab ct petcytoUars of th* Metrepektan Lite Insurance Cewpawy faring important fcKfMkrMi* (substandard Nwaai vhtaa 53X REDUCTION IN MORIAlilY anssng :Utaa axamfa** fc-n iOl* t* i20 ky tha LIFE EXTENSION INSTITUTE -- B SB ftrww7WMM gyy - 4Taw REDUCTION IN UNEXAJ&NED eXM&NED MORTALITY Whether or not there is found in the man over forty the same plasticity and learning ability as that found in younger men, may still be problematical so tar as the mass of industrial workers are concerned. But that the working period of men in these later age groups can be prolonged by systematic health supervision, the early detection and correction of physical impairment and hygienic guidance in the matter of living habits, has been established beyond any doubt. We should not, therefore, view the situation with discouragement but ratter view ourselves with a degree of discouragement because of our failure to apply to the great masses of workers existing scientific knowledge which would unquestionably influence the ageing of the huntan body and the gradual impairment of its efficiency. In the Interest of increasing human power and satisfaction in living, the first step is the conservation of the health of tlx: worker and the prolongation of his working period. In any constructive health program we must consider not only the man who appears on tlie sick list, bin the man who, while reporting regularly for work, b m reality one-half sick os' one-quarter sick or oven one-tenth sick. As I Have already pointed out, few people can be said to be In a condition of perfect health, They may be able to draw upon their resources and overcome certain disabilities for a certain length of time, but these disabilities are liabilities and their cumulative effect b what determine final physical incapacity and breakdown. As suggested in the beginning of my remarks, it is no part erf my thesis to offer J&Q TvjCHliclh Congress--National Safety Council a final remedy or to alter into a discussion of the economic aspect* of this question. However, having considered the extent of this liability, it may not be out of place to offer as a possible solution a combined health and thrift plan that will set the worker on his feet, protect his health so far as may be, and land him in old age, not tlic recipient of bounty from the state or from hi* employer, but rather a small capitalist, quite able to take care of himself. Any program that compromises with the situation and consents to the adjustment of working conditions to men who arc physically more or less incapacitated, . fundamentally unsound and without constructive merit. On the other band, am pro gram that seeks to aid the working man to detect the earliest signs of a bad physical trend and correct this trend, is wholly on the constructive side. It may be said without exaggeration (bat a thorough-going program of prevention along the lines discussed here, especially one joined up to the mutual benefit associ ation winch brings the employee into partnership in the business that he serves, will produce infinitely better results than the segregation of sums of money from that business to a mere interest-bearing fund--whether the worker contributes to it or not. Harold A. Ley, president of the Life Extension Institute, has for many years in terested himself in tins problem and has worked out die details of a plan, which may be of interest to some of you. I have here a small supply of one of Mr. Ley's addresses in pamphlet form which is available to any one who may be interested. As in community hygiene, progress in the solution of the problem considered here t`*iay can only be made by courageously facing the facts. Knowing the movement of mortality in these older age groups, it is to lie hoped that those sockdcgicaUy conscions will be moved to act coostructhreiy in the natter f preventing the organic troubles which we know are increasing year by year and creating a special problem for the mhfclte-aged man m industry. Yj2-Cha]max Roach ; It seems to me this i* an important subject because industry* is gradually accwnwlating a tremendous number of by-products m broken men. Sosneljody rmut care for them, either the state or private resources, and whai ts to Ijerpmc of them seems to be a good deal of a problem. Most of us know that now that we are going through a period of intense in dustrial depression, many in the older group wlx? are not altogether fit from the modern standpoint of production are being dropped. Someone must care for them, either society as a whole or private philanthropy. I thought someone here would like to discuss that phase of it. Staxlf.y Wakzala (Tlvc Calco Chemical Co., Bound Brook, N. J.): Doctor, you mentioned the fact that there was a survey made in 100 plants of employees of 34 year* of age. Have you the figures showing the number of employees that are Involved? Dr. Louts W. DesPwsz: Tliat study was taken from a group of 10,000 em ployees of the average age ol 34. Wills Maclachlan (Consulting Electrical Engineer, Toronto, Ont): In the public utility industries we have been interested in the periodic physical examina tion. In one public utility that I happened to have something to do with over a period of seven or right years, instead of starting with the average employee vre started with the senior executive ami carried out that periodic examination every six months, with rather wonderful results in improving the health of those men. In speakmg as chairman of the Health Committee of the National Electric Lighl Association, I just wanted to advise that through the good work of 2>r. Sappington and Dr. Hart E. Fisher, and other doctors, and some laymen, we have prepared a report dealing with building and conducting a health program, particularly with reference to the public utilities. We have also brought out a manual on health en titled "Your Health and Your Earning Power." I think at this time, to the em ployee. the fact that there is a very definite connection between his health and his earning power should be emphasized. This manual is just off the press, and it can Industrial Health Section 181 tie obtained by writing to the National Electric Light Association, 420 Lexington Avenue, New York City. Da. W. R. Riuotm (Cleanliness Institute, New York City) : I don't like to hear diseases that occur in people after forty referred to as degenerative diseases. Baric in 1923 I reviewed all the cases of heart disease that came to the Massa chusetts General Hospital that had been unfortunate enough to die ami go to autopsy. 1 reviewed that for a textbook on licact disease which Dr. Richard Cabot published' the following year. In checking through we found that at least 75 per cent of those fatal heart diseases had their origin in infection anywhere from five to twenty- five years prior to that time. - Anyone who has a notion that tl>e lieart, as such, just weats out has no conception of the ability of the heart muscles to continue, providing the individual goes along and lives a fairly normal, active, physical life. There is much more danger of degeneration of the heart when there is no work than there is when tlicre is work. In oilier -words, even among athletes h is considered there is no such thing as an athlete's heart. I base my statement on what a physiologist at Harvard said to me when I was writing an article on resuscitation. This brings me to the very important matter of the correction of defects, many of which are due to infection. Take the teeth, for example. In tlic state of New Jersey they have cured a number of people of Insanity. For a while it looked as though they were going to clean out the insane asylums, provided they did enough corrective work on teeth. At a dental congress in Michigan, a notable dentist from New York City said erne individual who had recently been married committed a theft for the first time in his life. Investigation outside of tl*e court, and later revealed in the court, showed that he had an infected tooth, and the psychologist, dentist and medical officer in dicated that the map stole because of a bad tooth. The situation was cleared up amt the man went along for ten years withont any showing of mental deviation frfxn normal. Then he again stole. He had been forgiven the first time hr both his em ployer and his wife, and had gone on hapriJy- 1 say he stole a second time, and the same process of reasoning was carried through. The individual was released on parole, the defect cleared up, and the individual had gone on fiw at least eight years without anv further stealing. * Yes. we laughed at it, but if just cleaning up a few teeth hi the matter of focal in fection will do that sort of tiling in the correcting of a man's mind and his social attitude toward a community, what may it not do for ears, eyes, and bram tn the prevention of mental deterioration, or that old arteriosclerosis that comes along and rings down the curtain long before its time? ' T can assure you I have given this careful consideration, and tlvc degenerative diseases as such, esfiecially wiien a bit premature, are usually due to some underlying infection or something other than just simply the wearing out of the machine. Yes. you can lose half your kidney supply and still go on, and you can lose two-thirds of your liver and still go on and function satisfactorily without looking yellow to the rest of the community. So. if we industrialists are interested in the welfare of the worker who. because of the length of his employment, becomes'more valuable to ust wc are going to be inter ested in the failures that have been shown fwre this afternoon. Tltey are among the most important I have seen. I asked Dr. Dublin the Public Health Association meeting in Montreal last month how much time was lost due to actual industrial hazards as compared to the total time lest due to sickness, as such, and he said, "Infinitesimal; you can't measure it But I will tell you one thing: the industrialist loses eight years of life, which is cut right off, as compared to the other fellow of the same age group throughout.** Eight years of life somewhere! How does he lose it? I think if we conduct medical examinations at the beginning of employment and as many times as possible there after. we may after ten, fifteen or twenty-five years discover the elements that arc 182 Twentieth Congress--Notional Safety Council playing a part in the loss of eight years of life to the worker who h most important to industry, Vjce-Chadlman Roach: I agree with you perfectly. That is the kind of discus sion that enlivens a meeting like this. J. F. Green (Western Cartridge Co, East Alton, 111): Inasmuch s the gentle man at my right stressed infection of the teeth, 1 should like to have your opinion regarding 100 per cent examination of each employee. ` Da. DesPhez ; That is a question that is rather hard to answer because compara tively few industries have gone so far as to even give them a physical examination. We have one small group here hi Chicago that we have had opportunity to study rather carefully because they hare made the physical examination a condition of pro motion. They do not compel anybody to be examined, but anyone who 2$ eligible for promotion must first have a physical examination. This physical examination includes everything we can do physically. Mood count, and X-ray examination of the teeth. From the X-rays of supposedly wdl people where they had no dental complaints, we found 63 per cent infection. Mr. Warzala : When you speak of blood count and so forth in the examination, what would such an examination cost per employee? Dr. DesPrei : A thing like that can only be worked out on a numerical basis. Obvkxwly, the larger the group the less it will cost. We do about !O0 examinations a year for this particular company, and they pay us 20 per cent less than the average individual would pay for that examination. This physical examination, which includes a specialist for the eyes, ears, nose and throat. X-ray examination of the teeth, blood test, and complete physical examination, costs the firm $20 per capita. Harold Hull (Kansas Electric Power Co., Lawrence. Kans.) : I should like to know the experience of interesting employees in hiving examinations. That Is a problem on owr property. We have employees who need examinations. They have been examined when employed, but subsequently have not been examined. I should like to know what the experience has been in other concerns in getting them to come forward to be examined, and find out how other companies meet the matter of expense: whether the employee pays it, or whether the company pays part. Dr. W. J. McConnell (Metropolitan Life) : I would say in 90 per cent of the industries the employer pays for the physical examination. Regarding the examination Itself, in Philadelphia some few years ago the Philadel phia Health Council undertook to make physical examinations of the employees in the smaller industries: that is, industries with employees numbering from 20 to 500. These examinations were made on a voluntary basis, and I think 95 per cem of the employees of these various industries volunteered for a physical examination. So I do r*ot think it is any longer much of a problem to convince the employee of the neces sity of a physical examination. I think if presented to them properly a large per centage of employees wHI voluntarily report for a physical examination. Mr. Maclacblan : In certain groups we have found it an advantage to start at the lop and go down through the organization. We find the employees come forward more quickly that way for tbeir examination, if they know the boss got through. Vice-Chairman Roach : Do yon find the employees are afraid that this examina tion will be used as a means of depriving them of their employment in case they are found to be defective in some way ? Mr. Maclacitlan: The medical department of the organization to which I referred lias the same type of ethics regarding its employees that the family physician has with his patients. No information goes out from that medical department, and the employees know tint, so there is no trouble in that respect. I>R. A. S. Gray (Connecticut State Department of Health, Hartford. Conn.): Are those examinations voluntary ? ' Mr. Maclacqlan : Entrance examinations are compulsory, but periodic examina tions afterward are voluntary. Industrial Health Section m Vuz-Chaiuuk Roach : Thtre re Urge grouiH oppoted to physical examination of workers because they tear the examination will be a means of depn-raig -workmen o! the opportunity oS obtaining employment, or ot retaining it if they have it. I am very much in favor of physical examination* properly conducted, with the idea of discovering physical defects- and of correcting them and making the pan a better and more competent man physically. If I didn't beHeve in that I wouldnt have taken advantage of the service this gentleman here has over in New York. It hami t given me back my boyish figure, but I feel a lot better for knowing there are certain physical conditions that might affect me, but that don't. The examination, must be made, and then, with a view to bettering the man, mak- tog the man a . ttc vnd a more wholesome worker and citizen, and disabusing the mind of the puu.sC ot the idea that it is going to be a medium of hardship for the worker. I feel rather strongly on this because we had a meeting in Harrisburg some months ago at which this matter was given a great deal of discussion. 1 took the position that physical examinations were good, while some of my associates at the convention were of the opinion that it was an infringement on the man s natural right to sanctity of person. , I think we will have the next paper, by Major General Harry L. Gilchrist, Cmd of Chemical Warfare Service, War Department, Washington. D. G The Effects of Chemical Gases By MAJOR GENERAL H. L. GILCHRIST Chief pf Chemical Warfare Service, War Department, Washington, D. C. It is indeed a pleasure, a privilege and an honor to be permitted to take an active part in this important Congress, and I want to thank the Executives of this scientific body who made ft possible for me to address you. I have been asked to talk to you on the effects of chemical gases. Now, this is an extensive subject for a novice to attempt to discuss, especially when it is considered that there are over two hundred thousand chemical compounds, most of which exist in a gaseous state, and even if I were capable of undertaking such a gigantic task, to do so would require my time to be measured by the calendar instead of the clock. Gas has occupied a strategic position in the study and the development of chemistry ever since the beginning of time, and I believe it can be said without fear of contradiction that much of the theory of chemistry hai had its origin -iu the study of gases. One reason for this is the fact that gas is the most readily amenable to laboratory manipulation. I believe, however, the real subject that you wish me to discuss today is the military and industrial application of some of the more important gases, to gether with their effects, and for that reason I will confine myself accordingly. During my talk I shall use illustrations when possible, for the reason I have found that the bringing into play of two of the special senses, that of sight as well as hearing, will better enable my listeners to comprehend the subject. Some of these illustrations were taken during the war--others since, and the statistical data to be presented are correct, having been taken from official government records. ( . Prior to the introduction of chemicals in the great war as weapons of offense, the average physician seldom encountered a case in which they were involved, unless he was closely associated with some chemical plant. But since that 22nd -day of April, 1915, when five thousand cylinders, each containing one hundred pounds of liquid chlorine, were suddenly turned loose on the unprotected Allies, gases have gained a large amount of press notoriety which has continued -.up to the present. 184 T-wenUelk Congress--National Safety ConncU As a result of the many misstatements concerning the action of gases, all sorts of ailments are being attributed to them, and for this reason they are being credited with more dire iniquities than have ever before been associated with any condition. It is true there are certain pathological changes which can be traced to the action of gases, but to what extent they should be held responsible for the great train of symptoms of Which so many complain is still open to debate. Because of their questionable after effects, it is believed that many cx-scrvice men and industrial workers ate taking advantage of them anti are endeavoring to attribute to gas every conceivable kind of ailment. Today there is scarcely a functioning organ of the body the disturbed actios of which, either during or since exposure to gases, lias not been laid at their door. There is no doubt that a large number of persons who became incapacitated and who claim gas as responsible for their condition, were actually exposed at some time or other. But who is there m this room who has not faced the same condition? On the other*hand, it must be remembered that a Urge per centage of these same individuals were also exposed to other conditions or circumstances, any of which could produce the same effects as gases. A few words about the effects of gases in general. They may be very complex, and a number of different organs in the body may be simultaneously affected to degrees that vary with the concentration of the gas and the duration of the exposure. Fre quently, however, their action tends to be specific in the sense that it is immediately limited to some particular part of the body, at least when its concentration is low. It possible, therefore, to classify gases into four groups, according to the most prominent physiological effects they cause, but it must be remembered that many of them, to a certain extent, overlap one another. First, there are what we may call true gases, for it is an anomaly of chemical war fare that many so-called poisonous gases are really liquids or solids. Chlorine and phosgene are typical of the first group and were the first chemical agents to make their appearance in war in quantity. They arc actual gases at normal temperatures; they are poisonous when breathed but do not affect the skin and eyes in concen tration* which might be deadly if drawn into the lungs, which are principally affected, and for that reason they are known as lung irritants. All lung irritant gases cause, essentially, the same type of pathological effect, which Is most pronounced in the air cells of the lungs and the smaller bronichisi tubes, and the great danger to be feared is the onset of acute pulmonary edema or Hooding of the lungs. It is, m the main, this condition which in the acute stage of poisoning endangers the life of the subject, for if abandent it causes death by asphyxiation, the patient, in fact, being drowned by his own exudation. The rate of oect and the degree of this edema are dependent on die particular gas and on its concentration, the length of exposure, and the body resistance of the individual so exposed. The second group is the vesicant -or blistering group. The principal gases here arc mustard and Lewisite. These so-called gases are really liquids, the vapors of which are poisonous when breathed, and they produce severe burns and blisters wherever they come in contact with the skin. A drop of mustard on a man's clothing win penetrate through tbe cloth and Cause a burn, the effects of which will last for several weeks. Because these gases evaporate slowly they are called persistent, and areas contaminated by them may be dangerous for two or three -weeks. As art example of the persistency of mustard gas. I might mention the following: During the war. I visited fifteen batteries of French Field Artillery, which had bivouaced overnight in a woods that had been bombed with mustard gas ten days before. Of the personnel of these batteries of artillery. 60 percent became camalties front this lingering gas. Another dangerous feature of mustard gas *s its lack of immediate effects. On exposure to the vapor, or even on contamination by the liquid, no signs or symptoms arc apparent immediately. They only cine to contamination may be by detecting a Industrial Health Section 185 faint, characteristic odor, or by actually seeing the liquid or a staiu. There is no pain or other sensation in the early stages; in fact, we could place a Iwavy concen tration of mustard gas in this room and we could carry on tor the next two or three hours without experiencing any inconvenience. However, after this period of tune, signs of injury would appear. The eyes would first show signs of irritation; they would smart and water. The nose would commence to run, resembling very much the beginning of a cold in the head. Sneezing would develop and later the eyes would become fcddened; then nausea and vomiting would appear, the voice become husky, and exposed surfaces of the skin vrould take on a reddish apficaraucc, with a burning sensation. 0 of tbe marked effects of this gas is on the upper respiratory tract, which becomes greatly inflamed, and in severe cases, the throat resembles very much one of a diphtheritic type. .. The third group are the arsenical poisons, or sensory irritants, of which diphcnylch- lorarsinc is typical. These gases have a very powerful irritant action on the mucous membranes of the eyes, nose and upper respiratory tract and they also produce pain ful blistering of exposed skin. They are dangerous for those working with tliem, since their vapors cause respiratory embarrassment, faintness, more or less paralysis of the lower limbs, together with marked anaesthesia. , After exposure their effects appear within a very few minutes and develop in rapid sequence; intense pair, in tbe gums and jaws, aching pain in the eyes and severe frontal headache, tightness and burning sensation in the chest, nausea and vomiting, followed by loss of sensation over certain areas of the extremities; If the gas absorbed in the circulation it causes destruction of the red blood corpuscles, tbe development of anaemia, jaundice and destruction of the liver and letdaey cdU; A gas which might be considered with this group is hydrocyanic acid gas. The dangers from this gas in the open air have been greatly over-estimated. Of course, we are all familiar with its action in confined spaces. It was used extensively by the French throughout the war as an offensive gas known as "Vinceunite," but it did not produce many casualties for the reason that concentrations sufficient to do so could not be built up in the open. Professor Barcroft, an eminent chemist of Eng land. las proved by personal experiment that a concentration of one part of gas in two thousand would have to be obtained before much effect coula be produced or. troops in the field. ... When death occurs from hydrocyanic acid gas, it is attributable mainly to the direct paralyzing effect on the respiratory center and the heart- The substance tem porarily stops all oxidative processes in every cell of the body to which it has^access, but the tissues may recover their full vitality if the circulation and respiration can be maintained. The poisonous substance Is quickly eliminated. . Cyanogen chloride, a war gas, is so closely associated with hydrocyanic ackl that it will be mentioned at this time. Until recently ships were fumigated with cither sulphur dioxide or hydrocyanic acid, but both methods had numerous disadvantages. This led to the adoption, by the Public Health Service, of a gas now used, a mixture . nf hydrogen cyanide and cyanogen chloride. This cyanogen chloride is an excellent fumigant, combining as it does, the toxic effect of the hydrocyanic acid with the warning effect on operators of cyanogen chloride, which acts as follows; A very weak concentration causes lacrhnaikm in a few minutes and a stronger concentration causes irritation of the throat and nose, in addition to lacrimation. Long exposure to low* concentrations produces only slight conjunctivitis, hoarseness and occasional digestive disturbances. The fourth group contains the so-called tear gases or lacrimators. They consist of a group of chemical agents which, in low concentrations, produce watering of the eyes, and In greater concentrations, they produce pain and smarting of the eyes* together with spasms of the Hdi so that it is impossible to keep the eyelids open. The consequent interference with vision is quite sufficient to put a man temporarily out or action. - 186 Twentieth Congress--National Safety Council As the concentration of the vapor increases, further effects show themselves. The irritant action of the respiratory passages and lungs is rendered evident by a burning sensation in the throat and a burning pain or discomfort in the chest, and unless the affected sum can withdraw from the contaminated atmosphere, there may be retching, nausea and! vomiting. Lacrimzton seldom cause any serious effects, their striking feature being the rapidity with which patients recover soon after being removed from the contaminated atmosphere, and the symptom* of those who are more severely affected usually abate within eight or ten horns. Tear gases or lacrimators are used today quite extensively by the police depart ments of the various cities for the purpose of dispersing mobs, quieting uprisings, etc., and the advantage of thefr use is that they accomplish the purpose without leav ing widows and orphans. Certain gases interfere with the respiratory properties of the blood. Carbon mo noxide is an example. It is not a war gas and cannot be so classified, nevertheless during tins war many casualties resulted from it. This gas formed in large volume* upon the detonation of explosions and was carried through the porous soil into the deep trenches and dhgouts. The great danger from carbon monoxide lies in the fact that H h colorless, odorless *nd non-irritant, and tint the onset of symptoms is so insidious that very often the first effect of its presence is failure m the power of the timbs which often prevents retreating to safety. This gas owes its poisonous properties to the fact that it corntunes with the hemoglobin to form a dissociable compound. Because of the importance of oxygen, its strategic value in the realm of nature, and the fact that many deaths attributed to the effects of carbon monoxide are directly due to a fade of oxygen, brief mention will be made of it at this time. It is quite common to attribute early deaths in connection with fire hazards to the effects of carbon saonoxide; in fad, this point so generally accepted by the medical pro fession that it is never doubted As a result of research in connection with our activ ities, sufficient data have been obtained at our laboratories at Edgewood Arsenal to lead tts to believe that many of these early deaths m connection with fire hazard* are not due to carbon monoxide, but to a lack of oxygen. this point was well brought out a few years ago when we investigated the cause of many deaths resulting from a fire and explosion accident which took place m a modem building in one of our large dries. In conducting this work, a replica was made of the building In which the explosion occurred and detailed attention was given to proportions. The fire and explosion resulted from the burning of 8,500 pounds of films stored in a room of 4,250 cubic feet capacity, or two pounds per cubic foot. This ratio of weight to volume was adopted as standard in all our group of experiments. Thus a sixteen pound charge of film was used in a two cubic foot chamber, and the gas and flame resulting from the combustion of this amount of film were thrown into a horizontal cylindrical steel tank adjoining containing 920 cubic feet for aas ond animal study. Animats were carefully examined before exposure to determine the percentage of hemoglobin in the blood as an index of the degree of long edema developed. They were also examined to determine the degree of saturation of the blood with carbon monoxide. *- After exposure they were again carefully examined and symptoms noted. In some instances animals which appeared normal were sacrificed and atttoosied to be sure that no initiw had been received- The oraans of practically all of the animals dying or sacrificed were sectioned and examined microscopically. ' As a result of these tests. It was found that the immediate deaths were doe to three things: carbon monoxide, lack of oxygen and nitrous fumes. Animals that were bronxht out unconscious from carbon monoxide poisoning and revived, later developed lung edema from nitrous fumes. . - A few words about helium sas. You have all Heard of helium, that new iw*n-cnmhustitle gas used for inflating dirigibles and balloons. The spectacular rise of helium Industrial Health Section 187 from a substance rarer than diamonds to a strategic source of peace and war forms an interesting chapter in the romance of chemistry. Tins gas has other values beside those mentioned. It is used for the purpose of preventing bends, that condition so prevalent among men who work at great depths, and who are compelled to breathe air several times its normal density, as a result of which it becomes dissolved in the blood. Heretofore, these workers, before coating back to normal atmosphere, were obliged to spend from two to four hours in decompression chambers; with helium much of tins inconvenience is averted. The breathing of a mixture of oxygen with helium, in which the latter talus the place of nitrogen in the atmosphere, reduces tins decompression period about 70 per cent. Our Service has recently had its attention called to the alleged toxic effects of sul phur dkucide. White the general impression prevails that moderate concentrations of tins chemical are more toxic for the botanical kingdom than for the zoolog>c world, there is nevertheless insufficient data for use to make positive statements. Our Medi cal Research Section at Edgewood is now engaged in trying to establish tl*e actual facts concerning the toxicity of this material. We have only quite recently started this investigation; however, I can outline to you the nature of (be problem and our plan of attacking it We intend to study the toxic action of this material when exposure is for a com paratively short period to comparatively high concentration*; also to investigate the effect of loag continued exposure to low concentrations- By this 1 mean the daily exposure of animals for six or eight hows to minimum concentrations, far below that required to produce symptoms at a single thirty minute exposure. We have started tills experimental work and we believe that we are already justi fied m reporting that for single exposures to comparatively high concentrations the results appear to indicate that the animate are kilted or make a complete recovery. Thus far I have confined my talk to a discussion of the immediate effects of the wore important gases and were 1 to stop here and say nothing: about the after effect*, or residuals of chemical gases, I would be doing the subject an Injustice. Because of the large number of ex-scrvice men claiming disability as a result of having been exposed to gas during the war, a special board was appointed a few years ago to go into the subject and make a thorough study of the residual effects of these gases. This Board was composed of Chairman, Dr. Allen K. Krause, Associ ate Professor of Medicine, Johns Hopkins University, Dr. Philip B. Mate, Chief of the Medical Research Division of the Veterans Bureau, and the speaker. The prob lems confronting the Board were the following: First : To establish whether any or all of the several gases used during the war left residua, either anatomical or functional, several years following exposure; and if such residua existed, to determine their nature and relative importance. Second: To obtain the impressions formed by military men, sanitarians and others as to the after effects of warfare gassing. Third: To cooduct an analysis of the present disposition of those men who had war records of Haring been gassed in the service. Fourth: To carry on an exhaustive analysis of the entire medical histories, includ ing alt "sick and wounded** cards, together with diagnosis tags, of a fair cross sec tion of men disabled by the various gases, from the date of gassing, through all the various contacts with the Veterans Bureau since then, and up to the present time. While a definite report has not been made by this Board, it was impressed with the following probabilities; First: That ten years after gassing there was a small percentage of patients who u-ere gassed and who exhibited definite residua, either anatomically or clinically, or both, that were due to either one or a combination of gases. Second: That not infrequently there has been a complicating respiratory infection, which, as is well known, might potentially lead to the same effects. Third: That chlorine gas, when used alone, Is much less likely to leave residua than mustard or phosgene 188 Twentieth Congress--National Safety Council Fourth; That the most common organic residua, as the result o gassing are pul monary. Fifth: That the most frequent pohnorowy residuum is a bronchitis of varying degrees of severity, usually expressed more prominently clinically than anatomically, and prone to exhibit recurring and asthma-tike features. Sixth: That active pulmonary tuberculosis is ot a prominent residuum of the effects of any of the gases- In conclusion, the tendency to blame all sequelae on the effects of chemical gases is believed to be due to the confusion of sequence and causation. Many feel that they have a claim against the government, or a claim against industry, and it is very dif ficult for this chum-bound mental complex to make a recovery. No man is so hard to cure as the individual who is not sick. No man is so hard to cure as the man whose cure will react to his financial disfavor. No man is so hard to correctly diagnose as the man who has an axe to grind. Possibly this gives us the beat insight into the differentiation of chemical injury from certain constitutional conditions, and possibly more important, the differentiation of chemical gas injury from the so-called case of comperaatiomtis. Chemical gas injuries have one characteristic that may be of great value in differentiating them from compen&atkxiStis. Chemical gas injuries tend to Improve or get worse. They tend to be progressive, either toward a favorable or an unfavorable outcome. Do not misunderstand mo--I do not wish to leave you with the impression that chemical gases do not present a very serious and important problem. I do not believe any one has had a greater first-hand evidence of the fact that gases can and do pro duce casualties. However, since it is impossible for me to discuss the symptoms pro duced l*y the different gases and the varied disease process with winch they are I&rly to be owifased. I hope this general statement of this important differential factor will furnish you food for thought Discussion VnT*Ci!Aini*x So*cn: We have been splendidly instructed and entertained by Major General Gkhfia. I was woodrrnag if any of you had questions you would 13cc to ask him. Da. F- L Watne* (American Red Cross. Washington, D. C.) : In medical work, carbon monoxide cot of the big problems. You brought out quite well the value of bodily resistance in these *her gases. Do we have any information on the valne of bodily resistance m carbon monoxide poisoning, or does it have any effect ? Majos Gejiwai Gocmmst: I really don't know. I am sorry. I might say regarding the clinical changes due to carbon monoxide. we examine these animals very carefully to find if there is any sign of carbon monoxide, and then we examine later on. We took tire weight of these antmaU beforehand, and made a very, very careful analysis. The animal was put down as dead and taken out for the effects of carbon monoxide. Wc examined die blood and found there was no sign of carbon monoxide. They died from lack of oxygen. Some of them died from nitrous fumes. We found a great many of the early deaths were doc to nitrous fumes. Carbon monoxide is a problem. We are not doing very modi. It is not a war gas, hut it is an important problem. The Russians have an element to combine with carbon monoxide to hold it down, and If they do they lave * wonderful weapon. We haven't gone into carbon monoxide very extensively. Idon't see why bodily resistance wouldn't be of as much importance with carbon monoxide as with any otlicr gas. Da. W. D. McNaixy (Consulting Chemist, Chicago, 111.): On the subject of car bon monoxide, I was interested in wliat Major Gilchrist said regarding the lack of oxygen; that a number of these deaths were due to lack of oxygen. Having examined many thousands of cases of people who had died of carbon monoxide where it was alleged there was a deficiency of oxygen. I found these people died of carbon mo- Industrial Health Section 189 noxide, (covering a period of about seventeen years in the coroner's office here in Chicago). So 1 do not believe it is a lack of oxygen. ,. With other gases, like carbon dioxide that we had a discussion on tins mortnng. death occurs there due to a lack of oxygen, especially when the percentages oi car bon dioxide are over 23 per cent. ADJOURNMENT 190 Txoentigth Congress--National Safety Council Wednesday Luncheon Session October 14, 1931 OPEN FORUM What Is the Matter with Industrial Health? DR. W. R. REDDEN, Chairman Associate Health Director, Cleanliness Institute, New York City The Luncheon session of the Industrial Health Section convened with Dr. W. R. Redden presiding. Chairman Redos**: We have, to my mind, one of the most important subjects to discuss this noontime which concerns the National Safety Council, as far as the Industrial Health Section w concerned, chiefly because practically everything in the matter of industrial health has something the matter with it Of course, that is true of a lot of other things, hut the Industrial Health Section of the National Safety Council is trying to sell the idea of full-time or part-time health and medical super vision to plant*, nursing; service and other type* of service relating to industrial health. ... . ". The sanitary and safety engineer is concerned, the medical matt is concerned, the insurance companies we concerned; as a natter of fact, we are all concerned, chiefly became health in industry, constructive health, is an attempt o the part of every body concerned to hit into that 250,000,000 days of lost time per year, and as 1 said in one of the other meetings, the insurance people and statisticians are saying that only an infinitesimal amount of that is due to an actual industrial hazard. Now, if we an get out of this meeting some simple statements to 'Clarify *what is the matter with industrial health*- the time spent here will be certainly Worth while. The meeting i# yours, and if I attempt to talk too much t hope you will just throw something at me, because I much prefer to have you do lue talking. There are not going to he any hymn tunes in between to get you stirred up and emotional, you know. Dr. -Gray is going to tell us that tlie trouble with industrial health is because the Health Departments throughout the country have no departments of hygiene and sanitation and all the rest of it, and can't go into industry. He happens to b the only full-time doctor connected with a Health Department concerned with occupa tional diseases. Dr. H. S. Gray (Health Department, Hartford, Conn.): I think you might be interested in what we arc doing in Connecticut. I feel that we all acknowledge that health must be affected by the environment of the individuals who are working rn the various factories and industries in the country. The individual spends from a third to almost half his life there, and certainly if there is anything in that environ ment that affect^ health he is going to be affected- Realizing that fact, we started out with tle idea that industrial hygiene generally was not a question of mere inspec tion. of going around and looking at the toilets and the house-cleaning and any par ticular type of washing facilities, but it meant something more than that. It meant the application of precise physical and chemical methods to determinations of work and environment, in order tbat we might know whether a hazard did exist, and to what extent that hazard did exist, and where that hazard existed. The only way you can do that is by wring proper technical methods. Take the question of silicosis and sand blasting. We do know fairly well in sand blasting, in exposure to free silica, the number of particles or the particular per rentage of free silica that will in all probability cause silicosis. It is very important for ts to know that In other words, we know the threshold dose of free silica Industrial Health Section 191 fairly well, well enough to work out proper protective programs. But unless we are able to analyze thoroughly and definitely and precisely the actual exposure of the individual in industry we arc not in a position to say whether any particular group of workmen is subjected to a hazard, and what might be done to take care Of It. . r, , We, in Connecticut, in the case of sand blasting don't go into a foundry where they are doing this amt say, "Well, this locks pretty dusty to rne. I don't think these men are properly protected." They may be interested m your opinion--and they probably are not. , I haw found most foundries have a gentleman that they use very definitely, anti from their viewpoint he is a very definite asset to their association. When you tell them that conditions look pretty bad there they bring him out. He is a great, big, "hefty" fellow, and they say, "He has been doing that for twenty years.*' The fellow pats bis chest and says, "Look at me. It has not hurt me.'* Well, his opinion is as good as yours. But if you go in there as the Public Health Service, as we are doing at the vari ous foundries jn Connecticut, and actually make a dust determination of the exposure of that individual, with the knowledge of the amount of free silica there and a knowledge of the threshold dose of that material, you are In a definite position to give the industry facts. That what the industry wants. If you can show them actually What the. exposure is airtd: yw know what exposure will ;cause .injury to health, then they arc willing to listen very readily to possibilities of correction. This same thing Is true in whatever other hazardous material may be used, whether it is carbon disulphide or hydrogen sulphide or chromium platrntr--It mat ters not. I was very much interested the other day in a study v? made in a chromium plating plant. Th^y knew they had a very good set-iqi, Why did they know that?: Because their own plant engineer had designed it Of course, he knew all about those things. They had not been content to <fo as ordinarily is done, put a ventilating slot on each side Of the tank. They wanted to do a really good jot*, so they put a hood over the tank, and they thought if rierts were good if they put a hood on it was better. They had been having a little trouble. A man had bad chromic acid sore nose and sore throat and occasional bleeding. They were wondering just what could be <kme to remedy it, so we made some determinations there. To cut a rather long story short we found the tank was very much better without the hood. The hood jtot pulled a sufficient amount of this material up above the surface of this tank to expose the worker to an amount that, particularly on hot, humid days, affected him. As a matter of fact, we were able to show them that they could have a better instal lation, with less expenditure of money and less expense in pulling atr through the ducts, than they actually did have. - I think this absolute, definite knowledge of tlic facts and conditions is very neces sary if you want to sell this idea to industry. Then they will acknowledge it. You can go to the executive and he will say. "Of course, it is desirable for us to have an environment that is healthful for the workers." But unless you can prove to him that his cooditiou is undesirable, unless you cau definitely show him facts, he is going to take the opinion of his foreman. If you can show him facts he will acknowledge that it is desirable. We have made several hundred surveys in Connecticut, and many, many studies, and we have yet to find a factory executive who was unwilling to listen when be had the absolute facts put before him of the amount of material to which the workmen are exposed compared with the actual threshold dosc- Just one other word. In a good many of these other substances we don't know the threshold dose, but in a good many condition* we do know where there is a good installation, and we figure with a material or process where we do not know the actual threshold dose it should be kept down to the amount that can be had prac tically i this good installation. We take some good Installation, in a case of that 192 Twentieth Congress---Natioml Safety Council kind, and make that the example, suggesting to the industry that they keep tbeir environment m such condition that their worker* won't be affected by it, and there by, of course, preserve efficiency, health, happiness and lif- ., . CiiAUtMAB Reuben: Dr. Gray has said, in brief, that the tremble with industrial hygiene or health is that you don't know how to sell it to the management. They have got to keep production going. II you can't prove tltat it saves money you are out of luck. . l>r. Knapp, of the Qiency Company, is going to tell us that all the trouble with industrial licalth is that the doctors are no good. They don't know anything about industrial health and hygiene. All they want is to collect a little pin money on the side to pay automobile storage during the winter. Industry recognizes this and, there lore, won't employ the doctors. Or. Knapp. Da. R. P. Kkazp (Cheney Brothers, South Manchester, Conn.): I think it is very helpful on the part of the chairman to tell us just exactly/what we are going to say. I didn't know before he spoke about it, but I think in general what he said, is perfectly true. While a grout deal of public health or industrial health work is being attempted, and many things in that line are being undertaken, there is not really enough of it l>cing done in as complete a manner as it should be. In fact. I should say that prob ably there is not more than fifty per cent of this work being done compared to the possible one hundred per amt which might he done. In regard to the ability of the physician, X think that also varies to a very large extent. I think Dr. Redden wilt agree with me that tlw type of physician in indus try has improved considerably in the past dozen yeats, and although there is prob ably still a very large chance for improvement I don't know that I can tell you concretely or definitely just exactly what is wrong with industrial health. ' Chairman Rehoek: Dr, McConnell, of tlx: Metropolitan Life Insurance Com pany. who did the original research Work on industrial dermatosis White he was with the Public Health Service, is going to tell us how to sc health service to industry. He didn't know that, but lie can talk about anything he wants to. I will assign you .subjects and then you can do as yon like. Da. \Y. J. McConnell (Metropolitan Life Insurance Company, New York, N. Y.) : That subject i* as good as any other. We do, as we all know, find it rather difficult at times to sell health to industry. It is usually, however, due to a misun derstanding on the part of industry as to the real purpose of this health service. I have had men tell me, when we recommended medical supervision and physical examinations, that they would not think of doing such a thing, that they had well- trained men, that there were very few of them tliat qualified for certain occupations, and it was just out of the question. Well, it was not due to the fact that it was out of the question, bat it was due to the fact that they misunderstood what wc mean by physical examinations. They understand that a physical -examination is made for the purpose of eliminat ing certain individuals. That, of course, is not the primary purpose of a physical examination.. The primary purpose of a physical examination, of course, Is tem porarily to eliminate those with infectious diseases, which h no more than just to their fellow-workers. But the chief purpose of the physical examination, of course, is not to eliminate but to place properly the individual in industry according to his abilities and his physical conditions. We know that this has been abused to a great extent It has been used by some comi&mcs purposely to eliminate even employees who were not physically handi capped. Those of you who are doing industrial work know that. I know when I was doing some oi that work I had the same proposition made to me, usually by the personnel director who Iras no particular reason for not hiring a certain man. He will usually approach you and ask you to eliminate that man on a physical con dition. So it has been greatly abused in that respect. If we will sell medical supervision ami health examination on the fact that it is Industrial Health Section 193 for the purpose of placing the man properly in industry, and more or less taking turn out of that subnormal standard class and placing him m the standard class, I t^ny- -grill 4q a great deal toward selling the health work to the various imius- tries. Chahkax Rxposn: The meeting is open. I am just calling off names because I am not going to waste a second of our valuable time. If you don't talk I am going to call on you. All right. Dr. Bridccr is going to tell os her approach to this subject and what n the matter with industrial health. D_ Eluajctb B. Bxxcker (Chief, Hygiene and Sanitation Section, Pennsylvania Department of Labor and Industry, Harrisburg, Pa.) ; This is very dose to my mind. I'd like to know how the medical service for the small plant can be managed not only in Pennsylvania, but in every other place* The larger plants usually have their good physicians and good personnel all through their medical service, but it is to the small plant, which employs the greater number of people, where the people are less carefully supervised than in the larger plants, that I feel we need to give the most care and thought. If anybody can solve that I think he will be doing a great thing, not only for the small plants, but it will react on the large plants, too. Chairman Reddest : Thank you. Dr. Brickcr. I am going to ask somebody to talk from the layman's point of view. He is Uie fellow who knows all about a subject .you are not supposed to know anything about. To the minister every one in the congregation is a layman; to the doctor the patient is a layman, and to the nurse even the doctor is a layman. Mr. Maclathlan, of Toronto. .i Wots Macxachi-sk (Toronto, Ont, Canada): Possibly one experience we had with a transmission Hoe built through the northern territory, into which wc had to send a considerable number of men to carry that out, might be of interest. The first thing we did was to do a physical examination, quite frankly for rejection. We were sending than into unsettled territory. The next thmg we did Was to carry out an inoculation for typhoid fever. The next thing was to vaccinate them for small pox. We furnished a complete medical service through about one hundred and eighty mites of bush in a number of camps. The work was carried out through last winter and this summer, and the job was finished about September first with very excellent results. It is a difficult thing to carry out medical service way back in the bush, but we had no particular trouble, due to being organized. . There is one tiling I would like to mention. I am not a doctor but I have doctors on my staff. The medical files are not available to anybody but the medical force, and when an employee is reported ill and off on sick leave, neither his foremen, department heads nor executives are advised why. The medical department says that man should not be at work. It is up to them to take that responsibility. In that way we have had no trouble getting it ova: to the men. They go to the medi cal department without any fear that anybody but the doctors and medical depart ment will know anything about thetr situation. I think possibly that has been very prominent in other places and I think if that could be corrected you'd get over some of those trouhles. Chairman Rkbosn : I see Mr. MacLachlan is not a medical man but he can probably toll any medical man in the audience the wherefores of electrical shock and other things of that nature. He has devoted a large part of his time to studying these problems and, like many laymen, is not overburdened with all sorts of titles that hold him down, so he h a free lance and can do a lot of things, M. Maclachlan: I will be glad to answer any questions if I can. Chairman Redden : What Mr. Maclachlan has *d is that there is a conflict between executives, who want to know what the trouble is, the medical profesiion who wont tell die trouble if they follow their professional ethics, and the worker who is afraid that the doctor will reveal to the executive what is the matter with him and be will lose his job because that is one of the extremely important things 194 Twentieth Congress--National Safety Council from the labor department's point of view, and it H also extremely important ail along the line. R. JB, Watsox (Chicago Tuberculosis Institute, Chicago, 111.) I would Kke to raise one question, a question which affects our work particularly. Where docs the responsibility of the average medical service of the typical industry for health education end and where docs the responsibility of the health education program of a community organization, such as ours, begin? We are in the business of cooperat ing with the industries. Our service was established as a direct result of the request of the Chicago industries, and wc cooperate with the industries. Should it include health education as a part of its medical service, or should it not? I'd like to have some discussion on that question. Da. C. P. Regard (Third Avenue System, New York, N. Y.)i I early established a principle hi the company I am with. They had been selling all kind* of things, from potatoes to nuts, to the employees, and I thought that we were wrong in a public utility in taking the job of the retail man away from him, and I think the same thing with regard to health, so the axiom is never to do anything in industry that die community can do as well or better. So I say to the Health Department, there are many things that the Health De partment can do as well or better than industry, and at a much lower cost. There are many things that the Tuberculosis Association, American Public Health Asso- :ciat*mJ^':aud innumerable organization* which society has established, within itself, can do better than I ever thought <H doing them, and for that reason I make use of them to the fullest extent. _ Chairwax Ktodex: Thank you, Doctor. I fed tremors down there in the region of Dr. Sappington, but lie is not the guilty man. Dr. Greenburg, come on. I told you what you were going to talk about. Da. Leoguyu* Greembubg (U* 5. Public Health Service. Vak Medical School* New Haven, Conn*) : 1 felt tempted1 to ulk about the Ckanlmcss Institute, but I think per&haps you can do more and tetter justice to that than I can. This old question of what ii wrong with industrial health is'a very interesting one, and 1 am sure there is no one single solution of the whole problem. As Dr. Gray pointed out, the object is to keep the worker up to a high health standard-- preserve Ids health. Just how you arc going to do tltat, I take it, is more or less the object, concisely stated, of this Industrial Health Conference. How arc you going to do it: In the first place, you have got to approach it from the personal point of view, namely, by physical examinations and, perhaps, treat ment of some kind at the plant. The second thing to be done is to maintain a satis factory environment, and Dr. Gray lias clearly pointed out that there is only one real way of doing that, by the determination of acceptable standards for tempera ture and humidity and air motion and dwit count* and ventilation and, what-not. Once those standards have teen obtained and put into force die environment will be satisfactory. As I sec it, lire chief drawback to getting this final result which wc are after is the fact that tlw employer is uot convinced that this is a desirable thing to obtain under ordinary conditions- Tte big plants where they are sufficiently health con scious about problems of this kind realize that they would run into large losses if the health of the workers is not maintained. In smaller plants, where one-man control and management Is often in force, the management is not aware of the fact that health I* so Important. If he has a man who is sick, well, it is only one man out of twenty, thirty or two hundred, and rt does not make so much difference. The third part of the problem, tlieu, become* educational, and I think, perhaps, that is where we have really fallen down. We have not sufficiently educated the manager* of small plants that it is beneficial to keep the health of the workers at an operable point, and it seems to me that should be a very good point of attack for the next five or ten years, by demonstrations as to how much sickness costs and hew Industrial Health Section 195 much lost time costs, both to worker amt production and management. I think studies made along those Ikies will hdp in a larjre measure to convince small plant owners that the thing to do U to some real efforts along these lines, in order to help solve the problem of etnoent production at a lowered cost and a higher qualify of human health in tte workshop. tte $bcaxx>: I think one of ocr problem* L> tte medical and physical rejects from industry, those whom we don't accept oo account of medical and physical rejection, and I think the question ought to be studied to see if there is not some way we can accept those, within the next five or ten year*. Mas. El Rexe Huad (Chicago Tuberculosis Institute, Chicago, III.): For the past eighteen months I have been giving health talks in industries in Chicago, calling on 63 of the 70 listed with the Department of Commerce. I have called in the largest industries, down to the smallest, impartially, and I have found a tre mendous health consciousness in the industries in Chicago. In fact, were I to at tempt to give you an average figure you would not believe it. You would think I was trying lo hand our organization or myself, personalty, a bouquet. It is not so. The managers throughout the whole industrial world are keenly health conscious. 1 believe one of the most effective ways of presenting health problems is through a definite educational campaign, either by the industries themselves or by some public . organization, something that can be made practical in the employee's fife. In get ting up to give a talk to :a group of people of average intelligence you can't give them the high-sounding technical things. You have to Speak inT their language and their terms. You have to give them something that they as individuals meet every day, and which is a part of their lives. Yesterday at noon I spoke to several hundred women m a candy factory. This noon I gave a talk to a large group of men in a gas fixture factory. Tomorrow I Will be with the Commonwealth Edison Company on ap extensive program in the public utilities;. the next day will be something else. There has tech fib end to it, and I believe the splendid reception of these health talks is traceable to tte national safety program. Wherever I go I find that they are always quoting something from this organization. > Da. Goay: Might I ask whether those talks are in relation largely to personal hygiene, and are they related to conditions you would find In the industry? For instance, in a foundry would you tell them the condition that might be exported in a foundry that was not properly rim, that did not have the proper masks, the proper type of ventilation? Or would you tell them in a place using spray painting the difficulties that might be. involved if they did not have sufficient ventilation? Or is your program largely a question of their own personal hygiene? Mrs. Hubbard : The talk is built around the value bf the annual physical exam ination in picking up curable diseases, at the curable stage, and the value of early diagnosis. It is also built around the value of mental and physical recreation, the daily living habits of twenty-four hours, and that sort o thing. I keep out of a local problem. If there were to be any criticism it certainly would not be given out to the employee*. If there were some industrial hazard I'd be the last person to tell it to a group. I might talk with the management back in a comer, well sheltered, but I certainly would not stir up any antipathy against the employers among the employees themselves. D*. Gray: I think that is fine, fust I do feel that there are two things in this health program. One is the education of the individual. I would not suggest for one moment or conceive it possible that you would talk to the workers about a thing of that sort, but I wondered whether there was an attempt, I hesitate to say to educate, but at least to inform the employees of the conditions tltat their processes or materials they are using might have on the health of the individuals in the plants. Certainly there is no question hut that tte educaton of the employee, as you are doing >t, is a vc*y desirable thing, but it is. astounding to find tte number of In* 196 Twentieth Congress--National Safety Council dustries to whkh we go where the employer apparently doe* not know tiie very hazardous conditions tinder which many of his workers are- being affected, and I think that there is an educational, or at least informative, program necessary in that particular instance, too. L&wis E. MacBaaynx (Boston Safety Council): We have done some rather in teresting work along this line. We Have a very large Safety Council. We have a highly organized group of industrial women. Then we have a highly organized group of men m industry called the Engineering Section. They have a course oi dinner lectures, both of which opened last week. We present at least five doctors each year on special topics directly relating to industry. We find this interesting thing, that the women want to know how to prevent the thing from happening, so, for instance, we will have a talk on "Skin Diseases'', illustrated with actual types of hazards of industry, represented In the group. We opened the Women's Course the other night with a woman from the Psychopathic Hospital. She talked on, "Cobwebs in the Worker's Mind." We had a meeting in the theater with twelve hundred employees, and they wanted to talk on "Infection.1' I rather upset the very able doctor by telling him his topic was, "Bugs Too Little to Step On." We have in my territory the largest candy factory in tbe country. When they bad been running a year I went over and looked at two things: first, their record of cases reported to the hospital. They have a beautiful organization, aid when I saw the number of cases Unt csunc into that office I said, "You must Have had an epidemic here. Let me look at your accident record." They bad the lowest accident record oi any candy factory of the group of twenty-five with which we are familiar. Then I discovered a part of their health instruction was to catch the girl whenever the sneezed and tell tier to go up and sec one of the nurses. The nurse, perhaps, pasted her on to the doctor, who said to her, "You arc all right*" or "Go home awl Stay for one or two days." Other industries during the last epidemic of influenza were losing people because everybody said, "Quit work and go Home.*1 In that factory they went right straight through every morning, and if a girl showed symptoms of a cold coming on they said to her, after the proper examination or inquiry, "You have not got the 'flu/ Work today and we will see you before you go out tonight." If it looked as though she was developing a hard cold they said, "Go home and stay in bed a couple of days and come back and you will be aft right." Invariably she did come back all right, and they cut down their loss through that It seems to me the first problem is to make yourself so interesting In the Industry that the worker, die manager and the president of the company will come down and inquire about it. Most of oar professional men are so modest and so very busy that they don't dramatize their own good point*, and they forget that these things, which to them are routine, are after ail more or less of a mystery still to the general public, which includes the vice-president or the president of the corporation. Chautman Rxddvx: I am glad that they are so intelligent in Boston that they can distinguish between the "flu" and a common cold, I want to interject this state ment about common colds, because* there are more absentees because of common colds in schools as well as in Industry than from any other disease, and in-many of the finest schools, for example, Gary, Indiana, tiiey are compelling children to stay borne for two or three days when they have the "snuffles." I think that time is coming, and if we can build up somewhere m industry some place to lake care of children and other individuals who need care while people are going to work we may get somewhere in the problem. Absenteeism during the process of getting rid of a cold is a mighty fine thing for the industry, just as in getting rid of an infection that is ready to spread over the whole place. I want to tell one story- This is my last two minutes, anyway. There is a com mission studying common colds. The commission found, taking a place tip in Spits Industrial Health Section 197 bergen where no people have come In contact with the community tot over six months, a mail carrier who came over the snow on sleds had a common cold. He had not been in the community more than forty-eight hours before a definite epidemic of common colds appeared in the whole community. I did not know that was true of mail men but l knew it was true of ice men and people of that kind. The point is this: common colds are passed on and are contagious. They are communicable. They did the same thing in a tropical island, where there had been no intercourse whatsoever with the outskle work! for a number of months. The idea was to get the variables eliminated as far as possible. Along came a sailing vessel with two people on board wbo had common colds. Within forty-eight hours all the people on the island had common colds. There h a sailor's life for you. Many of us are still thinking that common colds are, after all, something mysteri ous. They are not. During the war they muzzled the people who came in contact with influenza cases, instead of muzzling the people who had the contagion. It was like putting shin guards cm people to keep them from being bitten by mad dogs, instead of putting muzzles on the dogs. If wc think in terms of that kind I am sure we will be able to sell medical ser vice to industry. We have got to think as medical people and hygienists, straight and in umson, before we can sell anything to the superintendents and manager* who arc responsible for production, who are responsible for cutting down overhead cost*. : ' . ADJOURNMENT : - ;* ' .. - ! 198 Twentieth Congress--National Safety Council Wednesday Afternoon Session October 14, 1931 DR, C. O- SAPPINGTON, Chairman Director, Industrial Health Division, National Safety Council, Chicago TUc final session of the Industrial Health Section convened with Dr. C. O. Sappington presiding.- Chaihua* Sawkctox: In the absence of our Vice-President for Health. Dr. C.-E. A. Winslow, and in the absence of our General Chairman and our Vice Chairman oi the Section, and also because our General Chairman for next year is now giving a paper in another Section, it devolves upon the secretary of your Section, after exhausting all other possibilities, to fulfill the obligation which usually falls on due chairman of a meeting. We are particularly fortunate in securing this afternoon some gentlemen who have had special experience in the general subject of the "Mental Aspects of Accidents." The first paper is by Dr. Ralph C. Hatnill. The Mental Causes of Accidents By dr. RALPH C. HAMILL President, Illinois Society for Mental Hygiene, Chicago, 111, A lew years ago you were addressed by Dr. Harold Hulbcrt on this subject, and he give i number of mental causes for accidents, taking them up under the general headings of "Respect and Self-Respect". "Morals and Character*', "Happiness". "Anger", "Surprise", "Fatigue", "Criticism", "Fear", "Anxiety", "Fascination", "Comparisons". "Discipline or Obedience", and "Phantasy"--quite a spread and quite a number of mental characteristics that could be held somewhat accountable for the causation of accidents. My point of approach is not a detailed one. I don't feel that X know enough about the .details of wirat goes on in a man's mind to be sure of just what it is at any particular moment that leads him to some kind of misfortune or some kind of act that gets him into trouble. So I can only take it up from a general point of view. My {ximt of view is this: Every man suid every woman, every worker, lias a sense of hts importance, lias a yearning, an urge toward independence and^ individual ism that is the normal heritage of the human being. I am sure that it is perfectly true that each one of us is the most important thing in the world to ourselves. Whether a man happens to be earning a dollar a day or a million dollars a day. l>e is the most important thing in the world to himself, and after all, it is himsdf that really counts, from his point of view; he is the most important thing m the world. Well, what happens to men and women who work all day under the orders ol other people, who have to fit themselves into an organization, who arc the wage earners, who have no chance to give orders, have nothing to say about the conditions of tabor? They have to take what is given them. The large employer pats himself on the hack and says, "I give these men work. They ought to be thankful/* And in times like this. 1 guess they are. He is upheld in his idea But what happens to the state of mind of the nan himself who has to accept that giving to him of work? Well, obviously he has a minimum of reason for assuming his importance so far as his job is concerned. I won't go into what may happen at home, where his wife may throw the roUing pin after him as he goes out the door, and where be has to meet the bills, and the kids are crying, and all these other irritations that certainly Industrial Health Section 199 don't contribute to a man's sense of importance. But on his job he has very Utile reason to feel his importance. What does that do to people's minds? I am convinced that it develops a certain amount of resentment in the minds of men if they are any good; they are going to be resentful. If this development toward independence and individuality has attained any strength in them, they are going to be resentful against those conditions of life that take their sense of importance away from then, I feel that we can leant from children more about mental conditions Than we tan from adults themselves, because in the first place we are adults, and we don't like to know too much about ourselves, especially along unfortunate or wltat we call bad lines. We don't like to know loo moth about ourselves. But we can sec things in children, because they are not us, that we cannot see in ourselves, and it strikes me that whenever I sec a child that is hurt, if h is not: hurt too severely, there is much more resentment in its attitude than there is grief. The crying of a child that Is hurt is almost always a resentful crying, and k loses no time m putting the blame on somebody else, f there is any chance to so shift tlae blame. The responsibility is somebody ctsc's. "He hit me," "He pushed me," or. "He got in the way/* or, "He tripped me up," or something like that R the inevitable reaction of a child to getting hurt. * In the second place, in regard to children, and perhaps we are not too old to re member it ourselves, children have a tendency to say to themselves, "Well when I am dead, then they will all be sorry/' In other words, they are resentful and they are willing to think of themselves as dead in order to think of the sorrow, the getting square with the other people, that their death is going to bring about; and that is a pleasurable idea to them, in the sense that it gives them satisfaction. Their im portance' is sufficiently great so that when they are hurt they make other people sorry, or when they are dead everybody is going to be sorry. That is, I think, dearly enough seen in children. 1 have never put that to an adult who was under thirty-five or forty who could not remember when he or she thought that same thing. 1 think one might say that is a rather universal quality of mankind when it is young. From adults we can lesun something along the same lines, namely, in intensive psychiatric work such as is done in psychoanalyse* we find inevitably in every case that we work with conditions that we call Sadism and Masochism,-which are words of various origins, but what they mean is an interest in suffering--Sadism, the forcing ai suffering onto others, and Masochism, the bearing of suffering in one's self. Wc find that in all grown-ups there is some curious kind of feeling that you might speak of as fascination that has to do with suffering, . You can think of a crowd gathering around an accident. Why do people gather around an accident? Some&ody is hurt. Why are they all so interested? There ts something the matter. That interest is not purely sympathetic. It is an interest in the suffering that is going on. Why is there this interest in suffering? Well, I can't go very far into it in the time allotted to me, but I feel convinced that one of tlx: sources of this interest lias to do with tlite inevitable sense of guilt that Is developed in all children in their bringingup. I say "inevitable sense of guilt." I imagine if a couple of policemen came in that door, apparently looking for somebody, that every chic of us would fed a little easier when they went out We all have a little sense of guilt hanging around some place. Anybody that has not done wrong--well, I guess He was crucified two thous and years ago. I don't know of anybody now that has not done wrong and has not been tremendously corrected and has not been, as we say, "well brought up" by a careful father and mother, with all the corrections that this implies, correction* that inevitably bring about a sense of wrong-doing or guilt hi our childhood. What happens to a sense of guilt? One of the things that it does is to bring Into our minds the idea that punishment expiates the guilt, that punishment satisfies that which is angry at us because we feel guilty because we have done wrong. ScU'-ln- 200 Ttoenlietk Congress--Naliomal Safety Cammed fiicted pttnaishrprct is rnmmra enough children win Want &cemcbtt* for this, that or the other dune. Self-inflicted guilt is also very combos asaoog awfalts. but we don't recognize it as such. We call it mdanchoixa or sosae other fancy sacne and get away from the idea that it is se}f-in&ictef guilt or sdi-rnfcried frwglimriit which is an attempt to satisfy the powers that be or soawthing of the kind, and let us feel that we have suffered and, therefore, we are not going to be pormhed any more. It seems to me that is obvious enough if one of the Qartstxan martyrs of one thousand years ago. If they suffered they felt they were that rrmeh holier, and the person who could stand the most suffering was the faeficat Well, what do we do today? That is not the fashion. That is not rational be havior today, but we have our melancholiacs. and are they not doing exactly the same thing, inflicting pwishment upon thenuefves? That, of coarse. Is a rather special and exaggerated type of reaction, but all these special sad exaggerated types are pres ent in everybody all the time in ssok degree. 1 have tried to lay the foundation for the idea that in the thwarted sense of in dependence or self-importance of the wage-earner there can be and there can develop resentment against employers, against anybody that is over them, and that resent ment can lead to all kinds of unfortunate thinking--thinking that is suffering, think ing that Is related to suffering, and m that kind of thinking, slipping into some kind of situation where Injury Is inevitable---i very easy. For instance, a friend of mine is running a concern down In Indtaaapoitv He has worked for twenty years--I remember seeing bun once and be was almost crying. He said, "My God! I have worked few seventeen years with these people and ihcy are trying to raise my pay again,** He runs this concern that runs Itself. There fell Factory Committee and an Office Committee, and they decide all questions of labor, pay, salaries, etc., and they- now have the profits of the concern. He bas managed V> turn over to them the whole concern. He las worked bard for aboet twenty-five year* to bring this about. He is a very idealistfc person. I need not say that, I suppose. It occurred to me that it might be interesting to find out what tbor accident roll was. and so I wrote him, and this is the reply: "1 find oo mmbcatxe th^ we have no figures of accidents. This is because we have practically so accidents, and have not had any few a good many years. It fe the opinion of some of my associates who have been with the company for many years that before we established oar new program we had some accidents, but that Is merely an opinion and cannot be sup ported by any book records. I don't know whether the wfSiMwy of the State In spector of Canning Hants will be helpful to you. bat he has toM os maoy times that we take very much greater precaution to avoid accident* than any other fw";wy plant in the state, and that we are always willing to cooperate with him in any sug gestions he may make; whereas, other canning plants always try to avoid following any suggestion which may cause additional expense.** I think he tells me the truth, because as 1 have known hi***, he has been closer to telling the truth tliaa any man I have ever met; 1 am pretty sore they don't have accidents U he says so. I think the reason they doo't is because they run them selves, and every one feels his own importance. They don't have to feel that they are resentful against somebody because that fellow can tell them just what to do and what not to do and can dictate to them as if they were slaves. Of course, this fe not Russia, but It seems to me that to meet this mental situation In regard to accidents some such general fundamental basis as this has to be what we build on. I think it would be tremendously interesting to find out how many acci dents there arc under a bnatal foreman as against a foreman who fe a friend of the men under him, what that sort of thing amounts to in industry, and with the lessened ltours of labor there might be more meetings and more discussion of grievances and an attempt to bring the men themselves into some kind of sense of their importance iu the situation rather than merely feeling that they are slaves. Then, of course, there Is the question of any participation in earnings, and I think this is a very im Industrial Health Section 201 portant side of the whole damage question, this compensation matter. I am perfectly sure that I have seen many an injured person who wanted to get square, to whom the giving of damages meant that that was an acknowledgment of bis importance rather than that he wat going to live on those damages for the rest of his life. If be is important enough he is given something for his hurt feelings; if he is not important he is not given anything, and that, of course, fe not complimentary to him. Cbaisman Sappikgton : A discussion of these papers will be reserved until the final one has been given, as that is the way the program has been arranged; so please keep your questions and your comments and we will be glad to hear them a little fater. Our second speaker this afternoon is Dr. H. Douglas Singer. The Mental Effects of Accidents By DK. H. DOUGLAS SINGER ProfwBor of Psychiatry, University of Illinois Medical School, Chicago, IH The subject of the mental consequences that follow accidents rather startled me when I was asked to speak about it, largely because I have a very strong conviction 'that much of what is put down as bring the mental consequence of an accident is really a consequence of something efee> m which the accident plays a somewhat secondary role. ' _, In thinking over the various ways in which one can attack this problem it seemed to me tl*at, first of all, one should divide up into various categories the kinds of consequence* of a mental sort that may follow as the result of injuries. In medicine we are in the habit of dividing these into two large groups, the first of which would be those that result from an actual structural damage--let's say an interference with the actual structure of the brain itself. t The second large group j$ a group that we technically speak of as bring function al. What is meant by that term fe that there is for some reason a disturbance in the function performed by the organ. in this instance the nervous system, which means the function of the whole body, but without any delectable interference with its structure That is to say that, if one were to examine the nervous system, for in stance, of a person who has had a functional disorder, one would find no evidences of any actual damage having occurred to it. Many people, of course, will say and do say that this does not mean that some damage has not been done. It merely means that you have not been able to find it. Of course, that criticism is one that cannot be met. That is obviously true. I am going to take first for consideration those forms of damage that, perhaps, are the most obvious, those which are structural in character, and, as I said, what I mean by that it that there has been actual damage done to the brain. There are certain things that it is important to realize in connection with the way in which the brain is actually built up which are of importance here. _ The brain is probably less liable to damage than any other organ in the body. It is enclosed, as you know, within a very strong, well-built, bony box, and not only that, but it Is also floating m a bed of fluid, liquid, which serves to diffuse any shocks that may be applied to the skull. It must be realize] even further that injuries applied to the stall! that may actually fracture the bones need not necessarily damage the brain at all. as far as methods of examination can tell. _ Now, if one consults actual experience with regard to the results *of injuries you may be somewhat startled to hear the statement that as far as the most severe forms of mental damage are concerned, those which most of you think of as insanity, acci dental injury is a very rare cause. I say it m that way for this reason, that when one takes a history of the friends of some patient suffering with a form of mental illness of that kind, it is quite common to have them relate that there has been an injury to the head at some time In the patient's life. Yet, if we wilt look at the actual 202 Twentieth Congress--National Safety Council * statistics oi hospitals for menu] diseases, we will find that this injury as a cause of mental illness plays a very small part, indeed. The last figures that 1 have for the state of Illinois axe those of 1929. In that year, using all the state 1hospitals oi Illinois, among people who were admitted to a state hospital for the first time in their lives, only four out of each thousand were said to have any connection with injury. My own experience would tend to make me believe that even that figure is too high. 1 was Interested tins morning to receive some statistics from the state of New York, this time for the year 1930. There were somewhat over 9,000 first admissions to the state hospitals of New York in that year, and the total number that were ascribed to an injury was only 92, about 10 per thousand, so that one cannot think that tliis cause a very large one. There is cx>e answer that could immediately be made to that situation, and that is that any injury that is sufficiently severe to damage the brain badly is liable to Tesult in immediate death or death iu a very short time. There would not be time for the dcveli proent of the mental consequences that otherwise might follow. There are unquestionably, also, a number of lesser degrees of damage which do not result in the necessity for sending a patient afterward to a state hospital. I have no statistics with regard to their frequency, but I can say that from personal experience with patients one cornea upon them only occasionally. There are certain features in regard to this particular group which are, I think, of interest to a body of this kind. There has been quite a good deal of study given to such damage, and one of the striking elements that has appeared in the last few years--it is quite recent work--has been the discovery that in cases of this kind one can demonstrate in the jwtient the fact that the brain has undergone shrinking, or, as we speak of it technically, lias undergone atrophy. Certain particular methods of in vestigation by means of the X-ray enable one to visualize these changes- That has ted to a further study as to how this comes about. It is hot a local damage to the brain at all. It is an atrophy taking place more or less all over its surface, and the answer that seems, at least, to have come out of the investigation is that this atrophy is in all probability due to the fact that when the brain gets in* jured at all k undergoes certain swelling, just like a bruise anywhere else on any other part of the body will result in swelling. Being shut up Inside this bewy box there is not the same room for the swelling to take place as there is elsewhere, with the consequence that the pressure inside actually cause* the brain itself to become eaten away or to fade away. This lias a practical angle m the situation, for this reason: there is today is meth ods of treatment a possibility of helping Nature in taking care of that swelling by reducing the pressure. The fluid, for instance, in which the brain is held can be re duced in various ways, so that it 5s extremely important that immediately after severe head injuries the treatment that is applied should be done under adequate super* vision. I say. I don't know the proportion of cases of that kind that there are, but I am satisfied from my own experience that they are not extremely common. Another group that is often considered as belonging in this category is what has been considered the possibility of injuries giving rise to epilepsy. Again one must say that the influence of injury in the causation of epilepsy Is very small. There are certain cases, due to an actual local damage to the brain in certain regions, which will result in particular kinds of epilepsy, not the ordinary general epilepsy. It may be of interest to you to know that studies that lave been made of men who had severe ftcad injuries during the World War practically never developed epilepsy. There have hern reported a certain number of cases, and It Is said that m those instances there lave been other causes for the epilepsy: for instance, that epitepsy was present in the family of the man who was Injured; but the total number out of all the head injuries in the war. us far as they have been studied and thev have been studied extensively, has been extremely small. If. now. we turn to t!e functional group we enter a field which is perhaps much Industrial Health Section 2Ctf mote controversial, and I say that for the reason that there is a difference of opinion us to whether or not what is called concussion of the brain, of which all of you have heard, really means that there lias, been an actual damage to the brain itself- lit this connection, experience in the war is one of ihc most instructive elements that one can possibly have. As you probably know, one of the greatest, if not the greatest, causes of disability among the soldiers in tlte armies (all the armies) was what was called at one stage in the situation shell shock, aixl it is interesting to know a little about how this view came about. Some exajmnations were made of the brains of soldiers who had died as the result of the explosion of a shell, but on whom there was no outside evidence that they lad been wounded at ail; in other words, they (bed apparently as the result of tile shock, the force of the explosion itself. In some such case* there were found iu the brain certain very minute bleedings or oilier changes scattered more or less indiscriminately throughout the brain. The conclusion was immediately drawn that tn many instances a shock of this kind, which is not sufficiently severe to cause death, might nevertheless result in cluutgcs in tlte brain which might account for symptoms that appeared later. Further experience tended to show that this conclusion in the vast majority of instances, at least, was not true. We began to know that what was called shell shock, , with its particular grouping symptoms, occurred in men who had never been anywhere near where a shell was fired. For instance, during tbe early stages of our entrance into the war I was, myself, able to show a patient to a class of army surgeons here fn tbe city, presenting typical shell shock, who had never been out of Chicago at all. Wc also began to realize very clearly that what is called shell shock differs in no way, except in the using of the war and war experiences, from the functional dis orders that one observes in ordinary civilian life. Another very striking observation worth remembering is that soldiers who had been captured hr the enemy and placed in an enemy camp for the rest of the war never developed shell shock. Those observations were made by American army surgeons of allied prisoners in German camps, and it made no difference whether the man lad been, perhaps, very severely injured by shell explosions or wounds of various kind*--lie never developed shell shock. " Xow. the answer to fins situation was this: that this condition that had been culled shell shock meant something more than just merely an accident. It meant flat It was serving some definite purpose, not necessarily that the man knew what that pur pose was or thought about it In any way at all, but you realize that the man who is interned m a prison camp is out of the war for good. The man who was injured and remained with his own troops Had to return to duty a* soon as he got well. Many of them did not get well for that reason, ami I say again--and 1 want this clearly understood--not because he thought that oert at all, not consciously, but nevertheless that was the mechanism that was at work. In civilian life, apart altogether from injuries or arcidents, wc have to deal with enormous amount of functional illness, the Hloess that is not based cm any structural disease anywhere flat you can find. In every instance this functional illness serves a purpose in the patient's life. It is a way of meeting something, and to use again onr war experiences as an illustration, that seems utterly unbearable; it is a way out. Tn the army life, of course, this situation that was unbearable was fairly obvtmjt. In civilian life it is often not obvious at alt, and one may have to dig down deep In enter to find out what the trouble is. . It is just as true in civilian life as it was in the army work that the vast majority of people adopting such a way of acting did so unconsciously. I imagine there arc very few of us in this room or anywhere else who don't adopt unconsciously some way of meeting situations that we find hard to deal with, which i* a way of shelving the necessity for actually handling them directly, and it becomes a very important element in illness generally. 204 Twentieth Congress--National Safety Council When one comes to deal with the functional disorders that occur in very large numbers, subsequent to accidents, there are certain other factors, of r- e, -which enter into the situation. In the first place, we have one possibility th .ne accident or injury actually did do some damage to this man's nervous system. Secondly, we have the possibility of unbearable situations that the man is trying to get out of, or something that is not connected with his work at all, but which interprets the accident merely as a convenient way of meeting the dilfkuHies that he is up against There has been another suggestion offered which occasionally holds true, and that is that this illness is assumed consciously, with a purpose of extorting damage or compensation for damage; and some people have spoken of these forms of neuroses, as we call the/n technically, a$ being compensation neuroses. I say that occasionally that is true. It occasionally was true in the army that a man shammed bang side, perhaps even injured himself voluntarily in order to escape service, bid those oc casions were rare and they are rare, I think, in industry. It is a fact which I have observed a number of times that even a satisfactory ad justment of claims, apparently satisfactory adjustment of claims for compensation, does not mean by any means that the person is going to get well. I think that tills in itself, while it helps to wipe away the suggestion that it was the claim for com pensation that was causing the trouble, also has another feature; if one can eliminate the question of actual damage to the brain, and I think with our methods of examina tion today that can very largely be done, it means something more. It means that the reason back of adopting this wy of meeting things, of being Jack in this way. has a cause which is stiff operative, which is still there* I cannot begin even to outline the nature of these intolerable situations. They are very, very commonly in the home and not in the work at all, all sorts of intolerable things existing in the home. There may be other factors in regard to situations in the work itself, conditions under which the people have to work. My own experience in most instances is that the trouble usually goes bade Into the more personal and private life of the individual himself, so that you will gather from what I have said thus far that I am not impressed with the magnitude of the mental effects of acci dents. , Personally, I believe very much more strongly that mental troubles are more liable to cause accidents than the other way around. The field that appeals to me as a result of going over tins situation in this way is that the major interest that a body of this kind would have in this problem--I mean the problem of taking care of the effects--is that of seeing that adequate care is given right from the start. One can say that in denting with functional disabilities, which are emotional, after all, the earlier they are taken care of the more likely you are to get good results. That is only another way of saying that the more one practices a certain way of acting, the more habitual it becomes and the move difficult it is to break. 1 would point out, first of all, there are certain things m the care of the actual dam age to the brain, the structural conditions, and those are very important. In regard ko the functional dement of the situation, it Is extremely important that thatbe handled early and by people who have some understanding of what they are driving at. It is very easy without intent at hll for lawyers, relatives, even physicians, too, who don't appreciate the situation, to start one of these neuroses going by suggestions that there has been serious injury, and so on, sometimes, I am afraid, with more or less avaricious intent on the part of the advisor. Those are factors that it seems to me are of extreme importance if one is to do anything in trying to get away from this great army of neuroses that are said to be the result of trauma, trauma meaning the actual accident or injury, but which really ate making use of that to serve some other end. Cratkmaw SxwhctoK: The third presentation this afternoon will be by Dr. Hart E. Fisher. Industrial Health Section 205 Reaction Time--A Factor in Causation of Accidents By DR. HART E. FISHER * Chief Surgeon, Chicago Rapid Transit Co., Chicago, lit Dr. Hamiil first stated that he did not know the causes of accidents from a mental standpoint, and in my little contribution this afternoon I wont to parallel that state ment to some extent. What I shall have to say about our experience and about our various testings and various methods of trying to determine the accident-prone tnan will show that we are just as far off today as we were quite a number ol years ago; incidentally, we really don't know what causes the usually safe individual to do something unusual in an interval of mental instability or lapse of memory. In order to give you a tittle better idea o l w-lut I have to say, it will be necessary to go back about twenty years ago here in Chicago, taking tlie Chicago Elevated Railroads as an example. At that time the holdings were four distinct properties and had been operated by different managements. They were brought together, and after the organization it was found that there were many different types of accidents occurring, many different work practices, many different operating rules, and m fact, these all had to be coordinated to bring out working conditions and practices that would permit of safe operation. ' About the same time, knowing that we* had these employees from four different companies, it was essential that we adopt what was known as an Employee Health Conservation policy. Every employee was examined--this was twenty year* ago. At that time we found a considerable number of physical defects. We drew these defects up into a chart, and then each year afterward, with our regular periodic sur vey. which has been done every year during these twenty years, we compared one dart with the other as far as physical defects were concerned. f W( found defective eyesight, defective color sense, defective hearing, defective heart conditions and various other physical types of disease, which had S ratio of yrtiftrrta ia proportion to them. After these bad been corrected and all new men taken nk> the company under a simulated medical standard, there was a decided reduction as far a* man-failure was concerned. The safety organization of our properties did a commendable piece of work in their rriactxa of the frequency and the severity rate of accidents through improving working conditions, and at the same time in the safeguarding of all machinery and too*mg hazards that existed before. We found that despite the medical improvement of the employee and despite opr safe practices accidents did continue. While not so frequent and not so severe, still they were frequent enough and severe enough to produce a good deal of concern. About tiffs time, a tnan who passed on a number of years ago. Mr. John Wallin, who. while not a fychciogist--lie was a superintendent of transportation on our properties at that time--had quite an Insight Into human life, and he studied this matter. I might cite an example of the relation between the person's work and what we found mentally and physically in this group. There was a group of 75 agents who for one reason or another were constantly up on what was called the "carpet." They were going to sleep on duty; they were permitting passengers to pass through their stations without accepting fates from them; they were making clerical errors, both in their daily reports and in the making of change. Mr. Mallitt, on account of his humanitarian attitude, figured there must be some thing physically or mentally wrong with people that were habitually making these mistakes. So in cooperation with him I took care of the medical aide of ft, and we detected certain physical defects. It is interesting to consider what we found. 206 Twentieth Congress- National Safety Council F*r instance, discourtesy to the traveling public was due in many cases to defective hearing ou the part of the employee. The mistakes in clerical work and in ticking change were due to defective eyesight. As to those who fell asleep and were sluggish m their work, we found such things as a large percentage of sugar in the urine and we found nephritic cases. Some of them we referred to the neurological spedabsK and they found mental conditions that were conducive to their type of behavior white at their work. Shortly after that wc took up what was known as the coasting dock experiment from a medical standpoint. The coastir* clock is a device oa our cars which shows the amount of current consumed by the individual motorman in his motor car in his day's work. The peak is taken of the amount of power used at certain intervals and from that they snake up the cost of power over the period of the year, so that if there is a lot of power wasted,, there is, of coarse, a lot of electricity being paid for which is not used economically m service to the public. Some of these coasting dock records were brought in and wc studied each one individually, and we did the same thing with the physical records and so-called men' tal records which we had been able to gather at that time. It was surprising to find that the average man who had a good coasting record, a good power-saving record, was also a perfectly healthy non. Wc found, where there were defects due to certain portions of the body in the physical senses, that there also was a lack of concentra tion on the work at band, and there was an increase m the physical defects of those men who were wasting power in car operation. We found out a little later when absenteeism from work occurred, where men were away from their positions or jobs at regular intervals, they bore investigation. In three cases, it was very interesting to know that these three men stayed home on the days that they bad their attacks of epilepsy or epileptic fits, and then would resume work, so tliat in investigating the absenteeism of employees we found conditions that were very serious as compared to the length of time they were off; a man with epilepsy or any man that faints or has any periods of unconsciousness has no place on the front end of a high-speed train carrying a large number of people daily. As time went on we noticed that more and more oi these conditions were due to what we thought were mental states. In other words, wc figured that some accidents were due to the fact that men coaid not visualize the possibility of an accident. Wc meant by that tliqy could operate day In and day out and know a safe practice and see tlw; same thing each day, and still not be aide to perceive the accident possibility there. For instance, a man in a motor coach passing a given intersection day in and clay out without anything abstracting hi* view. On tin: next trip he finds a pile oi brick or lumber along the parkway. Never retarding his speed lie approaches this pdc of lumber and a child steps out from behind it and is struck. He did not have tlte power of visualizing an accident at that time, the possibility of something oc curring. We kept in mind tl*c idea that the. possibility of visualizing an accident was in grained in most of us, but a few, a small proportion, did not have that power, or else they were not educated enough to the power* of unsafe practices. The ability to foresee an accident and put the prevention into operation before the accident occurs really a safety man's best asset. It is better to detect before than to correct the condition laier on. ` We then saw some accidents that we attributed to what we call lack of judgment of distance, or poor estimation of sjace. or poor estimation of the speed of a moving vehicle, such as a motorman coming up behind another train, apiHoariiing from the rear, and not retarding the speed of his car in time to prevent an accident. Some of these accidents, while due to physical causes, such as slippery rails and things of that kind, arc of sufficient importance to make us realize that there are people who don't have the proper estimation of distance, and a defect in eyesight has a tendency, of course, to increase this possibility. Our next`thongItt in regard to tins accident prone individual was the man who saw Industrial Health Section 207 an accident and did not know how to take care of it when be was m the inidst of it He might have seen the accident in the distance and before be could bring Ids muscles into play to retard bis train he was i tl*c accident, and that brought m the question of reaction time. .. Now, we knew nothing about reaction time as the psychologists know it, because we were not trained hi that; but we did know that wc couhl take, through suggestion* of psychologists, the simpler processes of getting reaction time on a large hotly o( men; and with that in mind we started out two years agoto cover some three thou sand employees in train service on just the simple reactions--auditory stimulus of sound, the visual stimulus of using green am1 red colors, and ihe tactile or the pres sure stimulus. This was placed hi the hands of a few young people. who were schooled in technique and had some knowledge of the fundamentals, to determine what reaction time or what norms we could get. . Instead of picking up the man who had live accident and comparing Him with the man whose reaction lime was slow, wc divided the men into units--one group of from twenty years to thirty-nine years, another from forty year* to fifty-nine years, and from sixty to seventy-nine years. We took ail tltese men in those various groups and then computed the reaction time for the individuals, and strange to say the second , twit, between the ages of forty to fifty-tune, seemed to be the most stable in reaction rime. That caused quite a little interest to be developed In the subject, and wc started to apply this knowledge to what we called the "unusual occurrence rate*, or such things as collisions, bumpings, automobile contacts on the highway with our railroad cars, Wc classified that group, and. strange to say. *i't tony to fifty-nine group, or the second unit, had fewer of these unusual occurrences or unusual accidents than the other groups- i. Men receiving personal injuries were also fewer in that second group than in the younger or the okier group. The same thing held good in the investigation as far as physical condition was concerned. White the number of men in the second group haring physical defects was larger, still a majority of them were of such nature as could be corrected, such as defects with glasses ami the wearing of supports for ruptures, men that had portions of fingers off or defects of that nature; and while the number of men having such things was larger, the most severe and most senom defects were found with the younger and the older groups, or the first um* and the third unit When we approached the question of length of service, of course our second group was the loosest in service. When wc approached the question of absenteeism on account of sickness we were surprised to find that this same second group or middle- aged group was again the most constant m attendance. Therefore, on the basis of our superficial test* of reaction time we figured there must be some reason for the fact that in all of these groups of different activities the same middle group was receiving practically first place. There most be some correlation between reaction time, physical health and the age group. We went further into tliat. We found that the man that had the accidents individ ually had a normal reaction time, except in one or two instances. We considered again the fact that the man who had a serious physical defect, such as above two hundred systolic blood pressure, might account for it; we wanted to see it his reaction time was any different; but it was not, and that was true in a great many of the different physical defects. But we did find a difference in reac tion time of men who had color defects, men who had defects In vision and hearing, and in some-nervous conditions there was a difference in reaction time. Wc are new in this work. We are trying to detect the accident-prone man. There is nothing that we call strictly scientific in it. It is just business common sense that 208 Twentieth Congress---National Safety Council we are tryin* to use in plugging along to discover if there is such a thing as deter* mining a man's proneness to accident. 1 believe personally, and I know my brother officials of the Rapid Transit Lines agree with toe, that by education of a properly selected employee who in the be ginning is physically fit, and then a periodical medical inspection of that man without usurping his personal liberty, and then a frequent practice such as trying to attempt scone mental analysis, we can say of that individual with some certainty that ac cidents will be fewer than they had been before. 1 Have the greatest respect for the psychiatrists and the neurological men, as they have been of great assistance in many cases. For instance, there was a family of boys who were having accidents, one after the other. The neurologist examining one ofjthese bays, who had been injured five or sue times, found that he enjoyed being injured. In other word*, die report came back that he was the type of man that liked to experience pain. In all external aspects this mast looked normal, so with out the neurologist wc would not liave been able to discover this particular indi vidual's weakness. So with the repeaters, those that have a tendency to have a chronic attitude toward accidents, it is a good policy to see if the psychologists, the psychiatrists, and men who have to do with mental diseases, cannot have more con tact with industry, as in many of these cases by constant observation and from personal contact by those skilled in detecting these conditions you will be able to re duce some of your accidents before they occur. x x.' . Discussion :Chairman Safpincton These papers are now open for general discussion and also for questions. This is a subject that is occupying a great deal of prominence and one that will probably continue to figure more prominently in analyses of ac cidents in the future. Dr. Redden, would you not like to say something? Da. W. R Redden (Oranlines* Institute, New York, N. Y.): I was particularly interested in this discussion on what happens to the mind after the accident. I sup pose, outside of war time experience. I have had more experience with mental attitude* after accidents than any one here; for instance, in such calamities as hurri canes and tornadoes and that type of dung. I have seen as many as 2500 people injured in one Hour or less in hurricanes; add to that 850 in this midwestem tornado, and about 2500 deaths in the Florida hurricane, and then the Mississippi hurricane. One of the most striking things I think I ever saw was in Mnrphysboro, Illinois, after that tornado. They were gathered there, practically all the people of the community, for a memorial service to the dead. There were five or six ministers and others to conduct the service. As I mixed among the groups, many of whom I had known for three or four days, and had seen what had happened, there was not a tear shed In the whole group. There was no weeping, no wailing, and the director of the Disaster League for the Red Cross, who bandied over 250 such dis asters, said to me. "Doctor, what do you think about that situation? What do you think about the shock of this type of thing? How long doe* it last? How many people does it affect?'* - My feeling, as I gradually worked along with tlwse people and followed them through for over two years to get them back on their feet, was that probably every person who had lost any member of a family or who had had injuries among mem bers of the family--the families had been separated and the people had been sent off to hospitals in distant cities--was completely shocked beyond tears. But at the end of two <8* three months, when these families began to come together again with mothers, brothers, sister* and fathers sitting around tables where there were empty chairs, die tears began to Sow and the feelings began to give way, and all this shock and numbness that came with the disaster began to wear off. What I am trying to say is tbat mentally after an accident--the loss of an ana Industrial Health Section 2oy or a severe injury--for a time you get a numbness just the same as you get a numb* ing if you strike your band terrifically against a solid substance. You may not even (eel pain. 1 had my nose broken so that you could look down through it and 1 never felt any pain. 1 was quite a hero because I did not weep. 1 had nothing to weep over. The injury had numbed the nerves. I had no pain whatsoever. Menially, I think people are numbed by an accident. They are shocked. I think that is a definite sequence or consequence of an accident. Now, what happens later on? The individual begins to get over the lirst shock, and possibly, we will say, there is the realization that be is going to get ten dollars a week less in his pay envelope for the rest of his life, and yet meat carry on. There is a mental twitch or continuation of something that has happened there in the shop. I sun not a psychiatrist but I do believe there is something tlial comes alter aecwlents that leaves a definite mental condition which may be only functional. When you have' said functional what do you mean? What difference does it make whether it is functional or an actual physical injury? The result is just the same. What are you going to do about h? You have got to get the person back into a normal condition. ,. . How did we do it in this disaster work? I think the modus operands is just the same with industry as it is in disaster work- As a specific illustration, I was called in to see a woman whose family I had not seen before. This was two month* fol lowing the disaster. The woman was weeping; the children were all huddled around her and the scene was most pathetic. I tried to find out if anybody was injured, but all she could say was that all the property was gone, that she Had lost her hus band some time before and there was no hope of getting back her home or taking care of or educating her children. The sum and substance oS It was that the Red Cross Had not come in and given her tome sort of award to assure her of keeping the family together and going on, t was able to say to her, "The Red Cross U going to give you that award tomorrow. A trust fund will be set up for the children so they *** receive an education and you are going to be independent a* far- as finances are concerned.** That was the end of the case. ^ If we can in industry bring to bear, first, all the medical and psychiatric knowledge we have, and do it immediately, we can help to offset this type of condition, this Aotik urhids cooes after injury, and before the numbness, so to speak, has worn off we caw already indicate to that individual that we are going to give every possible aantcance *t> which he is entitled- Then if we can follow through on the case and try to be sympathetic, try to be understands^ and do the generous thing, rather den jmt try to do the smallest, meanest, narrowest type of thing, I believe we can bring Hade the individual who t* mentally shocked, even though be does not know it wlr a fwictienal thing, firing him back into industry, and he will be with as for At mat at Ac fint rd fibc to ask Dr. lusher if He does not feel, for instance, in the younger group 4kc* Acre la kern experience, less judgment and so on, that the delay in reaction that wmy be Ak to a hesitancy about the right thing to do; whereas with the older grwtob Ace* who are from forty to fifty-nine la age. the difference in reaction time depends aa Aawmd* aad avenues which have been built up through experience, so Am Ac iaAnbal automatically reacts more rapidly because he acts more certainly bacaaac at ninrimiT in doing a certain thing? Safrorcxtor: Would you like to answer tbat sow. Dr. Fisher? Dl Faam: I agree with the doctor. Ciarxij SUmycrox: Am there any further comments or are there any ques tion*? Da. R. P. Kjtajt (Cheney Brothers, South Manchester, Conn.): I would like lo Mb Dr. *ilagrr about the effect of shell shock. There are lesser degrees of shell shock. Docs it possibly follow that though a person can be killed by shell shock with wo sstenal sign of injury there might be lesser degrees of pathology? Arc there in tbo#c cases aay lesser pathological conditions? 210 Twentieth Congress--National Safety Council Diu 11. Douglas Singer (University of Illinois Medical School, Chicago, 111): 1 don't think anybody can answer that question for the reason that be docs not die right away. Consequently, in cases of that kind, there are no observations of any damage done at all. 1 might say further that there has been a great deal of experi mental work done with animals in regard to effects of shocks without establishing: that there is any change as far as we know. There arc things suggested, but they are only suggested. Djc. Kkapt: la eases that would kill is there any pathology? Dr. Sixger: There were minute points of bleeding, which is one of the striking things, and there were certain other changes that were a little bit more technical in the cell structure of the brain itself, but there was no explanation in what was seen. There were very minute bleedings from which I think presumably a person might recover. D. \V. K. Rxddej* (Cleanliness Institute, New York, N. Y.) : You spoke of the brain shrinking later on after increased pressure. T think that is rather significant. We know in carbon monoxide poisoning you get a wet brain. The headache a man sets is due to die pressure he gets. That is really a pressure atrophy? Dr. Singe* : That seems to be tire only logical explanation. You know, follow ing a head injury that there is the same sort of condition of wet brain. You know in those cases the pressure is removed. T>*. Repden : Through spinal puncture ? Dr. Singe* : There arc other ways, although that is one way. There are other chemical ways, by administering salt widch extracts fluid from the body, which are more convenient and less dangerous. That does get results, but the number yet is not large enough to say very much about it. It is an apparently recent rather ac cidental discovery* Dr. Redoen : We get tltat in delirium tremens, Oh. Sixes*: A lot of it, D*. Rrimjo: t That might be particularly interesting. It is frequently used to put them to sleep, by doing a spinal puncture to relieve that pressure, but it is not any thing special. Dr. \V. F. Norris (American Telephone and Telegraph Co., Long Island) : After* number of serious accidents wc have not only found the injured person shocked but tliose who have been associated with him. Sometimes In a motor vehicle accident a man has been seriously injured and others in the machine with him, although not receiving the injury, have also been in such a state that when we have tried to query them they have given ns all sorts of information, very erroneous and not given with any intent to deceive, but because of their mental shock. it seemed to us. Possibly the Doctor could give us some idea of the reaction taking place and the effect it might have on those concerned in the accident. Dr. Sixokb: I am not taking into account the "immediate horrors'' of the situa tion of perKms who have not been injured at all. I think you will find it is true that any form of excitement, it does not matter what it is, is going to interfere with the reactions that a person ri>ow$ at the moment, call it shock or what you will, under certain circumstances. For instance, in various psychology classes various exciting scenes have been staged without any warning to those in the room. There are a number of people who arc students oi psychology, who are presumably able to handle themselves a little better than the average person under those circumstances, in making a report of what is transpiring. A can comes m and fires a gun and rum out of the roan and every student is asked to write down what happened. You get the most fantastic accounts of what happened, and hardly any two of them agree. We must reahze that every form of emotion produces a reaction. Sometimes hearing very happy news produces disastrous results. Sometimes receiving good news affects an organism that is not acting very well itself. In any form of excite ment there is always a change in the way In which the body is working, Hat is Industrial Health Section 211 what emotion means. People who have been studying tire effects of emotion--and quite a large volume of work has been done on the subject by Harvard University-- have compared a pci son in any stale of emotion with a nation at war. Everything is given up to deal with the situation and the ordinary peaceful order of things is stopped. Few instance, if you have a good meal inside you digesting very comfort ably and you get in a state of excitement, digestion stops. It is not imagination; it does stop. Everything else in the body undergoes a complete change. There arc two different phases or forms of our nervous system. Pcrltap* people don't stop to realize that very fujly. There is one form which is spoken of as being the sympathetic system of the body, which is the most primitive of all. When a person gets into a state of emotion his body is taken over and controlled by this sympathetic system. _ The other nervous system is that which has to do with our thinking or reasoning reactions that follow from a consideration of what it is all about. That is what controls in the ordinary peaceful times of life. When m a state of emotion the whole thing is taken over by the most primitive form of reaction which overcomes our ability to think and reason aiul remember. Fear is tme of our common realiza tions. A* person acting *u a panic or horror or anything of the sort is not using his higher, more recently developed nervous system. In any accident in which there is a great deal of horrible emotion stirred up you arc bound to get temporarily a great deal of change. It is true that those concerned in such an experience can develop a neurosis, as wen as the * who has the Injury, whereas they have not suffered an injury at all. directly. But something happened which scared and shocked them. I don't neces sarily think that It is correct to say that the horror causes neurosis- Maybe it was a factor that entered into it from tire beginning. With regard to these people who got into the horrible situation who took two or three months to yield, if adequate consideration were given' they would be all right. Tears do come back and they rename their normal living once more. Those are the elements in the situation to be considered. Dr. Reborn: If that is automatic can yon reverse that type of neurosis? That is rather important. D*. Singer: I would not say it reverses itself. Here is an instructive illustra tion that was given to me by Dr. Salmon. Dr. Salmon said that there were three soldiers who had been unconscious in the trenches without any injury or anything at aD. For more than twenty-four hours they had been unable to evacuate them because of the shelling going on around them, hut there came a time in the evening one day later when they could load them in an ambulance and get them out of the way. They were loaded in the ambulance in a completely unconscious condition. After they had gone some little distance the shells began falling around the am bulance. These three men all got out and ran away. Da. O. E. Stewart (Crystal City, Mo.): I would like to ask a question with reference to that emotion from a sense of fear or horror. Possibly that is a per fectly normal emotion, and I believe almost invariably precedes any action on the part of the individual in emergency. Without a sense of fear I don't think he can react to protect himself. The shock stimulates hint. In other words, he is in a position where some demand is made upon him, for instance, when he is cold. He is not capable of putting forth hi best effort when he is cold. He has not time to react to a seme of fear. 4 Another point I wish to empliafci/c is this question of psychosis with reference to employment, one in which tle individual feels that hi* occupation--this comes under the ourstion of occupational diseases--has roused his condition, recardless of what it if.. It is real to him I believe that unless that is met 'm a logical sort of way that when lie returns to that occupation he still has that sense of fear in reference to it. In other words, he is not oriented with reference to the condtiioM that he has ami his occupation, which still leaves him where he will not protect himself against injury. 212 Twentieth Congress--National Safety Council because he feels that particular occupation has been responsible for the condition from which be is suffering. Jt is quite interesting when you speculate cm die ques tion of fear. J. F. Hattman (Standard Steel Spring Company): I would like to ask if there have been any experiments or determinations made which would indicate that some particular type of individual is more prone to accident than some other type of in dividual, for instance, blonde, brunette, etc? Chairman SAfriKcrox: Is there any one here who would like to answer that question? Dr. Fisher? Die. Fisher; 1 think he was asking with regard to wl>ctlier it is blonde or brun ette. 1 am not in a position to state. Da. A. R. LaUe* (Iowa State College, Ames, Iowa): Psychologists have been unable to determine anything from experiments carried on regarding blondes and brunettes. That is all newspaper propaganda. I can say that a superficial analysis of the color of the hair or eyes would be discredited. <J. H. McClain (Jones & Laughlin Steel Corp.): There is a problem comes to us sometimes m the rehabilitation of a man after a Tathcr serious injury, loss of a foot or something of that nature, or possibly a badly crushed limb. The man makes up his mind that he is perfectly happy on his compensation and he says to himself. "I will never be able to work again/' He almost gets away with it. In times like this it is hard to get that man started again for his own good. 1 was wondering if anybody else bad had any experience in doing that. I might say this is a little bit more true of our colored workers. They seem to require some social distinction in being able to live without a job at tiroes. I have been accused of being pretty brutal in forcing those fellows to get started again. I wonder whether I am on the right track or not. - Chairman SawinCtOH: Is there any one here who wants to talk about this real fear of work ?--Evidently it has not been settled. Mr. McClain: I may continue my own methods then, I take it Chairman Sawncton: Are there any further comments? Wills Maclachlak (Toronto, Ont., Canada) : A man who is in a hospital for sixty days or move is probably more difficult to get back to work than the man who lias not had such a long time in the hospital. If the psychiatrists or psychologists would give tts some idea of what to do with the man during his earlier hospital period to cut it down, it would be very valuable, whether it would be wise to bring back to him some of the jobs that he was doing, or whether giving him any kind of work would be of assistance. This tendency has come to be called hospitalitis. Chairman Sawnoton : Is there any way of reducing the number of days of hospitalization ? - Da. Redden: I was laid up for two years with an illness that kept me chiefly on my back. While it was not interesting one of my big problems was to rehabilitate myself. I did it by going to a good physican who could do it. In other words, there I was. faced with the problem of starting life all over again as far as making a living was concerned, and a whole lot of other things. This very good man, Dr- Richarc! C. Cabot, of Boston, said, "Redden, there is one thing that will bring you hack where you belong. That is to go* ahead and do something. Go to work. Never mind the salary. It doesn't make any difference whether it is one thousand or five hundred dollars a year. Go hack to work. Try to enjoy the work and the first thing you know out you will come/' And I did- I won't tell you how much I got hut it didn't pay for the toothpicks--if I used them, I do know this, that within two months after I started on the job in the Red Cross first aid car going over the country I got so interested in the job I forgot myself and I was rolling up my sleeves and going to work. T believe the true psychological approach to the man who has to be rehabilitated mentally is to put him back on the job and cut down all the days of hospitalization and convalescence you can. The more quickly you can get him htwy doing some Industrial Health Section 213 thing physically as well as mentally the more quickly you will get him back on the job, and that is the only type of rehabilitation that is going to do any good to in dustry. Chairman Saepikgton: Are there any other questions or comments? A. T. Kline (Spang Chalfant & Co.) : Referring to Mr. McClain's ques tion I can talk it over because Mr. McClain is a next-door neighbor of ours. I think personal contact has a lot to do with each injured employee. We had an experience at our plant where some painters were painting from a scaffold. The scaffold came down and a man suffered a compound fracture of the leg, and wc put him in the hospital and got him fixed up. Later 1 saw this fellow when he thought nobody was watchings standing on his feet waiting for a street car. A few' days later I saw the man out for a morning walk, with no cane. When the man did come bade to work I asked the doctor one day, "Doctor, when do you expect to get this man off from compensation?" The doctor said. "I believe I will have that man off his crulclies about next week, about Tuesday." When the man came down to sec the doctor he always came with his crutches. When the man came back I called him into the office. He happened to he a Greek boss painter. He had a cane in one hand and a bucket in the other. He had been working for two drys with a cane. I was assured by the doctor that the fracture was completely healed and that everything was sound and that a very good job had been done. I asked him, "Why are you using this cane?" He said, *T have trouble/' I knew that I had to throw a scare into that fellow, and the doctor had assured me that it would not break in that place again, but that another fraeture would break some place else, if such a thing ever happened. I said. "Lay down your cane when you come to work or else tomorrow you will be hunting another job." The man is still working for us and he has never since used a cane. Chairman Saewngtox: Has any one else any comment or question? Have you any closing remarks. Dr. Singer? Dr. Singer: Jt one remark in answer to a question asked here as to whether fear is necessary. I'd say that one of the worst handicaps the world has to face today is fear. Fear is the most primitive reaction we have, and I think more ac cidents are caused by fear than fear caused by accidents. Chairman Sarmkctox: Dr. Fisher, have you any closing remarks? Dr. Fisher: la personal injury cases, if you keep in contact with the patient from the first, show yon are interested and want him to get well, and do everything you can in the way of encouraging him to get well, and don't skimp on medical attention or X-ray pictures and things like that, you will find a lot of these people will go hack to work and will be more willing to go back to work. Every day you let a man stay away without anything to do, gives him that much more time for his mind to be occupied, with things against the company or the people who have injured him. He also is in contact with people who are erratic or radical in the largo hospital wards, all reciting their grievances. I believe more damage and harm it done through the so-called neglect of personal contact, both to the employee when he is injured, and to the customer injured in a public liability accidents. It is just a question, to my mind, of being on the job and trying to contact those people and doing the best you can for them. I think a lot of good can be done in that way. ADJOURNMENT TWENTIETH ANNUAL SAFETY CON O' HESS NATIONAL SAFETY COUNCIL VJO Industrial Nursing Section Officers 1930-31 Chairman, Miss Grace M. Heidel, R. N., Supervisory Nurse. New York Centra! Railroad Company, Albany, N. Y. Vice-Chairman. and Secretary, Miss A. M. Lummib, R. N., Charge Nurse, Cheney Brothers. South Manchester, Conn. Thursday Afternoon Session October 15, 1931 MISS GRACE M. HEIDEL, R. N,,, Chairman New York Central Railway Company, Albany, N. Y. The meeting of the Industrial Nursing Section convened with Miss Grace M. Heidd, R. N-, New York Central Railway Company, Albany, N. Y., presiding. Chaikmax Heidejl: Most chairmen, when they introduce Dr. Winslow, say "how fortunate we are to have him with us this afternoon." You all know how Fortunate you are, so I will leave that. Indeed, we look to Dr. Winslow for the Inspiring finish as well as the inspiring beginning of most of our nursing efforts. It gives me great pleasure to introduce Dr. Winslow, Professor of Health Education at Yale University, as our first speaker. Educational Qualifications of the Industrial Nurse By DR. C.-E. A. WINSLOW Professor of Public Health, Yale University, New Haven, Conn. The health program in industry began, as most programs do, with the attempt to meet a concrete emergency. This emergency presented itself in the form of an in jured employee. When our states began to pass Workmen's Compensation Acts twenty years ago it became clear that it was cheaper to employ a physician and a nurse to render first aid than to pay the heavy costs of infected wounds and im properly set fractures. As soon as the physician and the nurse entered the industrial plant the field for their activities began to widen. It was found that the prompt treatment of minor noncompensable illnesses often paid for itself in reduction of absenteeism in increased working efficiency. In many industries medical examination of new employees and their assignment to the tasks for which they were physically and mentally best fitted, proved its value. Both physician and nurse came to play a part in the study of the 215 216 Twentieth Congress- National Safety Council physical conditions under which industry is carried on to secure the most ideal en vironmental opportunities for effective work. Finally, it became clear that these ex perts in healthy living could perform perhaps their most important function in aiding the employee to maintain physical and mental balance by y-arHing the Jaws of personal hygiene. The worker at the bench is, after all, the basic factor in production and the object of industrial medicine is to maintain this worker at the point of highest effi ciency and maximum contentment. It is of particular interest to members of the National Safety Council to note how the same tendency to focus on the Individual employee has manifested itself in the field of accident prevention. The safety movement began with major emphasis on the mechanical factors in safety--on machinery guarding and factory housekeeping. Today, with the attainment of reasonably safe physical conditions in the larger indus tries, it is recognized that the accident-prone employee is a major problem of the fu ture. We cannot have safe factories without safe workers; and the industrial physician and the industrial nurse--experts on the human machine--must join hands with the safety engineer if die results we desire are to be attained. Precisely, what part does the industrial nurse play in this program for promoting the efficiency of the individual worker? We must know what we may expect her to do if we arc to determine the educational qualifications which will properly fit her for Her duties. First of all, the primary task of dealing with maladjustments which have already developed is basic in the nurse's work. She must aid the 'physician in Ills treatments, she must render first aid (under bis standing orders) in His absence, and she must see that the treatments prescribed are followed up and that the re-dressings required are properly done. Even more important than the mechanical performance of such prescribed duties is the health teaching which should accompany them. The most favorable time to teach the laws of healthy living is when the failure to follow those law* has brought disastrous results. When a worker has heen injured, the nurse has an unique oppor tunity to make an impression in regard to safe practices which will be remembered when leaflets and posters are forgotten. When a worker is ill, the importance of diet, and other elements In personal hygiene, the ways by which germ diseases can be avoided, or the importance of right mental attitudes can be inculcated as at no other time. It is difficult to exaggerate the importance of contentment and emotional balance as factors in production. If she has been trained In mental hygiene, the nurse can play a powerful part in promoting such balance and contentment by sound counsel to the worker. Furthermore, borne health problems, sickness of wife or child, often function as all worries do, to promote accidents and inefficiency. The industrial nurse should consider it part of her duty to discover such problem* and to aid in their solution. It is for services of this txtoqoely important type that a nurse who has received the full basic hospital trairoog is of such value. The woman who has not enjoyed such advantages may perform a numal roufine with faithfulness. She may have an at tractive personality. She cannot, except in the rarest instances, have the basic knowl edge of physiology and bacteriology, of hygiene and sanitation, which makes her a helpful teacher of healtEy living. The untrained nurse is sometime* called a "practical" norse. This is a silly phrase. It is practical as well as scientific to use for a special purpose a tool designed for that purpose. It is as Impractical to employ an insdeqmtta3y trained industrial nurse as to use a badly designed machine for a delicate manu facturing operation. The good industrial nurse must, however, be much more than a nurse with an or dinary sound hospital training--jest as a true industrial physician must be much more than a doctor who practices for a few hours a day in a plant hospital. Industrial medicine and industrial nursing should Involve an intimate knowledge of tite plant Industrial Nursing Section 217 and its processes, if the best adjustment of the worker to his job is to result. The nurse should know each workroom, its lighting and its ventilation, the special health hazards involved and the conditions of the job from the standpoint of the fatigue factors involved. She should be familiar with the general sanitary conditions of the plant, the toilet facilities and the conditions under which the workers eat their lunch. She should understand the general administrative set-up of the plant and the objectives of its safety program. It takes a woman of natural capacity and of training and experience to fill such a position adequately. Furthermore, the workers in a given factory and their families arc units in tl>e community in which they live. If the industrial nurse is to counsel wisely she must know that community, its hospitals and dispensaries and other medical resources, its public health regulations, its reconstructive social agencies. Except in small communi ties where the industrial nurse herself 'does genera! public health nursing in the homes, she must work in dose harmony with the existing community public health nursing organization. The plant program is in essence a part of the general community health program and the industrial nurse must have an intelligent comprehension of com munity health needs and community health machinery. The worker wlio comes to her for her opinion in regard to a toxin-antitoxin immunization campaign in the town, who seeks advice in regard to prenatal care for his wife, who wants to get his daugh ter into a tuberculosis sanatorium, should receive the same sound advice and the same intelligent aid which he would receive from the visiting nurse in the home. If these two authorities differ, die progress of public health will be hindered and the prestige of the industrial nurse wiU suffer. (_ For these reasons, the industrial nurse should be not only a basically trained regis tered nurse but should also have the postgraduate training required of the public health nurse and, if possible, actual experience in tle public health nursing field. Miss Faville will tell you something of tbe content of such post-graduate training. It is necessary at this point only to emphasize its importance for the soundest type of nursing service in industry. , Tbe properly qualified industrial nurse is indeed nothing else but a public health nurse devoting her efforts to a particular group of industrial workers. She must not only have tbe same qualifications as her professional sisters outside the factory but she must also work in closest cooperation with them if maximum results are to be attained. There are at least three different types of relationship between industrial and community nursing which may prove profitable under differing circumstances. With a relatively large plant in a semi-rural area the factory nurse may actually do the cotnmtathy nursing, including home visiting for the care of die sick and the of hygiene' to the families of employees. At.the other extreme, a small fac tory id a Urge community may find it highly profitable to purchase from the local risttmg nurse association the industrial nursing service which it needs. This is fre quently the only way In which nursing service of high quality and properly super vised can be obtained by the small plant ami the systerd is susceptible of wide exten sion. Between these two extremes Kes the moie common situation in which the Factory employs a nurse to serve the employees within its walls and relies on the local public health nursing organization for home visitation. It is an this case that close and inti mate correlation is essential. The member of a visiting nurse staff bas the inestimable advantage of the super vision and leadership of more experienced members of her profession- Tbe industrial nurse works more or less alone. Her task is often undefined. She is sometimes asked to render medical services which should be rendered only by a physician. She is sometimes used for clerical duties, for the management of welfare activities or for disciplinary personnel duties for which she is not fitted and which interfere with the discharge of her own proper tasks. If she is to function efficiently she must keep in 21S Twentieth Congress--National Safety Council close touch with the standards of her professional group. She must attend meetings of the local industrial nurses* club if one exists, and state and, when possible, na tional meetings of public health nurses. She must have access to the Public Health Nurse as well as the America* Journal of Nursing. She must, in other words, supple ment her basic training by a constant process of continuing education. The nurse who begins her work with sound fundamental qualifications and who keeps up with the march of progress in her profession is an invaluable asset to in dustry. She helps to keep the essential human machinery of production in smooth working order. Her labors pay for themselves many times over in the dollars and cents which measure industrial efficiency. In times of economic stress when a maxi mum of efficiency is essential, her service is indispensable. Chairman Hbidel: In order that there will be no interruption in the continuity of these two papers, "The Need for Educational Standards** and "Post Graduate Preparation,** I am going to ask Miss Katherine Favjlle of the Department of Nursing Education of the College of the City of Detroit to present her paper at this time. Post Graduate Preparation By KATHARINE FAVILLE Director, Department oi Naming Education, College of the City of Detroit For over thirty years the number of public health nurses in the United States has been steadily increasing. Begun as a means of giving nursing care to the sick poor in their homes, the rapid advances of the medical and social sciences have brought ever increasing opportunities to the public health nursing profession, and today the nurse is utilized in urban and rural districts, in homes, schools and factories, as the best means of changing the practices of daily living of the people of this country to conform to the most advanced knowledge of medical research. Employed at first by the privately supported agency--the visiting nurse association--her work soon became recognized as worthy of public support, as a good investment of public funds, saving the community money. Rapidly there arose a vast number of specialized agencies employing nurses to deal with special age groups or diseases--infant welfare nurses, school nurses, tuberculosis nurses--many of whom ministered to different individuals m the same families, with resulting confusion and added community expense. The last few years have seen a change in this, however, due to need for greater economy of administration on one hand, and on the other to an increased conception of the fact that all that concerns the health of one member of the family concerns alt members of that family. Today we find public health workers all over the country trying to think in terms of com munity rather than of specialized group needs, to study the health needs of the community as a whole and how each agency can best contribute to it--with the result tliat the number of agencies is being reduced, work coordinated, and nurses employed to work with families ai a unit muter expert supervision rather than with the special problems of infancy, childhood or adult life as such. Today we look upon all public health nurses, no matter by whom employed, as belonging to this great group working for the larger purpose of community health. If you ask how this concerns the industrial nurse, my answer is that professionally we no longer recognize her as a person apart from the rest of us. The ultimate objectives of all public health nurse* are the same whether at work In home, school or factory, as are also the underlying principles which guide their work. Practically we all differ only to the extent that it is necessary to adapt our methods of work to the environment in which we find ourselves employed--the community nurse adapt ing her work to the home and clinic, the school nurse to home and school, the in dustrial nurse to home and plant. Moreover, none of us can give her best service Industrial *Vrtrsuty Section 2W without coordinating her work with that rendered by all the others in her community; so that it is only as we recognize our common purpose that we can attain our common goal. So the industrial nurse must view her work among the wage earners of the com munity. not as something concerning only tliose enclosed within the four walls of the factor), but as part of that public health effort which the community is expending so that all of family life within that community may be lived at a higher level. She must know how to relate her work to that of the department of health, the schools, the private health and social agencies. As in world affairs isolation is being made more and more impossible, so in professional spheres it is being broken through. The rest of us envy the industrial nurse her chance to gain the attention of the wage earner--all powerful in bis family--who is usually absent when the community nurse visits the home. The visiting nurse, the board of health nurse, the school nurse---all will find themselves accomplishing much more effective work, when once the in dustrial nurse sees her relation to the rest and each helps the other for the good of the family group. This evolution of the conception of every public health nurse as a person who is at heart a generalist--interested in alt that affects the health of each member of every family in her community--has resulted in changes being necessary in the preparation - for her work. Employed in the early day*, as wc have said, as a nurse to give bedside care to the sick poor in their homes, the connection between what she was taught in the training school and what she did in the district was close; she took care of sick people in both instances. Thai each nurse was taught by the apprentice ship method, visiting nurse associations taking students and developing teaching programs, nurses being trained largely at community expense. But with the great advances of preventive medicine in the last few years, with the development of our conception of health as comprising mental a* well an physical well-being, there has come a rapidly widening gap between the knowledge of the care of the sick as learned in hospital wards and the knowledge necessary to teach people how to keep well. There seemed a limit, also, to the amount of money which service agencies could properly spend on the education of nurses for work in com munities other than their own. Gradually these educational programs have been turned over to colleges as fast as receptive institutions could be found, and today thirteen schools, well distributed over the United States, offer post graduate courses in public health nursing which meet the standards set by the N. O. F. H. N. Gradually, too, with increasing years of experience behind us. we have been ar riving at some uniformity of thought as to what constitutes the best preparation for public health nurses; and at present in most public health agencies in which policies for the employment of nurses are controlled by nurses, the following standards, set by a joint committee of the National Organization for Public Health Nursing and the American Public Health Association, are recognized. First, ail public health nurses should be high school graduates. In the old days this was not of such primary importance, as a high school education was not as universally available as it now is. But today it is unnecessary (or training schools to admit students without this preparation and tor such nurses there is little professional future. Second, a public health nurse should be graduated from a training school con nected with a hospital which has a daily average of at least fifty patients; for the very small hospital does not afford enough variety in clinical experience to make a good practice field for student nurses. It must be remembered that the public health nurse, no matter how much site has developed into a health teacher, is in this country still fundamentally a nurse, and should be a good ones--the best obtainable. Legally she should also be eligible for registration in the stale in which she works. As yet there are not enough public health nurses with postgraduate training to fill all the staff positions available, so that health agencies employing large numbers of 220 Twentieth Congress--National Safety Council nurses find it economical to set up introductory leaching programs of six to eight weeks' duration for their new nurses, and to continue with carefully planned pro gram* of staff education for the older group. Such educational programs are not usually available for the nurse who works alooc or on a small staff, so that for these positions the standard now set is a minimum of two. years* experience on a u*en supervised staff having such a program, or a postgraduate coarse in public health nursing. For alt supervisory or administrative positions postgraduate study is vIetkwt always required. These standards are becoming so universally accepted among community agencies that they are the common knowledge of most public health nurses. The increasing attendance at public health nursing courses attests the fact that mr%n realize that to gain much professional advancement such study is necessary. The only field which has not generally accepted these standards is die oodostrai one. This does not mean that the industrial nurse has a much sunplo- job, md it is unnecessary for her to know as much as other public health nurses, for her work certainly involves need of alt the knowledge and skill that she can muster; but it tf rather to be accounted for by the fact that most industrial ourses are employed by lay people who have no knowledge of musing educational standards, the group being practically tlie only one where employment is not largely under tbe direction of the nurses themselves. If the industrial nurse group is to remedy tide and to accept standards of professional fitness equal to those of the profession as a whole, special effort will have to be made by them in two directions. . First, each nurse will have to take the initiative for remedying her own cdacstaasal deficiencies, for at present few industrial nurses are fortunate enough to work Mw* modern staff education programs are provided, as is done for the comouaxity muse. Moreover, she does not have the pressure exerted on her by her superiors mga her on to better preparation, so that it will largely come through her own interest and desire. This preparation may take the form of postgraduate study; or ia large cities it might well mean getting staff education programs under way on a rather than an agency basis, to which she will have the same access as other t- rounity workers. The present system, whereby each agency sets up its own program, is a costly one when you consider that it Is community money which in the end is paying for it all; and there is no reason why such programs should not be coordinated and opened to the industrial nurse if she will make the effort to access to them. Secondly, tbe public health nursing profession as a whole must the b- dustrial employer to an appreciation of the difference between a well trained and poorly equipped nurse. The average layman's knowledge of nurses is largely to experiences with them at time of family illness, and His knowledge of education standards is lacking because we have neglected as a profession to him. It is our responsibility as a group to make him see that if cosummity agencies can no longer afford to employ the totally untrained person, sorely industry can not, so long as better prepared people are available. Jf, however, we are to recommend postgraduate study to the industrial nurse, she must be assured that the work she is given is worth the sacrifice entailed in the getting of it. What do the courses give' their students which will be of value to her? What can she logically expect in return for the expenditure of her time and savings? First, and fundamentally important from a practical point of view, the courses all attempt to make clear the roie of the public licalth nurse in the field of preventive medicine and public health; which in this case means concretely the relationship and contribution of the nurse to the industrial health and safety program, whose primary objective is that of prevention. Second, tliey attempt to break down the feeling of professional isolation which develops in each of us who lives so close to the details of our work that we fail to "sc* the woods for tlic irees" If the industrial nurse is to view her work as a Industrial Nursing Section 221 conscious part of the community as well as of the industrial Iveakh program, she herself must have a comprehension of tl>e public health nursing profession as a whole, its development and evolution, the problems which have arisen and the solutions which have seemed wise, the relationship of her professional group to that of the allied ones of medicine, social work, and education. She as an individual must be able to build her work on the past, profiting by group experience, not duplicating mistakes which come through substituting trial and error for education. Third, postgraduate study should teach her what resources communities must provide to keep their people well, so that she can guide her own industrial com munity groups wisely in the development of such facilities; and on the other hand she must learn how best to use them, once established, for the good of the individuals for whom they are planned--how the various health and social agencies are related to each other and to the whole field of public health nursing. Fourth, since the work of any public health nurse is largely that of teaching, she mmt be taught how to teach more effectively, for wc have long ago exploded the theory that good teachers are "born" so. Fifth, the work of the public health nurse concerns itself always with people-- attempting to change their habits to conform to the knowledge of science--and this means that she must understand and like them if she is to be successful. She needs to be helped to a better understanding of them, and of herself as one of them-- psychology and mental hygiene contributing much to her Increased effectiveness. Scxth. bet perhaps roost important of all, a postgraduate period of study offers i ifpm tim itj to practice in the field the work which tlae nurse will later be called upon to to, bat under tlie guidance of nurses who are themselves experienced in the arts their profession, thus gaining proficiency without some group being exploited in the process. Approximately Half of the time of the postgraduate course is devoted to das, to aa attempt to furnish experience not only in the student's prospective field, bat Id all the various types of service open to the public health nursing profession-- so that besides gaining proficiency in her own work she will have an understanding of the responsibilities of the various community nursing groups with whom she will later develop a close cooperative relationship. Too much importance cannot be placed upon the value of this field work under supervision; for skill in any profession deal- tog with people cannot be learned merely by reading about it, it takes practice and much of it to give proficiency. For the nurse who knows definitely that she is to enter some specialized field, such as school or industrial nursing, the postgraduate courses try to give opportunity to study tbe problems peculiar to those fields. In the case of the nurse entering in dustry she should have time for the study of industrial hygiene, safety, and sanita tion, and for consideration of such problems as those of industrial relations. In this fashiop she is trained not as a specialist, seeing only her little field, who if Iter position is suddenly closed to her is fitted for nothing else, but as a member of an ever enlarging profession, able to seize whatever opportunity for service best presents itself. Education becomes then not a luxury, a superimposed accessory, but a part of life itself. ^ No one claims for a minute that postgraduate study is a cure-all. It cannot create a strikingly successful public health nurse out of a person who lacks adequate elementary education, or who dislikes working with people. Because such types, unsuccessful wherever they work, often crowd the college class room In vain effort to better themselves, colleges are often judged as of Kttle value.. But given a person with a fair personality, sufficient preliminary education, and a real desire to be of service to people with whom she genuinely enjoys working, we do claim that postgraduate study will prove a short cut to professional attainment, in the long ran economical to both employer and nurse. The time is past when any industry can afford to take on untrained personnel and educate them at company expense since trained personnel can be secured for tbe same money. Mistakes are too expensive, unproductive work too costly. In most instances the well prepared nurse would 222 Twentieth Congress--National Safety Council ask no higher salary than that which industry is already paying; at least such in dustrial salaries as have come to my attention have compared very favorably with those ottered by community health organizations. The employer who thinks that he has too few employees to warrant the salary of a well prepared nurse often compromises by taking an untrained person whom he considers less expensive, or he puts her at work part time oat in other departments of the i>lant, or, most commonly. In the end goes without public health nursing service altogether. Far better than that of satisfying oneself with makeshifts is tlw plan sponsored by the N. O. P. H. N.. whereby small industries buy service at an hourly rate from the community public health agency. For then they buy not only the hours of work arranged for. but in addition, if the agency is a good one, they secure qualified nurses properly trained and constantly supervised, who bring to their work t>esidus tlteir nutsing skill, knowledge of the community, its health needs and plans, who can fit the needs of the wage earning group into the picture of community and family health. In conclusion, let me say that in this stage of evolution of the constantly changing public health nursing profession no industry can afford to employ any but the best trained nurse obtainable; and no nurse who desires to enter industry can allow herself the luxury of going untrained, if she values that sense of profession] integrity which gets its satisfaction from knowledge of work well done, of service rendered to the best of one's innate ability. Chairman Heidel: I hope you will all a*le questions. Are there any employers or nurses here who would like to ask about post graduate courses? Dr. W. R. Redden (New York City): I am not a nurse, but I should like to enter into this discussion. It is a curious thing that nurses in their training are taught to do nothing except under medical supervision and yet nurses expect to come out of that training and go into industry and handle emergency and first aid cases without any medical supervision. I was talking to the supervisor of nurses in the Massachusetts General Hospital and I asked her how much first aid training they gave their nurses, and she said. "We are not going to teach our nurses first aid; we haven't time to do it. It isn't part of the hospital work." I said, "All right, but when they get out of the hospital and are up against the problem, they will know less about giving first aid treatment than a lot of laymen who are hired by the Telephone Company, and they are certainly going to be up against it" I want to add to the training you have suggested, a definite, thorough, standard ized first aid course. The best one I know of is the one given by the American National Red Cross. They Itave a standard textbook which is the bibk of first aid, and if you follow tliat you can't go wrong; and out of that you can develop other things, because you mnst certainly know how to meet emergencies. Point 2: You are not supposed to give pills without the doctor's standing orders. Nevertheless, when you go into industry, you immediately become a pill peddler. You have beer, taught to give pills under medical supervision, as you have been taught to do a lot of tilings, and instinctively you say, "This is the thing- I am not a doctor-mental, moral, or spiritual--therefore, I will give this pill for a head ache, am! i will give another pill for.something else, and I have done my job/' Now, unless yon, as nurses, can get away from that idea and begin to realize you are an individual entity and at least have the privileges of a mother toward your group of children in industry, ami get your doctor to give orders for you to follow - yes. to follow routinely, as Miss Jacobson does in our organization--you will not be doing all you can. When you arc able, not only to cut down your pill giving to the minimum, but to increase your spiritual and moral advice to the maxi mum, then you will begin to become a good industrial nurse. Dr. Winslow has gone much farther than most people would go in the matter of telling the industrial nurse to get out into the factory and discover faulty ventUa Industrial Nursing Section 223 tion and discover the things tlt cause the difficulties you get as end results in the dispensary* I was talking recently with the full-time industrial physician in charge of the medical department in a rubber plant employing 15,000 people. He had been assistant health officer in Cleveland for a while. 1 said to him, "Wlut do you do for a living here?** He said, "We have people come Here from the plant and they arc taken care of and that is the end of it-" "Don't you go out into the plant?" "Oh, no, I never go out in the plant." "What if you get a lead case?" "If we get a lead case, wc call the engineer in on the carpet, and that is the end of it; we don't have any more lead cases." Now, I am not talking about a small industry employing twenty people. I am talking about one of the most prominent rubber plants in the rubber industry. If that is the attitude of the full-time medical men in big industries of that v-wvt where are the poor nurses going to get off? It is going to be pretty difficult for the nurse to snoop around and find out about the bad lighting and ventilation, about the dust and muck and all the rest of it, that is injuring the people who are working in the industry, and which the industry expects you People to clear up in .order to reduce absenteeism and increase the efficiency of the individuals. I would like to ask Dr. Winslow how he gets that way, if he will accept that as a good English phrase. I would like to know if tl*at type of thing can be done in industry, as far as hts experience goes, 4 The industrial nurse today is up against it. It is the most poorly organized group of nursing in the country. At the State Health Department meeting at Sara toga Springs, we had scheduled an industrial nurses' meeting, and there were not enough there to have a meeting. I was invited to tolk before a group of industrial nurses for the slate of New jersey and there were seven people there, and in the city of Newark where the meeting was held, there are over 700 important indus tries. Now, if you are ever going to get anywhere in your development and educa tion in industrial nursing, you have got to get together every once in awhile, as Dr. Winslow said, and have meetings and discussions, and see whether you have white mice or black cats. You have got to bring your problems out on the table. Chairman Heidbl: I think it is especially unfortunate that the nurses are so poorly informed. It was the point of our first two papers tliat the nurses should be informed- After she becomes established in an industry, she loses contact with her organizations. It may be her alumni organization; it may be the district or state or national organization. At the present time there ts a national membership enrollment drive to bring into the fold nurses who have backslid for some reason or other, and the new members who have not had presented to them at their training schools the importance of membership in their organizations. Mrs. Hodgson, who is a member oi Headquarters staff, is with us. She has really done more single handed than any other one person to advance the educa tional standards of nurses, and I am going lo ask Mrs. Hodgson to give us a little talk oil tlie importance of membership in the organization and taking a subscription to the magazine. _ Mrs. Violet II. Hoocson: It just Happens that I am a member of the executive staff of the National Organization for Public Health Nursing and one of its major activities is the promotion of industrial nursing; and as any staff member has jobs assigned tc her, industrial nursing was assigned to me. I can say with great emphasis that there is back*of the industrial nursing group the National Organization for Public Health Nursing, and that Is a far greater thing than any one or all of its staff members. Its staff members come and go, but the N- O. P. H. N. goes on forever. Never since the World War has jKibltc Health nursing been faced with the test that confronts it today. More ami mote demands are being made for health service 224 Twentieth Congress--National Safety Council in the community. Staffs are being reduced, which makes it obvious to you that we have a very difficult situation. But the way in which public nursing Is respond ing to this demand should be a source of pride to all of us. Back of public health nurses everywhere is the "united strength of the member ship which comprises the N. O. P. H. N-, the people at Headquarters, the work ing staff of N. O. P. H. N., the organization itself, the combined strength of its individual and corporate membership. This is a particularly difficult time for indus trial nurses, as well as other nurses. They, too, are faced with adjustments and retrenchments which are necessary. Back of the effort of all public health nurses is the N. O. P. H. N., with its services which are always being increased day by day because of increased demands for field service. Now, the ways in which the N. O. P. H. N. rather specifically tries to develop and enhance the welfare of the industrial working groups, very briefly, are these: Jn the first place, there is provided this Industrial Nursing Section. The executive committee are members from the industrial nursing field. That provides the oppor tunity which was just called to our attention, for the getting together and dis cussing the industrial nurse's problems. The Section meets each year, as you know, and it is now the Industrial Nursing Section of the National Safety Council, and meets with that Council. On each alternate year, it meets with the Biennia! Con vention of the N. O. P, H. N. Secondly, the N. O. P. H. N. has recognized the need for goals in industrial nursing, as it has in other brandies of public health nursing. Where are we headed for ? How do we know when we have arrived ? And as a means of coordinat ing the activities and the interests of industrial nurses, the functions and objectives of public health nursing have been clearly stated in our magazine. Public Health Nursing. Third, there is also the recognition of the need for better prepared nurses in the industrial, as in other fields of pubHc health nursing. It is aiming to meet these needs in this way: First, through the minimum requirements which Hiss Fartfle has stated in detail; second, through outlining and suggesting a desirable content for post graduate courses to meet the needs of the industrial nurse; third, it has prepared bibliographies of the available reading material on industrial nursing. These are available free from the National office. Fourth, there is available for a loan for a period of three weeks, a folder of industrial record forms which has proven to be very much appreciated by the nurses who are at a loss to determine what the content of their record should be; and fifth, it r**ptr:tw>s In die articles of particular interest to the industrial nurse, as well as other public health nurses, and no doubt many of you remember the special February number which was devoted exclusively to industrial nursing. " And then a fourth specific service we try to render is that of placement. This is a service to management and to the nurse: to management in that we try to find the right person for the right job, and to the nurse in that we try to place her in a job where she will be roost productive. Fifth, through correspondence there is available an advisory and consultation service. Now, this is nothing more or less than sliaring the experiences and prob lems of industrial nurses all over the country with the individual nurse, and it is only a national office that can gather and accumulate and make available this kind of information to each Individual nurse, no matter in what far corner of the country she may be. Sixth, there is the Manual on Public Health Nursing, and I don't believe that is a premature announcement to make at this time. It fs now in preparation. Seventh, we recognize perfectly well that the nurse can't buy all the books on health which she should be acquainted with. Provision is made for this through a loan service from the National Health Library. Any member of the N. O. P. H. N. can borrow any book in that library for a period of three weeks. The only cost in connection with it is transportation charges both ways. Industrial Nursing Section 225 Eighth, the N. O. P. H. N. is in a position to make studies in industrial nurs ing throughout the country. Such a study has been made recently and you are undoubtedly acquainted with it. The results of these studies indicate trends, and they also print the way for development in tlx future. What the N. O. P. H. N. can mean to the industrial nurse is not dependent sn much upon these things that we can get, these things that we can put our fingers on but rather on what use the industrial nurse makes of them ki application to her particular field, and the final result that is measured from such activities U the healtil that results to the worker and t>i his family. That is the sort of thing that the N. O. P. H. N. tries to do. Each individual nurse that contributes to its support secures m return, not only these tangible things, but she secures the strength and support of a movement that alone can take place when Urge groups are united. The National Safety Council is atl outstanding example of such organization. # Chairman Hxidel: Has anyone anything she would like to say m regard to Mrs. Hodgson's little talk? Dr. Winslow, have you anything to say in that connection? Dr. C.-E. A. Winslow: Not in that connection, but I would like to say that 1 thoroughly appreciate the significance of what Dr. Redden said. He is quite right, there are an enormous number of physicians who do nothing hut practice medicine or surgery within the walls of the factory; and a great many industrial nurses have a similar limited vision. I am inclined to think that perhaps there is more hope for the nurses than the doctors, Miss Hodsoo, I think, said that when an automobile was broken down, we >d to doctor it up, but when it was not quite broken down, we could nurse it along and prevent its "going to smash. I think there is a good deal that can be done in a pre ventive way. I can't answer Dr. Redden's specific question, but I wish Mrs. Hodg son would give some examples of nurses who are doing real preventive work in factories, and studying the actual situation. Of course, I don't underestimate the difficulties* at atl. It is perfectly true that in an enormous number of factories, somebody in executive authority has heard somebody else say it would be a nice-thing to have a factory nurse, so he says, `Let's have a factory nurse," and he hasn't any more idea what the qualifications of such a nurse should be, than an authority on Greek grammar. But he says, "Oh, yes, wasn't that a nice motherly old lady tliat took care of Jennie when she bad the measles. I'll see if I can't get ahold of her and ask l*er to come down to the plant and take charge," and that is what happens. I am not sure but one of the favorable results of the present depression may be the elimination of such industrial medical service. It is not grounded in tile consciousness of what they are aboot and will only lead to misfortune. ^ I think there are two parties in fault here, as clearly pointed out. The industrial nurses themselves are at fault. I remember attending a meeting of some industrial nurses' organization--I think it had some national name--at which every speaker, or nearly every speaker, emphasized flic fact that the industrial nurse was not a public health nurse and had nothing to do with public health nursing at all. But flic remedy at that end, the tilings the nurses can do, are very clearly pointed out. The major problem, the lack of comprehension on the part of management, is persistently the reason for the organization and existence of this Section--this thing Dr. Sappingteo and I have had in mind from the beginning. This seems to be the one way in which it may be possible to break down the wall of misunderstanding. It is difficult of course, and only a few people representing management come to these meetings, but I think the officers of this Section next year ought to consider very seriously any ways of widening this educational influence. It occurred to me as I was sitting here that it might be well worth while for the N. O- P. H. N. to have a booth in the Exhibit next year; it needn't be large, but have a few striking charts and diagrams illustrating what the work of the industrial nurse might be. 226 Twentieth Congress--National Safety Council I think it might be quite illuminating, anti it might be one way of reaching the larger nemborsliip. . Da. AUGUSTUS Baier (Western Cartridge Company) : We employ two industrial nurses. We are -very well pleased with them. They have been very satisfactory. CM course, they have been in the wosk for twenty years and have had a lot of experience, but for one I am going to stick up for the industrial nurse. I am going to champion the cause. ,, ... CtiaeruaH Hetdel: Mrs. Hodgson, have you any concrete cases yon would like to present at this time? , T _ .... . Mlts. Hodcson: That is in reply to Dr. Redden? If I understand Dr. Wrnslow rightly he had in mind the preventive aspects oi the nurse's job as related to the workers' environment. Now, that is simply the adaptation of a fundamental prin ciple of public health nursing. For example, in the home it is in a measure pro ductive, if we limit our service exclusively to the individual, but that service can bring far greater returns it we try to see that the individual lives in the proper environment. ,, Now, among the outstanding things in a healthy environment, of course, are ventilation and light, and more directly applied to industry, low heels to pre vent fatigue, and proper diet, and so on. The most strategic time to teach, of cour se, is when you arc wrapping up a finger. That is the psychological moment Tlie worker is in a frame of mind to listen. Obviously if the worker is suffering fiom malnutrition, that Is the time to get him talking about that We can do that and be perfectly ethical because we can talk about the fundamental principles of good food without violating any of our ethical relationships with the plant physician, no matter what type of plant physician we may nave. . Then, I think there arc situations where the workman is in a poor location as Jar as light is concerned. He is suffering from eye strain which obviously produces a physical condition that interferes with production, and I don't believe it is a vio lation of ethical relationships to just point that out to the proper person, the per sonnel man in tlx: plant, or if it is a very small plant, maybe the manager himself. Simpty offer the suggestion that the condition be remedied. Whether he acts or not is up to him. after all. The nurse doesn't go to the administrator with a hammer am! tongs and say the change has to be made. If she sees the worker sitting ou a bench that isn't suitable, that may cause undue fatigue, I think it is entirely within the province of the nurse to call it to the attention of the person who might do something about it- Now, when she has called it to his attention, and if she has done it effectively, if she has sold him the idea-- and he still doesn't do anything about it, then her duty as a health worker is dis charged because she can't do anything about the engineering arrangement in the plant. ,. Then. I think, too. if the nurse has an understanding of the engineer's program and the safety man's program, .she can cooperate with them and integrate her services with the services of those individuals, and ultimately industrial nursing will not be set off in a comer by itself in a plant, but will be a vital part, a cog in that whole plant machinery. She should do that, just as she expects them to send workers to her who show signs of physical, mental, or emotional maladjustments. It is a proper relationship, and in that sense I do think it is fundamental for her to have some understanding of plant hygiene. Du. Reoden : That doesn't answer the question. I am trying to debunk a lot of the* stuff, not oppose it. God bless them, I think the industrial nurse is a pioneer in tile field, just as the public health nurse has been a pioneer in that field. A lot of nurses who are not public health nurses think that when a person becomes a public health nurse, she Is stepping down a few steps. I happen to be with a Rational organisation in which that feeling was strong at one time. Oftentimes the indus trial nurse has to take care of emergency cases tmder proper supervision, so-called. Industrial Nursing Section 227 and more or less independently as tlie doctor is coming in am) out from time to time as needed. What I am trying to work out is this: no nurse, as an industrial nurse, has the right to do just dispensary service when there are problems out in the shop she must know about and in some way coordinate her efforts with Die things that are causing the difficulties, and she isn't doing her job unless sl>e does that. She ought to be something more than a pill peddler and a finger wrapper, and all the rest. I grant you that when she is wrapping a finger she can look in the eyes of the individual and say sweet things and the pain will probably disappear. You can give health advice, yes, but you are going to do a lot more for your industry if you get altold of the personnel man. or the manager and say, "l have had five people come to me with awful headaches and awful backaches- Let's go out and look at the situation." Tile Metropolitan Life Insurance Company have been doing some nice posture work and gotten rid of a lot of backaches. Dr. Stevens of the Jordan Marsh Com pany found that 70 per cent of the people standing around in department stores had difficulty with their feet because they were wearing high heels, and he put them in lower heeled shoes and cleared up a lot of backaches. That is information you must have. You must liavc that knowledge, and then you must be able to take the fellow by the arm, no matter how cranky he may be, even if he is not married, and go around the shop with him. What I mean is, you must be able to get along with people, and then find out what the trouble is, am! if you can do that, you will be doing more to forward industrial nursing than with all the teaching you might get, even ill the finest schools of public health nursing. Chairman Heidel: Our time is escaping and we must pass quickly on to the next paper. However, we can reopen this discussion later. The next paper tells us where to look for health m current literature, and will he presented by Miss Flora A. Dutcher. Where in Current Literature Shall We Look for Help in Industrial Nursing? By FLORA ALICE DUTCHER, R. N. Educational Secretary, Marion County Tuberculosis Association. Indianapolis, Ind. ^ If you have never been anything more than a splinter-picking;, finger-bandaging. Industrial nurse, you have missed a great opportunity. If you are employed hi in dustry. you are standing at an open port which leads- to a sea of folks few others can possibly reach with a health service program. To reach this group with a gen eralized public health nursing service you must keep yourself abreast of the times in every way possible, especially through the reading of current literature. Keep in touch with the progress that is being made through experiments in scientific and medical research. Keep informed of the activities of doctors and nurses who arc "blazing the tiail" in industrial work. Seek suggestions, help, patterns for work, and advice from leaders among our own professsortel women. Where shall the industrial nurses look for help in current literature? 1. Shall we look to professional and scientific magazines? 2. Shall we look to publications from local, county and state health officials and social agencies ? 3. Shall we look to universities and colleger; ? 4. Shall we look to standard magazines? 5. Shall we look to the transactions of meetings such as this, which arc pub lished annually? 6 Shall we look to reports of the Metropolitan Life Insurance Company, the National Safety Council, the American Association of Industrial Physicians 228 Twentieth Congress--National Safety Council and Surgeons, the Industrial Hygiene Division of the United State* Public Health Service, the Conference Board of Physicians in Industry, the Na tional Tuberculosis Association, the Department of Labor of our own and other state*? I. Let us consider together the professional and scientific magazines. Read--read scientific and professional magazines. "Study, to show thyself approved a workman............... that needeth not to be ashamed.** Read month after month the American Journal of Public Health. Near the end of this magazine is an Industrial Hygiene Section, where excerpts from papers and talks by leading men and women in the field of industry are published. This section is edited by Dr. Emery Hayhurst and Dr. Leonard Greenburg, who present the last word in industrial health and research: discussing surveys that have been made in Urge and small plants, dealing with all types of industrial problems from the cotton mills of the South to the steel mills of the North; giving reports from the Sight Conservation Committee, Indus trial Dental Service, the Council following a seven-year experiment of compulsory of the eyes of employees, clinics in industry, occupational skin diseases, tuberculosis in industry, industrial diseases and compensation, outbursts of carbon dioxide in mines, and many other Interesting and valuable discussions. . Don't fail to read the Industrial Health Digest, formerly the "Stethoscope* pub lished monthly as the news-letter of the Industrial Health Division of the National Safety Council and edited by Dr. C. O. Sappington, director of this division. Thi* is dtstrflxfted gratis to physicians, nurses, safety directors and others interested. As the name signifies it is a digest of experiences, procedures and abstracts of the literature in the field of industrial health and nursing. At present 700 nurses doing industrial work receive this publication regularly. Don't leave this meeting without asking Dr. Sappington to put you on the mailing list for Industrial Health Digest. Every'issue of The Public Health Nwse in 1930 carried an article of special in terest to the industrial nurse and the entire number for February, 1931, was devoted to industrial nursing. . W. W. Bauer in his "Knocking at Your Door", published in the December, 1930, issue of Hygeia, states, in speaking of the industrial nurse: "Her whole reason for being is that she is an educator. Everything she does, though it may seem like service, is done with the educational motive." Dr. Wm. A. Sawyer of the Eastman Kodak Company, in an article in the May, 1931, issue of the Public Health Nurse, speaking of tl*e nurses* position In industry, states: "It is au educational and confidential ad viser's job.** Statements such as these cause us to realize that the industrial nurse's position is one of great responsibility. In order to teach effectively or to give valuable confidential advice one must be well informed. Not only informed as a first aid worker in bow to prevent infection but also the industrial nurse should acquaint herself whh the most recent developments in her field through the magazines and chronicles previously referred to in this paper and also through such professional reports a* are published by the National Society for the Prevention of Blindness, Mental Hygiene bulletins, articles published in the American Junior Social Hygiene Magazine, those printed by the National Tuberculosis Association, the Society for the Control of Cancer, Heart Disease and-other publications. Dr. C. O. Sappington, in the February, 1931. issue of the Public Health Nurse, states. "The nurse in industry will succeed in direct ratio to the extent to which she mforms herself and finally critically analyzes the factors responsible for minor social conflicts and assists m the discovery of methods by which such conflicts can be successfully overcome." ,t , . . 2. Shall we look to publications by local, county, and state Health and Social The industrial nurse who is doing a generalized piece of public health work mm* have help or slie must know how to cooperate with outside agencies. Unless she familial izes herself with local conditions she cannot refer the individual to the proper source for immediate help. f Industrial Nursing Section 229 At the biennial nurses' meeting at Milwaukee we learned that every nurse is a communicable and social disease nurse. She must know the local laws covering these diseases and the ways to check their spread. Every industrial nurse who holds her position as an educator, or the post of advisor, should know when and where every clinic is conducted: the tuberculosis clinics, pre-natal, pre-sebool, heart, ear, nose and throat, skin clinic, general medicine and baby clinic, and should know the type of individual accepted there for treatment. She should know the Visiting and Public Health Nursing Organizations and their plan of work and have the latest information concerning the City Hospital, the Tuberculosis Association, the county and state Tuberculosis sanatoria, Family Wel fare Society, Jewish and Colored Community Centers, Foreign Settlements, and should be familiar with the county and state boards of health, their laboratories and how to use them. This and other necessary information can be secured through pub lications dealing with this type of work. 3. Let us consider looking to college* and universities for help. Through their regular day and night classes, leaders in the field of sociology, psychology and psychiatry are daily discussing the problems that puzzle every in dustrial leader. Large numbers in every plant need psychiatric advice. There was a splendid article in the February, 1931, issue of.the Public Health Nurse on "The 'Mental Hygiene Aspects of the Industrial Nurse** Job." Daily there is need of psychological and social adjustments with the individual employee or his family. Nothing would help the nurse recognize the factors responsible for minor social con flict and assist in the discovery of methods by which such conflict* can be successfully overcome (as referred to previously in this paper) more than scientific training and keeping abreast of the advancement* in these fields through current literature. This scientific training can be secured by those employed daring the day through extension night classes of most universities. Every industrial nurse should first be a public health nurse with scientific training and practical experience. 4. Shall we look to standard magazines? The June. 1930, issue of the Atlantic Monthly contained a splendid article on "How Necessary is Illness?**--for those of us who ore interested hi industrial health. In the January, 1929. issue of Harpers Magazine is a good article on "Fatigue." There is no better magazine than the Survey to get a slant on the economic and social status of the industrially employed. Hygeia magazine contains splendid articles written usually by professional people for the layman. Tl*oc will help the industrial nurse relate health lessons to the lay employee. 5. Shall we consider reading material presented at meeting* such as this one? Those of you who have heard the papers and discussion* in the various departments of the National Safety Congress tins year, and previous ones, will answer that ques tion affirmatively without further discussion. 6. Shall we look to reports of the National Safety Council, the Metropolitan Lite Insurance Company, the American Association of Industrial Physicians anti Surgeons, the Industrial Hygiene Division of the United States Public Health Service, the Conference Board of Physicians in Industry, the Department of Labor of our own and other states, the National Tuberculosis Association, etc., familiarizing ourselves with the results of llte pioneer service and the advance ment in the field of industry? In addition to these the nurse should acquaint herself with the safety program of her plant; the insurance plan of her particular industry, the objectives of the Compen sation Insurance, Mutual Benefit Association, die Industrial Commission, the Work man's Compensation Laws and be prepared at all times to cooperate and interpret in an understanding manner to the poorly informed employee and thus promote au "area of good feeling" aoxmg her worker*. In the July. 1931, Public Health Nurse, a pattern--an outline--was set up by the National Organization for Public Health Nursing in an article entitled. "Objective* 230 Twentieth Congress--National Safety Council end Functions of Public Health Nursing in Industrial Nursing Service.** These ob jectives are worth striving for. It is an outline for work and it would be impossible to mala: a more accurate pattern to meet the need, of the industrial nurse. Industries are like Will Sogers' description of the Ford. After doing repair work on the thousandth Ford, Rogers said, *Tve fixed over a thousand of them things and 1 ain't ever found the same thing the matter with no two of 'col** . _ Industries are so different in size, kind of work; technicalities, that the nurse must make the pattern fit the industry Into which she has been inducted. Only the wellread, well-trained, experienced nurse can do this. Matthew Arnold said: "One who sees life steadily, sees it whole." For the Industrial nurse who does her work well, grasps the opportunity before her, must see her job steadily--see it whole:--outline a pattern to fit her industry, build slowly and constructively. Even though year after year we fail to complete the pattern we sliould not be dis couraged. Our Eastern friends, in their attempt to make the Persian rug, spend years in completing one pattern. When it is done it is a most valuable piece of work. The industrial nurse can outline her pattern after much reading, after scientific training and experience. Then after preparation she can get out of her work exactly what she putt into it: like the woman who took her small son to church, and who, when the collection basket was passed, put one penny hi it, then left the services com plaining about the sermon, objecting to the quartet. The child looked into his mother's face and said, **You got a penny's worth, didn't you, mamma?" The industrial nurse who plays solitaire, embroider* handkerchiefs, makes needle point in her first aid room, arrives late to work, leaves early--needless to say, hates her work. It is obviously dull, uninteresting, monotonous. t While the industrial nurse who keeps herself well informed through current litera ture of the possibilities for service, gives that service constructively day after day, helping to correct the social, mental and economic evils among her people, responds to their keen appreciation for her help and forget# pay day--b building a monument to health in industry. In so doing she is experiencing more real joy in her work than she has ever known, even though she weaves her pattern slowly and makes mistakes. Chairman HxnjEx: The next paper was prepared by Miss Julia A. Weder, Direc tor of Safety and Welfare of the Giant Portland Cement Company, Egypt, Pa., but as she is unable to be with us, it will be read by Miss Elizabeth Emery of the American Museum of Natural History, New York City. What Meetings, Conventions, Clinics, and Conferences Have to Offer By JULIA A. WKDER, R. N. Director of Safety unci Welfare, Giant Portland Cement Company, Egypt, Pa. The general subject of onr meeting, "Educational Standards in Industrial Nursing", is an ever important one. It was .stressed as the primary object for organization in 1920 when a group of nurses working in industry held a meeting to form the Industrial Nursing Section of the National Organisation for Public Health Nursing at the convention held in Atlanta, Georgia. ................................. Since tlsat time much progress lias been made in industrial nursing m spite of the fact that \civ few public health nursing courses have offered specialized study to the nurse whose interest was primarily in the field of industry. Meetings, con- sentkms. chutes, and conferences have played a very important part in the develop ment of this type of work. Because of these meetings, whereby nurses with snmlar interests iiavc gotten together, discussed their work and their problems, their re lationship with their co-workers, employers and other agencies, m short pooled Industrial Nursing Section 231 their experiences, we have been able to develop certain standards for ourselves. Nat only have we been stimulated and inspired, but we have been kept informed of the progress made in our own and in allied fields. The policy behind all our nursing organizations, be they national, state, or local, *s the continuous education of Otc nurse, the development and maintenance of standards, a constant striving for the highest ideals of service, loyalty, and coopera tion. To accomplish their purpose, our three national bodies. The Graduate Nurse's Association, The League for Nursing Education, and the National Organization for Public Health Nursing, sponsor die national and state conventions. The ever In creasing number of Industrial nurses attending these conventions indicates that they are getting real practical help. The demands made upon the industrial nurse have increased far more rapidly than the opportunities ior lier preparation even through post-graduate work. Not only mast sbe keep abreast of developments in the field of industry and industrial medicine but she must know tle trend of the entire public health movement. Be cause of the great variety of subjects presented by leaders in their respective fields these National and State conventions are of inestimable educational value. In looking back over biennial convention programs we see the gradual shifting of emphasis, not only from remedial to preventive measures, Out from the point ` where the nurse and the medical department were isolated units, to the present situation where they have a very definite relationship with most other departments. The medical department in its early days was the place to which an employee went to have an injury given attention. Its function was to minimize expenses caused by industrial accidents. Today, the employee goes to the mcdkal department for all kinds of medical attention and advice, for physical examination, often for medical, dental, and social treatment. Who can say just where the function of a present day medical department begins or ends? There is a very definite tie-up between it, the safety, and the personnel departments. This interdependence was recognized by the National Safety Council. For some years at their annual meetings they had a session on Industrial Health In 1929, with the cooperation of the National Organization for Public Health Nursing, a session on Industrial Nursing was added. Through these annual meetings much should be accomplished. It is our only opportunity to meet with a national body whose interest is in the workers in industry. This is an ideal occasion to learn something of our mutual functions, objectives and problems. The national meetings of 1930 showed a new trend. The need of the small industry was recognized. Since the average small plant has been slow to work out a plan applicable to its own needs, two different plans.Itave been evolved by outside health agencies. The National Organization for Public Health Nursing, in their "Listening In" of March, 1930, called our attention to the startling facts that ks* than 1 per cent of small plants love adequate roedicaJ service, that over 60 per cent of wage earners are employed in plants of less titan 500 workers, and that 99 per cent of all plants fall within this group. The problem confronting such plants is that of securing the part time service of a nurse where the particular nature of the manufacturing process does not involve any special industrial hazard, and where the number of employees does not warrant the employment of a nurse on full time. How com munities are meeting this problem by means of local, private, and community health organizations, was described by two speakers. ` At (he Biennial Convention held last June, Miss Ersa Kowatke, of the Milwaukee Visiting Nurse Association, read a very interesting paper on `'Intra-mural Industrial Nursing Service Provided by a Local Public Health Organization." This type of industrial uunsing service is being given by various visiting nurse associations. It supplies a real need and offers certain advantages to both the employer and the nurse. The industry is assured of an experienced public health nurse, who recognizes 234 Twentieth Congress--National Safety Council The next process is stemming which is done by machine; cleanliness is em phasized here, particularly in regard to floor conditions. Next, the tobacco is placed in the cigar making machines, all processes being done without the aid ot hands. Machines are cleaned four times daily and refuse receptacles are provided to hold the leftover material After special processes of finishing, comes examination and packing. It is necessary to have good eyes for the examination and all imperfect products arc discarded. Machines are also used for putting the finished product into a clean, individual, moisture-proof envelope which insures its reaching the consumer in a clean condition. The product is now ready for the labeling division of the shipping department in which the same general orderliness, neatness, and cleanliness is carried out. Wc now come to the second important part of our cleanliness program, which lakes both the personal and environmental phases into consideration. We began by engaging an efficient housekeeper and a staff of cleaners and matrons. This group were trained for the work on the general principles of personal and environmental cleanliness. Each housekeeper was given a list of supplies, soaps, disinfectants, and others, which she may use in cleaning. This is all done from a standard list. One of the first steps was to scrape off old paint, scrub walls, ceilings, pipes, conduits, and other fixtures. A shade of gray was used on walls and pillars up to about four feet, and from there they were painted, white. Ceilings were done in white and larger pipes and conduits in blue. Sprinkler systems were done in red, of course. Windows were cleaned and supplied with two sets each of curtains so that soiled ones were taken down immediately and fresh clean ones hung. Several of the floors were wooden; these were scrubbed and lightly surfaced with oil, which helps to keep the dust down. The method of sweeping the floors was interesting: sweepers were taught to push ahead ail the time and never raise the brush from the floor, to minimize the amount of dust. Since we had a cold washed air and humidifying system prevailing the year around, this also helped the atmospheric condition. It keeps a constant force busy doing all of these things, but the company feels that it is well repaid for this expense, because of the psychological effect of appearances on the employees, encouraging them to keep their surroundings deau and also to keep clean, personally. It would be expected that since the environment of our employees has been given such consideration, that this would present a good example for personal cleanliness. This is exactly what happened. At first there was some surprise manifested, and in certain cases there was derision; but always there was interest, which meant that the psychology of example was working. We succeeded in posting signs which helped to carry the message personal cleanliness: "Your Body is a Machine, Keep^ It Clean"--"Shake ands Often with Soap"--"Wash Your Hands Before Eating"--"Drink Plenty of Water.*' We found also that if we provided dean uniforms, such as smocks aud ban deaus, this gave an incentive to prkle ill personal appearance, Locker space for outside clothing was also provided, each girl having her own metal locker and her own key. A matron was on duty in these locker room* to see that various regulations were properly carried out. It was also discovered that such regulations wete applicable to the lavatory and the toilet rooms. Another very important arm of our service has been in the establishment of our first aid station under the guidance of a physician and a registered nurse. As an accessory to this service, each employee when applying for work is given a physical examination and employees are examined twice yearly as a check on their physical conditions. Industrial Nursing Section 235 A diningroom is provided for employees where clean wholesome food is served at a very nominal fee. Relaxation and rest rooms where some can listen to music or read are also maintained. From time to time entertainments are. given and each Christmas there is a special party for the employees. Finally, our company feels that this is justified because of the returns, among which may be mentioned: the costly turnover of labor has been greatly lessened; less absenteeism bas been experienced; accidents are fewer under such a regime; production of course has increased because of the cutting down ot these various forAmnsd oaflswoa, sthtee. morale of employees Has been greatly strengthened and loyalty to the organization definitely increased; perhaps this is the best result of all. Chairman Heipex.; Is Dr. Sappington in the room? We can't clo*e a meeting without hearing from you. Dr. Sappington. Dr. C. 0. Sappikctox (National Safety Council): Wc appreciate very keenly that this is the twin sister of industrial health work, and the more perfectly that physicians, nurses, and safety engineers can work together, the better will be the resCuhltasiramccaonmpHlisehiedde.l: Is there any member present who would like to ask any questions or bring up any further comments before this meeting is adjourned? , To me, it has been a very inspiring meeting. The papers, as you have noticed, have followed an outline right down through. They were well thought out. The arrangements for the speakers and the program were made at the N. O. F. H, NHeadquarters. It all lists to do with the educational standards. I don't like to have that stressed too much because nurses go back to tltcir employers and say, "Oh, we are being found fault with because wc are net educated highly enough." The right kind of a nurse, of course, wouldn't say that sort of thing. But, for progressive education, you must beware of the changing picture that is presented to you now and don't be found in the position of a nurse whom I approached several years ago about doing some active piece of work and taking a post graduate course that was available to her, and she said, "I don't need it." Just last week she came to me and said, "Miss Heidel, I am very sorry I didn't take that course. My position has been abolished In fact, first aid has been removed from the plant. The man agement of tlc plant said it wasn't necessary to keep it any longer. They found they coukl get their entire service through the doctor, and I really believe I am at fault there." And now she has subscribed to tlvc course that is being given in New York State, an extension course from Columbia University. So, don't find yourself in the position of that nurse but be aware of the changing picture that is before you. ADJOURNMENT TWENTIETH ANN UAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL r.:- ->i Community Safety Thursday Morning Session October 15, 1931 JOHN E. LONG, Chairman Vice-President for Division of Saftty Councils. National Safety Council The Community Safety Session convened with John E. Long, vice-president for the Division of Safety Councils, National Safety Council, presiding. Chaxsmah Lokg: I would like to take this opportunity of welcoming you to the first Community Safety conference of this kind that has ever been Held. We hope that from this meeting you will go to your home cities, prepared to start organized community safety efforts. _ Our first speaker this morning is the president of the Cleveland Safety Council who is to give us what wc might call a bare outline of community safety work. 1 take great pleasure in preventing Judge Lee E. Skeel of the Court of Common Pleas, Cleveland. Essentials of a Community Safety Program By JUDGE LEE E. SKEEL Court of Comisoa Plaas, Cleveland, O. One of the greatest need* of the safety movement is to coordinate its activities. It is impossible to reach the, maximum of effectiveness until all those who are doing active safety work in a particular field give assistance to the general activity out side of their own particular scope. I need not bring to your attention the fact that the safety movement has been developed, for the most part at least, within the ranks of industry. Many of our most enthusiastic supporters have felt that H they do all they can do to teach safe ty and to encourage safe practices in their respective organisations they should not be called on to participate m community safety work. The injury that is felt by the community generally because of accidents knows no boundary lines. It Is not confined to any particular field or activity, and the loss is equally great, whether the accident takes place in industry, la the home, or upon our streets or highways. The safety movement therefore must by preventive measures include all activities, industrial and non-industrial; the safety man must be interested in preventing acci dents no matter when or where the danger may be. We must enlarge our field of endeavor, because we believe in this truth: That accidents are a tax on every gain- 237 238 Twentieth Congress--National Safety Council fully employed person, upon every industrial activity, upon society generally--a tax that can be reduced only iu proportion to our ability to reduce accidents; a tax that can be reduced only in proportion to our ability to properly meet the acci dent problem by education; a tax that can be.reduced to the extent that we, a$ a safety organization, counterbalance by safety education all of the hazards to which the community in all of its activities is exposed* As a safety organization we therefore believe in t!ie community safety program-- a united safety effort that reaches into every social activity, that bridges the gaps between, and coordinates our individual programs, thereby presenting a solid front in our attack upon accidents and that keeps in progress a well balanced effort to eliminate them. Our community safety program therefore, contemplates the coordination of all safety workers--official, civic, educational, industrial and commercial into a group enterprise to reduce al! accidents without special regard to the place or time of occurrence. Such a program should be and Is undoubtedly most effective if it be sponsored by the satety council or safety committee composed of representatives of all civic, official, and industrial groups who are in a more or less active way engaged in or sympathetic toward safety work. Such an organization though composed of representatives from these groups must function independently, acting as a clearing house for the securing and dissemination of safety material. It must not attempt to take the place of or do the work of the groups of whose representatives it is composed. The Place of the Safety Couqcfl Tlie place of the safety council or safety committee is to encourage and assist its members in their work so that they will be more effective. Such an organization furnishes a convenient place where public, official, civic, and commercial leaders engaged either directly or indirectly in safety work can meet, discuss, and agree upon needed remedies. Perhaps the most effective part of the community safety program is that of conducting a constant campaign of public education--a campaign which reaches all classes and groups, adults and children, drivers and pedestrians, employers and employees, encouraging them all to accept individual responsibility for personal carefulness keeping them ever mindful of their obligation to support the safety efforts of their schools, their employers and the community generally. It is here that much work must be done without which all other safety activities will be far less effective. It is litre that the combined energy of all safety workers is needed. It is liere tlvat our most difficult task awaits us. This is the most im portant part of tl*e community safety program. It is a ratlvcr sad commentary upon the general nature of this civilization, and yet I believe it to be true, that it is a most difficult thing to arouse people to give serious attention to the nerds of safety. Wc a* a people are not acquainted with the facts and haven't for the most part sufficient interest to find out what they are. or knowing the facts can see no direct relation between them and our own personal obligations to upbuild the moral and physical strength of the community. We live too closely within the circle of oor own endeavors; our struggle to keep up with the economic demand* of our time* has-the effect of overemphasizing our personal needs, of emphasizing self before alL else and of encouraging forgetfulness of the common good. We as a people need to be told the facts about safety, facts that if known and understood would do much to upbuild the social order and tx> impress upon us all li>e proper relationship between self and the community. We would also Icam that permanent personal achievement cannot transcend the general character and good of the community and that a strong community spirit is the foundation of all suc cess. The essentials of the community safety program must therefore include an active medium of broadcasting the facts about safety in an attractive and appealing way. Community Safety 239 The medium thr*h wbieb lids do be done depend, for the most part upon how the community is otherwise organized and whose leadership has received the greatest response. Parent-teachers associations, mothers' clubs, business men s luncheon groups, religious and civic bodies all present a fertile field of endeavor if properly approached. The safety council or committee should train good speakers to meet this need. The public press aai the radio can be effectively used if proper material, attractively printed is given to them. Many other effective avenues are at hand if we will but seek them out and give proper thought and energy to the need of broadcasting the facts. > I have said that the essentials at the community safety program are first to link all of the forces actively or indirectly interested or engaged in safety work into an effective harmonious group, and second to have such organized groups set about the task of broadcasting the facts about safety to make more effective the efforts of the individual safety workers in the group. To Encourage end Promote Hinaoajr The ultimate purpose of course in this program is to secure an enthusiastic re sponse to the demands for the use of safe practice* by everyone in all hi* social contacts, in other words to encourage and promote harmony in Ue contact of the individual with hi* community. Without such harmony the social order cannot long endure. The disasters that have come to us because of the lack of harmony in our social contacts with each other are too well known to this group to need re peating; 100,000 met a violent death and mfllions were injured m the short space of a year because of thoughtlessness or ignorance of the dangers that surround the act about to be performed. Such a picture is a challenge that cannot be side stepped and which we must meet with ever increasing energy. Our last and final step in the community safety program therefore is the creation of a strong public sentiment for safe practices through the agencies I have sug gested. Safety in Its final analysis can only be achieved through inducing all per sons to act sanely and safely in their social contacts. We are dependent for the success of our program upon every man, woman and child in the community lie coming an active part in the safety movement, sincerely striving to achieve safety- mindednesx. This part of our program requires leadership. It is not on easy matter to influence human behavior. The underlying causes that motivate human cooduct are not easily understood and until the causes can be analyzed progress will be slow and laborious. It is not my purpose to enter into a psychological discussion of this Important sub ject. I refer to it only by way of suggesting some of the kinds of people in whom we must awaken a response to the safety movement. There is the social slacker who takes all and gives nothing and takes a malicious pride in the fact that he shares no part in the burden of community betterment. There is the individualist who still lives in the days of the Puritan, standing upon his personal rights, and demanding complete liberty of action to the fullest extent of the law, without equity for anybody. There is the fast thinker who becomes impatient whsi hi* path is crossed by the slow thinker; the chance taker and many others all of whom must be induced to harmonize their conduct with those about them; all must be induced to respond to the call of safety. This as I see it is the field io which community safety work must be dons. This then is the problem of the community safety program. It is our purpose to go out into the community and by die dissemination of proper information, by instilling in the minds of those with whom we meet the need for care in social con duct, to reduce and bring to a minimum the disasters of the age. Chairman Long: Our next speaker is Mr. C L. Rice president of the Chicago Safety Council and operating manager of the Western Electric Company's plant. 240 Twentieth Congress--National Safety Count# What a Community Safety Program Can Do for Industry By c. L. RICK Vice-President, Hawthorns Work*, Western Electric Company, Chicago I was delighted to be put on the program for this talk. I do not believe that anybody In the safety movement has ever grasped the full significance of the job he has taken hold of but when a morning session is devoted to community safety, I believe the National Safety Council is beginning to grasp the fuU significance of its job and maybe the industrialists who are listening to this discussion are beginning to grasp the fact that they have a much broader job than they ever tlioughi of. I have done some talking on public safety and in my talks I have felt that the industrial man who gets himself into public safety has to approach it from the same point of view that be approaches safety in his own institution. He has to talk to hts people straight from the shoulder and mate them see that each one of them has an individual responsibility for safety in his community. And in talking to you this morning, I am going to adopt a good deal of that tone, because I fee! that my audience here today is perhaps s part of my own community. The com munity is pretty widespread, but after all this Is the United States, avid the United States is a country and the National Safety Council is making its record of public accidents hosed on the country, so we are all part of the same community when we all have part of the same job to do. ( When I think about this public safety job from an industrialist's point of view, I have to remember that twenty years ago a safety effort was bom In tins country. Twenty years ago the public at large banded to the industrialist the fact that he was too careless and too reckless in the operation of hfs industry, and made laws to control him. That control largely was from a dollar standpoint, and while the safety work of the industrialist in this country has become to a large extent humanitarian, it started, off pretty nearly one hundred percent Utilitarian; so I say that in twenty years the point of view of industry toward safety has changed. It has changed from an economic point to a moral point. The moral values are being considered modi more liberally and more earnestly now than last year or the year before. I do not discount for a minute the fact that there is a real economic point of view in the safety job and no manager or safety man or industrialist hi these times trying to cut corners, can forget the fact that there are dollars to be saved by prac ticing safety. After aU is said and done, you can measure the economic values in dollars and you can get statistics that present to you pretty well the economic situ ation you face in your safety efforts. But who can measure the moral values of safety? Who can present any valuation of lives lost, of families bereft, of earning power lost due to the loss of hands and feet and eyes? Those things you cannot evaluate in statistics and I say that now in our safety job we have to face the moral values that ate so hard to realize unless the man who is considering the proposition has the heart and the feeling toward his fellow men to give them their proper % eight is industrial affairs. You come to these meetings year after year and you hear the story told of the gains that have been made ia the safety work throughout the industrial country that you represent, and when you analyze those gains, they are satisfying of course but they come down to some pretty simple fundamentals. Why are we making the gains? Because in industrial establishments we have brought to'the individual the responsibility for his safety and the safety of his fellow employee. In addition we have forced on him a discipline that makes him bear in mind those simple safety laws, and we have tunned on our supervisory staff the responsibility for properly guarding their people, for thinking ahead, for making plans that are safe, for seeing that the housekeeping in the plant is safe, and so on. Those ate the very simple fundamental things that we have done in industry and against which we are able now to show gains with which we are pretty well satisfied. Community Safety 241 I say that we are pretty well satisfied because a good many men m industry do feel satisfied with their safety results, but after all, how long do they have the worker in their institution? Perhaps eight hours out of the twenty-four. Sixteen hours are not spent under the discipline of the industrial plant, and during that sixteen hours what happens? I think you have to bear in mind the physical law of action and reaction. Your worker leaves die pkmt unboed with the safety lessons that he lias learned and then he reacts against them. On his way home, perhaps be takes a little delight in driving faster than he should drive, because he has been repressed all day. ., In our own institution the lost time accidents occur to our people outside ol work- ink hours in the percentage of four to one. That is, we have one accident in the plant to four that our people suffer outside the plant and when you take their sleep ing hours and their eating liours out of the sixteen, certainly their exposure ^is Dot in the nature of four to one. Our record last year was one death from accidental injury in the plant and that was not really an injury; it was a small puncture wound that was neglected, became infected and resulted in death. We had thirteen deaths from accidents to our people outside the plant. Any industrial roan can ask the question, "Why should industry take an interest in public accidents? Why should industry make itself responsible for its employees when they leave the doors of tte factory rM Well, if you want to get down to econom ic considerations, I think you could prove your interest on economic grounds. I know in our own case the deaths last year cost us many thousands of dollars because many of those employees who were killed were entitled to death benefits and many of our employees who were injured were entitled to sick benefit. 1 have not placed the thing on a dollar basis because I am not interested but I believe I can prove to any big industry that it can afford to be interested in public accidents from the point of view of the dollars it costs them in the carrying on of their business. I suspect that from a public accident point of view, Chicago perhaps has one of the worst records of any city in the United States. I am not ashamed of it, I am sorry for it. Our record shews that in the nine months of this year there were 926 people killed in Cook County, an increase of 20 per cent over the same period in 1930 and an increase of 3d per cent over 1929. Is It any wonder that I, as president of the Chicago Safety Council, feel that there is something for industry to do when we lave this record staring us in the facer Yet, industry says, "Are we responsible?" And then you can step back to my argument of a year ago when I pointed out that society had charged industry with the responsibility for its accidents and now indus try was passing the charge back to society, but I have to ask the question, "Who is society?" and the answer comes back right away that society is you and I. You and I are the people who are responsible. ' You cannot pin the responsibility on the public officials of the city because the problem ts too targe. The Judge just pointed that oat to us. They cannot carry the burden; they roost be backed up by public opinion, and when you analyse that, what do you find? We hare a total of forty-nine million wage earners in the United States in normal tiroes, who to a large extent are in industrial endeavor of some sort. In Chicago, there are in normal times 1,500,000. In the little town of La Grange, where I live, we have 11,000 population, among whom there are 300 Western Electric families. That situation is true in every industrial community in this whole country. Among those 300 families in La Grange, there are a good many outstanding men who have something to do in civic affairs. They have ail been trained m safety and they all should be lined tip to take a part in the safety efforts of the community. Every industrial organization, if it analyzes itself, will find it is in that same situation. Whether it is a large community ot small, the industrial organi zation represents a large part of the population of that community and a Hr^e part of the sentiment, aikl if it is willing to do so, it can build up the public spirit with which the public at large goes after the safety problem. To illustrate to you what can be done, in La Grange we had no safety council 232 Ttventieth Congress--Natiotuxl Safety Council her opportunities wi responsibilities, and who has the benefit of the V. N. A. supervision. If the nurse is ill, on vacation or leave of absence, she can be replaced by a similarly trained substitute. The nurse, tinder this plan, has the advice and support of her Association at all times. Ia the event of curtailment the nurse resumes her work on the V. N. A. staff. At the meeting of the Industrial Nursing Section in Pittsburgh, last October, Dr. Glenn S. Everts gave an account of "The Organization and Administration of Industrial Health Units", based on the plan of the Philadelphia Health Council and Tuberculosis Committee. "An industrial health unit is a group of plants each having from 100 to 500 employees, which for purposes of health supervision are grouped into a single administrative unit with a total of approximately 1,000 em ployees. The reason this number of employees has been fixed upon as constituting a unit is that one industrial nurse, if her time is carefully scheduled and the plants reasonably near together, can satisfactorily serve that number and do the necessary travel between plants.** This plan is a unique demonstration by a voluntary health organization of the practicability of a joint health service among smaller industrial plants, which, when the work has become thoroughly organized and integrated into plant routine, may be turned over, together -with the nurse and physician who have been carrying on the work, to the administration of the plants themselves. The individual state meetings, in addition to presenting topics of general interest, usually stress specific needs or specific developments of local interest These meet ings have decided educational value to the nurse. Who has not been thrilled and keenly mterested in the work of the Frontier Nursing Service of Kentucky, pellagra prevention work iu the Southern cotton belt, nursing in the camps of fruit pickers in the fruit growing districts, and (the latest development) aerial nursing in trans continental aeroplanes? of these projects presents a. different problem, yet the underlying principles are the same. Our daily contact with employee* who look to us for guidance in health matters demands that we keep Informed of the newest developments in public health. Never was there a time when the knowledge of food values was so essential as it is now; nor did we ever appreciate tire information given us hy tl*e ever in creasing number of talks on mental hygiene as we do during this period of depression with its readjustment of the standards of living. Our local needs and problems arc brought to us chiefly through attendance at clinks and conferences. If the industrial nurse wishes to be as helpful as possible to tlie worker she must be able to answer all questions of health which the worker nay bring to her in relation to any member of his family. Therefore, she must be familiar with the community health program. She should make occasional visits to neighboring clinics where an unusual or outstanding piece of work is being done fa actus! method or procedure In some one special field as, for instance, surgical technique, physical examination, preventive measure* such as clinks for die wel! baby, nutrition, mental hygiene, taxin-anti-toxin, or tuberculosis, where the tuber culin test for tuberculosis in children is being done. If possible the industrial nurse should contribute to local conferences, where there is group discussion by health and yyiai workers. Not only are these instructive but they make for mutual under standing of each other's problems. ,. The eyes of the nursing: world have been too long focused upon the industrial nurse in the large establishment. The U. S. Chamber of Commerce tells us that not a fourth of our workers are with companies employing 1,000 or more workers, while 61.9 per cen~ are in plants where less than 500 are working. This means that management and ownership are often the same; that, except in the largest cities, these smaller Industries are definite factors In the welfare of the community. Mast employers recognize this fact and are willing to assume their share of the responsi bility. Against this fact stands our knowledge that the smaller industries have Industrial Nursing Section 233 been slow to employ a nurse. We know, too, that there are cutty instances where a nurse has been employed and this service discontinued after a short time. Why is this? Isn't R true that only too often the fault lies with the nurse? She lacks the brood vision and understanding -which are necessary if she ss to interpret the worker to his employer and vice-versa. She must be willing to study the problems of the employer as until as those of the employee; to take up responsibilities which. are not exactly nursing but which do to a definite degree make for increased health and happiness of the worker as well as increased efficiency and production tor the employer. Conditions change constantly, new methods develop, techniques arc improved, and trends follow new directions. There is no standing still. This is especially true of the industrial world. It includes the industrial nurse. If she wishes to be ready to meet the constant changes she must make every effort to increase her professional knowledge. Only by doing so will she be able to see and act quickly upon her opportunities for service and to work with any degree of surcncss and confidence. The presence of leading workers in their respective fields, the great variety of interesting papers, as well as the time and study given to moke discussions helpful, make attendance at meetings, conventions, clinics, and conferences not only stimu lating mod interesting but of great educational value. Heebcl: It is especially true that the contact with people doing a similar piece of work frequently gives us an insight into our own job. We will pass on to the next paper now, which will be given by Miss Alice M.* Ellis, who will tell us how to sell personal hygiene to our employees. Miss Ellt* is going to supplement her remarks with slides showing some of the work being done in their factory. How We Sold Personal Hygiene To Our Employees By ALICE M. ELLIS, K. N. Welfare Department, American Cigar Company, New York City The work which I am about to report was begun in February^ 1930, through the interest of the late Alfred W. McCann. Three of the company's plants were selected, those at Philadelphia, Camden, and Passiac. Although cleanliness was present to a marked degree, the company aimed for better conditions. . We were faced with the problem of bringing personal cleanliness to groups of from 900 to 1,200 or more girls in these three plants. The ages averaged from just over school age to thirty years. In the beginning: we decided that the easiest way to obtain results was through the eye and by setting a good example.. Hence we decided at first to begin on environmental cleanliness and gradually applying U to the personal phases. ^ So that you may understand the processes in our applications of cleanliness to them, I want first to briefly describe the various steps in cigar making and make some comments on these. (Photographs of these processes may be ob tained cither from the author or through the National Safety Council.) After unloading the tobacco it ia run down a steel chute and is immediately packed inside the socatied lethal chamber where it is thoroughly fumigated to kill insects and their larvae. This process is the responsibility of one man who is an expert, and he is under supervision by our chemists. After removal from the lethal chamber, the tobacco f$ placed on small platforms for airing. Pre cautions are used to keep it clean and during this process the lethal chamber is thoroughly aired of dangerous fumes. Strict humidity and temperature must be maintained to keep the tobacco leaf in good condition and It is then loosened ami moistened with a special formula* 242 Twentieth Congress--National Safety Council but we had a Civic Club which had never done very much. It was there as a sort oi a political body having an inactive membership but it was in a position to be useful. Wc got them to agree to take up safety work. A year ago last fall, they started with a public safety campaign in which they got all tiic civic and public bodies of the village interested. They have carried on and plan to carry on con tinuously in safety work. Their record shows a reduction in public accidents- I haven't the records right up to date but it is something like & 50 per cent reduction m public accidents over a period of about eighteen months. The city of Evanstou is showing the world something in public or community safety. That has been done by a Safety Council tied in closely with the public offici als of that city. The Chicago Safety Council has been able to get outlying communities, such as Chicago Heights, Harvey and a number of others lined up in the same kind of an effort that we are carrying on in La Grange. When you go back to your homes, if you are located in a community that has not started a safety campaign, it is your job to start it. When you analyse the accklent records of the country, you will find that public vehicles, trucks, buses, etc, figure in a very small percentage of the accidents. Private cars figure in a very large percentage. What does that mean? It means that you and I and your neigh bor and my neighbor and your children and my children are the people who are responsible for the accidents in your community, just because they do not happen to you is no reason why they may not happen to you tomorrow. What is your busi ness is everybody's business, and what is everybody's business perhaps is done by nobody, so here we are with a proposition that requires somebody to start some thing in the community. 1 say that the industrialist is die man who has the biggest interest, the best conception of tlie way to do the job and he is the man to do it, so I offer you the proposition now that you enroll yourselves in the ranks of the safety council of your particular community when you get back there. Maybe you will find that they haven't a safety council. Perhaps you will find that the Chamber of Commerce is doing some work- All right, get behind and push iL If you find that there is nothing going on, then look around and see if you do not find a woman's club, a men's club or some other organization in your community that never has done anything. Give them the idea that here is socuething for them to do. That is the way tliat you and I, as industrial people, can take a part in making our streets and highways and cities and towns safe for our families and for curschcs and friends and flat is one way we can help to justify our existence. Chairman Lokg: Our next speaker is going to talk to us about what a com munity safety program can do for the municipality. He is Major Robert B. Brooks, of St. Louis, Mo., and lias long been active in the St. Louis Safety Council. What a Community Safety Program Can Do For the Municipality By ROBERT B. BROOKS Director of Streets.and Sewers, St. Louis, Mo. Prof. Verkcs of Yale has set out some interesting steps to indicate how a scientist would go about solving a problem: 1. Get together die facts surrounding the problem 2. Study the problem and relate the facts to it. 3- Choose a way by which tniman beings can best be tempted to regulate them selves, in view of the facts. 4. Make tests to see if the solution is sound, later modifying the methods if need be. __ More than a million people are living in Greater St Louis. Nowhere will you Community Safety 243 find a more bur-mmded or a more considerate citizenship, and yet there are many problems to be solved in order to improve their common occupancy of this area. According to tbc dictionary a community is, (1) "The people who reside in one locality and are subject to the same taws or have the same interests; a body politic whether village, town, city or state. (2) A body of persons having common interests, privileges, etc." In this day and age there must be added to the second part of tlte definition, "in which individuals share equally certain responsibilities/* This responsibility includes the administration of affairs by the city officials am) by the individual citizens through the support and cooperation which they render, and the respect which they show for law and order. Only under such a mutual agreement and understanding can the community grow and prosper in a safe manner. This applies equally in the case of a bond issue for city improvements, the administration of a school system, the Police or Fire Departments and support rendered to charitable or civic organizations. In the final analysis the big responsibility rests with each and every individual citizen because it is within his or her power to elect officials and to determine the policy either directly or indirectly of the oilier organizations. Again we must turn to the dictionary for the definition of a municipality. "A municipality is a borough, town or city possessed of a charter of incorporation con ferring privileges of local self government/* This charter sets up the city govern ment, creates departments and defines the scope of their work, and it also fixes requirements in the matter of ordinances and legislative proceedurc. Under the St Louis City Charter, we have a Board of Public Service, composed of the Director of Public Safety, Director of Public Welfare, Director of Public Utilities and Director of Streets and Sewers and the President of the Board of Public Service. Through various depaitments and subordinates these men condurt the City's busi ness. Each'of these departments constantly is confronted with problems pertaining to safety. Each one benefits by any community safety program. In addition to these five administrative departments, wc have the Police Department which is state controlled but maintained by the City ami two City Police Courts, which deal with matters pertaining to public safety and welfare. In recent years, however, with traffic on our streets overwhelming us at every turn and taking an annual toll of human lives exceeding that of the World War, most of our attention has been claimed by traffic safety. Those of us who deal with traffic prcMems are constantly reminded of the problems of others and we know' that a community safety program includes many items. Fire Prevention Week activities just closed October 10th. In St. Louis this activ ity is sponsored by the Safety Council and the program was developed by n Com mittee which included the Director of Public Safety, the Fire Chief amt liis deputies and the Board of Education. The program exceeded that of last year in scope and results. Last year's program brought to St. Louis the first award of the National Fire Protection Association, St. Louis being the winner tn the State of Missouri. This committee exemplifies the benefit of art established community safety pro gram; it is sponsored by the St Louis Safety Council in cooperation with city offi cials, business interests and civic organizations. The work done by this Committee consists chiefly of educational propaganda. The benefits from such an activity are twofold: (a) Qm citizens are informed ami educated along fire prevention work and the hazards and costs of fire, and (b) The Fire Department is helped materially because fires are being prevented and the knowledge which people gain of their Fire Department makes just so many additional `-upporters for the Department. The fire prevention activities are but one part of a community safety program. The good results obtained are due to the fact that the work Is centralized In the Safety Council ami other organizations arc relieved of much duplication of effort and expenditures. 244 Twentieth Congress--National Safety Council Some years ago the Safety Council aided in drafting a new elevator ordinance for the city. IU special committee, because of affiliation with the National Safety Council and other Loud Councils, was in a position to get much valuable data for consideratlca in the drafting of the ordinance. Such service is appreciated by depart ment beads when presented m the proper manner. .^ At present, the Safety Council is collaborating: with the City in the drafting of a fumigating ordinance. The Council has canvassed other cities and as a result has been able to supply the city with valuable information. . These are just a few instances of the benefit resulting from the existence of an organization working along definite lines in public, as well as industrial safety. Traffic matters are handled by the Department of Streets and Sewers, therefore the main part of this paper will be devoted to discussing the Department's relation to a community safety program. As a member of the executive committee of the St. louts Safety Council for the past seven years, I can speak knowingly of the various activities which the Council is conducting in the interest of public and particularly traffic safety. Shortly after publication of die Model Municipal Traffic Ordinance, a special committee, spon sored by the Safety Council and appointed by Hon. Victor J. Miller, Mayor of St- Louis, began work on an ordinance for use in SL Louis. This committee considered every phase of the Model Ordinance in relation to local conditions, after which the Safety Council prepared a draft ordinance for submission to our Board of Aider- men for Its passage and approval by the Mayor, This Traffic Committee of the Safety Council was composed of our leading citi zens. The time which these men devoted to the preparation of. this ordinance could not have been paid for, but they did this work because of their affiliation with the Safety Council and their interest in public safety. As a result, we secured for St. Louis a traffic ordinance which differs only slightly from the Model Ordinance. At tile time St. Louis was working out its traffic ordinance, Reyburn Hoffmann, manager of the St. Louis Safety Council, was City Traffic Engineer. He war our first City Traffic Engineer and die position at that time, as row, was extremely difficult to handle. A great deal o>f the success in formulating this ordinance is due Mr. Hoffmann. __ The St Louis Safety Council nour has a Highway Safety Committee which grew out of the committee working on the traffic ordinance. It function* in the interest of street and highway safety. This committee has available all of the statistics and data collected for years. Its conclusions and recommendations are made only after careful consideration of facts. During the past few years the relations between the Potiee Department and the Department of Streets and Sewers and the City Courts have been ideal. There has been a spirit of cooperation which had never before existed and Into this picture fits the Safety Council which has upon its Executive Committee representatives from these several Departments. The Safety Council through the continual gathering of material, and the analysis of traffic accidents, is in a position 19 consult with the Police Department, the two Police Court Judges and the City Traffic Engineer. It calls attention to hazardous conditions and later makes comparisons to see what effect additional policing of the streets or installations of traffic central equipment have had 00 these hazards. We are much interested in what we might term "before and after*' studies. The Safety Council has completed spot maps oa which all traffic accidents during the past eighteen months Have been indicated. These maps show wbat intersections are dangerous. What types of accidents predominate and their causes. With this infor mation the Police Department has gone out and has checked those unsafe practices and the Traffic Deportment has installed those thing* which apparently were needed to better conditions. Community Safety 245 There an y adrnbo which the Safety Council conduct, for the improvement of traffic oondt-wuM. Ok is a Women's Safe Driven' School every spring. Lasf year COO won. c -lied for the complete course of 10 lectures, and most of them participated its lk driving The school turns out women versed not only in safe drive*, hot also m the supervision and maintenance of their automobiles. The Safety Gxmdt conducts an Inter-Fleet Contest participated in hy 60 con cerns, operate* some 3JW0 vehicles. This activity will begin its fourth year and shows an enviable record in accident reduction. Its participants reduced accidents from SO per lfMUOOO boms of operation to 30 per 100,000 hours during the fast coolest, a reduction of 40 per cent. This activity certainly helps the city in its endeavor to promote safety upon the streets. Ii we could produce the same results proportionately among individuals many of our problems would not be with us today. The safe handling of these commercial vehicles, conspicuous because of their size and color, by these 3,000 drivers in addition to improving actual conditions on the streets has a decided edu cational effect upon other driver*. The safe handling of these heavy vehicles upon our streets does much to preserve our pavements thus reducing the cost of maintenance. In connection with the Inter-Fleet Contest activities a weekly bulletin service is maintained. These bulletins carry safety messages and advance information on new traffic regulations, stop signs, etc. This information will many times avert an accident. One of the most productive methods of improving traffic conditions is through educational propaganda. People who obey ordinances voluntarily are the ones who will ultimately swing the tide against our present accident and fatality record*. People who are forced to do things through ordinance and by police regulation, with no understanding of the reason, resent this apparent imposition upon their inborn rights as American citizens and are quite likely to repeat their offense at the first opportunity. The effect of enforcement Is only as permanent as the enforcement itself. Tbit is not true when people do things because they have learned that they are right. The Safety Council j$ conducting several activities along educational lines. They have organized -Junior Safety Councils in the schools. Since 1926 they have con ducted a Careful Children's Club over the radio. This Club has at this time 459,131 members to whom safety messages arc broadcast three evenings a week. You can well appreciate the good which such an activity is producing. Through the work of the Safety Council the Board of Education included in its curriculum the teaching of safety in all grades. After this educational program was begtm in 1926, fatalities among children dropped from 48 to 29. In 1930, there were 28. Since then until the beginning of this year child fatalities and injuries have decreased. Along with the activities of the School Boy Patrol and the sincere endeavor on (be port of the Police Department to patrol every school crossing educational work among the children has had and will continue to have a great effect upon oar accident problem. It ts tay opinion that safety instruction, beginning in the kindergarten, will become as much of the educational life of cur future citizens as have the funda mentals of reading, writing and arithmetic. This statement can be borne out by the following report made by Mr. William F. Yorger. Public Safety Supervisor of tiae St. Louis Safety Council. During the 189 days oar 83,798 children attended school these were 307 accidents on the school grounds, mostly due to athletics and playing; 186 mbccUaneoos; 131 in the school brnldings, on the steps, etc.; and 146 accident* m their own koines. During the school year the total number of student trip* to and from school amounted to 63J52.W0 bat there were only 44 accident* and one fatality, that of a youngster lolled by a street car. The child has been taught to be safe not only at school, but at home. Although he apparently 240 Twentieth Congress--National Safety Council is safer Some to and from school than at home. It appears that to have the child safer at home we must reach the parents. This is another activity conducted by. tbe Safety Council. ,, They have a Home Safety Division which promotes home safety activities and conducts home safety programs over the radio with the hopes that ultimately all parents will be reached by a safety message and absorb the same safety funda mentals as have their children in school. It ip quite likely that in many cases we will not bare safety in the homes until the children now in school become the parents of our next generation. The Traffic Vigilante Committee, reestablished this past June by the Safety Coun cil, i* an unofficial volunteer body of 200 men, who in the interest of better and safer driving act as reporters of violations. Many times they also report unsafe condition* on the street, potential accident haz ards. This information helps the police and it helps our Department. Reports arc made through the Safety Council office. t .' We have four traffic inspectors who are expected to cover the city checking up on overloaded vehicles, sidewalk encroachments, and other violations. They also make regular inspections of all taxicabs and service cars- I doubt if twenty-five men could do all of this work so any lielp we get from observing citizens is appreciated. Tle Safety Council has accident statistics from years bade filed by street names and intersections and by summaries classified according to the standards set up by the National Safety Council. The office also has on file the names of all street intersections at which there have occurred three or more accidents during any quar ter year period. All of this information is available to toy Department at all times. Those records arc consulted when we are considering the installation of signals, stop signs, safety rones, etc. The City Plan Commission calls for accident records at intersections under consideration for the elimination of fogs, dead end streets or for possible street widening*. We use these records to check up on the effect of parking regu lations and to help us determine the desirability of establishing no-parking zones. The information in tile files seem inexhaustible and its possiblities for various uses are many. Neither our Department nor any other has die facilities for gathering, tabulating or examining the thousands of reports received each year. The traffic accident reports alone average 800 each month. May we again quote Prof. Ycrkes* four steps indicating how a scientist would go about solving a problem. You have been shown Ivjw the facts have been gathered concerning our community problems, how our municipal officials and the Safety Council study these problems and relate the facts, how we choose a way by which human beings can best regulate themselves in view of the facts, and then how our cooperative work makes it possible to make tests to see If our solutions to our com munity safety problems arc sound. This is what any community safety program can do for a municipality. Chairman Long: Our next speaker is going to talk to us about what a community safely program can do from the fleet operator's standpoint. Mr. Horrocks is sec retary of the Miiesota Truck Owners* Association. Minneapolis. What a Community Safety Program Can Do For the Fleet Operators By T. A. HORROCKS Secretary, Minnesota Truck Owners' Association, Minneapolis, Minn. Registration records reveal that in tt>c year 1930 3,576.400 commercial motor vehicles, exclusive of taxicabs, were in operation on the streets and highways of this country. These records also inform us that of these three and onc-half million vehicles close to two and one-half million are owned and driven by individual owners. This is particularly true in regard to trucks. Community Safety 247 In 1930 approximately 96,000 bus units were registered. Figure* on taxicabs are more difficult to secure because most of them are registered as private cars. Because the ownership and operation of buses and cabs are largely confined to concerns con trolling Urge fleets, I have elected to point my remarks more specifically as to motor trades. In this field safety progress is slower in comparison with cither the bus or taxicab because, as 1 have stated, of the numerically large individual ownership. _ We are accustomed in tracking circles to include under the caption of Beets prac tically all types of motor tracks. Because of large individual ownership of trucks, reaction to the educational features of a community safety program is more difficult to attain; yet, 1 am glad to My that a distinct measure of improvement has been noted in recent years in the control of those responsible for the safe operation of commercial units. If it were possible to place the control of these millions of commercial units under a system whereby each driver or operator would be under strict rules and supervision of a lesser number of owners, tlie task of educating drivers to operate more safely would be made more simple, and would result tn a stricter application of discipline. However, we haven't yet reached that state of Utopia, and we are con fronted with altogether different conditions. It is now a generally accepted fact that where a certain group of drivers are under one supervision, such as one ownership, the accidents caused by carelessness, discourtesy, indifference, inattention, etc. have been largely eliminated. Recent sur veys made of fleets enrolled in the membership of the National Safety Council show in a marked degree that accident control by commercial users can be accomplished. Few fleets, comparatively speaking, are large enough to afford a complete safety organization and program of their own. It naturally follows that the majority of this class of operators would be more susceptible to such activities as joint safety meetings for drivers; interfleet contests; and regular meetings of the different fleet representatives under auspices such as may be obtained through community safety organizations. . It is a matter of common knowledge in cities that have held fleet safety cam paigns that a sharp improvement has been obtained in the conduct of drivers. I know of my own knowledge that joint safety meetings with drivers have been fruit ful and productive of definite results. I submit therefore, that properly organized safely campaigns conducted by com munity safety counrib are decidedly valuable to commercial operators, for no mat ter how much individual effort is spent by fleet owners in the interest of safety, they are at the mercy of other ignorant, careless or reckless drivers. As I see it, the only possible way to solve this problem js through a joint activity embracing all the principal fleets, city and county officials and the general public. One of the chief problems of the fleet owner is to impress upon the minds of his drivers the importance of what we may cal! "road courtesy" or "courtesy to tbe public,** without admitting for one minute that commercial drivers arc inferior in manners to private car drivers. It is a fact.that the private car outnumbers the commercial units about nine to one, that were it not for il>e private car, we would not have the magnificent road systems that we have at present. Thus, it is an Important feature to cultivate the good will rather than the antagonism of the private car driver. No greater result could be obtained in this connection titan that offered through community safety organization. The fact that people observe the characteristics of certain commercial drivers acts as a strong deterrent to dis courtesy on their part. In tbe safety curriculum of the state truck association of which I am secretary, we have stressed this very important matter of courtesy to the public, with good results. True, we have probably done it for self protection; to stimulate good feeling ou the part of our customers, and to discourage the pas sage of restrictive laws and ordinances. However, the fact that almost all trucks bear the name of the employer, makes the driver more susceptible to criticism, and 248 Twentieth Congress--National Safety Council tends to influence his conduct as a driver. The community safety group could rai der a distinct service to its community in this connection. Contrary to the opinion held by many folks, employers do care and care a great deal about the deportment of their drivers. They are much concerned because they realise they are in a dif ferent position from, for instance, the industrial employer, who has his employees under observation during working hours. The commercial vehicle driver is out of sight of his employer 90 per cent of his employed time; therefore, road courtesy oo the part Of his drivers becomes a very important consideration to the fleet owner. And may I ask what greater satisfaction there can be to public spirited citizens and what greater reward can be obtained than by combining all the elements of good citizenship in a "grand and glorious" onslaught on this greatest of all Ameri can tragedies ? My friends, believe it or not, we are all engaged in one of the most monumental tasks ever given to a civilized people--the prevention of loss of life--the amelior ation of a crippled people--the defense of childhood. This task calls for the enlistment of aQ our resources and of all our civic forces, not one group but ail groups can and should respond to this call. This is no time for quibbling or petty jealousies between civic groups in the communities of our coun try. It is a call to every red blooded man and woman to end this bloody carnage. The same call we responded to so enthusiastically in 1917 Is again ringing in our ears. Shall we ignore this? God forbid! An when that time comes, that we, individually and collectively, must turn over oar live's pages of history to the scrutiny of others, may we truly say we did our part--wc fought a good fight. Chaiiuan Lowe: Julkn Harvey, manager of the New York office of the Natiaial Safety Council, is now going to discuss the remaining topic of how to organize a community safety program. How to Organize a Community for Safety 3 By JUMEN H. HARVEY Manager, New York Office, National Safety Council ; In attempting to respond to my subject I find that I am confronted at the very out set with a difficult situation. That difficulty arises from the fact that in this audience there are representatives of many communities in ro two of which the problem may he the same and suggestions which may be of value to one may be of no value to another. To illustrate, there are undoubtedly representatives here of communities with a population ranging upward to 25,000 where only a limited program is practical or possible. Or you may represent a somewhat larger city, let us say with a population of 100,000, where a little different treatment might be necessary; and, lastly, your city may be one of the few large ones which at the present time are doing no organized work, and in this class still another type of treatment may be required. Taking it from another angle, in certain of these cities, regardless of their sbe, there may be o organized effort whatsoever, or there may be some one or more activities carried on by the Chamber of Commerce, Automobile Club, the American Legion, a service organization, a local newspaper, or other agency. In some dries the schools or die Police Department may be quite active and again they may not This leads roe to the first premise, that it is very difficult to lay down a definite plan for organizing the community without a definite knowledge of the local condi tions. However, I should add that no matter what the local aituatsoa may be, there are still fundamental principles which apply to all and which may be modified c~ amplified to suit specific conditions. Community Safety 249 Community Safety--AH Inclusive Before going further, and in order to remove any lingering doubt which you may still have as to just what a community safety program consists of, I would like to fftad*#. one point which has already been made, namely that the community safety program is not designed for any one phase of safety effort but is all-mdusive. Its purpose in general is to reach every man, woman and child in the^community in a program largely edocational in character and designed to so publicize the subject that it will work for the creation of an attitude of safety mindedness on the part of all. This kvolres the worker in the plant, the individual in the home and all of us on the streets highways, either as drivers or pedestrians. This means that there should be activities designed specifically lor industry, the public, and the l*otne. I refer specifically to this subject because l have been led to believe that industry sometimes feels that the community safety program is designed to cover public safety only and does not contain a line of attack which can belp industries specifically. This conclusion is erroneous for there are many activities of a purely industrial character and of great value to industry and industry alone. Furthermore, industry for perfectly obvious reasons has a vital interest in accidents occurring to its workers on the streets and in the homes and second only to accident* occurring in their own plants. The First Step If you are interested in organizing your community for safety, the first step will be an analysts of the community. This involves: 3--What is the local accident situation? In almost every American city we know that the accident situation is bad and am be greatly improved. However, our information should be more tiian general and from Police, Health Department and other records we should as certain at Inst the number of fatal accidents occurring and die general trend. 2--What is being denef The answer to this question would include an analysis of street and highway activity on the part of the Police Department; safety work in general in the schools, activity oo the part of automobile clubs. Chambers of Commerce, service clubs and others. 3--What are the chances for support? In other words, is there an active interest in this subject? ^ Has the press been active m calling attention to the accident prevention problem? . . , ., Can agencies which should be interested be educated to an attitude of romd where their support can be secured? . Assuming that the accident situation exists, that you have a proper knowledge of wliat is being done and that the chances of support are good, the next step would be to determine the type the organization would take. What Type of Organization The answers to the foregoing questions will point the way to whether you are ready for a full blown organization, such as has been previously described to you, or feet that the program for the time being must be more modest in character in order to build up a greater measure of interest and support. Assuming that you are ready for the larger program, I should point out that in the community work of the National Safety Council extending over a period of twenty years, councils have automatically divided themselves into three groups--A. B. and C. Class A. councils are confined to larger eities where a full-time manager is re quired to do the job. ^. Class B. councils are confined to cities smaller in sire where the part time of some individual can be given to the work. 250 Twentieth Congress--National Safety Council Class C councils are confined to those cities still smaller in size where tile effort must be entirely voluntary. Dependent, not upon the sire of your city atone, but upon all local conditions, you must decide which type of organization will best fit your needs. leadership However, let us remember that it is not alone necessary that there be a need for community safety work; that the chances for support are good and that we are satisfied as to the type of organization needed. Probably the roost important of all is the necessity for proper leadership. At the outset there must be one or more of you mIio arc sold on tl*c idea and are willing to take the lead in building up a pre liminary interest. This involves a discussion of the subject with various outstanding leaders In your community and tlie celling of those people on what should be done. After the smaller group has been sold on the task, we should first secure the proper sponsorship for the organization. In some cases the mayor of the city can be in duced to call together representatives of various agencies which should be repre sented in the safety council, if the council is to represent a proper cross section of business ami community life. In other cases the Chamber of Commerce or other organization might be the proper one to initiate the movement. Regardless of the sponsorship, the larger group called together should be composed of 1-Men who have an economic interest in the accident prevention problem, such as die president or general manager of the street railway company, taxicab company, representatives of the industries, retail merchants, auto dealers and insurance Interests. 2---Mm having a public responsibility for accident prevention such as the mayor, commissioner of safety, chief of police, fire chief and health officer. 3---'Public spirited citizens and representative* of community organizations di rectly interested such as, chamber of commerce, motor clubs, parent-teacher associations and women's dubs. 4----People who can assist in the promotion of activities such as the uchool authorities, the churches, luncheon clubs, etc. However, prior to calling, these people together, the small working group pre viously referred to should interview representatives of the leading industries, public utilities, insurance interests and automobile dealers directly interested in the pre vention of accidents and get these people definitely sold so that when the entire group is brought together you can count art a very active support from at least certain groups. When the entire group is called together, the local situation should be set forth in detail, the story told of what is being done, a description given of what the organization set-up would be, type of activity described, and the meeting finally culminating in a decision as to whether or not the community organization will be formed. It automatically follows that committees would be appointed to draft Appropriate By-Laws, a program of activities with supporting budget, a method of financing the work and lastly a plan of administering the work. In planning the program and its complement, the budget, you will of course take into consideration the size of the eomrfiunity. the amount of money needed and the possibility of raising this money in your city. To be all inclusive, your program., as pointed out before, should deal with many types of work, such as Public Safety in general Industrial Safety Child Safety Home Safety Fleet Safety Fire Prevention The program would be set up not with the thought that every activity would be CowtmamYy Safety 251 started at once but that it would be the ultimate objective of the council. As an organization practice, there would radiate from the governing board standing com mittees for each of the major divisions of the work. It obviously follows that after this preliminary work has been done and the coun cil formally organized, it will lastly be a question of raising the money and starting the program wheels in motion. The Limited Program While the complete plan which has been described to you may be the one desired, yet the analysis of your local situation may lead you to the conclusion--and right fully so--that you are not yet ready for such a radical step and tliat it will be better to start in a modest way. If there is one thing which we should guard against it is attempting to do the impossible, and 1 am personally of the opinion tiutt there is a tendency among us, who are enthusiasts and anxious to sec a job done, to be a little too optimistic as to what can be done and as a result our efforts may come to naught. Until we are absolutely sure of our ground, we should be content to make a modest start and grow in a normal way. This type of program involves the same analysis of the community and a decision on just what can be done at the present time. It may be an industrial activity. It may have to do with the protection of our children or it may have to do with certain engineering features of the street and highway safety problem. In any event, a small committee genuinely interested would be organized and the limited program decided upon, definitely put on paper, aud carried through to a conclusion. THU -would involve, not the setting up of a Safety Council as such, but simply the organization of a safety committee, possibly as a part of some such organization as the Chamber of Commerce, or it may be the calling together of all National Safety Council members with their representatives constituting the committee. By way of illustration, may 1 point out an activity now under way in South Nor walk, Connecticut? South Norwalk, with other small cities which adjoin it. lias a total population of approximately 40,000. Representatives of certain industries in that area attended a state-wide safety conference in New Haven last April and heard an address on "Organizing a Community for Safety." As a result, a few enthusiastic members of the National Safety Council joined together and, after consulting with us, decided upon just one activity for the coming year and that an industrial one. The matter was then taken up with the local Chamber of Commerce who agreed to assist by handling all details in connection with the program. The one activity in question is known as a Plant Representatives Section and consists of a scries of monthly meetings participated in by an accredited representative of twenty-five in dustrial plants. These men will meet once a month for a social hour at dinner, to be followed by a two-hour discussion on fundamental industrial safety problems. South Norwalk feels that through the medium of ihl* series of dinners, everyone participating will definitely profit. Further, it will stimulate greater interest its the value of community work and a year from now they will be able to expand their work and take on other activities. t might add that in addition to South Norwalk, four other Connecticut cities have indicated their interest in the starting of a preliminary program and it is hoped that by the first of the year some activity will be going on in each of these cities, all growing emt of the discussion of the subject at the Connecticut Safety Conference ha April. A great many ether illustrations coukl be given of limited programs along specific lines sponsored by Chambers of Commerce and miter organizations. I personally fed that such a program, although rot of the type most to be desired, affords a method of getting something started. However, if the work is to be inaugurated in that way. its sponsors should have ever in mind the ultimate object of a complete community wide safety program. 252 Twentieth Congress--National Safety Council What You Can Do The purpose of this gathering will be of value ooly in so far as it produces results. If we meet here, listen to the papers presented, participate in the discussion, and are convinced of the potential value of community work, and then do nothing, this meeting will have failed in its objective. Jf you are agreed that something should be done in your community and are willing to assist; the National Safety Council stands ready to give you its fullest cooperation. After a period of twenty years we have built up a wonderful fund of information touching on every conceivable phase of community work. We will be glad to adapt this information to your needs and where possible meet with you locally and help push the good work along. A record of attendance is being kept this morning and it will indicate those cities in which, so far as our knowledge Is concerned, no community safety work is bong done. It will be possible for us to follow up and ascertain your specific interest and let you know of others from your city who would be interested in starting the ball rolling in a community effort m your dty. When such an appeal is made to you we hope that your answer will be immediate and to the effect that your support can be counted upon. The Council is committed to the policy of community safety as one of the mediums of approach to the solution of the accident problem. However, in the final analysis the Council cannot do the community job--that must be done by the community it self, and we can only be of assistance m pointing out some of the thirds you can do as well as some of the things that have proved snares and delusions to others. C. E. Gault (Mine Safety Appliances Co., Los Angeles, California): I would like to get some information on what the American Legion can do in putting across a civic program. Sidney J. Williams (National Safety Council, Chicago) : Our National office has had quite a lot of contact with die Legion just lately. John Half of the Nuked Bureau of Casualty & Surety Underwriters in New York, wbo b a Legionnaire, has been working directly with the national officers of the Legion and Ms orgasizatiaa is about to publish a pamphlet containing a suggested outline of activities for local posts of the Legion which will be distributed throughout the country. That will be mostly for small communities. Were you referring to a small or large community? Col. Wit. M. Myers (Managing Director, Richmond Safety Conned, Richmond. Virginia) : I am indeed pleased to see such an assembly here this interested In community safety. What we need today in each community is another Ur. Rice who made his talk on community safety from an industrial standpoint. F*rh indus try in every community has an interest in the safety of that community and there is no one activity in your community which goes further to make your industrial family happier and your entire city a better place in which to live than a commtmity safely program. He has told you that thirteen of his employees were killed duriog non* occupational hours to one while at work. In some cities and in some industries, it runs as high as twenty. The small industry that Is taking no active part In safety today Is the industry that is having a large number of accidents, and a community safety program can eliminate most of those accidents in the small industries. In the city of Richmond, in the two years previous to an active program in the public and parochial schools of that city, 64 children were killed in 1927 and 1928. During the two years of an active child program only 33 were killed,--31 lives saved. Isn't that worth the effort? We have numbers of industrial plants who took no interest whatever in safety before the community program was organized.- We have reduced the frequency of Hie accidents from 24 per cent to 50 per cent in a period of three years. That means a whole lot of happiness for the community. ADJOURNMENT TWENTIETH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL m Psychology and Safety Tuesday Morning Session October 13, 1931 The first session of die Psychology Class convened with Mr. W. H. Cameron, Managing Director of the National Safety Council, Chicago, presiding. ' Chairman Cameron : It seems superfluous to introduce Dr. Hulbert became l>e has talked at the last three or four conventions, but we are going through the formal ity of introducing him. Dr. Hulbert is the most famous psychiatrist in the United States- He is known throughout the country. . I will only say a brief word about the substance of bis addresses. He is going to talk about normal psychology. It is not his intention to present to you a lot of freakish cases, but the practical aspects of psychology which will be interesting and valuable to you in your work. LECTURE NO. 1 Normal Thinking--Its Surprising Vagaries Until the Mind is Disciplined By HAROLD S. HULBERT, M.D., F.A.C.P. Chicago, Illinois The cruel fact that we arc forever making criticisms of others Indicates over expectations of the mental-emotional part of human nature. If others over-expect of us while we do oar average best, it is conclusive that we are all ignorant of the limitations and tendencies of human nature. . Tbe penalty of discouragement follows self-disappointment from failure to attain improbably high self-cxpcctatioos. ,, Ignorance of hidden mental mechanisms is responsible for these mtsjudgmcnts of what humans may be expected to do. . __ The baric reason for this ignorance is lack of reiilixing the inevitable and inseparable connection between the body, its health and nervous systems (crude central nervous system, and tbe ancient and uncivilized dual sympathies) and the mind with its emotions, available memories and impulses and tendencies to react in certain typical or habitual ways. Psychologists have stressed only one side of this connection, physicians have stressed the other, and only psychiatrists stress both the physical and iKurological-peychotogical in proper proportion. A working knowledge hdpfui to all is not too difficult to obtain and Is really an interesting study. **Tn these days of mechanical safeguards, 95 per cent of all accidents are due to man-failure," says Carney. "Attention of those interested In safety, therefore, may well be devoted to the mental causes of `man-failure.*" 253 2S4 Twentieth Congress--National Safely Council Ambtvaknct There is one very ioteroting mental trait known as ambivalence, or bi-polarity. It means that thoughts come to mini in opposite pairs: k means that emotions come to mind in opposite pairs, and it is of importance to you in handling men to realize this tendency. . Let me give an example. A person stands at Goat Island, Niagara Falls, and be thinks of his safety arid steps back. He might think of his peril, which is the opposite idea, and plimge forward. Both thoughts come to every person's miud at the same time. It may be that be is aware of both these thoughts, the peril and the safety- In that case he is paralysed, rooted to the spot where be is. (Holding eg) the first two fingers of his left hand and holding his right Hand horizontally across at the level of the tip of the first finger.) A mountain peak rising above the ocean appears as an island, but if we lower the water level, we see another peak of the same mountain range. Ambivalence is lice these two fingers: one of these is apparent to the individual and be reacts to that, but if you look in the lower levels of his mind, you see that the other or opposite idea is in his mind too. Or. to take the case of a lady who is visiting a new mother and she picks up the tiny infant and croons over It and talks baby talk and says with a smile, *'I could crush you in my arms, you dear, sweet little thing," and laughs. Where did she get tins idea, "1 might crush you." It is in her mind or she would not say it. Two thoughts cocne to mind at the same moment. "1 could cherish ami protect you in my arms to my death, if necessary," or MI could crush you to your death." Ambivalence; two thoughts cocne to mind at the same time. , That may explain to you, then, why some persons are fascinated by danger and the over-emphasis of safety work, the peri! of working over this kmrt of a vat of hot metal, an acid vat, this punch press or what not. This dangerous thing may so fas cinate the individual that subconsciously he creates accidents. He imperils himself instead of trying to save himself. So in your talk on safety work, tell the men their peril and tell them the advantages of being careful, both at the same time, because they are both in their minds. Then you select the one which should be stressed, namely, safety. Ambivalence. That is bow persons who at times arc most loyal may become most hateful toward the company or organization. We love-hate many persons. The growing boy love-hates His father. A great many men have learned to love-hate their mothers-in-law. We take an opposing attitude toward many persons. Phantasies My second point is much more common/and that is the mental habit of indulging in phantasies, p-b-a-n-t-a-s-i-c-s, and not f-a-n-t-a-s-i-e-s, daydreams, wistful thinking, wishful thinking, wasteful thinking or reveries. They are four types of phantasies: 1. Anticipatory 2. Worry - 3. Retrospection 4. Vengeful The most common is die anticipatory type. These daydreams of the future are very commonplace; they are by far the'most common type of thinking that goes on in the minds of persons younger than 64 'years of age. Some of their characteristics may be mentioned. They usually occur when we are unoccupied, for example, between awaking and arising, when sick or convalcscixicr. when traveling or alone in a crowd. These thoughts are usually vague or shadowy and not clear cut These thoughts are usually so extreme as to sound absurd to another if told. These thouglits have many inconsistencies one part with another. These thoughts are almost always personal or relating to one's own self. Therefore, we do not tell others of daydreams. They are personal, for example we never daydream abotst good lock for somebody else so much as we daydream about good luck for ourselves. They are a bit heroic. They are the show-off type of thought and the interesting thing is that this imaginary audience be- Psychology and Safety 255 lore whom wc are acting such great things is either a very tiny audience of one or two persons or else it is a world-wide audience and never is a medium-sized one. This wishful thinking is very, very self flattering and self gratifying. It is very, very personal aod it is highly emotional. These phantasies may be very short, they may crea be momentary (and he snaps his fingers here) or these phantasies may be long. 2D or 30 minutes long. These reveries may be unique and occur but once in a lifetime or Hr phantasies may reoccur again and again and again modified and edited aod nauseated upon and changed from time to time. People regard these phantasies as the basis of plans and ambitions. I tell you they ar ooc They regard these phantasies as "the cheapest of indoor sports." I tell you ibey are not. They arc very expensive to the personality. People regard daydreams a* a piciTint anticipation of some lovely thing that is going to happen, believing that Aty can enjoy it in advance and enjoy it again when it occurs. I teU you that that is mc for you can enjoy it only once. Some say that reveries may be used to mmku an otherwise drab life rosy but 1 say it is only suitable for prisoners aod jiiiwn aod others whom the caste system dentes any possibility of advancing in life the nwgh their own efforts. PImosks take the mind of the individual off the work at hand and carry him into a dijdb fn world. They are sweet. Persons who phantasy a great deal are obviously .Overacted. we can usually spot a daydreamcr because of his abstractedness, nwwjjiu do not lead to happiness but they lead to disappointment later and the more L | yrrn tbc the greater the disappointment in the ordinary things of life. So n actmBy becomes a most expensive mental habit. It so happens that phantasies is * take his mind off work at hand and although he may look at his work tcfait >* with his actual eyes, his "mind's eye" is elsewhere and thus he is pre- toward contributing to a great many accidents. It would not be fair and proper, gentlemen, for me to tell you that there is this ^^^1 habit, that it is commonplace and that it makes persons accident prone, unless at I should tell you how the habit may be first identified and second, changed. All if they were to be expressed out loud in clear cut phraseology would begin with one of these three phrases: "If", or `'When", or "I wish", e. g., "If I had mi extra $400------ " and then daydream about where he would go in a Plymouth car, and so on: or "When I see so and so------ * and then a long daydream of a lovely episode, or "I wish I had------ " some possession or attribute. My objection to this type of thinking, gentlemen, is that it Is dishonest. You haven't the extra $400, and dishonest thinking distorts your appreciation of the realities of tile. So I urge you, whenever am "it,** "when,'" or "I wish'* thought come# to mind, take it oct and scrutinize it and see If it is a practical tiling or whether it is a fan tastic and if it is a fantastic thing abandon that train of thought. If it is a practical thing, then the laws of human nature are that you do wd! if you _ do some* thing a**** it physically--motor, with your hands, manual preferably, and right now! That is the prescription.* "Do something motor right now when a phantasy comes to mind, or dismiss the thought" I will teU you in a detour comment why. Emotional Allowance You all know what we mean by tbc word budget. You think at once in terms of a financial budget, ot allowance. You have so much money to spend over such a length of time. If I should speak to you about your physical allowance, you would grasp what I tn&an. that wc can do so much in a day. 1. Tired 2. Fatigued 3. Exhausted You know if you overdo a little bit, you become tired. If you overdo a great deal you become fatigued. If you overdo enormously you become exhausted. By tired, we mean you can recuperate in the ordinary rest periods, like over night, over the week-end, or over the summer vacation. If you arc fatigued, it takes a pro- 256 Twentieth Congress--National Safety Council longed rest period to become refreshed. A person who is exhausted never returns to normal health. We have at the Hines Hospital, Speedway, a great many cases of ex hausted hearts in soldiers from the strain of war thirteen yours ago; their health will never be good. Financially, you know it is the same thing. You run On credit, and the next payday you square up. If you Spend too much you run io debt and It takes several paydays to get square. And if you overspend your budget enormously you are bankrupt and never get a good credit rating again. . I want to tell you, gentlemen, that there is also an emotional budget or allowance, and that we have only so much emotion to spend day by day. If we overspend we become emotionally tired. If we vastly overspend we become emotionally fatigued. If we enormously overspend our emotions we become emotionally exhausted. Daydreaming is the dissipation of emotion, and a person who has not adequate emotion is a listless, apathetic, unreactive sort of person, of not moth use to himself or the world; certainly not fit for promotion. E-motion. Now the word "emotion" has as its root, "motion." Emotion is that which puts us into motion. It is initiative--the self-starter. If you have an idea and Httle emotion connected with H, you might tilink of the idea and do nothing about it. But if the idea is highly emotional, you arc bound to do something about it. The emotional port of our life is of vast importance and should not be wasted hi day dreams. Furthermore, when we indulge in these pleasant, anticipatory daydreams about some moment, and in the course of time that moment finally comes to pass, instead of reacting to that moment vividly as we should or as it deserves, we react in an apathetic or disappointed manner for the emotion for the incident has already been )|K1U. Self disappointment and disappointment in the world and self consciousness follow indulgence in reveries. _ Dissipation of emotion is emotional thinking without a motor outlet. Worry There is a second form of phantasy called worry. It has the same mental mechanism except, instead of saying, "I wish," you say, "I wish not," or MI fear", and except the mood is sad or anxious instead of happy and self-satisfying, and the time is the present or immediate future instead of the more or less distant future. It is horribly exhausting to the individual and makes him very ungracious socially and uuwekorae. The mechanism of treatment is the same: do something about your worries or quit thinking about them. The embarrassment of doing something about most of your worries is so painful that it is better to quit thinking about them. Worry doe* no good, but the rule 'is--do something, or abandon that train of thought. Retrospection There is a third form of phantasy called the retrospective, which is poisonous thinking. It always begins with, "Oh, if the past had only been different," for example, "Oh, if the sheriff had only met the train," "If I had only sent the telegram," "If I had called the doctor sooner," etc. The reason that type of thinking is poisonous and leads to insanity, if indulged in to excess, is this: There is nothing more we can do about it. The past is past Your mistakes of the past arc just as much ancient history as your grandfather's mistakes, and there is nothing you can do about altering having made them. When you find persons indulging in excess m that type of thinking, beware of their sanity and Stability. Revenge Phantasies There is possibly a fourth type of phantasy--T am not sore of this--Ac venaeful or revengeful type. The reason we are not afraid of criminals when they tome out Psychology and Safely 257 of prison is that they have spent so much time plotting revenge, they have exhausted themselves emotionally; hence they come out listless* inactive, noo-spontaneous per sonalities. If I ever get in trouble with anyone, I hope he will spend his time day- dttsumng about revenge on me. He will be harmless. He could not motivate himself to hurt me. . - If I ever get in a fight with anybody, I am not going to daydream about how I am going to get him. 1 aro going to get him; do something about it. You have a great deal of risk, then, of vengeful phantasies destroying the integrity of the personality of persons after strikes. Those persons must be delicately handled. When an individual has been off from work lor any length of-tisne from any cause, whether be has been injured, or sick, laid off because of non-employment, or for disciplinary reasons, it is the duty of his superiors when he comes back to work to see that his first task h made a success 1 If you will make Yds first task come out right, you will then have a rehabilitated, useful workman. If you do not make his first task oome out a success, you will have a mild, chronic, invalid on your hands for ever so long. The same is true in your home life, and the same is true in school, that when persons return to duty they must have their work so arranged and simplified, and such invisible assistance given them that they "get away with it" to their credit, so they feel good about it ... Therefore, it is important that when a person has been skk or injured that he be returned to light duty--the binnacle list as we call it in the Navy--just as soon ai possible. To keep him from what? To keep him from daydreaming about his wrongs or work, which daydreaming makes him more or less useless. Priority Establishes Normalcy It is said, and I tlnuk-correctly, that priority establishes normalcy for the indi vidual. I mean by that, that if you were brought up in a polygamous country you would naturally think it quite proper for one man to have many wives, but if you were brought up in a monogamous country you would probably think it improper for a man to have more than one wife,-at a time. Priority establishes normalcy. Heridity, however, establishes what is normal for the race irrespective of what might be the first episode of Jts kind in the Ijfc of tire individual. . Hand and jb^jnd Work Together Our studies of btologyihave .taught os that it U normal for humans to apply their mind and their hand. to. the same task* at the same moment, and it is abnormal for a person to be so dumb that he has to have' somebody do all his thinking for him, being oaSy a hand worker with a strong back. It is equally abnprmal for a person to regard hfansHl a* such a sheer thinker .that he can not do anything with his bauds. That is why we like the engineer, the surgeon, the sculptor, the actual creative writer, the composer, and such .persons, because, those>persons work with their minds and their hands at the same task at the same moment That isnocmal.- Furthermore, it brings greatest happiness as well as makes > the- personality; more .substantial. ! If you look back on some of the happy moments In your life, you will find it was when you.were working with your, hands at something you- were thinking about, making a garden, building a motor boat* playing golf, or what not. Escape Reaction* ... _ . There is a characteristic of humans to escape from, painful situations. I recommend against the indulgence and the habit of making mental escapes, because escaping from a problem does not settle the problem. It remain* full force when you come back to it. If a problem confronts you, it is better to work at it than It is to run away from it, lest it haunt you. - - , . The suspbatt-escape,, of course, is truancy, .to skip school or stay away from work because you have a mild:headache some day when they are taking inventory, or some other hard job h waiting for you. 25S Twentieth Conyress--Nattonal Safety Council Another form of escape is to tell a lie. It takes two to tell a lie: the person who tells the lie and the person he is afraid of, afraid to tell the truth to. If your work men ever lie to you it is more or less half your fault Another form of escape is to escape into daydreams. If we are very poor, we day dream we arc rich and stay poor. ... Sometimes persons escape from their troubles in a very interesting way psychologi cally, and l will waste a few moments of your time to discuss this condition. Hysteria Hysteria means emotionalism. Wc are all hysterical whenever we are emotional. If vou make a birdie at golf, or hold four aces, or something, and get a little twitter out of it, you arc hysterical at that time. But the disease hysteria is a different thing. That means such a degree of over-emotionalism that you cannot live normally. There have been volumes written on it, and I suppose more or less of yotir time has been spent on the side in light reading oa such things as psychoanalysis, complexes, and God knows wliat. I think I can simplify it for yon in a few minutes. My conclusion is, please do not read any more. Tt does not do you any good and it may make you introspective. 1. Repression 2. Incompleteness 3. Conflict, in inner mental life 4. Time displacement , The causes of hysteria are regarded by some people as due to repression : regarded In- oilier people as due to incompleteness; by other persons as due to conflict (m the iwner menial life especially) and by others as due to a time displacement. I mean by lime displacement the thought the individual thinks is a normal thought for human beings to think, but comes in a wrong time of his life. _ li is quite all right for a roan seventy or eighty to make his will, and change it, and contemplate death and his soul's damnation or salvation, but it is quite out of ->rder tor a boy of eighteen or nineteen or twenty to write poems on death. The thought is proper in the human mind, but it comes at the wrong time. __ It is quite aU right for the boy of eighteen or nineteen to think of having two or three girl* on tlie string at the same time, but it is quite out of order for a raati of U itv-five to be thinking that thought. The thought is normal, but it comes at the w long time. So sometimes you get hysteria from normal thinking coming at the wrong time of the individual's life. That is the English viewpoint of the cause of hysteria. Repression. An individual wants to do something and he may not; others will not allow him to. and he develops a hysteria based on this repression. When a goes on Ins honeymoon with his sweetheart and her mother comes along (she is an old prune and refuses to let the children hare any privacy) lie de velops a repression, and of course be wants to kill her, for he wants her to leave them alone, so be develops hysteria. . The incompleteness is the French viewpoint The things that are incomplete make us sick. Father's textbook said--1 being the son of a minister may quote the Bible' `Hope deferred maketh the heart sick." I will tell you what tint sickness is. It Is hvsteria. . , ,, * Incompleteness. Now we are back for a moment to this question of phantasy. A thing which is totally incomplete is more sickening than a thing which is only partially incotnplrte. I recommend, if you have any tendency to emotionalism, that you leave nothing totally incomplete where you can do something about it When you get your mail, jot down the answers on the backs of the envelopes- Partially complete that answer and you will have less anxiety. . The most common cause, although tliese really are the same thing, is conflict. An individual wants to do something and he knows he should not: he is at war with himself. You are the worst possible enemy you can have; and. the most exhausting quarrel is to be at war with yoctrself. You want to do something and you know it is naufilii'-, you know it i wrong. You know you may not; you know it is uneonvention- Psychology and Safety L 259 at; you know you will be caught if you do, and so on, but still you want to. Tint is sickening for the reason that you never get away from yourself, and you take your troubles with you wherever you go. The common forms of hysteria arc: 1. Anxiety > 2. Conversion hysteria 1 + -- } of any function of tlie body. . Distortions 3. Traumatic Anxiety is the most common form. We arc tense and anxious, and we feel tight. Anxiety involves the sympathetic nervous system which involves the glands of the body which affect our health. Many persons, however, can carry mental anxiety and tension without change. There are some people--we don't know why--who cart not carry anxiety. Tfiey Iiave developed what we call coversion hysteria, where they convert their mental anxiety into physical symptoms. The interesting thing about this conversion is that the symptom which they de velop is always momentarily adequate, although it rruiy be very destructive, expensive, or pamful to the individual later. These conversion symptoms may be an increase, a decrease, an absence of, or a distortion of any function of the body-^muscular strength, sensations, taste, smell, poise rate, r what not. Increase, decrease, absence of, or dis tortion of any function of the body may be caused by hysteria. The most common form of hysteria that you will meet is the fluctuation of interest and eagerness and aversion toward ordinary things of life. For example, if your wife and >ou have agreed to go to play cards at a certain person's home and you sort of don't want to go and mention it at the supper table, about quarter past seven you get quite a headache and she tells you to take some aspirin, and you do. You don't want to go to this party, and your headache gets worse. It gets around half past eight and you have to call it off. Then somebody else, a good friend of yours, calls up and says, "Let's go out and see 'Green Pastures' " or something else that is more interesting. In a few minutes your headache is gone and you say, "That aspirin worked fine." Thar fluctuation: first an increase then a decrease in the sense of pain is hysteria, emotionalism. Shell shock during the war is a definitely hysterical reaction. No coward ever got site!) shock--he ran away before the conflict in his soul became ex treme, the conflict of the instinct of self-preservation vs. the instinct of preservation of Im group. My objection to hysteria, this fighting yourself, not. settling your own problems, is tliat if hysteria be continued for too long a time it leads to a state of irritability and fatigue. Hy*tria-**"*'(Irritabnitys Fatigue.) Neurasthenic**-*'Hypochondriacal. When a person is in a state of irritability and fatigue, we call that person neuras thenic. It means the nerves are tired, and they show themselves in their irritability. Neurasthenia is caused by protracted mental conflict. If neurasthenia is protracted too long without settling the problem, the individual then becomes sick in a form which we call hypochondriacal, sick without much being the matter. That is a Greek work. "Hypo" means "under" the chondrium, and "chondrium" is the cartilage under the ribs, so the hypochondriacs have pain below live ribs, and without know ing any Greek the American who uses slang developed the phrase "belly ache," and a hypochondriacal person is a "belly acher" as we know the type. It means the same thing. These persons must be helped physically, but particularly thetr problems must be settled to relieve that internal mental conflict, that hysteria. Traumatic hysteria is a form of emotionalism after injury where the symptoms persist functionally after the organic injury has heakd. or where the symptoms re- 260 Twentieth Congress--National Safety Council turn functionally, full force, from time to time, after tbe wound ha healed. If is * ioim of oooverakw hysteria. It is often rdaUd to the thought* which were in the mind of the individual at the tine of the injury; it is sometimes related to thoughts of the complication of the injury such as compensation for the injury. A* examples of the last point engirt be mentioned a weakling bride, of the spoiled child type, who became a tyrant ever after ber husband spanked ber o their honeymoon, and site used the weapon of 9cai*hralldisB ms ber conversion symptom. Another example is the persisting of symptoms pending adjudication of a man's claim before the Workmen's Industrial Compensation Board. * ... . . A typical case of traumatic hysteria was a woman riding in a taxicab one noon in the loop. As the taxi turned to the right to go around a comer, it was run into in a collision with the fire department truck. The woman was thrown across the cab and broke three ribs; she suffered severe pain from the fractures. After the ribs healed, the pain continued for a long time. Eventually it disappeared, only to return from time to time suddenly and as painfully as ever without any recurrence of loosening or separation of the bony fragments. Conferring with her and taking a careful his tory brtht out the fact that if she was sitting quietly in her apartment and beard a fire department passing in the street below, she would instantly have the same sharp pain in her side where her ribs had been broken. Or if she was In a taxi and it turned to the right, the old pain would come back full force. The reason for this was apparent only when we brought out the fact that there was a sharp conflict in her inner mental life at the time the accident occurred. Q. Wiicrc were you going and what were you tliiukmg at the time you were struck? A. I was going to the lawyer's office after lunch to have a conference there with hsm before court resumed for the afternoon session. ^# Q. What was this law suit, and how much interested were you in it? A. 1 was getting my divorce. 4 Q. Had you loved your husband when you first married Iran? A. Yes, I had fallen in love with him. And then I fell out of love with him and in. love wit!* another man. Q. Had you ever cheated with this other man? No answer. . Q. Well, never mituL As you grew up, were you trained into and did you accept thc belief that divorce was an awful thing? She nodded affirmatively. Q. Had you any assurance the second man would marry you if you became di vorced? ', A. We had talked about it, and he had said lie would, but I was not certain. I was s*ck with the uncertainty about that, and I was aghast at the prospect of being permanently unmarried and unsupported because my husband really had been good to me and in many ways I hated to close that episode of our life together. But I did love the other man even though I knew it was wrong for me to da so. That was in my mind when the fire department hit us. Happiness -vs. Fatigue Let me speak of something different for a moment, the role of happiness in life-- and I am no sentimentalist. Yes, I am; we all are. It was my fortune at one time during the war to be attached for a very brief period of time to a British Army Hospital. All the patients there were dressed in blue, a certain light-colored blue. Their caps, blouses, shirts, pants, stockings, slip pers, bathrobes, overcoats, everything was blue of a certain shade; They were known as Blue Boys. Everybody in toan knew them. We would see these convalescent Blue Boys at the cinema, or walking along the streets. *_* In this particular hospital there were men who had chronic infection, like rheuma- tUtn or anhriti*. trench fever, and so on. These men were being studied as wet! w Psychology a>ul Safety 261 treated, and one of the studies was that a group of medical officers and sergeants would sit at a table downstairs on the first floor to which the soldiers would come up oee at a time. The medteoes would put on the blood pressure apparatus and take his Wood pressure and test his pulse. Then he would walk upstairs. It was ao old building, and from the first to tbe second floors was quite a long walk. Upstairs there were some other officers sitting at a table keeping the records, and they would record his blood pressure and pulse, and in that way have a measure of the energy it took for him to go upstairs, hour after hour and day after day. At five minute intervals these* soldiers would come up, and an hour later a soldier would cornc up again and go through the treadmill. We got to know exactly how much effort it was for this map, this ipaji, and .this man climb the stairs. Then, as a test, one Saturday morning a Sergeant-Major came in and read off a list. These men are denied shore leave or liberty to go downtown this afternoon and evening; Staythe, Robinson," and somebody else. These men, now unhappy, were found to be fatigued after they climbed the stairs and were measured. From these measurements, it was shown that because of their unhappiness it was a greater ef fort for them to climb tbe stairs, as compared to their efforts before being unhappy. At ten minutes after twelve the Sergeant-Major came m and corrected thc list. He said. "Some of these names are wrong. "It is Smith', not Smythe; it' is Robertson, not Robinson," and so on. Their next tests showed that these men now made happy went upstairs With the same little effort they had all day long week after week be fore and with much less fatigue than when unhappy. Unhappiness produces fatigue. Fatigue, you know, contributes toward accidents and inaccuracy, so there is'a role in business for happiness. How can you make your men happy? The rule is simple: Happiness is* a state of mind which accompanies your carrying out in part at least*, activities in which you, yourself, have shared a little hi tb planning. If we vffll let our workmen and others share a little in plans, then they can work on that work without fatigue; without so much inaccuracy, with out the tendency toward producing an* accident. Of course, do not let them share more than they are able 'to share properly; Happiness does not consist of patronizing them. It does coh'stsr in hamliitg them'well-dcserVed compliments in proper proportion. Free Will One of tbe most debated points in all forms of philosophy, including psychology and psychiatry, this question of free will. Has the individual any ability to make decisions for himself? Is there such a thing as*'freedom of the will, or are wc slaves to oor inheritance, our environment, * our endocrine glands, and so on? It has been studied pro and con. * The viewpoint which I believe and which you can accept as a very workable one is this: There is such a thing as freedom of choice, or free will, by resolution bearing on die future, I doubt very much there is any such tiling as free will in an individ ual's mind of what he is going to do at any one moment. There are too many other things influencing at any one moment to allow us much freedom of choice, if any, but we can look ahead and say. **| will keep ray temper better " or "I will be more thrifty," or ``I will make greater effort to get up when 1 should," "I will try to please the folks better, "Next time I see that chap I am going to sock him, I won't get into another argument with him; I will hit him first," or whatever it might be. We can sort of plan our life a little bit. Then when these moments come and all the forces which bear on the so-called psychological moment are playing chi us, there fs also this past resolution as one of these factors, and that helps us to decide. So wc do lave some ability to plan our lives in advance, and the most important thing, the psychiatrist says, is that you plan your mental life soundly. The greatest menace to sound mental thinking is the menace of indulging in false thinkings, the leveries. the phantasies, the wishful thinking and worries which are apt to lead to hysteria and alt'these complications. * 262 Twentieth Congress---`National Safety Council Wednesday Morning Session October 14, 1931 LECTURE NO. 2 Personal Application of Some Mental Hygiene Rules By HAROLD S. HULBKRT, M.D., P.A.C.P. Chicago, Illinois In review, for a momeut, of what was said yesterday, "Clear orderly thinking may become habitual by self-discipline aod knowledge in practically all healthy men of good inheritance and average opportunities.** Emotions affect human affairs more than intelligence or reason--for example religion or politics or love- This is so because intelligence and reason and ability to suspend final Judgment were evolved long after appetites and emotions and emotional reactions appeared in the history of life on this earth. I told you yesterday that we believe there is such a thing as freedom of choice or free will, but that it is in making decisions in advance. The personal applica tion of that idea to safety is this: that by rehearsals and making decisions in advance we can head off possibility or probability of surprise. As you know, surprise is a state of mmd where there is no clear, orderly thinking. Thoughts are in confusion- It is duriug this period that the complications of accidents grow. Accidents may come with almost instantaneous rapidity, and throw into a surprised state of mental confusion. We said yesterday that one of the vagaries of the human mind was to indulge In wistful and wasteful thinking; that it is important and normal to apply the hand and the mind to the same task at the same time; and that individuals can best be kept busy because they are interested and happy in their work. Oc cupation is the best prevention of misconduct, of bsd habits, and of bad mental habits. May I tell you a little story? A girl who had been working on a punch press for some four months was re-examined by the psychiatrist at the place where she was working, and he commented on the fact that she had all her fingers. She said. "Yep, it's only them wot think* wot loses their fingers/* She was a feeble-minded girl, but what she meant was, that only those people who think of things away from their work, the daydream type of thinker, are the ones who lose their fingers. ^ Wc said yesterday that the important thing to control phantasies was motor activity on practical matters; that there is a second type of phantasy known as worry, where the time is not the distant future but the Immediate future or present, and the mood 5$ sad, and that the proper way to handle worry is to do something about it or dismiss the thought May I Kive you an example? I maintain that it is very good business for the foreman to direct one of the workmen to telephone occasionally home or the hospital, it the foreman knows that the man's wife is in-thc hospital expecting. He should call to inquire as to her progress. He should be permitted to call home aod see how the little girl is taking care of the then baby, so that his mind may not be cluttered up with worry, and sc that he can return with concentration to the task at hand. We spoke yesterday somewhat of emotions or moods; that these energizing things in our life, these emotions, are of vast importance. It may be of some interest to know that moods or emotions fatigue and diminish. You have noticed that in campaigns. You have noticed that in slogan campaigns. In the highest Psychology uwd Safety 2(.3 type of persons, and there are not many of them, ideas will outlast the mood, but In most persons the mood will outlast the idea and color the next thought. The rate of rebound of mood is hereditary, aod may be modified by training in self-control early in childhood or early in employment. If you can not get over your grouches then do not have children. Probably you have not tried hard enough 1o get over them. A person is mature when he takes over self-training and when he becomes open-minded. Projection We human* are gifted with two particularly peculfur traits. One is known as projection, that we are able to see in other, people our own faults, but we are oblivious to those faults in ourselves. When you find somebody sneering at this or that characteristic, or this or that person, you know pretty well that this person is handicapped in that way himself but does not know u. Identification We also have the ability by a trait which we call identification to see in others our own good traits, either actually good traits or traits which potentially we inight have. The boy sees the drum major coming down the street, and he imagines himself as a drum major with an enormous band behind him. When we read a good book or see a good show, we like some character in it because we have, by identification, placed ourselves in the role of that character. That can probably be made use of in handling men by fostering what is, in boys aud young men especially, hero worship. It is very important. thcr_ that we set an example which may be copied because others will identify themselves with us. It is perfectly impossible for an officer or an official in a company to enforce a "No Smoking" sign while he smokes as he goes through the plant; similarly, the man who comes late to the office cannot make his staff be early. They identify themselves with the official. The World of Fact The world we live in, gentlemen, is the world our ancestors lived in, and there fore it is a world that people can live in, That is obvious. The world of fact is a world which can be inhabited. Our human inheritance equips us to meet, without perishing or being crushed, the incidents of life and the experiences which countless of our ancestors had and in spite of which they survived. The human mind has the greatest capabilities of any organ of any living creature and its mam function is to so adapt to the procession of changes in the environment that the individual does not perish and does not hurt others in his efforts to succeed. Sanity is adaptability. There are a few exceptions, yes; earthquakes and such acts of God, the death of a lover the night before the marriage, or the death of a growing sou. There are a few tragedies that are so rare we cannot cope with them, but there are only six or seven of them. But as a rule we can live in this world if tve are honest m ottr perception of it. I think we have all enjoyed looking at the Philco advertisements of two pic tures side by side, one of them grossly distorted and the other one clear and sharp. Thetr point is that their radio apparatus makes music sharp and not distorted. You certainly would not try to walk on the streets and on the ground if you had glasses which were warped and would distort the surface over which you walked. You would stumble, but with clear vision you probably can walk safely. ,, Mentally, it is still more important that wc have the proper mental vision of the world of fact In which we live. 264 Twentieth Congress--National Safety Council How are facts distorted ordinarily? They are distorted by this wistful, fanciful type of thinking, the "I wish0 type of thinking, or the "if" or "when" type of thinking. From your point of view, the safety point of view, we most consider this: that distorted, wistful thinking causes the sin of omission, causes people not to be alert, and when an individual is not alert of course he is predisposed to cause an accident. . I think you can get along with ail the people you know, unless they arc essentially vicious or wicked or hostile to you, if you the item up honestly. But the dumbest thing a person can do is to wish that somebody else were dif ferent from what he actually is, to wish that some of your more or less distant relatives were different from what they arc. It only makes you dissatisfied with them and docs not help domestic harmony. Comparisons My next poiut is specific comparisons.. There is a tendency .of persons,to compare specifically one individual with another. We think it is the proper thing to do; we think it is a stimulating thing to do. I think it is a very dangerous thing to do. .. .. ..... . ; . ... Let me give you an example. (I have told this story before.) Suppose- a woman says to her husband some morning when there is some snqw pa the ground freshly fallen, and she. knows his habits, "Why. dop't.you,shovel our sidewalk as welt as Joe Tomlinson does? lie lives on the corner and Jus two sides to shovel." She thinks by making that specific comparison of ho- husband to some one specific man it is going to stimulate him. .. ,. Actually, this is what goes through his mind: "If she -wanted to marry a chsmpioo* snow ?hovcler, why didn't. she, mar^y, a white wipg?, Furthermore, J never liked joe very much any way, and the old lady she ain't so hot, ana l wish we liver) in an apartment." He even comes in and shakes the furnace and breaks the handle to the grate., he.is so. angry. . There is nothing gamed by any .such specific comparison.. What she could, do with propriety is to compare him with the average of his grotip."Why don't you shovel our walks as well as the average man in our subdivision?" That would stimulate him. . ,. The same way In handling your men. When your foreman says to a workman, "Why don't you do as well as Oscar Strauss?" he hates Oscar StrSUss, he Hates his foreman, he hates his management, and he hates himself and there is ho gain. But when you put on little campaigns of one safety teatn against another, Shop 4 against Shop 5, and so forth, that is fine. It is not an ind-.-iduat, specific com parison. . ., - .. ' - When you compare yourself with someone else, no good is gained. If -you compare yourself to someone who is above you, you are jealous of him and hate him. If you compare yourself with someone not on your level,, you become snobbish and cocky and careless, and there is ho gain. Yet, gentlemen, that is a very common thing to do and is. in part the cause of so much of the inferiority complex we hear about nowadays, comparing ourselves with someone else. Often, persons make comparisons of themselves with others and develop self pity. The definition of pity differs from the definition of sympathy In -that we have sympathy for our equals and pity for our inferiors. Forexample, if Iiliould see an accident of a human being and. a dog ruii over- by a - bus, 1 would, have sympathy for that,man: I would have pity for the dbg. When ah fodiyidiial pities himself because lie has made comparisons, lie makes himself more inferior than he actually was before. - .- Then there are men who compare times: the good old days whin old man Brush was in charge, and the present time with this superintendent. Those Psychology and Safety 265 persons arc an evil influence in team-work in group effort. Some persons make comparisons without realising their own shortcomings. They become paranoid, p-a-r-a-n-o-i-d, a mental condition which is incurable and tends to get worse. They become more and more fault finding, more and more suspicious, and final ly get delusions of interference, of persecution, and they become hostile. They are very dangerous, and when you find a paranoid person in your employment get rid^ o^ him iustanter. There is no room iu competitive industry for these paranoid persons. The condition is not curable. It tends to be progressive. Inferences Another human trait which we can make use of is the trait of making in ferences. An inference is a conclusion based on slight data. All of u* smart folks think it Is fine for us to make inferences for we can do it^ and pity the poor durab4>ell$ who cannot do it It is supposed to be mental gymnastics {of the classes. Actually, making inferences is a bit tricky and sometimes dangerous. Who is the most important person in the world tod^iy, October 14? There is only one answer, gentlemen, and that is yourselj. That is the correct answer. If you do hot believe that you are the most important person, that your welfare deserves most of your attention, that your teetH&ches require most drips to the dentist, and so on, that your bank account needs most thrifty handling, then you are going to perish. You must look out for yourself first. Wc are all emotional about ourselves because of this self-interest. It is an axiom that highly emotional judgments sure not very good judgments, and that cold, caljfnV deliberate judgments may be correct. We are always emotional about ourselves In any'decision which we might make, and I said an ihfercuce was a judgment based, on slight data. So it is quite likely that any inference you might make about yourself will be wrong; that you can do very much better in drawing conclusions where you are technically trained, as in your business, them you can about yojjr personal life. So possibly it is welt to get some advice oh how to handle snaking, inferences. The Kighest type of thinking is called by the lawyers judicial thinking--very complimentary to their profession (sic). The Highest type of thinking we scien tists call scientific thinking--very complimentary to our profession. The highest type otthinkirg, actually, is the ability to suspend your judgment. While you suspend, your judgment to get data enough to draw a permanently sound conclusion you should react to the preponderance of the data at Hand. 1 am not recommending that while we get more and more information to make a true judgment we remain paralyzed or inactive or wishy-washy. You should reart, but you should suspend your final judgment until all the available data is in, and be'open-minded to receive new data. ' There* is a' tendency so often for persons to infer unfavorably to themselves. That is bad mental hygiene. For example, an assistant bookkeeper gets a message that the boss wants to see him at ten o'clock this morning, and be begins to infer one unfavorble thing after another. "I wonder if he knew that last week I was away from the office out in the rest room for about an hour and a HaJ listening to the radio report* of the World!* Series games. I wonder i be knew I, parked, my car near a fire plug in the yard, I wander if fie knew I was latp last week. I wonder if he has heard about my kissing that cashier," and.so on. T^as that money lender been in touch with him?" The poor devil gets hkqself in such an unfit state of, mind, that when he does come to see the man who sent for him he makes a poor impression. * He might have inferred just this: Every conversation begins with *7 want:" every Iptte?, telephone conversation, or what not. "I want something." If the boss sent for the assistant bookkeeper, he should, infer "The boss wants from me something I. can deliver, probably our account with Dodge Brothers/' or some- 266 Twentieth Congress--National Safety Council thins else. He should infer favorably to himself. "I don't know what He wants, but since he sent for me it is probably something in my department. I can give it to him." and he goes in, head up and chest out, and makes a good impression Whcu he infers unfavorably to himself, he cringes, he half paralyzes himself, he makes a wretched appearance. Suppose there in a matter about which he wants to see the boss, about such a thing as a raise in pay; the family is grow ing. needs are increasing, and he hasn't had a pay raise for some time. He spcn<U the intervening two weeks thinking, "Well, times are hard and he has* let off this man, and this man. and maybe be will let me off.** He listens around to the gossip of the mood of the boss, whether he has had good coffee, whether he is irritable, and so on. He goes in with a hang-dog attitude, and probably doesn't ask for his raise. He has inferred unfavorably, that the boss would not grant him what he wants. He should infer at least favorably to himself. The hot* will give him a fair bearing. The successful salesman, of course, realizes this thing particularly well. 11c infers rather favorably to himself. Any person who is trying to put across a new idea, be it safety or what not. should infer favorably that he will get a reception to his ideas. 1 will tell you this: Whcif you infer favorably to yourself, eight times out of nine you will be right and one time you will be painfully, woefully wrong, but that is better than paralyzing yourself five times to four times you succeed. We worked that out during the war in aviation. A flight is up. and one ship turns and goes back. If the men were permitted to infer unfavorably, they would say, "Oh, there goes Black. 1 wonder what is the matter with him. If he had gone to bed early and cut out his drinking he probably would have had his machine well oiled. I didn't gee drunk last night. I took care of suy machine. I am ready to go." Somebody else infers he is a yellow coward, and they infer one thing after another. Finally he comes back with two men on h:s tail. Because the group inferred unfavorably they arc slow to come to the rescue of the old scoundrel. He goes down, and maybe one or two more on our side with him. That was too ex pensive. We trained our aviators to infer favorably. Each one trained in making favorable inferences about others in his flight said to himself, "Oh, there goes Black. He knows something I don't know. He's doing the right thing about it under the circumstances; if I knew, I would be doing what he is doing. Good old Black! He's on top of his job, and so are we!" He comes back and they arc eager to go to his rescue, and get the two Huns, increasing the odds in our favor. So you have to infer favorably to have enthusiasm in your team work and joint efforts. Self disciplined persons arc really happier than the totally repressed or than the self-indulgent with their extreme reactions. Promise* A piomise is regarded by the scientist as an expression of intention, expressed now to do something at a future time under circumstances which we can foresee. Most people regard a promise as an oath, which Is a different thing. An oath must be carried out at any cost. A promise is an expression of intention. I recommend that you do not make very many promises, but rather you express your intention obviously and say to somebody, "I intend to see you at ten o'clock this morning by the telephone booths downstairs," or something like that. That is the way to say it. You might get a nosebleed and be in the washroom, and you couldn't possibly be there at ten unless you wanted to look a right. You ate not full master of everything that is going to intervene in that time, and you are apt to break your promise and disappoint yourself and disappoint others. You must be very chary in making promises. Correct promises are made Psychology and Safety 267 D.v., Deo volente--God willing--or with some loophole. H * best to say. ` I intend to." If you cannot carry out a promise, the thing to do is to get in touch with the person to whom you made the promise and a*k permission to change the agree ment as to what is expected of you. Sometimes you can not get in touch with that individual. It is good mental hygiene to assume that if he knew about the change of circumstances, being a reasonable person he would grant you per mission to vary the agreement according to the new circumstances which have arisen. You must infer favorably that you are permitted to chauge your promise provided the intention to fulfill it as close as you reasonably can remains. Now we come to the problem of death-bed promises which have caused a lot of mental anguish. If I can interrupt myself to tell a story, I hud a Major in the army as a patient. His father had been a Lieutenant-Colonel in the same regiment, and hts grandfather had also been an officer of rank in the same regiment. They were all of a family that had been in the regular army. The father, dying, says, "My boy. I attained the Lieutenant-Colonelcy. I have never been a Colonel. It has been my ambition and my father's before me that one of ut should attain that rank. Will you promise me ere I go that you will heroine Colonel of this regiment?" . "i will-1* That was too rigid a promise, gentlemen. This is the type of m.m he was: A man who was very happy in engineering and very unhappy with troops be cause he did not have that little element of command-personality which would make him successful in command. You know how it is in the service, that you are two years with troops and three years away on detached engineering duty, then two years -with troops as a Major, and three with troop* away. He was unhappy when with troops. The first term with troops he was morbid. Later, when he was back and assigned to troop duty he began to drink when First Lieutenant. A* a Captain, when he came back to duty with troops, he began to gamble as well as drink. As a Major with the troops he^ began to run around with otlicr officers* wives, drank and gambled, and was dismissed from the Army and court-martialed. But a fine man in many ways when detached on engineering duty. Being exiled from the Army, how could he become Colonel as he promised his father? He could not, and he became a hopeless and morbid individual, de pressed because of the rigidity of this death-bed promise We should not invoke too specific promises from a person. His father should have said, "Will you do your best to carry on the family tradition and get as high in the regiment as circumstances permit?" "Yes, father." Then he could have lived up to that, but the specinc promise was too rigid and he could not attain Who is your own worst friend? Yourself. As we giow up we make self promises. "Under no circumstances will I ever do that." Maybe a child has seen his father hit his mother, and he says, "If I ever get married, I will never hit my wife." He grows up and gets married, and one time they are swimming. She starts to drown and grasps him, and tlwic is only one thing to do to get them both ashore, and that is to hit her on the jaw to make her momentarily unconscious. He should, but the seif premise stands in ins wav and they both drown. What net gain? None. So your self promises, where they have been helpful to the individual, should be retained, and where they interfere with the modernization of your life should be edited and brought up to date, and the best way to do it is to generalize it. Promises arc enslaving if too specific. 26f* Twentieth Congress--National Safety Council Cbanctvr Character means decisiveness, in the personality. A person of strong char acter is a person who can make decisions for himself, and a person of.weak character is one who cannot make his decisions, or cannot hold them if he has made them. . The beginning of character is at home. We should permit children to make decisions for themselves within their ability to decide safely. "Will yon wear your galoshes or robbers today, dear?'* when there is half an inch of snow or slush on the ground. Mother has decided the boy will wear some form of foot wear, and she lets him decide what it wilt be. She begins to develop character in him. She lets him make some decisions. The same in business. Tbe chief clerk should permit the new office boy. who has three messages to deliver, to decide for himself whether he will go to the Roanoke Building first, the Pittsfield Building next, and tbe Capitol Building next, and in that way develop business character in that new employee. If be says too specifically, "Go here, and then there, and thirdly there and come back and report." and allows the individual to make no decision for himself be is going to make a rather weak character out of that person from a business' viewpoint. A man at home who is not permitted to make his own decisions, whose mother-in-law decides whether be will wear rubbers- or take an umbrella, or what not, will never get higher than third assistant to some inferior position. The man who will not let his wife make decisions on money matters, the spending of her money (it is a fifty-fifty chance that he will die before she will, or she will die before he docs), is not developing in her a business character so that she has the ability to make decisions in the ftandling of money, and yet be leaves her ail his estate. We must permit persons to make decision* within their ability to make decisions. That develops strength oi character, and there is no other way. Percentage of Error The expected percentage of error. Human beings make a great many mis takes. In every type of mistake, where we could measure the causative factors, w'c have found that in sincere persons more errors are made because they are humans than because they are wilfully wrong. I mean tint the inevitable per centage is greater than the personal contribution in the total percentage of error. So when you have occasion to criticize some person, realize that part of His mistake at least is not his own fault, actually the greater part is that he is only a human being. ' The Human Graph All human beings can be classified*by a certain graph which we will call the human graph. ' A three per cent almost parallel to the base line, a gradual sloping up twelve per cent, a rapid sloping up fifteen per cent, a broad plateau of forty per cent, slightly domed. Then, on the other side, is the rapidly sloping down fifteen per cent, the gradual sloping down twelve per cent, and the practically flat three per cent. All humans classify according to this graph, by any standard whatsoever, within a plus or minus one per cent error: three per cent failure, three per cent of glorious success; twelve per cent dismal, twelve per cent strikingly fine; and the big, middle normal here. It should be our ambition, by any standard at all. to be high average, and that is the proper ambition--to be high average. Psychology ami Safety 269 Take the tardiness record at Western Electric. Three per cent are very fre quently tardy. And the alibis they bring in! Maybe they live in Maywood. There are no bridges-except a stationary one over the Desplaines River, and yet a lot of them say they were bridged. Three per cent are tremendously early, an hour or so, and they study International Correspondence School books. Twelve per cent are frequently late and are an annoyance. Twelve per cent are exceptionally on time. Most of us are in the mid 40% of normal.--Another example is the cash in pockets of persons who pass through the Union Station, a few. beggars, a few' persons with payrolls, but most of us in here with $6 to $26 in our pockets. The safety record of a group of persons is the same. Three per cent arc definitely accident prone, and you should eliminate them. Twelve per cent need painstaking education, but you can help them a great deal. Keep them. Three per cent are so overly cautious that they never make a mistake of commission. Twelve per cent are exceptionally fine. Most of us arc in here. In your safety work you should devote your attention to the normal big raid seventy per cent, because you will get more dividends for tlte involvement of your time effort. The tragedy of nature la that sixteen out of seventeen of each extreme perish or are never born. Nature abhors extremes- As I see it from my viewpoint of life, very few of the potentially feeble-minded grow up and are burdens to the community. The sterility and miscarriage rate is tremendously high, and the death rate of these babies is very high. The greatest tragedy in the world Is the fact that very few exceptional, superior persons of the genius type grow up. There are very few bishops; there are very few men like Gary, and, oh! how we need a man like Robert Morris now, Washington's friend and the greatest financier the couutry had. . We are not having enough of the gpeuius type. The extremes have perished. Only a few survive. If you want to survive do not be an extremist in anything. Be one of the high average. The man who is extremely crazy about golf or drinking, or making everybody want to join the Presbyterian Church, or other wise becomes a pest, docs not survive. (Laughter) Do not be an extremist, and do net let your children be extremist* if you cherish them. High average is the proper ambition. - I will interrupt for a moment. In my opinion there is no suitable psychological test, or series of tests, that will place men properly. You can eliminate the bottom three per cent by group tests, yes, but after you have examined a group of men and eliminated the worst I do not think your tests will help you suffi ciently to place men. The best way to place men is to employ them, watch them for two or three months, confer with the foremen and others over them and see whether they are worth retaining or worth promotion. If you have good, com mon sense you can do that. You can very easily place a titan on this graph after three months' study, about how good he is actually or in His potentialities. 270 Twentieth Congress--National Safety Council Criticism But the larger part of every mistake we make is due to human nature. Wc must not criticize persons, therefore, totally. You can't damn anyone black. When you do have occasion to criticize a person for h>s mistake* it is your honnden duty also to compliment him feu- his success in proper proportion as deserved. Let me give a little analogy. I like school teachers* and I am not fond of parents or grandparents from the point of view of child guidance work. A school teacher is very fair. She will send a child home with a report marked "seventy" on his page. You know what sort of reception he will get at home* don't you? The father and mother will say, "What! Three of them wrong," and the grand' mother will say, "How sweetl you got seven of them right." That spoils him, too, but the teacher says* "Seven right and three wrong," and that helps him. So in handling adults* when you have occasion to report on them to their face or to someone else, score them properly. Criticize their mistake but give them credit for their success. And do It out loud so that yoa can be heard, because the old gossip will get around about you anyway and if yon have not spoken fairly of him the workman will feel mistreated and aggrieved, and will become sulky, indifferent, inaccurate, unalert, and accident prone. It is important to differentiate the offense from the offender. If you have a little child who has been in the habit of biting his fingernails* you do not say, "I have a horrid child who bites his fingernails," You f>ay. "1 have a nice child w\ ith a horrid habit." We must differentiate the offense from the offender. When you have occasion to comment to a man or scold him* do not condemn all of him but just the mistake he has made. Train your foremen to do that and you will get better work. For example, a foreman may not come up to a man and say, "Oscar, you damned big Swede, what did you do that for?" No, you can't totally condemn him. He must say. "Oscar, I have noticed you are never drunk Monday mornings; you are practically never late* and you make a mistake like this. What the hell!" (Laughter) Now what? He will go home and tell his wife that the company has noticed he is never drunk and rarely ever late. He will not say a word about his mistake. He will try to Hve that down, and live up to his good reputation. Two pats on the back to one kick in the pants is the proportion. Forgivefulness Then you must forgive him if you are going to keep him, and forgive hhn in iull. When I was away for two or three years I let iny lodge membership lap*c, but when X came back I paid up and got a receipt in full from the secre tary, so 1 am as eligible to office as though I had never slipped up in my pay ment. You must forgive your workeis in full when they have made a mistake. Forgivefulness has several factors, and I think I am going to be quite correct in this analysis of forgivefulness. 1 have discussed it with a great many men, rabbis, priests, pastors, philosophers and so on. In order to be forgiven, several (lungs must occur. 3. Awareness 2. Contrition 3. Sincere determination to try not to repeat. First, you must be aware of having made a mistake. Of course* you cannot apologize unless you know about it There are some tragedies at times when we tin make mistakes of which we are unaware, and persons feel aggrieved toward as. Secondly, we must be sorry, because a person who is gloating over his mistakes can not beg forgiveiulne&s. Psychology and Safety 271 Third, there must be a sincere determination to try to not repeat- lho>c arc the essential postulates in order ioc an individual to be forgiven. The minor postulates are three. 1. Apology 2. Restitution 3. Punishment. . First, we should apologize if we can. Sometimes wc can not; the person is too tar away. An apology is best if given quickly. Sometimes it is too dangerous to make an apology face to face with a person you have aggrieved. It is best to send a lawyer or intercessor of seme kind to do your apologizing for yon to prevent further trouble. Apologize if possible. _ . Secondly, make restitution if you can* but if you can not you may still be tor- given. For example* if I were in your home for dinner and acculetilly tipped over and broke a glass of a type of which you had previously said, because they are so pretty, "We got these at Held's," it would be my duty to replace that. You would say, "Oh, no, no; never mind/' bat you wouldn't mean it. However, if I should break an heirloom, and apologize, and could not replace it, f still could be lorgiveu. So restitution is not an essential. The third minor postulate for forgivefulness is puiuslunent, ami the only purpose of punishment, gentlemen, is to see that the individual U sorry or contrite; and if adequately sorry there is do need for penance or punishment. I a person goes through these major and what is feasible of the minor postulates after he has made a mistake, then you must forgive him, and forgive hhn in full. Whose mistakes hurt you the most? Your own. If you are going to be a success ful personality and well integrated, after you have made some mistake and you arc aware of it and you are mighty sorry, arid you are sincerely determined not to re peat it if you can help it, then you must forgive yourself and go on from there. It is childish, after you trip on a wrinkle in the rug, to lie on the floor and kick. Get up. dufct off, and go cm. You must forgive yourself, but this does not mean indulgence; it docs not mean that you forgive yourself while you expect to do it again, loo. No. That is destructive to the personality. Indulgence or self forgivefulness in advance is almost as destructive in disdntegrating the personality as taking dope You must be reasonably strict with yourself. You do not need to apologize to yourself. You do not need to make restitution. And you know whether you are sorry or whether you are not sorry, so self punishment is not indicated if you are smcexdy determined to try to avoid repetition of that mistake. The feeble-minded repeat their mistakes. Persons who are not feeble-minded learn from their mistakes to avoid the repetition of them. You can make your own diag nosis without laboratory tests---on the people wlw wo*' under you wIk> repeat or do not repeat their mistakes. Nervous Breakdown My last point is the so-called "nervous breakdown." A nervous breakdown is a condition which has not the finality of mental disease. 1 have never seen a case of so-called nervous breakdown but that two factors were working on the individual at the same time. 1. Poor health 2. Emotional strain. _. An individual m good health can carry any normal emotional strain^ without a nervous breakdown, but if his health is poor, for example if he is suffering from a fever from a sinus infection, or has some rheumatism, and has trouble at home* or gets bad news, or there has been a fire in the factory of which he is in charge, or something like that, then be get* a nervous breakdown. # You never can anticipate when emotional strains are going to come, sickness or death ill the family, bank failure, or something like that. We cannot tell. So to pro- 272 Twentieth Congress--Xational Safety Council vent so-called nervous breakdown in yourself and in yonr workmen, give them abounding good health and watch them. Watch tlieir health lest they be in poor health at a critical moment. IVken your body is sickly, so is your old thinking. You can not think well nor react emotionally properly whan your body is sick. There is the closest possible connection between physical health and mental health. The healthy man, not particularly introspective nor self-centered, interests himself in his work and activities and thus protects his nervous and mental health. My conclusion in this talk on application of some mental hygiene rules to people is that the sane person, the healthy minded person it adaptable to (he changes in hh environment as they actually occur, and your adaptability to change is the measure of your sanity. . Psychology anti Safety 273 Thursday Morning Session October 15, 1931 LECTURE NO. 3 The Use and Misuse of Those Innate Tendencies with ..........Which'All'Men Are Endowed By HAROLD S. HULBERT, M.D., FA.C.P. "' ' Chicago, Illinois Two questions have been asked me frequently in these small conferences, and one is. What do I think`of Dr. Karl Memilnger's book, "The Human Mind' ? 1 think well of it. . .j > The other question is: I* there any publication on mental hygiene In industry? The answer is, Yes. There is a magazine published called "The Human Factor. It is about three years old now. It comes in Voosc*leaf form, punched for your loose-leaf notebook. I have seen many copies of it; some of them are very worth while. It is published by the Massachusetts Mental Hygiene Society at 6 Joy Street, Boston,' Massachusetts. It is a very cheap magazine, costing two or three dollars a'year, an<Jit comes out Very frequently.' [Tfcfj has since been discontinued. Ed.J In this series of talks on Healthy Thinking versus Accident Risk, we have, in au informal manner, taken up on the two preceding roomings some comments on normal thinking and $6me personal applications of mental hygiene rules. This morning the talk will be a little more classical, with a psychiatrist's comments applicable to 1931', on "The Use and Misuse of Those Innate Tendencies with Which All Men are Endowed."* Instincts `Each human being is bom with the buds of racial memories and with a tendency to react in a certain pattern to these memories whenever they are aroused. These buds develop at the proper but different times in the life of each individual in much the same way that a new boro baby has in his upper and lower jaws the denial buds of his first and second group of teeth, but the teeth do not develop all at once but each at its proper time. It is a good thing for us that we are bom with these tendencies; otherwise we would be overwhelmed for we would have too nthcli to learn. Some authors call these tendencies instincts. In many individuals the in stincts seldom reach the maximum potential strength because of health reasons or because of environment and training. Now, these tendencies may be analyzed into several components of each tendency. The first is the stimulus which causes tbe rest of the so-called instinct to come to pass in the human mind. There is a stimulus or cause. Now, gentlemen, this may be modified. For example, this morning I fell eighteen floors. Usually when you fall you are frightened, but I have ridden hi elevators before; so I have been able to modify the stimulus and as we fell, that is to say, as the elevator descends. I was not frightened. The stimulus, then, is subject to modification. The next part of each instinct is a combined part consisting of an idea and an emotion, and, of course, you are well aware, I suppose, that the modern emphasis is psychology and psychiatry is on the emotional life of individuals. The proper idea always calls up the proper emotion In persons who are sane. If we lose money, we are sad. If we are curious, we are interested, and so on. After McDougiU. 274 TusrntUth Congress---Xattonai Safety Council Tlie third part it the impulse or tendency whenever an instinct is in the mind. Thctc -re two parts of that- There is the mvohnitary part and that cannot be changed by experience, and there is the voluntary part which may be changed by cxpcrimce* In fact, it may be changed to nothing, or it may have several moment*' Juration, <jt it may last or recor many, many times in a lifetime. Let me give yvu an example of what 1 mean by this variation of this voluntary impulse. I happened to be walking along Madison Street from State over toward Dearborn; I passed the Buck & Raynors drug store, and a man carelessly, w* seeing that I was walking faster and about to pass him between him and the curb, spit into the street; but 1 walked into it. Involuntarily, all the body changes of anger took place. We will come to them. My pupils became large, my blood pres sure went up. my blood sugar went up, my jaws got tight, my fists got tight, and I socked him. The hitting of him was the voluntary impulse; the changes to the rest of the bodv, the involuntary impulse. A lew days later I was walking along Madison Street and the Mine episode happened and I wanted to hit him, but there was another man with him and l noticed the other man was a cop. My pupils got large, my Mood pressure went up, my Mood sugar went up, and so forth, but there was no hitting. So tlus volun tary impulse can be modified. In human beings who are civilized, we seldom react to the primitive instincts, but we do react in ways that are based on a combination of those instincts, much like a chord ot music is based on notes played together. However, it is normal. 1 tell you, to react, when you need to, in a simple, primitive, instinctive way; it is nothing of which to be ashamed. Our reaction is modified by our available memories, plus these racial memories. Now. these memories of ours may be from formal education, such as schooling and instructions and things which we deliberately read and study, or it may be informal, based on experiences In life which we have gone through, or it may be informal, based on things we imagined but which were not true. Deposition. Bv definition we use the word, disposition, to mean one's inherited strengths of his instincts. Now, no two persons have exactly the same inherited strengths of instincts. We have a dozen or so instincts, one much stronger than another, one moderately stronger than another, and so forth, like the fingers of the hands, and no two persons have fingers alike, the right hand fingers being a little larger than the left, you know. And since there arc thousands or more of variations of strengths of each one of these, nature has so worked it out that by inheritance no two persons are alike, and probably never have been. inheritance, I believe, not only defines the type but is like the force of the germ and the nourishment in the soil that causes the plant to grow up: and environment is like z ceiling, like a low ceiling in a hothouse or a higher ceiling iri some other place, which determines Ik>w high the plant is going to grow within the limitation or momentum of its inheritance. Eoergy and health are the only tilings we can pass on to our children. .. 1 want to say further that men and woman have tlus same instiiKts. There is not a single instinct which is distinctly feminine nor one that is distinctly masculine, although they vary a great deal. There may be more tenderness in the average woman and mere joy of battle in the average man. but there is some joy of battle in women, and there is a proper role in man's life for a great deal of tenderness. There are racial differences in the strength of instincts, examples of which are the following: the acquisitive instinct predominates in Jewish people; the sex in stinct in the Latin races; force, law. order, and regimentation in the Romans; curiosity and exploration hi the blond, tall, fong-hcadc; white tle Chinese arc not able for lack of auger. Psychology and Safely 275 Generalization and Variation of Instincts CAUSES mental-emotional TOO LITTLE Discussion PROPER USE impulse-tendencies AND BODILY CHANGES TOO MUCH Totally unfamiliar Coward 1. Fear Fly fright Caution To escape, run, or hide. Paralyzes other activities. Sickening. Foolhardy. Partially (unfamiliar) 2. Curiosity Wonder-Interest Approach-Exaimne Narrow interests Explore Fascination Stimulus unwholesome 3. Disgust Aversion Reject or avoid Coarse-Rollen Tiny or fragile Cruel Good health and another Individual. Inferiority Poor Health and another individual Superiority Being thwarted Defeatism An eligible mate No family or home life Select and procure the wholesome, 4. Parental Tenderness To shield or develop or cherish tenderly. Safeguard and ctvil' ise S, Self-Regard (Positive) Feeling of well-being or superiority. Be agreeable and oh top of job 6. Self-Regard (Negative) Feeling of ignominy or inferiority Conserve one's re sources , 7. Anger Pugnacity--Anger Resentful. Determin ation Some Minor Instincts 8. Aggression Joy of Comfort Strong home ties Sickening Dainty Protect or cheirsh. Overly solicitous. Display and work Pride Shirk and cringe Meekness To fight to overcome ob stacle or obstructor Irascibility To pursue and overcome or possess Ostracised as a poly gamous brute 276 Twentieth Congress--National Safety Council Another male, triangle Prih-d from hh oil'll home Mate or opportunity flarrcn life Others Hermit existence Loose objects Poverty Building material Destructive'--uvniotJ 9. Jealousy jealously Homoridal Protect his otvn (home) 10. Sex or Creative Creativeness and Love Large family in their own permanent home 11. Social or Hurd Pleasure in contacts Social responsibility and comfort 12. Acquisitive Satisfaction Extale for self end associates or heirs 13. Constructive Happiness while plan ning and building*. Contentment after it is built . . Engineering, manu facturing and buildmg. The basis of our civilisation. To abolish a rival Sickening Suspicious Pelvic Sex or create a memorial Polygamy or Diver sified fads Seek team work Joiner--No individ ual work To collect or hoard Miser--o b fee t of robbery To pile up and build Sacrifice mean for the end. The appearance of the same instinct may vary with the age of the person*^ ' A little, tiny baby girl has pleasure in nursing and in wetting her diapers, .but at the age o two, this instinct shows itself in her playing with a dotl and imitating her mother. At the age of sin, she is interested in the new baby. At eight she likes to dress up like her mother. At .ten, boy's are awful. At twelve, she is inter ested in the anatomic difference between boys and girls. At fourteen*, there is a physiological change in her, puberty. At sixteen, she is curious about the difference between boys and girls. At eighteen, she falls in love. At twenty, she. is a manhater or else she likes s crowd of men. At twenty-two, she is engaged to marry. At twenty-throe, she is impatient. At twenty-four comes the sexual excess on the honeymoon. At twenty-six she is pregnant and at twenty-seven expresses the tender ness toward the new baby. At twenty-eight she is- pregnant again. At thirty, site dreads pregnancy. At thirty-six, she is indifferent to sex. At forty-two she is revulsive to sex. At forty-six she is a. mother-in-law; sex is awful. At fifty-two, she is a grandmother and loves it. At fifty-eight, her grandchildren are common place. At sixty-two, she has forgotten about pelvic sex. and at sixty-eight she is self-centered and interested in no one but herself. What a change in the same instinct, in t!e same individual, depending on the age! Psychology and Safety 271 Ugly Until Matured 1 must say this because we are troubled about ourselves and our children and others, that these instincts have great use in life, as we will point out.. As they appear in the.development of the growing child, they often show ugly aspects. The anlage or buddipg of the .embryonic, instinct in an individual often is ugly, but because it is ugly does not mean it must be repressed. No. It must be cultivated Are not all things,, practically, with the -exception of flowers, ugly in their appear ance at the time they are being developed? A ship being built on the ways is a matter of ribs, not the pretty thing it will be when finished. Usefulness Each instinct with which we are endowed has its use. It may be of a great or of a slight use, The trouble is that we are apt to misuse these things. Hie misuses consist of three types; (1) too much or (2) too little, or (3) the instinct appears at the nurong time. Too much, too little--but 1 am not interested in telling yon about abnormal psychology. I get enough of that every day. The pleasure of being here is the pleasure of associating with normal persons. We are interested in the proper . use cl these endowments which came with us when we were bom. Tear The first instinct that I will discuss is the instinct of fear. The main stimulus that .causes this to come to mind is the totally unfamiliar. For example, unfamiliar experiences or thoughts of unfamiliar experiences such as sickness or injury or mutilation or breaking down. Other stimuli are initial experiences. Some persons are afraid to get married because they have never been married before or are afraid to have their first child because they have not had the experience before. We are afraid when we are left alone. We are afraid of the supernatural, the hideous, the mysterious and the uncanny. Wc are afraid of units more powerful than our selves, for example, cars or locomotives in rapid motion or an enormous animal (quite near) or an animal -with great power to injure (a charging bull or a mad dog) or a person who is quick to hire ami fire. We are all afraid of high places and the risk of falling, and this fear of falling dates from the third day of each individual's life. We are afraid of an unseen danger or of an enemy against whom we cannot fight back. We are afraid of suddenness such as sudden noise or tight or darkness. We are afraid of public disapproval and of God's disapproval. Wc arc afraid when others are afraid, and this called a panic or contagious fear be It a theatre panic like the Iroquois Fire or financial panic such as we ate suffering from now. Our memory can bring up correct or distorted records of events which can throw us into fear. The idea of this instinct is to fly and the emotion is fright. The impulse is to escape or hide or to become inconspicuous or to be sceptical and deny the existence of fearsome things. The escape may be made by running or covering up or lying down. The roost common social impulse is to tell a lie. We have written in ottr copy books ia school that "it takes two to make a fight" and two to make up. I tell you it takes two to tell a tie. The person who is afraid to tell the truth and the awe some person who .frightens the liar into an attempt to escape from the probable effects of telling the truth. The physical changes or involuntary impulses of this emotion are many. Tlx pupils of the eyes enlarge the better to see an enemy in the dark, which of course restricts sharpness of visual perception of things near at hand. The pulse rate in creases, digestion stops, the breath is short, fast and shallow. The sex impulse is diminished. Blood sugar goes up (as stocks go down). The mouth is dry and the muscles tremble. In fact, the moment we are afraid our body acts as though we had run to the point of exhaustion. Fear, gentlemen, is sickening. It is not stimu lating to ordinary activity. It has been said that fear is a disease. Well, it is not, 278 Twentieth Congress--National Safety Council but it does cause a lot of sickening symptom. Fear is a poor whip to use on men. In a chronic state of fear people lose weight. The dreadful thing about this instinct of fear is Ural it is the only instinct which can return to a man full-force time after time after time. No other instinct does (his. For example, you cannot remember and feel again and suffer again how much it hurt you when you were at the dentist's the last time. No more can you get, by thinking and memory, the thrill of your love life when it was fresh and sweet, but when you recollect how scared you were at something that has happened, your whole body goes into a flutter and you are just as scared now as you ever were. It is haunting. It may appear in dreams or in the waking life. There is some tendency for it to become less prominent in tlie life of an individual after he gains in w eight above his pre% ious top weight. The most unfamiliar, universal, human experience for which we have no inherited guide is Death. People are afraid of death and to some extent fear, like death, pamlizes other activity. That is why a sudden surprise with fear brings *0 many complications when a disaster has occurred. The men cannot do what they should do unless previously they have been rehearsed and rehearsed in what they are to do. You sec familiarity or rendering the situation not totally unfamiliar robs it of its fearsomeness. Fear is most pronounced in persons of the mental age of 9 and it is smallest in persons around the age of 20. That is why it has complicated your safety program in dealing with men you have regarded as foolhardy. You cannot use die fear factor on men mentally 20 years old. This instinct increases again to reach another peak around the age of 50 but then it is called conservatism. The important thing for us is the use rather than the misuse of this sickening, haunting instinct The proper use of fear is caution. The result of having too little is that the individual is foolhardy. Too much of the instinct of fear makes persons cowards. I maintain that there is a proper, dignified and noble use of all of these endowments which come with us into the world and that it is proper and dignified and uoble to be cautious to the extent of preserving one's self and erne's group. Unless some grave emergency comes such as a War or the risking of one's life by going oyer the side of a bridge to save a baby wlm has fallen into the river, many persons seem ashamed to be cautious, and it is for you today to show them tl*e propriety of caution. Curioiity The next instinct I want to speak of is the instinct of curiosity. This is a very pleasant one. The stimulus that arouses it is the partially unfamiliar. The emotion is wonder and the idea is interest. The tendency is to approach and to examine things. It appears particularly in children, and their questions should be answered instantly, briefly, and approximately correct. I believe in a system of approximate answers. For example, my dear little boy one time said to me, "Daddy, 3ow tar could you drive a golf ball with a tennis racquet?*' "About forty feet," I replied. He said, "What is the Holy Ghost?*** (Now he knows I pray.) Because I had answered that question, he went on to something chc. When we answer questions approximately, as best we can, we rob curiosity of it* dirtiness and of its morbidity. Around the age of twenty, curiosity reaches its peak in most persons. It practic ally disappears around fifty, and they become very conservative. Sometimes it alternates with fear. Now, those persona who use this instinct of curiosity have a rich life. Those persons who do not have sufficient curiosity have very narrow interests. Those persons who have too much curiosity are fascinated and get themselves into trouble, and we can be fascinated by persons, things, or circumstances: maybe by a I'sycftoloyy and Safely 27V blond, or the risk that we can get handling a certain piece of dangerous machinery, or stealing money, or skating on thin ice. It is our duty, gentlemen to hdp tire person who ii fascinated. Intrude, and tell him lie is silly. He will hate you, but you have done hint a good deed. Persons cannot get out of fascination* themselves. _ Tiiij mstinrt should be encouraged socially- It enriches the life of tlve individual and may enrich the world for many generations to come. It is the basis of exploration, it is the basis of research, it is one of the things which ha made our world so fine. Disgust The next instinct of which I wish to speak is the instinct of disgust. ^ I will comment very briefly on this because it is painful to discuss and equally painful to hear described. In general, the stimulation which arouses this instinct is the uHxvbolesome. The idea of the instinct is a repulsion or revulsion. The emotion is disgust or horror or uneasiness. The voluntary impulse, or the tendency to the voluntary impulse, is to avoid, to turn away or reject or push away; and the in voluntary impulse is to reject or throw out the unwliolesome. ^ This instinct was primarily one to help our ancestors to eat in the dark when they were too weak to fight the animals of the field in the daytime, and they learned by sickness that certain tastes and smells of the food they ate hi the dark made them sick, and to this day we don't like fuzzy things or slimy things or slip pery things or stinking things or odors that are too strong. And we don't like snakes and other low animals that we can't eat, and when we don t like a person, wc call him "a snake in the grass." < Other things which arouse thi* instinct are unwholesome mannerisms of speech, improper and suggestive or licentious talk, books, pictures, actions and invitations. We have an attitude of disgust or disapproval of that which might Injure the home: bad judgment which might render others unhealthy or unwholesome is disapproved of by almost every one else. In the same vein, things which are unorthodox or freakish tend to repel us and we bestow on them our disapproval for the reason we do not like eccentrics, nor the insane nor those with physical contagious diseases like bkrtdtcs or ulcers on the skin. The body changes accompanying the arousal of this instinct are sickening. There i* a shrinking, creeping sensation. We shudder and spit and even vomit, digestion stops* blood pressure goes down, we sweat and we feel faint. This instinct U not of much use to us in modern times with our sanitary methods of preserving and cooking foods but it was of use to our ancestors, wit being weak and unable to kill fresh meat animals, used to skulk in U daik around dead animals partly eaten and partly decomposed, which were left over by some bigger animal after be had made his kill. Tills instinct does play some role in life today, Inelegant as it may seem. It may interest you to know that stale sweat is very disgusting to a woman but a modem woman Has no objection to fresh sweat if she can see in the latter case that the efforts which produced the sweat were efforts in her behalf. Her objection to stale sweat is primitive and ancestral. Suppose about 6000 B. C. a man came home from a two or three day trip over the hills into the next valley where he said he had been killing deer, or at least hunting deer, and he was all smelly with stale sweat, the primitive woman did not know but what he had been living with another woman in the next valley, consequently his physical efforts certainly did not do Her any good. But, when he was sweating freshly side by side with tier, cutting down trees for their home or plowing or skinning animals, living and working together, then she could see the benefit of his efforts and to this day women have no objection to seeing men sweat in their behalf. Stale blood is very offensive to the male. It does not do a man any good to *ee some other man with state blood. But. the drawing of fresh blood, one man from 2S0 Twentieth Congress--National Safety Council wither, where you can wound your enemy, is thrilling, because it has probably done you some good to make him bleed m combat Some of the most dreadful murders are of this type, the type that like to kill with their hands in order to draw tresh blood, and, we find them in Illinois and we find them in West Virginia, and elsewhere, and they are all repeaters. This blood lust is a most dreadful thing. Never invoke it. ' The proper use of this instinct, then, is to avoid the unwholesome, and I believe you cannot be a great success unless you avoid unwholesome people and books and pictures and plays and stories and circumstances. Most of os are very particular, aren't we, that only pure things shall be eaten? We do not want to eat bad food, bad drinks, spoiled food, and so on. It is equally important, gentlemen, that we give to Others and to ourselves a wholesome auditory environment, that we only talk or listen to things which' are helpful, not unwholesome. I advise you never to act in such a way that anyone can say that you are disgusting and I advise you never to use the word "disgusting"' in yohr conversation,'because'you will find that your audience will sicken of listening to you ho matter what the topic may be. I maintain that a human' body that Is healthy is a beautiful thing and a human body that has been maimed Is disgusting and ugly. You can get all the sentiment you want about the poor chap in his* affliction, bat be is an ugly thing compared to what he was before the accident mutilated him. We should take a strong attitude toward those things in life which mutilate' human beings needlessly. Tendemcas The instinct of tenderness is quite different. We all. men as well as women, have this instinct. It is called tl&e parental instinct. Tlie stimulation is helplessness or frailty, especially the frailty of mi invalid or a child. The instinct may be aroused by the idea that an individual might become frail. That probably one of the bask keynotes of this big movement, this safety movement. We want to protect persons who might become frail, through accidents. The idea is to protect. The emotion is tenderness. The impulse is to cherish, and sacrifice, if necessary; to cry sometimes, to embrace, and when one Is feeling very tender, the body softens, just like a mother who 1ms a new baby; the lips, arms, everything, soften. This usually appears in children a little late. First they are cruel and then they get tender. The ambivalent or opposite form of this instinct is cruelty. This instinct is one of the most universally shared of all human impulses. It brings together persons who have nothing else in common. It Is an instinct that is easily hooked up with moral indignation. When tenderness is backed tip with moral indignation, we have a powerful force in a civilization like ours that cannot be stopped except by Internal dissension. The future for tins safety movement is wonderful, particularly in America. The abuse of this instinct Is being over-solicitous, keeping persons from growing up. We must let them get their bumps. We must let persons make their own decisions more and more as they grow older in judgment and experience. A perfect parent is one who makes no more voluntary decisions for his children.after they are eighteen years old. In an emergency or unexpected things, yes, but after eighteen, a child should decide most tilings, ordinary things for himself. If you train him properly, he can. ' A proper form of this instinct is the over-solicitude of the grandparents. Any grandparent worth a whoop in a gale of wind spoils at! the grandchildren, or does his best to; feeds them between meals, shields them from their sins or their "come- upfegs* as we used to say, awl that does not hurt the human race. It is a good thing we have some such persons. The trouble with us U that we are too embarrassed to express out-loud m words our tenderness on proper occasion. We are very glib to give our hand, service and money, but when it comes to saying proper tender things we are all tongue-tied. Psychology and Safety 281 I had a patient who was quite depressed. Her analysis, which it took an houror so to unfold, can be boiled down into a few words. "What is it you want?*1 "Petting --word petting.'* So you men who are married, indulge in a little word petting ad home. It would be very welcome--at home. - Many persons who have no children of their own and who have a terrific amount of tenderness, engage in group tenderness since they have no children of their own on which to concentrate. a. In Europe, force has always outweighed everything eke. In America, moral right eousness Hat always outweighed everything else, and tenderness is a btg part of It. This instinct never had its proper outlet in all the history of the world until our country was developed. Positive and Negative Self-Regard I cume now to the most difficult tendencies to describe, the so-called instinct of self-regard in the phases of. positive self-regard and negative self-regard. Sometimes the positive phase ij .called assertion or self-approval. The French call it, "bicn-etre." Tj*e stimulus which brings this to, mind, causes this to arise, is another person, actu ally present or thought about, whom we regard as our inferior. Other stimulations which call this.up arc the consciousness of success, admiration^ from other persons who are,present pr implied, applause, or robust health, stimulating foods and drugs cause it temporarily, and a norraai.physiologkal existence at home. ^_ The. idea, is superiority.or dignity,.sometimes aggressiveness, or authority, which may be overdone into officiousness. The mood is one of gayety or elation. The volun tary impulse is to display oneself, or to be persistent, in some cases to be a bravado, or,to be overly talkative. . .. Tire physical, factors are very important because they are healthentag, not sickening. There is an, erect posture, and this is a reciprocal thing. The persons who take set ting-up exercises juid are prect have a higher superiority feeling. They have deeper respiration, toe blood pressure goes up a little, they' have a greater resistance to in fectious disease, Jive longer, and vitality is. increased. They can think more clearly, have much leas, fatigue or feeling of fatigue; .they have more optimism aiid more courage; they niove more rapidly, occasionally are very irritable, have jpuch Ipss cau tion, have a desire for the spotlight, and they may have a keener appreciation of normal sex. So it is a good thing to lave a feeling of superiority, provided it is not overdone. ...... .. .. ... The abnormality of this idea is. to have too much, to have pride. Now, a proud per son is a person who knows all of his.gopd, characteristics, does not know any of his weak points, lurches the head of the parade) with the parade three or four blocks back of him and laughing at him...That.i? overdoing that.superiority. , ( I am recommending neither .modesty nor meekness nqr pride. I am recommending honesty. If you know you have certain good characteristics, thpn admit.them, to y&urself anyhow. Ami if you know you have certain weak, characteristics, admit them to yourself. You would be better /or it 2nd you can compensate for your weak characteristics. My family tell me t didn't go to^hool tbe day tlnry taught selling. SCy stenographic..are awfully high.. I can't spelL That is one of my weak points. Admit your shortcomings and admit your apod points. , . We are talking right now about admitting ypw good points. Now, many persons have a false attitude of superiority. Tltey appear very superior, but they are only compensating for att iwnner inferiority lecjjng. *Jliy over-compedsate. They are hard to get.alqng with. Some persons develop an attitude of superiority at a certain tithe of life,, particularly women, around the age of fifty-five: big-bosomed, flat footed, deep^voiced, whiskered, opinionated--you can not handle them, but you ran get two of them and lejt tfjern.handfe each other. .. , Now, the really, truly superior person, the Roosevelt type, the Wilson type, we have them but in very small numbers. The true superiors are not too aggressive, do 2(52 Twentieth Congress--National Safety Connui not go out of the way to prove they axe right and boss us all. They know they are right. Tlic tiling for you to do in the proper use of this most important instinct is to infer that you arc at least average with most persons you meet, to assume that you compare favorably with them; you are not greatly superior to them nor greatly in ferior to them. The Opposite phase of this instinct is a feeling of inferiority or abasement or self disapproval. We are shy, we have a sense of failure and that makes us fee] more in ferior. As I told you day before yesterday, when a workman Has been laid off and comes back to duty, you must not make him feel Inferior. Make him feel superior to his job by giving him a job to which he can be superior, because the sense of in feriority, the sense of failure, when this instinct is aroused, or this phase of it, is sickening. It comes on usually with failing health or pom- health and causes health to fait, with low blood pressure, shallow breathing, not much oxygen, limited vision, cloudy thinking, self-pity, whining, lack of sex-appreciation, and these inferiors are socially inert. Most of these cases of inferiority, gentlemen, in so far as I have been able to diag nose them, are the pitiful wrecks of a paiulul episode m childhood. The <h*3d be comes ashamed of himself, and although he. might outgrow the thing wfaacfa him self-ashamed, the feeling of inferiority may persist for lifetime. Aad children pick the dog-gcrtcdest things about which to be ashamed. The tall boy's anas stick out of Ins sleeves and his feet stick out of his pantlegs. The short boy is the only boy in short pants who graduates from high school. There is the girl who thinks she i* fat, tl*e child whose teeth are being straightened with gold wire aovss her month. Such children develop ideas ot self-shame, and the inferiority lasts forever. Now, I maintain that we should never use the word "shame" to other persons for anything physical. We worked this out down at Ottawa. You know*, we have son* zinc mills down there, that there is a great deal of lead in the zinc, and that lead in the body is poisonous. So there are signs all around the lunch room. "Wash your hands before you eat," "Don't get lead poisoning,** "Don't take lead into your sys tem," "Wash your hands before you eat," and so on. One time; for some reason or other, one of the workmen did not wait to wash. While he was sitting there eating his lunch with atrociously dirty, polluted hands, the foreman said to bin. "Mle, you ought to be ashamed of yourself, eating with dirty hands. You know better." (Pointing to the signs.) What he did tons to make Mike ashamed of himself. Mike became more and more slovenly, less and less inclined to be careful, and he developed lead poisoning. When you tel! a person he ought to be ashamed, he believes you. and he gets an in feriority attitude and that does no good. Don't do It. There are other ways of hand ling this problem without bringing in the word "shame," which creates the terrible inferiority which actually cripples men mentally, a great many of whom it cripples so badly that they become eliminated from the world. One of nature's eugenic move ments is to get rid of the inferior. These persons seek solitude; they are self-re proach fui, timid, not forceful; they are inadequate to handle delicate machinery. Many of them commit suicide. Many of them become criminals. "Nobody thinks well of me: why shouldn't I do as I want to?" So if you are going to hold your job for any great length of time, you must be agreeable socially to the rest of the world, neither superior nor inferior. We have no great use for people too superior or too inferior. Anger--Determination The next instinct about which 1 will speak is tlie instinct of anger. This is a very wonderful instinct. The use of K is necessary for success, but as I said earlier, in the development of a child's character many of these instincts appear in an ugly way, and the fact that the child is high-spirited and irritable does not mean that you have to crush him. Rather, you have to cultivate that instinct and make it useful. Anger is aroused when the impulse of any other instinct is thwarted or Ladled. We become cross when we are crossed. Anger U a reinforcing instinct. Feeling help less brings it on. The unorthodoxy or non-conformance of others to our own stand ards or to the standards of our group provokes anger. We do not like to >ce advertisements in which capital letters are omitted just because it "fawncy" printing. Do not do it. Wc like the orthodox and disapprove of the heterodox in other per sons. We tend to grant to ourselves certain privileges to be dissimilar but we disap prove of persons who are not like the rest of us. _ Pugnacity or anger varies, of course, in degrees and there may be every variation from rage to annoyance. The voluntary impulse is to destroy and the involuntary or bodily impulse is to put the body in fighting trio*. You are placed in a fighting state the moment you are angry. Wc are interested, however, in the voluntary impulse. This primitive impulse is to fight to the death---destroying the person who gets in your way. You want to totally destroy him, cut him to pieces, burn him up and bury his ashes in the sands of the sea and feed him to the birds of tlie air. Of course, ail these things cannot be done to any one person but that is the way we feci. After a mortal combat the winner can rest and recuperate but he is pretty exhausted and "done-in." The penalty, therefore, m our modern civilization Is that when wc get in a rage it leaves us exhausted and "daoe-in" whether we have been in a fight or not. This is understood when we consider the impulse and bodily cltanges associated with anger. The fists are clinched, muscles are taut, pupils are dilated, blood pressure increases, the face first flushes and then blanches, blood leaves the skin and the blood dotting substance in the blood is increased, the blood sugar goes up, digestion slops, sex usually diminishes and the enriched blood is available for the use of flic muscles in fighting. After the period of irritability or anger has passed, the muscles bwc their tautness and become flabby or tremulous, the eyes are wet, blood pressure decreases. sugar goes down and we feel exhausted, little wounds bleed long, digestion remains slow and other physical functions arc sluggish, insomnia often accompanies anger and the post-angry state. It b a safe thing to say tlwU baffled anger is sickening. The rule then tor good ftyitth is "do not get mad unless you have a chance to fight." Sometimes wc cannot fight. We cannot fight God, or the Fates or an absent enemy or an invisible enemy and particularly we cannot fight ourselves. .Baffled self-anger may even produce a menial breakdown, as shown in the self-reproach of person* who talk for months and months at a time the same thing, reproaching themselves for past mistakes, ntelan- cboly, angry at every thiug and with displeasure for all the world. Sometimes ba/Hed eager dissipates itself in phantasies (p-h-a-n-t-a-s-i-c-s) of revenge which, of course, are destructive to the personality. It is important then that we associate the ability to forgive with this instinct of anger lest it make ns sick. Many pacifists are cither of the low blood pressure type or persoos who have been angry and remained in a post-angry state for cnoimoos reaches of time. _ However, Acre a very splendid use of this instinct. We said tl*c primitive person tends to destroy whoever puts an obstacle in his path. The civilized prrsmi de personalizes his anger and converts it into what we call determinotie*. He is deter mined to get by, get under, or get around the obstacle. He keeps His mind on his main goal and is not disposed to attack those who interfere with his progress toward the goal Persons with great determination are usually persons who had a great deal Of primitive anger in their childhood. Without determination wc cannot |ave success in the face of ordinary hardships. Determination does not make us sick like person alized anger makes uas sick. On the coutrary it is energizing. Persons with a great deal of determination should stay away from work when half-sick lest their associ ates sec that these Individuals have their weak moments. Persons with determination usually have the good sense to watch their own health carefully and to avoid utdis- 284 Twentieth Congress--National Safety Council cretions which would impair their health. Persons with determination, if they are also blessed with good judgment, are the ones who are most apt to have' an annual physi cal examination to conserve the necessary health factors for determsmtkm. There Is a third form of this irritability which deserves some comment and that is t1e irritability from transitory pain. Persons who are more irritable thin usual for a few days are usually sick or coming down with some sickness which'may be char acterized by such physical ailment as gastric ulcer, impacted molar or eye strain, etc. When irritable they become easily exasperated and strident-prone. A judicious fore man sends a suddenly irritable workman to the Company Doctor for examination rather than try to discipline him by "bawling him out" himself. Aggression The instinct of aggression is found is the male particularly, and its counterpart, coyness, is found in die female. The stimulant fn the man is seeing or thinking of some preferred pwsoq of the opposite sex; his idea is to possess her and her idea is to surrender. He is aggressive and pursues her, overcoming such obstacles as might be in his way, and her impulse is to na away slowly with a "comc-hither" glance backward. This impulse was very important in primitive days. Nowadays it is one of the bases for establishing a proper home. It shows itself in men socially in their masculine efforts like fighting' for a trophy, or In baseball or other'gamcs. Too often the modem woman thinks that coyness and modesty am out of date but it is the properly coy and modest woman who is most respected and, if eligible', H the most besought. Men will fight for prizes, be it higher wages, better working conditions and they enjoy fighting in competition with each otiter or with different groups. This is a normal tendency and may be utilized in the drohstson of social economic conditions or it may be misused in destructive revolution. Jfealogay The instinct of jealously Is a human trait which was of greater value in ancient times probably than it is nowadays. It is based on the well-known triangle of two men and one woman or two women and one man. The idea of the two persons of the same sex is to eliminate each other and wholly possess the person of the opposite sex. It leads to anger at times, but, if that anger is baffled, it leads to a morbid state of mind. Its 'abnormality is that when a 'jealous person destroys his or her rival he may destroy tite object of the jealously and may even destroy himself or licrsetf. We must realize that this is inevitable and'rarely has anything to do with pelvic sex. It is found in most homes. If a`mother has two sons, each is jealous of the other and strives to get the preferred place ill her endearments. If a boy has two sisters, they will fight each other to be the preferred sifter. There is an inevitable jealously between mother-in-law and daughter-in-law and between father-in-law and son-in law. Sometime* there are racial jealousies: the Irish will stop fighting among themselves to succeed in demonstrating their superiority over the other workers at the plant who come mostly from some South European country. The trouble with this fight ing from jealousy is that the fight is always unrestrained and often brutally dirty. In modern offices sometimes there is jealousy without any sex factor at all betwest the men employees, each seeking in his own way to demonstrate to the boss why he should be the preferred employee. T can only summarize it by saying that this instinct is properly used hi building atid holding the home together but it Is socially awkward. A person is a fool to act in such a way as to discredit himself or herself. Creative Instinct This is prettly well or generally known. Stimulation is gradually developed or con centrated, and "by steps may be' listed as: any individual; of the same species; of the opposite sex; of approximately tltc same age; with preferential love; and the desire Psychology and Safety 285 for children in the children's own permanent home, with the approval at each individ ual and of society. The idea is to share mind and body and' the desire for children. The emotion is love with tenderness. The voluntary impulse is to create mutu ally, be it children or a home or any conjoint project. The involuntary or physical impulse b pelvic sex. The abnormalities are most frequently immaturity or arrest of refinement-of the processes of the stimuli. __ For example, a great many persons fail to gel over the hurdle o* what we call "preferential love." The so-called Hollywood idea of preferential love is " I prefer you now to any other girl so let's go together." This is not preferential love. Pre ferential love means "I prefer you, dear, to all other women in the world put to gether. My love for you is over 51 per cent of all my love foe women. I love you more than I loved all my otlter girls and ray mother and my sister and my aimts and cousins and my future daughters, if any, and all other women that I have ever met or may meet." That, gentlemen, is preferential love and without that love the creative Instinct never reaches its higtiest possible point and without that the human life never reaches its maximum potential-fullness. The phrase "desire for children and the children's own permanent home" means a home where the children have but one father present, but one mother present and the children are full-blooded re lation to each other and it does not mean polygamy. Civilisation Imposes many ta boos, most of which are very helpful, but a few of which are sources of great dis- This instinct is more largely mental titan it is physical because tlie mental life of the individual dates from-age three to, let us say, 73 whereas the physical phase of this instinct in life runs from 17 to 45 or 50 with some more vague extended periods beyond both of these ages. ' Now the mental aspect of this instinct is creative work. Persons with a strong creative tendency must sublimate. They usually must sublimate about every two or three year*. By sublimate is meant indulge ih creative work which also must have, to be successful, alTof these three postulates. (1)! It must be:sdf-sriected and not assigned by others. (2) Sublimation must' permit the individuals planning or sharing in the plans of this sublimation work. (3) Sublimation must permit of tlte individ uals executing, or at least share in part in the executing of these plans- Tlte work must be creative, often beginning at nothing and 'developing the* idea into its fruition. Sublimation must lead to something which is visibly demonstrable to the individ ual and to others. Sublimation is not maintenance work like darning stockings or washing dishes and it is not drudgery. It may be* making a new dress, not m boymg a new dress; it may be in creating a Safety Council; it may be m writing a book or designing a building or forming an American Legion Post or a baseball team. There are countless forma of sublimation. It is the proper outlet of the creative impulse. Now it is the duty of well disposed perion* to permit and encourage sublimation in others. An assistant superintendent, when he sees a workman and Has time to visit with him for a few minutes, if lie is bright and humanistic, will say, "How is that foie big girl of yours? Is she playing basketball this winter?" and he encourages and expresses his approval of the man's natural creative instinct. He should, with equal propriety when he meet* someone engaged m a sublimation, say "How are your plans getting along to fill in the old quarry and make a parking place that you told me about at our summer conference?'1 Sublimations are' to be permitted and en couraged. ' Social or Herd Instinct There is a human tendency to be with other humans and form herds and sub-herds. We crave companionship, and are uneasy if alone but satisfied if in groups. The de sire to be with others is so greatthat we wiH^ihake great sacrifices to live with others; we sacrifice many ideas-so that we nmy cootimte to live with other* and have them welcome-us and permit its'to stay With them. Naturally or subconsciously we 2*6 Twentieth Congress--National Safety Council tend to seek the companionship of persons who have similar ideas to ours. Persons of various races tend to congregate together; persons of the same religious denomi nations tend to group together; persons of the same economic status arrange to live in neighborhoods where they may be near others of their own ktud. Persons with an interest in art or safety or the Republican party or persons who have shared experi ences together tend to form sub-herds. The human soul Is lonesome. We are lone some all of the time; twins are lonesome. Lovers are lonesome and even on a honey moon the limitations of human speech in contrast with the ability to think more rapidly render impossible the fullest or most desirability of companionship and exdtange of ideas. Friendship is one of the most beautiful of human attributes. The most severe human penalty is ostracism"Put him in solitary confinement and be damned to him/* Now in order that a group can live together U>cy must not sacrifice individuals and they must permit individuals to prosper for the sake of the individual con cerned and for the sake of the social group. Therefore, there are certain standards of conduct in the United States. One is the New England Code. This code remains almost unaltered although practically every racial group coming as immigrants to tills country has tried to modify it by impinging upon it its own cultural ideas. At the present time certain persons arc trying to get us to abandon the New England Code for the Russian Code. We do not worry about this because we realize how futile it all is. I think it is of first importance that an individual have a bank account for security of a kind, a church account for the security of one's immortal soul, and edu cational account for security of its kind, and a friendship account Now in education there are two forms--the formal such as we learn in school and the tribal for train ing tlie child in the customs of the group. The group tends to eliminate or tends to permit the elimination of persons who are unorthodox ns judged by group standards. We permit an Individual to be unusual or different but we do not want to see him abnormal in several ways but only in two ways. If be h?$ more than two ttnusualities we regard him as eccentric, and distrust his judgment on everything but give him enough rope to bang himself. If he has two unusual characteristics and either or both of them are exaggerated to a great degree, we call him insane and lock him up. On the contrary If the individual has certain profound limitations which are obvious to the rest of us, such as blindness, or the loss of an arm and so on. then society will permit him to exist and will compensate for his shortcomings assuming, of course, that society recognizes these handicaps as genuine. It is, therefore, of great impor tance for an individual to determine to conform to the standards of his group. It is abnormal for an individual to try to make people believe that any sub-group is more important than the total herd. For example, one can almost describe a man by naming his sub-groups. If I say that a man belongs to the Rotary. Masonic Or der, St. Andrews Espicopal Church, Gary Country Club, Illinois Steel Company. The Every Other Saturday Night Poker Club, Union League, Republican Party and lives on Euclid Avenue in the Riedel! Subdivision, and so on, you have a pretty good pic ture of the man. Now be is quite norma! until lie gets the idea that every one should take up golf, or join his church or vote his party and so on: we regard such a person as an intolerant eccentric and tend to Ignore him. Labor Unions are inevitable and have*their proper sphere iu life but they are only sub-herds and must submerge themselves for the benefit of the larger group from society or else they will be ignored and may be exterminated. We should encourage and guide the development of sub-herds such as safety teams. Acquisitive Instinct This is the business man's instinct and has its proper and noble sphere in life just as much as theology, research and law are important and have their proper sphere in life. This instinct is aroused in persons who perceive movable or removabte objects Psychology anil Safely which truy be acquired. There ij a satisfaction in possessing thimts. This instinct appears also in the life of an individual as a little child who first picks up every thing he wants and is permitted to do so because they interest him. Next he tries to make use of them. He continues with this tendency to acquire things as he goes along but suddenly folks tell'him he is stealing and it takes him several years to learn that it is all right to acquire tilings provided he meets certain rules, namely that he openly ask for and receive permission, or that he give something in exchange of approximate value, which is lys to give, or that he earn them openly. My objec tion to stealii* is that the individual cannot keep what he steals for all society tries to take it away from him. Whereas if he gets things within the rules of society and shares fins within some reason, such as taxes and some minor generosities and does not make snisuse of them against the general welfare of the public, then all society tends to help him keep his possessions. This instinct of acquisition within the rules shows itself now in two main ways: (1) acquiring property (2) acquiring ideas. This era in which we are now living may be described as the era of non-destructive riv alry of big business. In other words, it is the era of live instinct of acquisition. Many etas have been characterized by the predominating instinct, such as the 15th century was the era of exploration or the era of the instinct of curiosity. I believe we are approaching the era oil "Service without Sacrifice" which will be where the instinct of tenderness is enthroned and that is why I foresee such a permanently good future 'Cor this Safety Movement. Constructive Instinct The last of the instincts which we will discuss this morning by tills classification based on McDougall is file instinct of construction. This is aroused iu tire mind when one observes objects which can be piled up or built together in some manner. This differs from the creative instinct in that the constructive Instinct is aroused by things at hand whereas the creative or sex instinct begins with invisible things such as ideas or physical processes within. Peculiarly enough, the ambivalent phase of this constructive instinct appears first in the life of each individual as it appeared in primitive people, namely in an impulse toward destruction. Little ehiJdrcn^and prim itive folks destroyed things which were of some use. Mature persons iu civilized races are constructive. Now I want you to realize that it is impossible to plan the construction of any thing perfect and bave your plans perfectly executed. Other persons must share in your plans and in their execution and they will have their own ideas and you must permit them to have them. It should be sufficient for you and should bring you sat isfaction then if your own ideas are carried out 50 to 60 per cent or more. You must not be too painstaking; you must not be like the puttering inventor who for the last 22 years has been "perfecting his invention** but has not yet put it into quantity production. If a thing is good and succeeds that should be a reasonable goal. The Irish philosopher said "Perfection is finality, finality is death, there is no perfection in this life. There are flaws In it." This constructive instinct is the basic instinct in engineers and in a great many strong men. Probably to this instinct more than to any other in our ancestors the world owes its present comforts. It shows itself best in building those things which not only help the present generation but which will help future generations. Build ing with ideas and constructing organization* arc splendid examples of tills pleasant instinct. The point of all this is that each instinct has a proper use. Do not be ashamed of having these characteristics m yourself nor try to stamp them cut, Cultivate them, for too much, or too little, of the instinct appearing at the wrong time, is disastrous. 288 Twentieth Congress--National Safety Council Friday Morning Session October 16, 1931 LECTURE NO. 4 Evolution of the Personality. Weil integrated. Heedful of Its Own and Society's Welfare ana of.All Reason able Rules, Including Safety Rules By HAROLD S. HULBERT, M.D., P.A.C.P. Chicago, Illinois This is the fourth and last of a series of more or less informal talks on healthy thinking versus accident risk in which I hare tried to leavetoat all abnorsnalties of psychology or psychiatry, but to draw lessons therefrom to hdp normal persons.. Supplementing, first, some of the things which were.mentioned yesterday, and answering some question* given to me, I will say that there.is a certain.form of irritability which fa not auger but is fretfulness which results from pain. Persons in physical pain especially, and persons in mental pain also are irritable. This irritabil* ity probably will last as long .as the. painful state endures. Punishment does sot help such persons. It may be a grumbling, impacted molar, .tooth,. It-may bp- chronic ap* pendichis. need few glasses, the pajn of loss after a bank failure, or. things of that nature. We must be rather forbearing with these irritable persons until we can re move the source of the irritation. . . .... 1 was asked, further, what is the _best, modem use of this ouMf-dste W%t of jealously. The proper use .of.that instinct- is loyalty..The ordinary, coocfgtioq of being loyal to your .superiors is half fight, We should be loyal down ats.wjqll as loyal up; loyal to the best interests of the persons below .us in the factory or shop or Navy Yard, or what not, as well as loyal to our superiors. ............. .. __ It is amusing to recall, many funny episodes that happened during..nay tour of duty as a medical officer in the Navy. I .was so loyal to the gobs working for ipe, those who of course were almost over-whelmed wtth.theic duties, .that-1.spent a great deal of time getting them out of their own troubles. This, is not the. time .to tell yarns, but I assure you that when I was loyal to their best interests I got great co~ operation from them. . .... : ... . X have been asked wfat causes.one to fear looking down from a height, ppd.is it curable? Fear is the earliest of all .these:innate tendencies or instincts to appear in the life of the individual, aod it appear* as early as when-the baby is thrfte days old, probably because it appeared early in the evolution of (he human rape jvhetj qur an cestors had to live in the tree tops to keep out of the swamps, to .keep away from enemies, hostile, to human welfare. A.little baby three.days okl taken asleep from his mother by the .nur$e bapk.to the nursery after he Isis.been fed, ,if Ioweppd gently into the crib, stays asleep, but if,the nurse lowers that, baby rapidly the baby wakes up, squawks, and clutches. We are all afraid pf high places.. It is. a oorsml }hmg; it is not abnormal. Therefore, it is not curable. The lesson is that when we are in high places we should be particularly careful to be .secure. , ,,. , ^, The stimulations for the creative or sex instinct may be classified normally as follow s: .. I. Any individual A. Same species 1 Opposite sex a. Approximately the same age 1\ Preferential love Psychology and Safety 289 a'. Desire for children in their own permanent home, b. With individual and public approval Let me explain that. As the individual grows up he is interested in all the worW. Finally, he becomes more interested in people of Ins own species than he is in dolts, dogs, toys, and so on, and interested particularly in some one person, that being the mother of course in infancy. ^_ Later his interest becomes more specialized as a little child, and his love life centers then more around persons of the opposite sex. Many persons stop the de velopment of their personality along this line at that place. When wc see a young man at a party making great effort to bring a cup of tea and a clean napkin, and so forth, to some white-haired lady chaperon instead of buzzing around his own girl, we know that he has not developed to tlie point where he prefers people of his own age. A great many marriages are unhappy because the individual still loves a parent more than he does his mate. The next point is preferential love, and a great many persons in their maturity do not attain this. Preferential love docs not mean the Hollywood type, where I k>\*e you more today than I loved her last week- Preferential love means l love you more than all other women put together, or all other men put together. It is fifty- pae, or more, per cem. It U not in preference to some one other person. When we get to the state of preferential love w have very strong borne tics. The further development of this instinct Is to have children, not many children in many homes, but children in their own permanent home. When an individual attains that height1 in the development of his instinct, he is a standard, splendid citizen. ^ There are very few abnormalities in this instinct, except the abnormality of im maturity. Most persons do not finish evolving to full maturity. The important thing for you is this: that both officials and workmen should be encouraged to develop this characteristic to its maximum height. You should take an interest in the home life of the workman if you ate trying to prevent accidents in their lives. Ask them about their fine boy. Ask them about their tall, big girl, or what not. When their home life is normal, they are not so prone to be doubtful and indecisive, because abnormality In this instinct causes indecisions and doubts and uncertainty- ,,. When there is no normal opportunity for pelvic sex life, it is incumbeut upon the individual to sublimate mentally. Sublimation is selecting for oneself some new in terest which wilt engage his atteatiou part of the time, an interest which will per mit him to plan or at least to share in the planning thereof, and which permits him to execute, himself, or to actually share in the execution thereof. Designing and building motorboat, making a garden, writing a book, creating or building up a strong safety movement in a certain factory, starting or increasing a Parent-Teacher AuodzdoQ in her child`s school, inventing a new golf club--these are some examples. something existing is drudgery, not sublimation--for example, washing disbes or mowing the lawn; and repairing things which have become worn or broken, Hke darning stockings or changing spark plugs--none of this is sublimation. It must be self-selective, creative, planfu), practical work which can grow and where the re sults will be obvious to the individual and to others. The pattern which sublimation imitates is the planning and constructing .of a home, family, bouse, and borne life. I have been asked how does one develop a superiority attitude within reason, of whkh we spoke. Tiiere ate some things we can actually do besides stopping making comparisons; other things we mentioned in our first lecture. One is to improve the health. The second is to make use of early morning hours for self improvement. Other things being equal, a time of day comes when we have to indulge in group effort for group success. Prior to that, you have an hour or so. if you discipline yourself to get up around five, or what not, for self Improvement. That is the time to study, because memories laid down then arc more fixed than memories laid down by study of an evening, because sleep tends to wipe out what you have last learned. 290 Twentieth Congress--National Safety Council Biologically, what arc the proper hours ior activity? A man should work or be active from daylight to dark. The five-hour-a-day idea is the bunk biologically. A woman should work as long as she is awake, whenever she u awake. (Laughter) Part of that work should be for self advancement, part for group duties, part for pleasure, and so on, bat there is no proper time in the human life for inactivity. How farther can we develop this superiority attitude within reason? By doing as much good as you can in the time that is permitted you to work, and not working within the limitations of your pay, because the personality grows as it appraises its own work as good work well done. 'Tve done my best." Now for today's talk on the evolution of the personality. Yesterday -we went through certain tendencies all people have. How do these things fit together? Pour Plana* of Conduct First, let me say I believe there are four planes of human conduct to which we react: 1. Pleasure--Pain 2. Profit--Loss . 3. Approval 4. Right. We first react to the pleasure-pain level, and we do those things which will give its pleasure and avoid those things which will bring us pain. The psychiatrist differs from the psychologist in a few things. The psychologist says the personality should evolve from its lowest plane to the high, the higher, and the highest. I my no. I say all our life we should be able to react to any of these planes. We should be able to step back to a simpler plane of life. We should never outgrow the desire for pleas ure ; never outgrow the desire to avoid pain. That b die basis of physical hygiene, isn't it? And we know bow important that is. We have a right to do things which will bring ns pleasure, hut we have bo right to do those things which bring us pleas ure if they hurt someone else. The second plane of conduct is the business man's plane, the plane of profit and loss. He does those things that will bring him profit He avoids those things which he thinks will bring loss. That b a noble, proper and dignified plane of conduct in busi ness circles. And it is important that you have a geographical conscience. One should have a geographical business conscience. I mean to say if I were down In the Ghetto try ing to buy some Russian bronzes, antiques, and paid the first price asked me, all the merchants down there would think I was a simpleton. But if I were to go to Field's and try to haggle down a price on something they had for sale, they would -think I was a simpleton. My business conscience must be in accordance with the place where I am. We must adapt to local conditions. The third plane is a plane which we indulge in in our personal fife a great deal. We do those things which we believe will merit public approval if known, and we lend to avoid those things which will bring down oa us puttie disapproval if known. That k the way we live at home, but.in business if we do those things which would bring us approval and loss, we had better stick to what would bring us profit. Let me give an example. Suppose X was a merchant selfing green vegetables, and so on, in a highly competitive market. I owed a mu some money, and he continually forgot to tend me a bill. I eventually came to the conclusion that he never was going to remember it. According to business practices, it is my profit if I do not remind him of it. , On tl* other hand, suppose that around January 15 the vestrymen forgot to send me the pew rental bill for church. It is my business to look him up and pay it. In our domestic life it is important to do those things which merit us approval, even if they cause us some loss. In case of doubt, it b advisable to err toward the higher plan*. I believe that is the growing tendency of modem business--to prefer to do i*syeholoyy mu! Safety 291 what merits approval even at the expense of some profit. The greatest store in the world has as its motto. "The customer is always right ** The fourth plane of conduct is to do what is right irrespective of pam, profit or loss, approval or disapproval, and most of us do those things several^ times in our lives. I know of no one who can adhere to the fourth plane. Wilson did, I think, at the time he realized the people would repudiate him at the time he brought home his beautiful vision of a real League of Nations, but he did what he thought was right. Editorial writers occasionally do what they think is right. We do, occasionally. We must not be critical, then, of persons who act on one of the lower planes. You should be able to react on any plane, when the occasion warrants. Answering a question that was brought up in the discussion in one of your meet ings, it Is quite proper, in the case of a man who is careless, to inflict pain on him to make hint more careful, provided titat when he becomes careful you give him an equal amount of pleasure. That is. to publish a list, if you wish, of the men who have caused accidents in your company. It brings htm embarrassment and chagrin. It is painful, but it serves him right. We use pain as a whip these days, and we should, even the pain of death as we read in the paper this morning. Irregular Maturity An amusing and perplexing thing i$ that as people grow up they grow up very irregularly, and as men in your employ get older in the company they get mature irregularly. Maybe in some ways they are far ahead of the rest of titeir personality characteristics. You must expect that, irregular maturity in persons. From a practical viewpoint, what are you going to do about it? You must in dulge in habit training, rehearsals, fire drills, life saving drills, and so forth, be cause that will compensate for the immaturity in some characteristics of these in dividuals. Conflicts Every individual as he grows up is in conflict. He is in conflict with himself, and that is painful, as we have discussed, and he is in conflict with the world. We do not like our superiors. Children do not like adults. There is a little petty war on all the time. Oh. eventually we get benign and pretty old. a It lias been mentioned to some of you that persons feeling so humble deliberately get themselves in accidents in order that they may become important. I think that is a veiy rare thing. It does occur. We call those cases S. I. W. *-- self-inflicted wounds, and we find it only in inferiors. The normal person does not get himself in trouble to become important. The Inferiors may. But we are in conflict. Men should fight; it is good for them, and we must expect it. You should not fight so hard but that you can quit fighting to pick it up another day, and without your having abolished your good old enemy. You must expect strikes. It is normal for persons to gather together m groups for fighting. AH our lives we are in conflict, and we don't like the pacifist, the quitter, the swamp-liver, and the low-lander. We like persons who have some aggression. It makes them hard to handle, and it is good for us. One should fight to advance his own self interest. Wc do not attach much glory to the idea of self-sacrifice in ordinary times for ordinary things. In emergencies like a child falling off a bridge into the river, or war, yes, self-sacrifice is called for. I think there should be a happy medium between selfishness and self-sacrifice. This is a very much debated point. I am not sure I am right, but I think it is something like this: that the normal person says, "After me, you are first." For example, K a train was coming through the station and I looked through the windows and saw there was one seat, I probably would step up a little bit trying to be opposite the door of the car as It opened, step in and get that seat so 292 Twentieth Congress---National Safety Council I can continue to do my daily work refreshed from the ride. But I would not shut the door behind me and leave the other passengers on the platform out there. 1 wouldn't say, "Me first, and you not at alLM If I were tired and had a heavy evening's work aliead of me, I certainly wouldn't step aside and let all the rest of the world go through, and be lucky to find a strap. "After me, you are first. I won't hort you, hut I am not going to give you an advantage over myself.*' "I must look out for my own interests first.** We are coming back to that point again, "I won't hurt you.** Bn of Service It is interesting to watch and review history and see which one of these instincts was the predominant one from time to time. The instinct of curiosity was pre dominant at the time of Magellan, Columbus, and other explorers. Different in stincts predominated at the time of the Crusades, at the time of the great ex pansion of Ibe Roman Empire. The era we are in right now, it seems to me, is the era of big business hi aoo-destructive rivalry. Sears, Roebuck could borrow money from Montgomery Ward if it needed to. We are in non-destructive rivalry. One bank will help another. The era we are approaching is the era of TTga^'*rg profits by service, not profits by force, by taking property away from the weak. Those firms, those in dustries which serve people and prosper in doing so bare a permanent prosperity. They build up no mrtwafs They buhd up friends, and that is true with the in dividual. The prospers beat nowadays wbo is of service to others without hurting himself. Toe see tie pets rite stamp of approval on such movements as this safety movement. We axe being of service to other persons and not taxing them unduly for it Tana Work In business tens work. irnnHy. there are three stages of cooperation: 1. Obedience 2. Discipline 3. Indoctrination. ' Obedience means the obeying of orders wlten orders are given. If you obey them very well you get a little more reward, and if you obey them poorly os defy them you are punished. The next higher state in life is that of discipline. A disciple is a follower. Dis cipline means setting an example and following an example set. That 1$ what you are doing largely in your safety work. You are giving orders that must be obeyed, and also you are setting an example. Among yourselves, high-grade safety engineers, you can indulge in what we call indoctrination. Indoctrination means that we have discussed hi advance all the pos sibilities of what might happen and what we should do under the various circum stances we have considered, so that when such-and-such things come to pass no orders need to be given and no examples set; everybody knows what he should do. The fleet has gone over Hi battle plan so often that if they1 become engaged with the enemy, whether they are nearer the sunrise, whether silhouetted, whether it is a clear or foggy day, whether the seas are high or low, even if the flagship goes down, they know what they should do with no examples set and no orders given. That is indoctrination. Do not expect men not of high-grade intellect to indoctrinate with you; they cannot. You have to prepare your orders in advance, what should be done under such-and-such circumstances. Only the highest type persons cap indoctrinate. In the Army, officers usually attain the rank of Lieutenant-Colonel before being taught indoctrination. Psychology and Safely 293 Indignation There U room in the world for group hate expressed in a sensible, not riotous form of group--moral indignation. It is a very useful thing in our civilization. The clever person is able to put his indignation away, as in a meeting when he says, "I move to lay it on the table, and take it up at the next meeting as a regular Order of business,** and then when the proper time comes become indignant all over again, full force. The less high-grade individual gets indignant and bolls over, and about a week or two later when it is time to take it up with tlie vice president, or what not, be is all calmed down. Indignation is a forceful thing if you use it when you need it. ... . Indignation is not so well oppressed in writing. It is best orally. Moral tndigna- tion which benefits voursdf is not well received. That is why we do not fall for , eftt* O-' The Chart of Self-respect certain foreign propagandas: Help the workers; help the masses; throw off you* chains so we may be free. That type of moral indignation does not carry much weight in the world at large. . Moral indignation against laws that hurt others, if forcibly and repeatedly ex pressed, have great force in our community. We listen, but we do not listen so much to your ideas as we listen to the punch behind your ideas. Respect and Self-Respect Probably the most important thing in the evolution of the personality may be illustrated by this cliart which my friend has been kind enough to draw for us. X would have you imagine a capstone resting on two pillars. This is the goal we try to achieve in tirac who are dear to us and who are younger, and whom we ace bringing up in our homes or in business--self-respect. Wc have been able to analyse this with the same exactitude, I believe, that the chemists analyse the components of sled. Self-respect is based on two things acting together. Neither one would hold it up alone. The first is good or improving health. We do not find self-respect in person* whose health is decadent, nor in persons whose health has always been wretched. ,. It is not your business to know medicine. That is ours. It is your business to know hygiene. As a minister once said, "It is not your business to know theology; 2`M Tvccnticth --.Wtiiattul Safety Council it i' >*ur 1ju-ii>cs to know u code *>\ ethics ami live up 10 it. Let u> theologians worn about live intangible*." Good or improving health. I want to five live responsibility for every person's health on himself, and you should too. If you have a grumbling tooth, or one of your workmen needs glasses, it is the individual's business to see that his health is improved. Wc tell a child or young workman or one recently promoted to a higher position or office that he himself is responsible for his own health, guilt, failure or success, but behind his back we modify those influences wluchare modifying him so that he may grow, develop, and make good. Good or improving health means the avoidance of those physical things which are destructive to the health--drinking too much bad liquor, for example: loo sedentary an existence; not enough golf or play. The surest way nowadays, with our present state of mind, to insure that a person has reasonably good or improving Irealth is the annua] physical birthday examination, ft Is the fd nowadays and has been for ten years, and really has a great deal of merit in it. I recommend it heartily. The second thing which is the foundation for self-respect is an honest self-evalua tion ; that you know your good and your weak characteristics lioiie&tly. You know whether you are too cutions, or too little; wltethcr you are to irritable, or too little; too fearsome, or too little, and so on. We took up these virtiis points yesterday When you Ixmestly size yourself up, don't tell anybody. Don't go around telling about your weak characteristics. It says some place that the meek shall inherit the earth. That must be m another earth and another form of existence, because it never happened with human beings. If must have been sakJ by a very meek person and was his daydream. Don't go around saying lmw good you arc l>ccause--well, maybe you really are not But yourself you should know. Try to correct your weak characteristic* some. Accentuate your good points to make them more useful and less hurtful. Knowing your own sltortcomings. one should take a common sense or philosophical attitude in frankly facing one's limitations and weaknesses ami the inevitable vicissitudes of life involving himscii and other.*. When an individual honestly knows himself, and really lias good or improving health, lie automatically becomes self-respecting. I Iteard a proud woman say. '*1 demand respect wherever I go." J said. "Madam, you do." But she didn't eomwaml It: site demanded it. She was very unpopular, ami they sent her away. When an individual is self-respecting certain things automatically follow, and the first is that he is respected by others. Do >uu know anything sweeter, in relation to the public outside your family, than to l*e generally respected' I do not. To be respected by others brings enormous rewards to the personality. It is worth the effort The second thing is that we have respect jar others. The tmy, non-self-respecting persons, the petty criminals, malingerers, nude and female, are tltose who have no respect for anyone. We know they have no respect for themselves, and that is why. That is why you cannot correct certain types of petty offenders. It has been tried by the good people, and it does not work. The Salvation Array gets at it better than any body else. A man may be down, but God alone knows he is never totally out. He still lias some germ of seU-respect, They feed him some coffee and begin to build him up so that eventually be will have respect for fnmsslf and resepet for others and become a citizen. It is great. Tl>e third point we are particularly interested in this morning is respect for rules. When au Individual is self respecting, because his health is good or improving, and he honestly knows himself, he has respect for the rules of others, for the laws, Ihe moral code, the rules of business where lie is employed, the conventions, and for the safety rules we are giving him to save him, Until your workman is properly self-respecting, you will not get him voluntarily and eagerly respecting and obeying the rules. You might make him by fear. You might give him mechanical safeguards and safety Psychology anti Safety 295 shop practices. But the way to make your men fit in your program is to build up in them self-respect. This means that the individual must stop doing wha be knows is wrong, or naughty, or wicked, or deceitful, or underhanded, or careless, or cutting comers to^ sharp. A nun cannot continue to be self-respecting and grant himself some private .vices which he intends to keep on with. He must make an effort to stop doing those dungs which he knows arc wrong; and I fix the responsibility on the individual for t. They say that guilt is personal. That is a political credo nowadays, ever since the oil scandal. It is a good idea. It has some errors in it, but it is a good idea. You must focus on the individual himself. His is the responsibility for stopping what he is doing which he knows is wrong m order that he may maintain his self-respect, live up to the rules, and protect himself. I told you earlier that we should never let a foreman fell a workman he should be ashamed of himself for making a certain mistake, and the reason now is apparent, tliat when you tell a person to be ashamed of himself you are underturning one of the necessary props for self-respect, and he docs become ashamed of himself. And as a man can largely select for himself what he will and will not do, so he can largely select the environment of his own mind in what he reads and hears and says. It is better to feed the mind on good tilings, wholesome things, than on menial garbage and condone bad mental habits which undermine self respect. Society's Demands What are the demands of society on this well integrated person wire has a lot of peculiar tilings in his make-up, funny meutal habits, the vagaries we discussed, who is possessed with a lot of ancient instincts which tfo not civilize very well, hut who finally, wc lope, becomes self-respecting? What docs society demand of this person? Society's first demand is that the individual be respectful and respectable, just where we left off. Second, trial he be aoretable. An agreeable person is nne who agrees on unimportant things, like the weather, whether it is going to rain or not, or some other thing like that. You may disagree on important things where you speak ex cathedra, from tire office--officially, but on ordinary things be agreeable. If you arc not. you will he crushed. We won't put up with disagreeable folks. We sort of wait until they are down, and then we kick them. The third thing that society demands of persons who arc agreeable and respectable is that they be reactive. We want persons to react. We do not like tire dull, seclusive. Molly-s*t-by-the-fireside type of dumb, non-reactive persons. Somebody says, "Let'* go to see `Green Pastures,* " or something else. The proper thing to say ia, "Yeah, l<t*5_** You haven't committed yourself. The idea you have committed yourself to is "Let's do something." and you might end up at a mgvie or something else. But be reactive to social stimuli. The fourth thing that society demands of a person is that he be productive. It is not sufficient that they work only to support themselves, because in so doing they may hurt others. They must produce something of public me; be productive. When persons are respectahle, agreeable, reactive, and productive, we honor them, especially if tlrey remain within the orthodox code and most especially if they are humane or humani tarian. New England Code This is a peculiar country. We differ greatly from our neighbors in the North and South, and we differ greatly from tire countries in Europe. The code in this country is the New England Puritan code. Although a groat many nationalities came over here early and started their own culture, Ore gentlemen of Baltimore, the Dutch at New York, the Swedes and the Quakers, Pennsylvanians, and so forth, only the New England code has had the virility to be passed on generation after generation. It is a hardy one. It Is a stern, strict code, ami every group of persons from any nation wire Ireve come over here and who have failed to accept that code have perished and 296 Twentieth Congress--National Safety Council been pushed aside, and every group that has succeeded has succeeded only by accepting ihe New England code. It Is so hard that none of m can quite live up to tL You most be strict with yourself. You must be strict with others, but particularly with yourself. You must be honest, honest in saying where things are right and where things are wrong:. You have a right to punish, but you mutt reward. You must pay your debts, and you cannot escape by running away. You mutt be orthodox. We do not want a lot of freaks around. We let them move to Connecticut, or some other place. That was long ago. You must be orthodox. Let's apply that last point for a moment. Society will permit you to be different from the rest of us in one or two characteristics only, and that is all, gentlemen; that is all. If you are an ardent tennis fan and a person enthusiastic about Boy Scouts, that is all they will let you do that is different from the rest of us. You may not take up tbeoeophy or homeopathy, communism, color photography, freak clothes, or go without hats m the wintertime. We only permit persons to vary from the orthodox standard in one or two characteristics. If more than that, we push them aside as a snow plow shunts snow. That is the New England code. You must be orthodox. I will teU you that if you cannot be as orthodox as demanded of you, it is your duty to say so anyhow to help other persons. You must say honesty is the correct thing, even though you are a little back in tome of your own debts. We must help other persons to Hve up to tins stern New England code. ^ This safety movement is exactly in accordance with that. It is emphasised in this one fraction of that code: You must do nothing which trill hurt yourself or others and I think you should demand it of others. The public will receive that idea and will not quarrel with you. Conclusion In conclusion. I believe mental hygiene, sound and practical, ought to h' mailed to safety councils and to foremen groups. It is one thing for you people ' *now \ it is another thing to get the knowledge where it win do tlie most good. I believe that dear, honest, self-disciplined thinking constitutes healthy thinking, and healthy thinking means fewer mistakes and of course greater safety. I want to say that I appreciate the opportunity to be here and I appreciate the attitude of the audience, so attentive and interested and cooperative, more titan I can express. It has been a great pleasure to address you. (Editor's Note: Become of the interest aroused by these lectures it is possible some members of the Council may want to secure the services of Dr. Hulbert. He may be reached through the National Safety Council. 20 North Wacker Drive,, Chicago.) ' TWENTIETH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Accident Prevention Equipment Manufacturers' Section Officers 1930-31 General Chairman--Howahu B. For*pa. Burroughs Welcome & Co. (U. S. A.) Inc., New York City. Vice-Chairman--L. E. Dicxsok, Standard Safety Equipment Co., Chicago, III. Treasurer--C. A. PARTHEXumiEX, American Optical Co., Chicago, 111. Secretary--A. C. Carrutheks, "Safely Engineering", New York City. Exposition Committee Chairman--Rutu. W. Nvrr, Safety Equipment Service Co., Cleveland, O. , ^ Market Research Committee Chairman--I. W. Millarjj, Indafitria.1 Gloves Corp., Danville, III. Membership Committee Chairman--Fajukkick Wahixat, PuSmosan Safety Equip ment Corp., Brooklyn, N. Y. Netvs Letter Committee Chairman--fl. T. Solensten, Elliott Service Co.. New York City. Program Committee Chairman--E. L. Wueelek, F. H. Wheeler Manufacturing Co., Chicago, 111. .4 Publicity Committee Chairman--R. T. Solensiek, Elliott Service Co., New York City. .^ Safe Practices and Codes Committee Chairman--T. M. Lewis, Mum Safety Appli ances Co-, Pittsburgh, Pa. Executive Committee: Members at Large-- Edward H. Sykes. Mine Safety Appliances Co., Pittsburgh, Fa. George S. Shull, Safety First Supply Co., Pittsburgh, Pa. E. W. Bullard, E. D. Bullard Company, San Francisco, CaL E. Fred Suivaian, Industrial Products Co., Philadelphia, Pa. Business Session . October 11, 1931 HOWARD B. FONDA, Chairman Burroughs Welcome A Co. (U. S. A.) Inc., New York City The annual business meeting of the Accident Prevention Equipment Manufacturers* Section of the National Safety Council was bdd in The Hotel Stevens on the evening of October 11, prior to the Twentieth Annual Safety Congress, General Chairman Howard R- F<md, presiding. 297 29S Twentieth Congress--National Safety Council Cotniniitec reports were presented by R. T. Sokrnsteu, Elliott Service Company. New York City, chairman of the Publicity Committee; by F. Rutledge Davis, Davi> Emergency Equipment Company, New York City, chairman of the Better Business Relations Committee; by E. L. Wheeler, F. H. Wheeler Manufacturing Company. Chicago, chairman of the Program Committee; and by C. A. Parthenbeitner, Ameri can Optical Company, Chicago, treasurer. I. W. Millard, Industrial Gloves Corporation. Danville. Ill,, presented the report of the Nominating Committee, naming the following officers for the coming year: ChitiruMn--Lawrence E. Dickson, Standard Safety Equipment Company. Chicago I'iee-Chairman--K. T. SoutNStRN, Elliott Service Company. New York, N. Y. T'rrtirwrer-- Frederick Wahlkkt. Puhnosan Safety Equipment Carp., Brooklyn, N. Y. Secretary--E. L. Wheeleb, F- H. Wheeler Mfg. Co-, Chicago, III. Upon proper motion, made, and carried, these officers were duly declared elected- At a later meeting held Friday. October 16. General Chairman L. E. Dickson announced the appointment of chairmen of committees and members of tlie execu tive committee, as follows: Better Business Relations Committee--V. Rutledge Davis, Chairman. Davis Emer gency Equipment Co., New York. N. Y. Membership --Committer George S. Skull. Cliairinan, Safety First Supply Co., Pitts burgh, Pa . exposition Committee--l. W. Millard, Chairman. Industrial Gloves Corp., Danville. News Letter Committee--}. H. Reid. Chairman, Chicago Eye Shield Co.. Chicago, III. Pttblieilv Committee--R. T. Solekstkx, Chairman, Ellibtt Service Co, New York- N. Y. Exccnthc Committee? Members at Large-- _ H. \V_ Movvery, American Abrasive Metals Co., New York. N. Y. Howard B- Fonda, Burrousths-Welcome & Co. (U. S. A.), Inc., New York, N. Y. Ed. H. Sykes, Mine Safety Appliances Co., Pittsburgh. ?x Buell W. Nutt. Safety Equipment Service Company. Cleveland, Ohio. C. A. Pabthexheimeb. American Optical Company, Chicago. lit Faro H. Klei.nt, Wilson Products, Inc., Reading. Pa. Accident Prevention Equipment Manufacturers Wbo Made Exhibits at th Twentieth Annual Safety Congress, The Stevens Hotel, Chicago, October 12-16, 1931 Abbott Laboratories. North Chicago, 111. Pharmaceutical products and first aid specialties. American Abrasive Metals Company, New York City. Safe walkway materials. American Ladder Company. Chicago, IB. All types genuine Miller-Built safety ladders. American Optical Company, New York City. Industrial bead and eye protection. Automatic Signal Corporation, New Haven, Conn. Traffic actuated signal controls, traffic counters. Bauer &r Black. Chicago. 111. Surgical dressings aud first; *sd ki$. Robert A. Bernhard. Rochester, N. Y. Sai-T-top applicator bottles and Saf-fast liquid adhesive. Bradley Washfountain Company, Milwaukee, Wss. ' Group washing equipment. Stewart R. Browne Manufacturing Company, Inc., New York City. Portable safety lamps. Accident Prevention Manufacturers' Section 299 R. H. Bofarke Company, Chicago, 111. Safety bdts, straps, backets, toot guards. E. D. BoHard Company. San Fmactsco. Calif. Sioything is* safety. Burroiglu-Welcome & Co.. (U- S. A.) Inc.. Xrw York City. Fust aid. medical equipment and surgical drestg*- Chicago Eye Shield Company, Chicago. IB. Head and eye protection eqmpmtftL H. Childs & Company, Inc, Pittsburgh. Pa- Safety shoes. Chippewa Shoe Manufacturing Company. Chippewa Falls Wise. Work shoes, boots, safety shoes and Gardtocs. Cleanliness Institue, New York City. Cleanliness--Personal and Industrial--Its effect upon the worker and employer. Clements Manufacturing Company. Chicago, 111. dements Cadillac portable Mowers. Thos. E. Collins & Company, St. Louis, Mo. Waterproof fabrics. Davis Emergency Equipment Company, Inc.. New* York City. First aid and safety equipment. Dudley Lock Corporation, Chicago, 111. Dudley ptek-proof keyless padlock* and locker locks. D. A. Ehinger Sanitary Manufacturing Company, Inc., Columbus, Ohio. Sanitary equipment for offices and factories. Elliott Service Company, New York City. Bulletin board display services. Finnell System, Inc., Elkhart, Ind. Electric floor scrubbing, waxing, polishing and water absorbing machines ami auxiliary clean floor equipment and supplies. Hanovia Chemical & Manufacturing Company, Chicago, 111. Ultra-Violet Ray equipment, scientific icsearch for hospitals and homes. Harley-Davidson Motor Company, Milwaukee, Wise. Police motorcycles, sidecars, radio and other police equipment. Holcomb Safety Garment Company, Chicago, III. Industrial safety clothing. Hynson, Wcstcott & Dunning, Inc., Baltimore, hid. Mercurochrumu, u universal first aid antifreptk- ImJostrial Products Company, Philadelphia, Pa. Industrial accident prevention and first atd equipment. Iodine Educational Bureau, Inc., New York City. Iodine, and its relation to first aid. ' Jewel Emblem Manufacturing Company, Inc., Chicago, 111. Badges, buttons and trophies. Johnson & Johnson, New Brunswick, N. J. Surgical dressings and first aid kits. Justrite Manufacturing Company, Chicago, III. Oily waste and safety cans. Walter Kidde & Company, Inc.. New York City. Lux carbon dioxide fire extinguishing equipment. Mathias Kirin & Sons, Chicago, III. Linemen's and electricians' tools. Lehigh Safety Shoe Company, Allentown, Pa, Safety shoes. Libbey-Owcns-Ford Glass Company, Toledo, Ohio. Safety glass for all forms of transportation. 300 Twentieth Congress--National Safety Council Lima Cord Sole fit Heel Company, Lima, Ohio. Non-slip GRO-CORD soles and beds. Lincoln-Schlweter Floor Machinery Company, Chicago, 111 . Floor scrubbing, cleaning and polishing equipment. Metropolitan Life Insurance Company, New York City- Life Insurance. Mine Safety Appliances Company, Pittsburgh, Pa. Everything for mine and industrial safety. Morin Manufacturing Company, Holyoke, Mass. Safety attachment for washing machine wringers. Morton Manufacturing Company, Chicago, 111. Kass safety treads and Sani-Gard cabinets._ National Signal Device Corporation, Newark, N. J. Automobile safety signal. Patent Scaffolding Company, Chicago, III. Safety ladders and scaffolding for all purposes. Frotectoseal Company, Chicago, 111. Safety cans, miscellaneous operating cans, flame arrestors, tanks and fittings. Pulmosan Safety Equipment Corporation, Brooklyn, N. Y. Respirators, hoods, helmets and general safety appliances. Pyrene Manufacturing Company, Newark, N. J. Fire extinguisliers and tire chains. ' Rcccc Wooden Sole Shoe Company, Columbus, Ncbr. , E. Z. Walking wooden sole safety shoes. Ruse Manufacturing Company, Hartville, Ohio. Everplumb ladder base Safety Engineering, New York City. Publishers "Safety Engineering." Safety Equipment Service Company, Cleveland, Ohio, ^ Super-Drednaut goggles, personal protection and general safety equipment. Safety First Shoe Company, Framingham, Mass. Industrial safety shoes. . W. H. Salisbury & Company, Inc., Chicago, 111. Linemen's rubber protective devices. Leon Schiff & Company, Chicago, III. Industrial safety shoes. Sehwcnk Safety Device Corporation, New York City. Handlers for barrels, drums and carboys. F. J. Stahmer Shoe Company, Davenport, Iowa. Davenport wood soled footwear. Standard Safety Equipment Company, Chicago, III. Industrial safety devices. Storehouse Signs, Inc., Denver, Coin. Accident prevention signs. . Surety Rubber Company, Carrollton, Ohio. Linemen** safety equipment. * Surty Manufacturing Company, Chicago Point of operation guards. Thompson Products, Inc., Cleveland, Ohio. Permanent road markers. _ Weaver Manufacturing Company, Springfield, 111. Garage and safety testing equipment. West Disinfecting Company, Long. Island City, N. Y. Products for promotion oi sanitation, * F. H. Wheeler Manufacturing Company, Chicago, 111. . Asbestos, fireproofed, duck and leather protective apparel. Willson Products, Inc^ Reading, Pa. Goggles, respirators and welding equipment. TWENTIETH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Aeronautical Section Program Committee Col. Hamy H. Blee, {Ckatrman), Aeronautics Branch, U. 5. Department of Com' merce, Washington, D. C. David Bkecroft, Aeronautical Chamber of Commerce of America, New York City. Da. Gsokgjs W. Lewis, National Advisory Committee for Aeronautics, Washington. D. C Catt. A. B. McDaniel, War Department, Washington, D. C. Lt. M. T. Siligmak, Navy Department Washington, D. C. Earl B. Wadsworth. Post Office Department, Washington, D. C. Thursday Morning Session October 15, 1931 DAVID BEECROFT, Chairman Chairman of Safety Conuzdtt**, Aeronautical Chamber of Commerce of America, New York City The meeting of the Aeronautical Section convened with David Beecroft, chair man, Safety Committee, Aeronautical Chamlxtr of Commerce of America, New York City, presiding. Chairman Beecroft: The meeting this morning of the Aeronautical Section has been drafted more in the character of an educational meeting. The papers were selected by the Program Committee to cover as comprehensively as possible the air plane field, with the thought of showing the unusual extent to which the industry and the Department of Commerce, the regulatory body, have worked to bring about safety, since they felt that safety is the primary consideration in the success of the in dustry, and that wirliout safety it would simply not he possible for the industry to make that economic success of which it is capable. First, our program covers the factory; then the airport; then the operation of the vehicle in the air; and finally, thanks to the Department of Commerce, we are going to Have a most comprehensive review of the provisions covering safety, the methods of securing safety, and the methods of enforcement to carry out safety as used by the Department of Commerce. The first paper is by Ralph Damon, Vice President and General Manager of the Curtis* Airplane Company, Robertson, Missouri. Mr. Damon could not be here but his paper will be read Uv Mr. Price. 301 302 Twentieth Congress--National Safety Council Safety in Aeronautical Factories By RALPH S. DAMON Vicc-Prevident and Gentral Manager, Curtin Airplane Company, SobcrtMo, Mo. An attempt will be made to show wherein aeronautical factoriej differ from ordinary indurtrial establiibments with respect to safety, causes for these differences, and the means which can be used to combat the haeards effectively. First, it may be explained that there is no umurmountable obstacle ptxvemmt; safety in aircraft factories, that all factory operations on the ground or in the air, incident to the manufacture of aircraft, are subject to the same common sense rules of good housekeeping and discipline necessary for the satisfactory accomplishment of safety in any industrial organization. One aircraft factory recently visited by the writer, employing approximately 1,000 persons on direct labor, had a 59-day no-lost-lime record in effect on the day the writer was there, and the factory manager explained proudly that his factory held the no-lost-time record last year for the Western New York State District, embodying many industrial establishments of all sorts. #^ Such unusual hazards as are encountered in an aircraft factory may be divided into two general classifications, the first of which I will call "complication hazards*', and the second of which I will call "specific hazards.** A complication hazard arises from the general use In the industry of a Urge number of types of skilled personnel. A recent check made in one factory showed that there arc sixty-two different definite trades In an airplane factory,.as differen tiated by American Federation of Labor and allied organization classifications. For example, on the assemhly of machines within the space of a thousand square feet, without violating any of the commonly accepted practices in airplane manufacture, it is quite conceivable there may exist mecitanks actually operating the following trades: ... Upholsterer, glazer, sign painter, striper, rubber, rigRer, engine mechanic, elec trician, pipe fitter, and sheet metal worker. In some cases there may also be finish carpenters, covercrs. dopers, and occasionally even welders. To add to the complications, some airplanes, particularly the larger transport machines, are relatively tall, standing as high as nearly 20 feet, and the usual mechanic must be furnished with a ladder or scaffold on whkh to work con veniently, which often results in some mechanics working directly over others; and the working conditions are a cross between orderly factory working operations and a shipyard the day prior to the launching of a boat As a further element in the complication, the industry is very young, and the technique is continually changing, requiring continuous retraining of personnel. That any factory fighting this complication can hold the no-lost-time record in its district is proof of the fact that a danger known is a danger removed. - In addition to the above general complications, the industry lias a number of specific and non-usual hazards. Although it may not be Ksted as a direct factory operation, the initial Hying of each aircraft is probably the most obvious hazard. In this connection, it might be interesting to know that the writer at one time had to discharge a test pitot (or refusal to wear a parachute or abide by certain other rules of housekeeping: which were generally cot&cded to be beneficial oti these test flights. . The test flight of an airplane need not be a particular hazard. The Workmen's Compensation rates are still quite high, but the liability rates have shown very satis factory decreases, and the rate on damage to the machine itself is in some cases as low as 80c per $1,000 for original test flights not exceeding one hour on Approved type aircraft. It is also interesting to note that one prominent commercial Aeronautical Section <503 factory, which lias built over 1,000 commercial machines, has never had an accident on tlie initial test flight. Probably the next most obvious hazard ts that of doping. This term is used to cover tix application, either by brush or spray gun. of pvroxalin finishes to the fabric and metal parts of airplanes. This finish is used as a protective or coloring coat on the metal, and has an additional value on thefabric of shrinking and strengthening tl*e long staple cotton fabric, and isa very important process. On tlie cotton cloth the first two or three coats must be brushed rather than sprayed, in order to secure adequate bond with the fibers of the clotli. Contrary to all painting rules, the main object is to put as heavy and uniform a coat of dope on the cloth as possible. For tliis reason brush painters do not make good brush dopers, and vice versa, so it is generally belter when enUrumy the force tu get absolutely untrained men than to hire painters and endeavor to teach them new rules. After the first two or three coats have been applied with the brush, all other applications and technique are equivalent to common practice in any good body plant, except that the dopes arc uniformly more plastic and less pigmented titan the pyroxalin finishes used in a body shop. As pigment is generally an inert substance, this makes the airplane dope* and spray dust more flammable than the equivalent materials in a body shop, so that tltc necessity for proper ventilation and general cleanliness is much greater. All the precautions of body factory spray rooms should be used, such as masking all permanent fixtures of spray cabinets, floors, and other exposed parts, cleaning out all exhausts frequently, use of underwriters approved motors and vapor proof fixtures. The fire hazard is by far the greatest hazard in the dope room. Other dangers to the health of personnel have been almost completely removed by the use of non-toxic solvents, and the elimination of lead pigments, which are prohibited from use in <no*t specifications. Another special hazard is the large percentage of hand torch welding necessary on the present day construction. This welding in Itself is not particularly difficult to control where done on benches and with reasonable precautions, but is most diffi cult to control wheti getting into fixture work, such as fuselage and other tigs, where, in order to handle production properly, many welders work in a congested area in very unusual positions, often lying ou the back and welding above them, and within close elbow reach of each other. This leads to many incidental bums, and is one of the most difficult conditions to control. One solution recently accomplished where bums were becoming excessive was the duplication of the fixture, thereby cutting in half the number of operations required In a given time on either fixture, and spreading out the men thinly enough so practically all hazard was removed. ' - Except for storage of large parts, in process or completed, the above items approxi mately conclude tlie non-usual hazards in airplane manufacture. There are no unusual features to tire machine shop and metal bench work, woodworking machinery, small parts assembly, engine assembly, or other operation. Owing to the unusual angles and extended portions of partly finished machines or completed machines, new employees and visitors must be carefully warned to be extremely careful. On smaller machines, propellors left in the customary horizontal position form a very distinct hazard ol this sort. In completed machines, the amount of gasoline which can be kept within the building must be very closely regulated, and is probably one of tlie cases where great discipline is necessary. An analysis of accidents in one airplane factory over a recent period is given herewith. - In ail of the above items discussed, both the complication factor due tn the large number of trades and the necessity for concentrating personnel on individual machines, and the very specific hazards, one conclusion stands out as sltown in the table of 304 Twentieth Congress--National Safety Conncil Analysis of Accidents in One Airplane Factory Occupation Loot Time Machine *1mp 9 Sub assembly <per*timis 9 Krcction--final assembly 8 Welder* 9 Maintenance 6 Woodworking 5 Dispatchers, inspectors, pilots 5 Sheet metal 3 Bench workers I Tool makers 2 Plating and polishing 1 Stock clerks 3 Painters ~ Mechanics 2 Building operations. I No Loot Toast 19 12 9 9 5 5 4 3 5 3 3 2 S 3 3 Total 28 21 17 18 11 10 9 6 6 5 4 5 5 5 4 Percest of Total 18 13 IS 12 7 7 6 4 4 3 3 3 3 3 3 64 Causes Lost Tint* Foreign body in eye 12 Lacerations and cuts Falling and flying objects 4 5 Fall of person and bumping objects 8 Burns 9 Infections 1 Nails, slivers, splinters 3 Machine accidents Airplane accidents 8 4 Other causes Strains, sprains, and hernias 10 . 90 No iMt Time * 30 10 10 6 4 10 8 1 2 0 154 Total 42 23 15 14 13 11 H 9 4 > 10 10G Pmrceatf of Total 27 15 10 9 8 7 f7i 3 1 7 lost-time accidents, and that is the absolute necessity tor houMfkeepinu and proper discipline. . .. .... ^ To the writer* personal knowledge, almost every mayor accident which has occurred tn factories in which he has been connected has been doe to improper precautions in the first place, or laxncss in the housekeeping and discipline. Well marked aisles kept clear at all times, particularly in the assembly department, are an absolute necessity, and are distinctly worth while, as shown in the accompanying photographs. In general, it will be seen that the* accident ratio is not doc to the special risks of the industry, that these risks do not present any unstirmotmtable or inherent difficulties that would tend to cause high losses, and that the most prevalent accidents are due to evciy day causes of a miscellaneous nature. Chaikman Beecxoft: We are sorry that Mr. Damon isn't lierc because he stands very high in the airplane manufacturing industry. He heads the committee tlwt has relationship with the Department of Commerce at Washington. His analysis here and his giving of the leading danger factor* is very clear and complete. Our next paper, and again we are very sorry that the author isn't with us, is by Richard B. Barnitz, Director of Airports City of Los Angeles. I should like to say Aeronautical Section 305 on behalf of Mr. Barnitz that he is one of the best authorities in this field. He is chairman of the Airport Committee of the Aeronautical Chamber of Commerce. We are particularly fortunate in having a past-president oi Hu? National Safety Council with us who ha* consented to rend (hi* paper. Lieutenant Colonel Henry A. Reningcr, Allentown, Pennsylvania. Safely at Airports By R. B. BAKNlTZ Director, Th* Los Angeles Airport, Los Angeles, Cal. It is significant of the progress of aviation that safety has come to be regarded as a primary factor in its undertakings. In the early, experimental and demonstra tion stages, safety was all but disregarded in the enthusiasm over the fact of actually causing hcavier-than-air machines to leave the ground. In tltc period of the de velopment of airplanes for war purposes, speed, flexibility, and adaptability to mili tary stratagem were given first consideration. But today, with the rapid advancement of aviation as commercial transportation, safety comes into its own as the essential element of success. By its very nature, a< well as because of its novelty and the public's peculiar psychological reaction to the idea of flying, aviation must give much more atten tion to safety than has ever been given by rail or marine commerce. We who are connected with commercial aviation hr any capacity know* too well liow aeronautical mishaps appeal to the sensation-loving press, and we may take fair warning that one accident outweighs ten thousand successful flights in the public judgment. And logical or illogical, wc have to take the public judgment as it comes to us, rather than as we should like to have it. But there is something to be said for the public's attitude, at that. The public wilt pay a little to watch stunts by aviators who are either skillful or foolhardy enough to undertake them. The public will pay a little to go aloft for the thrill of an occasional joy hop on its account. But the public will give generous support to aviation as a sound industry only when it is assured that aviation is engaged in a safe and sober business of transportation. If a man pays to ride in an airplane from Los Angeles to New York City, the chances are that he wants to reach New York promptly rather more than lie wants the experience. Unless aviation can assure him that he will arrive at His destination in safety and comfort. He will na* patronize it. All the arguments are on the side of the public when it comes to de manding safety of aviation before aviation can claim.to be a serious business rather than just a fascinating and daring game. Safeguard the Non-flying Public In discussing the relation of airports to safety in aviation, there is another phase of the subject which also occurs. That is the location ami operation of airports in such a manner as to safeguard the persons and property of the non-flying publicthose who live near the airport, and those who pay it visits to see what this flying business is ail about. We have had not a few instances to record lately where airplane accident*, usually due to insufficient handing aceas or bad layout of runways, have involved the well known "innocent bystander", or the next door neighbor to the airport. Now. much as we may deplore his numerous existence at times, the "in nocent bystander" is a necessary "evil" in our activities. The airport is the place at which the public is brought into contact with aviation, taught its importance, and induced to give it deserved support. The public must he encouraged to stand by innocently a great deal if we are to inoculate H with air-mindedness. But while it does so. the obligation to see that it is protected front both its own innocence ami 306 Twentieth Congress--Notional Safety Council our mistakes rests fully upon the airport administration. Moreover, if we are to have airports reasonably accessible to the centers of population, we cannot expect tlwi they will be altogetlicr isolated from homes, factories, and the other appur tenances of settled communities. The protection of these by the proper traffic pre cautions and by sufficiency of airport size and layout will be alluded to further. Much, we are happy to say, has already been done to make airports safe. Those haphazard landing Helds which were typical of a decade ago are rapidly disappearing from the landscape, and the half dozen abandoned pasture lots which formerly served the average city with airplane landing facilities are being replaced by one or two sizable areas, equipped with prepared runways, and offering some reasonable accommodations. While there is still a divergence of opinion with respect to the most suitable surfacing for landing areas, and while experimentation is still busy with the problem of airport lighting, we can take pleasure in tlie fact that a great deal of satisfactory surfacing and lighting has been accomplished in the last three or four years, and aviation is immeasurably safer and more assured by reason of these activities. At least tentative measures of traffic control have been achieved in most places, with definite signs of bringing order out of the chaos. Rigid regulations, reasonably well enforced and sensibly observed, are making airports somewhat safer. I believe, than the ordinary city street. 1 know that since the city of Los Angeles came into control of The Los Angeles Airport three years ago. die one fatal accident tiiat 1ms occurred cm the Held resulted from an unauthorized Sight m a homemade plane which had coroe over from another city to try some speed experiments on the spacious area of our port. Other than this we have had scarcely any mishaps of any serious consequences whatever. This, despite a record of something more than 7.000 airplane landings a month, representing many thousands of flight hours and tens of thousands of flight miles. ' Five Factors of Airport Safety Uot airport development has only commenced to take into account alt of the factors of safety with which it must become familiar. 1 should like to summarize these briefly under five headings, having to do respectively with location, surroundings, equipment, regulations, and personnel. To attain a maximum of safety, airports must be permanently located on areas of adequate size, with favorable meteorological conditions, and suitable terrain. These points arc seldom sufficiently recognized by private business leaders or public officials who may have something to do with the selection of an airport site. They arc. of course, commonplace requirements to the j>erson experienced with aviation. Init even he, I fear, is likely to neglect them in favor of oilier considerations which have to do with immediate economy. Hcncc it can do no harm to mention them here in detail. . Permanence of location is of importance because we cannot visualize any corpor ation or city adequately equipping an airport on a tract which it holds merely by a ^hurt-term lease, or where the land investment may soon come into competition with the improvement investment and tend to close out the latter. We need more airports which will stay put--which we may look forward to as established in stitutions of public service ten, twenty-five, and fifty years hcncc. Permanence in evitably means care and foresight in. development, with all the consequent significance to safety. As to size, I feel that it is folly to locate airports these days where ail-way land ing is not feasible, and where prepared runways of approximately 5,000 feet in length cannot be developed. While a 2,500-foot runway is sufficient for most pur poses at the present time, an additional distance of 500 or 1000 feet ss demanded bv safety. and the present trend* in aircraft construction demand that we should be able to extern! the surfaced landing and take-off areas beyond 4,000 feet if we e Aerouautical Section 307 pect to take care of future traffic with safety. Already there is record of transport ships overshooting their fields with disastrous consequence which might have been avoided by a wiser selection of airport site. As to soil and drainage conditions, I shall say little here. The relation of these to safety is well known, and 1 am justified in the present discussion in simply as serting that if, for reasons of economy or otherwise, a site is selected where soil and drainage are poor, then it must be taken into account from the start that a sufficient expenditure must be allowed for to repair these defects in the natural location. Here, again, I am simply insisting that we have no right to sacrifice safety to economy if we expect to make aviation a dependable and respectable business of commercial transportation. Turning to meteorological conditions, we have a factor which no amount of sub sequent expenditure can adjust. Conditions of a meteorological sort vary widely within short distances, and this fact must be understood. Even within the environs of a single city, a considerable range of weatt*er and atmospheric conditions may be found. No company and no community can afford, from Use standpoint of safety alone, to locate its airport at places where conditions arc not 11* best to be li&d as regards moderateness and constancy of wind, absence of smoke and fog. and mild ness of temperature. Moreover, 1 heartily endorse the suggestion that, once a large community has located and equipped one major airport with due regard to these factors, it may well afford to create one or more auxiliary landing fields, with sufficient runway areas only, to take care of emergency operations when weather at the major airport may render it unsafe. As a final word on the subject of location, 1 may 5peak of the need for selection of airport sites where there is a minimum of natural, or unremovable artificial, ob struction in the surrounding area. Darkness occupies about hatf of every twentyiuor hours, and even the best located airport H destined to have some thick weather at times. The airport which is so located that an apjrroaching ship cannot swing in a circle of from three to five miles to get its bearings U distinctly Handicapped from the standpoint of safety'. Zf an unobstructed circle of from eight to ten miles radius is possible without crashing against a mountain side, so much the better. Where a city can so place its airport, or a transport company can so choose its terminal facilities that this freedom is possible, it become* criminally negligent with the firs* crack-up if it has done otherwise. How an Airport Invites Trouble This brings us to consideration of cr.y second main topic, that of the relation of airport surroundings to safety. An airport is inviting trouble when it locates where tall botktmgs. chimneys, gas tanks, power lines, oil derricks, and the like cither exist or are likely to be constructed in its immediate vicinity. Careful flying, it is true, can ordinarily avoid such hazards, but hazards they are none the less, and as such they are menaces to aerial navigation which strode! never be permitted in the neigh borhood of any airport. This means nothing more nor lev* than that airport sites mtfet be chosen in unobstructed sections, and then that the territory' surrounding these sites must be kept under restriction as to the types of construction permitted within a radius of perhaps two miles from the center of the port. Of course, if ihe port itself has an area of a ndk square or more, the amount of territory outside the port which must be restricted is proportionately less. As to methods by which such restricting control may ix* exercised, let roe call your attention first to the recently developed legal doctrine of excess condemnation. The okler legal process hy which the right of eminent domain has been exercised to acquire property for the public benefit has limited such acquisition to the tract actually needed for the proposed undertaking. Legislative provision for excess condemnation would wake it t*> secure considerably more land than is actually require*! 308 Twentieth Congress-National Safety Council fur airport operation, with subsequent sale or lease of the excess tracts under such limiting clauses as would forever forbid construction of aerial navigation hazards in the vicinity of the i>ort. A second method of control, less costly where feasible, is the location of an airport in a place where the immediately surrounding areas ait yet unoccupied by anything objectionable, and then throwing a zone restriction upon the entire neighborhood, l'lie legal theory of municipal zoning has been thoroughly threshed out, and the process is frequently used in other connections. Airport ad ministrations should take early advantage of it wherever possible, to prevent hazard ous developments in their surroundings. Under the head of adequate ground equipment for the safe operation of an air port, the United States Department of Commerce specifications on runways and lighting for the A1A rating should be the minimum requirement of the modem airIX)rt. 1 realize that this would mean further improvement of some ports that ate rather pretentious at tl*c present time, and it would mean the ultimate closing up of some hundreds of vacant lot landing fields over the country. But when cities and citizens insist, in the name of safety, that these specification* be met as a minimum, aviation will be a great deal better off than it is today. Beyond this, tltese is the problem of controlling the visiting public, which 1 am sure you will recognize as a difficulty of no small proportion. Some European airports, I understand, and a. few that I know of in this country, go so far as quite cutting off the public from witnessmg the flying activities on the field. This is a mistake. The public should be given every opportunity and convenience consistent with safety for seeing what is going on. But at the same time the public must be kept away from revolving propellers and taxying ships. Here again, ample area for airport layout is the prime requisite. Extensive automobile packing space, wide walks and aprons behind the fenced-off runway area, room for erection of grandstands when there is an air show--these are items not to be overlooked in the interest of safety when an airport is planned. Once tliese are provided, we must depend upon sufficient fencing under ordinary circumtas>ce$, and sufficient policing on special occasions, to keep thing* tinder control. The Hazard of Fire Considerations of economy in insurance, as well as safety to persons and property, will dictate ample provision for putting out fires as well as preventing them-. With respect to the latter, proper hangar design is coming In for more attention. Not only as to materials, but in the matter of size, arrangement, location of doors and windows, height of roof, and distance from other buildings, the importance of correct hangar construction cannot be overemphasized. An airport, we may as well acknowledge, is a focus of extraordinary fire hazards, and we cannot do too much to guard against them. Some airports have found it advisable to conduct both daily and weekly fire inspection* in which definite check is made upon every possible source of trouble. A field personnel trained, preferably by city fire department experts, to meet emergencies is a highly desirable asset on an airport's safety account. To these items of safety equipment, 1 should add appropriate signalling devices. Unfortunately, as we who have been deeply involved in traffic control problems wU agree, airport engineering and administration have not yet decided just how, when, or whom to signal. In a sentence, however, let me sum up the requirements as 1 sec them. We seek means by which, without any confusion, day or night, we can give a ship permis sion to taxy to an indicated take-off strip, clearance of the port, advice on landing direction, permission to land, indication of landing strip, and guidance to a selected parking spot on the line again. The early equipment of all airports with adequate radio apparatus will be a step in the right direction, and experiments now being made with light signal and other devices are something we can all watch with anxious hope*. In the meantime, ample field attendance including experienced flagmen is imperative. Aeronautical Section 309 All this naturally brings me to say something of imiiorm traffic regulations, en forced by competent authority, as a safety provision. Great stride* toward achieving this goal Have been made even within the hist year under Department of Commerce leadership. Wc may be confident that we arc axil on the way toward a modification of regulations which will be acceptable everywhere. The question of adequate author ity for their enforcement is one that must lie answered by each airport for itself. The municipal airport has the advantage of being in a position to incorporate air traffic regulations into' the city ordinances, and to enforce their observance by police power. I strongly urge such provisions upon every municipality winch lias its own airport, and further urge that nation-wide uniformity wilt be the very essence of safety in this respect. I have mentioned thus far four factors hi airport safety: tiamelv. location, appro priateness of surroundings, adequacy of equipment, and proper traffic control. The selection or operation of each of tliese depends ultimately upon personnel. It should be recognized at once that airport administration has become a distinct profession in itself, and that the safe planning, construction, maintenance, mid operation of tin airport cannot be entrusted to anyone who happens to be cither a good pilot or a good politician. From the standpoint of safety alone, I txdicvc that the sooner this situation is consciously comprehended by airport administrators themselves, by the aviation industry. by civic and political leaders, and by the public generally, the better off wc will be. The selection of field attendants, of clerical a>*Uunu, ami of executive taflf should be made from persons wIk> are peculiarly fitted by training ami disposi tion to this type of work. Too many airports are maimed by persons who have just happened to be successful in other lines of work, and this practice is twi more conduc ive to safety than would the management of railroad* by capable barbers or the navigating of steamers by competent farmers. Let us decide what tlic qualification* of airport administration arc, let us establish them as the standards of a profession. d&4 let e* adhere to them with a professional attitude. The Municipal Airport in Favored Position As regards alt the safety factors I have discussed, the municipal airport should realize that it is in a highly favored position. Municipalities are able to guarantee permanence with much more assurance than can the private promoter. They arc able to secure adequate clteck awl operation of equipment involving engineering, crowd control, and fire prevention. They can, as said before, put police authority txdnud traffic regulations. Finally, by use of civil service examinations, they can establish a definite standard lor personnel. With these powers, available, the municipal airport* ot the country are particularly chargeable with the obligation of safety. In conclusion, permit me to suggest the thought that the airport, to develop along safe and sane lines, needs a hearty public sympathy and support in its plans. Wc do not expect the public to understand all of tiie technical problems of cither engineering or legislation which may be involved. But wc must liave a ixridtc which is at once air-minded and sensible. The airport must become, consciously, an educational insti tution where the public can be taught to compretmid that the place is a center for commercial transportation, for industry, pilot training, scientific experimentation, and legitimate recreation. We must win people to the concept of an airport as a public service establishment operated by engineers, business men, ami scientific specialists, rather than reinforcing the notion that an airport is a circus manned by daredevils. In other words, airport safety means in the long run that airports must both possess and deserve public recognition and support as places where safety is a paramount factor in every consideration and plan. Cuaman Bseckoft; Mr. Barmtz has given us a wonderfully comprehensive and practical coocept of the ideal airport. There may be some here who would like to ask some questions; there may be some who have some suggestions. 310 Twentieth Congress--National Safety Council Though It may not be the purpose of the Chair to make any remarks, I think we all ought to eocDprettund the great difficulty there has been In connection with airports. Our railroad stations, of course, came in the early days before pair cities had their great growth. Our harbors were naturally determined before cities started; in fact, the settlements located by virtue of natural harbor facilities. Now the airplane comes at a time when our cities have acquired In a great measure their fixed growth. Wc have had some complaints about airports being located quite a distance oat from the hearts of cities, and the problem has been a very difficult one. I think the point that Mr. Barnifz brings out is a good one, namely, that we must select from the point of view of permanency. We realize what it would mean to Chicago if the railway stations were changed In location every five or ten years, or if our harbor facilities were changed. The permanency in airport selection is a very important consideration. Discussion by Lt. Cot Reninger Col. Henry A. Renincer (Lehigh Portland Cement Co-, Allentown, Penna.) : The things that appealed to me in the paper were: first, the permanency of the airport; and second, instilling the idea of safety into the minds of the public. You and 1 realize that aviation is new. Those of us wl* were on the other side and saw the results of aviation during the war, particularly turds like myself who were on the ground dragging along at six to ten miles per hour in an ammunition train and having the German aviators bombing us from time to time, feel that aviation is a sort of invention of the devil. We can't get over it; some of tis can't. What we need, if we want to be successful in aviation, is safety, just as the rail roads put safety into their operation. * last night there was presented to die New York Central Railroad a certificate for exceptional service in transporting passengers over 27,000,000,000 passenger miles without one passenger being killed. When we look at the records of the Army and the Navy in aviation, too, we see their passenger miles increasing right along without a fatality. The Army and Navy probably should be as safe as any kind of transportation, however, because they have unlimited means to buy the best types of machines; they have unlimited means to train pilots, and they spend all lands of money until these men get to.a point where they should be A-J without any question. Perhaps com mercial aviation can't afford to spend the amount of money that it should. If you want to make aviation successful, to make it pay, you luive to educate the public in safety. The ouly thing that we in the National Safety Council can do is to help along in this work. That is our function. We can help you in your plants to make your plants safe; wc can help to make your airports safe, and to spread the gospel of safety to fixe country: that is the part that we can play in this work. Z know (and this is a rather broad statement) that a safety man can go into tliat airport or that airplane factory referred to in the paper and reduce those lost-tune accidents. To my maid there are entirely too many for the number of men em ployed. We know by actual experience in textile or cement or In steel or In any one of the particular departments that be mentioned that they have gone into big concern* with twke or three times file number of men in the machine shop or the welding department or any other department and have reduced the accidents to one or two lost-time accidents in the year. Wc can help there and that i* our problem. If any of you people in the production of airplanes want any assistance that we can give you, we are always ready to do It. Understand, however, our organization is not trying to ceil you how to beild your airplanes. Wc can't go Into the technical end of it. Chairuax :Bexcropt Colonel Reninger, wc certainly appreciate your comments. Aeronautical Section MX Coming to our third paper, 1 must as your chairman take a few moments to just say conscientiously how unusually fortunate we are to have the gentleman wha^ is going to talk to us. He is a man who ha* had years of practical experience, which covers his line from Cleveland down to the heart of Texas and probably farther, and not only in the operation of that litie but in the maintenance of its equipment. I have had the pleasure of *pending some days in his big maintenance station m Chicago to see the character of organization, the spirit of workmanship, the con stant thought of safety. It is due to the work of men v th as our next speaker that aviation has made such remarkable progress a* it has. Some of you may say, "How much progress has aviation made?" I frequently meet people at home and they say, "Your Industry is pretty low, isn't it?" "No, it isn't low at all. It is absolutely remarkable how well it has kept up. It ha$ grown faster than many of the most enthusiastic expected. The increase in pas senger travel has been phenomenal. The patronage of new lines tliat liave been mrtablrsbod ha* been beyond the expectation* of the people who conceived those lines.** Of course. I recognize that there were many people who were saying that wc were going to have airplanes like we have automobiles. The conservative, clearthinking man in the aviation field has never had ttat thought in mind at all. Without further ceremony I want to introduce Colonel Lester D. Seymour. Safety In Air Transportation . By LESTER D. SEYMOUR Vice-President, United Air Lines, Chicago Two years ago I was accorded the privilege of preparing a paper for this same body on the subject of "Maintenance of an Air Transport Service and Safety Standards." Practically the only difference in these two subjects is that today s is broader. I propose then to discuss the subject in its broadest aspect and approach it directly from tbe standpoint of the average man who thinks about leaving mother earth la an airplane. In other words, I should like to discuss the safety of actual flying and some of those things which wc can do to make It safer. In the paper prepared two years ago, I included a great deal of detail concerning such things as the instruction of personnel, proper working conditions, physical con dition of equipment, mechanical and weather service, aids to navigation, crowds on airports, etc. These things have an extremely important part to play in how safe a man is in an airplane or how dangerous un Instrument an airplane may be on the ground and in the air. However, after reading over the paper referred to, I find I can add very little to the treatment of these subjects. It may be of interest to note here that considerable progress has been made along many of the lines mentioned during the past two years. Perhaps every man or woman who considers the possibility of a ride tit the air. either mentally or actually, asks the question "How dangerous is this new method oi traveling." To a great many, unfortunately, the answer has been found in news paper stories written in confusion of mind and read without a proper understanding of all of the facts. By far the greater number of startling records of accidents, fatal and otherwise, in the air which appear in the columns of ibe daily press are the records of the experience of private flyers or those engaged *in extra hazardous pursuits with aircraft. These have little relation to the orderly operation of air craft on schedule over established routes. It is true that as In other forms of transportation, accidents have occurred on regular routes. However, for the amount of flying considered, their frequency is very small as compared with the other types of flying. This does no! mean that all types of hazardous flying that may result In accidents should not be indulged .'12 TiKi'iitu'Ui C omjiess--National Safely Council in. It is absolutely necessary that in training, for example, the curriculum include maneuvers that, except in emergencies, might never be experienced by a passenger ci a regularly operated route. If I were given more to statistics, I might attempt u prove these statements to you with them. I think it will suffice to say that the statements are accurate within my understanding of the problem- Jji any kind of flying* whether it be oti scheduled air lines or otherwise, if those things which 1 mentioned in tny original paper have been properly cared for, the .safety or the danger that may be encountered in riding in any airplane is, in tny judgment, mostly dependent not upon mechanical standards but standards of behavior on die |>art of the operator more titan anything else. Some years ago, one of our greatest captains of industry said that an airplane, unlike any other form of transportation. *as <X) percent pilot and 10 percent airplane, as regards safety. He further said that airplane* would not be safe nor would the business; of flying them lie substantia] until the ratio were reversed and it could be truthfully said tliat the safety of flying depended only 10 percent on the pikit. I know tliat this man referred to the actual manipulation of the controls of the airplane and the skill with which the pilot might be able to maneuver the craft both in the air and on the ground. In a well organized, carefully equipped air transport organization, in so iur as this ratio is concerned, it has already changed so that danger resulting from the pilot's lack ct skill should net lie expected even to approach a fraction of 10 percenL Highest Skill in Pilots Essential With an entirely different interpretation, the statement tliat safety in the air ts `>U percent pilot ami H) percent airplane is still true from another standpoint. No well-equipped air transport line will entrust its equipment or its cargoes to pilots whose skill in the actual handling of the aircraft has not long since been developed to a point to present practically no danger from this source. The human behavior that 1 have reference to, therefore, is that resulting from the intelligence-, judgment Aixl attitude toward lib task with which the pilot approaches any problem ami upon the attitude and |tolicies of the executives entrusted with tlic administration of the iur line. Unfortunately, because of the slate oi the art as developed today, there arc limita tions which are imposed upon Hying by the weather. These in some circumstances are sufficiently indefinite as to require \ ery definite limiting policies as to what shall be done under particular circumstances. This in turn requires a great deal of judg ment and intelligence in recognizing these conditions or circumstances. We liavc not yet learned how to land airplanes safely when fog nr smoke or some other aerological condition obscures the landing field, even though some progress has been made in this direction. This means that for safety in the air no pilot must ever permit himself to get mto a tinurmtancc that will require his landing under such conditions. Further our technical and research service should devote some major portion of their effort* to the development ov a nn:ai:> of eliminating this difficulty in maintaining schedule* univderrupted`by weather conditions. Going back a Httk farther, an executive in the air transport business must have a complete understanding m the limitation which certain weather conditions impose upon the safe living oi aircraft- This has long tieen recognized in marine shipping. Hour* are spent Jn ship* *t author when fog obscures harbors, etc. In recognizing these conditions we must also be willing to recognize tliat tly place a limitation upou revenues, and that effort to increase these revenues at the expense of crowding the limitation of safe flying is not only dangerous but, from the long term stand point, desiiuctue to the very business itself - If air transportation is to prosper and grow to be a more useful servant to man, then it must as rapidly as possible make its way into public confidence. It cannot do this if accidents which occur Aeronautical Section 313 can be traced to erroneous policies on the part of those directing the operations of any air line. Thus the safety standards that \ wish to consider today are those standards not directed toward physical equipment, but those limitations of conduct which make in the last analysis for either good or bad human behavior. Id this instance good or bad arc understood to menu safe or dangerous. A nan in charge oi operations of any air line must acknowledge the fact that until we learn how to land our airplanes wltett we cannot see, no must be willing to take certain financial losses became of our inability to maintain service under all conditions. Recognizing this, he must instruct the personnel wlio are flying the airplanes not to take chance*. Pilots should not attempt flights, the safety of which tliey arc not absolutely confident of in their own minds before the attempt is made. Obviously, this means that the calibc, of personnel selected must lie such as to insure accurate judgment as to their own capabilities and those oi their craft under any circumstances. Perhaps, then, the second standard is inuml in the careful selection of personnel. The next point is the provision of such assistance to the pilot in tlic air a> will permit him to take advantage of every opportunity for greater safety. In my judgment, with the present limitations of aircraft, these opportunities lie for the most part along two lines. I have reference to the use of more complete weather information and the establishment of more dependable and more useful comttumicatioits systems. Chute obviously, w)*cn the airplane is in the air the communications system must involve radio- On t!>e ground it may lie any fi>rm of rapid communication system. The Importance of Radio Some years ago. when the use made of weather information and communications was BBneli less than it is ixnv, tlw same important relationship between the two rxzsaed a> at the moment. At tle time mentioned very little was known of the pnssftMlisies of radio as applied to airplane use and about the only me made of weather information was for the pilot merely to learn ly telephone or telegraph ku the weather might be at the point to which he was going. In fact, our early H patching and communications system was set up on this havii. The pitot received at -each point reports of weather ahead. His progress along the line was relayed from point to pomt- J- wx 'cry long before we discovered that considerably wore information a. mein ity This gradually increased to include not only the weather at the (Mnc where the pilot was going hut at intermediate points along the line and at a greae wMwhcr of points off the line. This enabled us not only to judge what the wv*chrr might be at that particular moment, but what its trend might he. We were r+M*t aWr lo extent to forecast the weather during the flight period. This later i>wrea<4 so the point where it was combined with tlie regular weather forecasting ^rxice of the United States Weather Bureau which now supplies all the information the airway*. Once we bad discovered the necessity of becoming advised of a hat the wetther was in progress, it became evident tliat w e would have to learn a K'*J 4cal io<r about meteorology and aerology. We next discovered dial it was tmpurtatt *o get this to tlic pilot in the airplane at much more frequent intervals than by inriafic landtags enrootc. To do this we were forced to develop the radio which as iur we fotnd could be employed to actually guide us along the route by mean* nj the now well known radio beacon. In this way we had gone a long way afield from the original set tip of merely reporting to the pilot what the weather was at <*M particular point. With the progress which we have made, we now find tliat furnishing the pilot with mforamioa as to the weather at the terminals is more important titan ever, because we have learned bow to get hint through weather between terminals that might have keen impossible before. We have also learned tliat. after all, it is not only weather 314 Twentieth Congress--National Safety Council on the ground or at those comparatively few places that may be established on the ground that wc need information about weather, but at every point where it may suddenly become bad or changeable. This point may not be the same for any two successive periods. It actually becomes the point at whieh any airplane finds bad weather. Consequently this again evolves itself into the necessity of securing weather information from the. airplanes while in the aft, transmitted not only to those cm the ground u-lio may be contemplating flight, hut to other airplanes already in the air. They may need information either to get to a safe place to land or to continue on to their destination uninterrupted. If this information is to be of any value, it must be extremely current and must be very frequently transmitted. Again k follows that this can only be done if there is a comparatively large number of airplanes in t!>e air which means a comparatively large number of schedules. All of the airplanes must be able to communicate with each other. Wc have recently learned (which seems to fit in with this) that the only way we can hope to bring operations cost down to a point where the public can afford to rklc is by operating a large number of schedules. Quantity production again reduces the unit cost. In my judgment, in the very near future a great step forward will be made in the matter of safety in the air by the extension of the use of radio and the increase m schedules which will finally set up a current supply of information as to what the weather is everywhere along and above a route at which it may be doubtful. This wiil be supplied by flyers best able to judge the effect of the bad weather because they arc encountering while reporting to others who wish to go through that same area. * Instructions to Pilots To develop the availability of and the understood necessity of such information atul 5neb communications systems, as described, is to set a safety standard which may be the basis of personal behavior which will do more to actually make the air plane a safer vehicle than perhaps many other tilings that have led emphasis in the past. It is obvious beyond any ability of the pilot to manipulate his airplane controls that safety must He in his ability to assimilate, interpret and act upon the informa tion he receives. This implies that hfs judgment must be excellent and that his instruction, emanating from the administrative head of his company as to not taking chances, must have been complete and concise. As an example of what I have in mind. I will quote in the following excerpts from a. letter issued to the pilots of one air transport organization on the subject of taking chances. Wliat I have In mind when I say that it is still true that safety in the air is even yet 90 percent pilot and 10 percent airplane is thus evident even though I have no reference at all to the skill with which the pilot is able to maneuver the craft. This skill must be as involuntarily available as that with which you manipulate the gears of your automobile. ' "The company realizes that because of the nature of its business, the success or failure of its entire effort is in the Hands of its pilots during a large per centage of the time. Not only on their skill and flying ability but cm their alert judgment and mature thought depends the entire record of the company {or accomplishing each and every flight which, after all. is the whole bushiest in which \v are engaged. `"There can never be excuse for any man risking his life, regardless of any influence the activities of others may exert, if in his opinion any particular flying mission due to weather or oilier cause gives him doubt as to his ability to get through. "Because each pilot is so definitely dependent while in the air on his own acts Aeronautical Section 315 and judgment, no experience or action of any other pilot or employee must ever be permitted to influence him in his judgment to tle extent tliat Iris acts become `chance talcing' rattar than the execution of a task m which before he starts, be knows himself to be the master." Returning to the attitude of tlic employer or administrative officer which is^ so important, I have particular reference to how closely such an officer may hold him self and has organization to the belief that the elimination of accidents even at the cost of the elimination of some revenue is the surest way to ultimate success. Again safety in my judgment lies in a standard of self-imposed good behavior which in this case means right thinking. Perhaps I may express this in saving that I believe that the executive of an air line who knows the importance of being able to honestly tell himself should an accident occur that nothing that he could have done might have prevented that accident will have gone a long way toward setting up for hts air hue a safety standard that will result in an enviable record. To illustrate further what I have in mind. While it is true that accidents in the air have been caused by unavoidable situations resulting from bad weather, just as storms at sea cause accidents, it is true that many accidents, the causes of which have either been slated as indeterminate or the result of unavoidable weather con ditions. have actually been the result of improper attitude on the part of the air line. Under certain circumstances it is no more accurate to say that an airplane accident was caused by weather conditions than it is to say that the cause of a man losing hi tile in an airplane accident was because he hit the ground too hard. The real came may lie somewhere in the background having to do with the reason that the airplane found itself in a situation which eventually resulted in disaster. Airplane engines, probably more than any oilier example of internal combustion engines, now have a record of freedom from mechanical failure. Nevertheless it is true that as a mwltanical contrivance there is a possibility of failure which is every now and then demonstrated. So long as this i$ true and so long as we have not yet learned how to land an airplane when we cannot see the ground, we are not carrying oat our responsibility as to safety to the fullest degree when we place an airplane without any protection for its occupants in such a position that if any part of its motive power fails it will find itself obliged to land when the pilot cannot see the ground. This statement should not be confused as having any reference to ordinary forced landings when the ground is visible. Such landings ordinarily do not present any very great hazard. Kuntcrdus occasions have occurrsd when airplanes equipped with more than OOC engine have been flown under overloaded condition*-which placed them in an even more precarious position than the single engined airplane in the same circumstances. A multiplicity of engines in that case increases the number of possibilities of a forced landing. In these cases cither the administrative officers willingly permitted this situation to exist or were not rigid enough in their instructions to their employees as to the loading of the airplanes. The above .arc merely examples of what I have in mind when I say that human behavior, notwithstanding all the other safeguards that may be provided, may still present in itself the most fertile field for the setting of standards which actually make flying in an airplane safe or unsafe. Discussion Chairman Bxzcaorr: In dwelling so much chi the personality of the operator, I think Mr. Seymour has voiced a sentiment that has been expressed in connection with automobile accidents. In fact, only yesterday morning Commissioner Stoeckel of Connecticut, who occupies a pioneer position in the development of traffic regu lation. stated that the commissioners in general had readied the conclusion that the 316 Twentieth Congress--National Safety Council personality factor was the large one to be attacked, and that in efforts along tliat line lie the great possibilities for increasing safety on our highways. Mr. Seymour has certainly emphasized a key point in that regard. C C. Lange (Barber & Baldwin. New York City) Mr. Seymour this morning has brought out two things: first, more complete weather reporting, and second, communication systems, both in the air and on the ground. In addition, there is onemore point that might be of interest. It is good fields, a multiplicity of good fields over established rentes. I have found through inspecting a lot of operating air lines at the present time and in the past two years that where communication systems were had. if a multiplicity of good fields were established, or at least fields with markings where a pilot could land regardless of weather conditions, the safety of such a line was increased prob ably 100 per cent. 1 am just wondering what your opinion is along that line. Mr. Seymour: Of course, that is absolutely true. In the paper I have just read I assumed that situation because I was confined to the regularly operated routes that have been established by the Department of Commerce. Those routes are rather adequately supplied with intermediate fields now. Of course, many- and perhaps most of our actual forced landings (of wluch we have very few now) never occur on fields anyway, but the fields are so located that between them there are areas in which it is perfectly safe to land an airplane. There isn't any particular hazard resulting from that. Of course, before you start, the field problem is one that iu*t be settled. The route must be completely equipped with ground aids to navigation, which would include fields among the very foundations. That is absolutely necessary. Elmer F. Harris (MesU Machine Co., Pittsburgh, Penna.): I am not directly connected in any way with aviation, but I have been flying a little for the past few' years and have been around the fields a lot. In view of the fact that the public is not entirely sold on aviation, and that the point in selling then) seems to revolve around the matter called safety, it occurs to me tint a big step could be taken by transport lines if they assigned to some one man in their organization (even though his duties were not confined strictly to safety) a title which would include safety on the airport and of the passengers. At one large airport in Pittsburgh I have never found a single individual whose duties have been explained to me as having anything directly to do with safety. I believe that jusr for the psychological effect it would have upon the minds of peo ple, to designate one man as safety inspector, would have quite a good Influence on the field personnel and on the public. If you put a safety man on a field and let the public know that such a man is there, confidence will grow instead of going in another direction. M. Seymour : It is a very interesting suggestion. L. R. Palmer (The Equitable Life Assurance Society. New York City) : I have no title, military or otherwise. I am a past-president of the National Safety Council. I am a man who has grown tip in the steel mills where they certainly needed safety in tlie old days. It wasn't so many years ago that they didn't have any safety men. I think Mr. Harris* point is mighty, well taken. I have followed the railroads very closely in safety. It wasn't very long ago that they didn't have safety men, but if you will look through tire official railway guides of today you will find that in prac tically every railroad system they will have listed other their "Chief Safety Agent," their "Supervisor of Safety," or whatever the title might be. It is just for that reason that we hope it will eventually come about in this, our newest industry* and that is why we have gone into the field as the National Safety Council and tried to help you develop this Section, We know that safety is a critical subject in aviation, however, wc do not want to do anything or say anything as the National Safety Council unless we are say ing it in your language. Aeronautical Section 317 Chairmax Beeckoft: Are there any other comments or any questions you would like to ask Mr. Seymour? If not, we will proceed. ^ As you may be aware, about five years ago we got the Air Commerce Act, setting forth the regulations that the Department of Commerce has since been carrying out with regard to the industry. It was rather remarkable for a voting industry such as the airplane industry to say to the Department of Commerce. "Here we arc. Wc wish to be regulated. Wc wish to have that regulation because it safety. Wc realize that we can't build an industry without safety." So tlvc Department of Commerce has set up this very comprehensive plan for safety. This safety, however, doesn't rest only with the factors of design in the airplane. ^ In these factories the Department of Commerce has its representative. When the Department of Commerce is asked to approve a type of airplane, they go to the factory and see that the factory is so organized, tliat it is so manned, that it has the capacity for the uniform production of tint plane. It is not enough that it can make a good plane, but before the product is approved it must show the capacity and the organization for the steps of manufacture and inspection and so on right straight through. The Department carries on its work over the entire field. There Is not a school that Isn't rated and approved by tle Department: there is no damage to an airplane where the character of repair work is laid out; the character of approval is defined; the inspection program is carried out. That is enough. Clarence M. Young was very anxious to be here today. But he has been in the wrest on a long trip and He isn't back yet. His associate. Colonel Harry H. Bice, has also taken a great deal of interest m this Congress meeting. . We will now ask Mr. Frederick R. Neely, who 1ms come from Washington, to read the paper by Colonel Young. . The Department of Commerce and Safety in Aeronautics By HON. CLARENCE M. YOUNG Assistant Secretary of Commerce, Washington, D. C. The question of safety in aeronautics is no different, fundamentally, from the problems of safety in any other form of transportation. There are three primary causes of accidents in any system of travel tliat employs vehicles: personnel failure, structural and material failure, and adverse weather conditions. Any one, or a com bination of any two. or ail three are represented to some degree m every accident tliat occurs, be it on land, sea or in the air. When in the spring of 1926 Congress passed the Air Commerce Act and charged the Secretary of Commerce with the duty of iostering and regulating air commerce, the nation went formally on record as favoring Federal encouragement of tlm new science and industry. Under the provisions of the Air Commerce Act of 1926. the office of Assistant Secretary of Commerce lor Aeronautics was created and the Aeronautics Branch was organized to administer the details of the Act. The foremost tliotight in the minds of those chosen to carry out these duties was safety, which now is the watchword of the Branch. The present gratifying condition of civil and commercial aeronautics in the United States if, to a large degree, due to the safety measures that have been and are constantly being employed. Clodled as it is with a number of regulatory powers, the Aeronautics Branch, acting for the Secretary of Commerce, utilizes this authority in the name of safety. Every regulation prepared and promulgated is intended to reduce the number of certain types of accidents or prevent altogether other kinds through changes in design and construction of equipment. In addition to the regulatory phase of its activities, the Aeronautics Branch endeavors to provide the greatest possible safety facilities for air navigation through the establishment and maintenance of airways. And while these practical steps are being taken, engineers and scientists of the Branch arc constantly 318 Twentieth Congress--National Safety Council at work, developing new method* or improving: upon the old to the end that more lives will be saved and more equipment will be spared. These activities may well be discussed in the order in which they have been assigned to the three major divisions of tbe Aeronautics Branch, the Air Regulation Service, the Airways Division and the Aeronautic Development Service. Air Regulation Service The regulation of aeronautics is divided into three main groupings: inspection service, licensing division, and engine testing section. - Examination and licensing of pilots and mechanics, rating of flying school instruc tors; inspection and approval of aircraft, flying schools and aircraft repair stations, and regulation of scheduled interstate passenger air lines, are the outstanding duties of the Inspection Service. The Licensing Division, among other activities, issues and renews aircraft and air man licenses; examines student pilots as to their physical fitness for flying before tliey are licensed and periodically checks the physical conditions of those who are already licensed. This division also handles the legal phases of enforcing the Air Commerce Regulations, investigates violation* of the Air Commerce Act of 1926, the Air Com merce Regulations, and the Air Traffic Rules, and determines the causes of civil air craft accidents. The Engine Testing Section conducts tests of aircraft engines which are to be used in licensed aircraft. ' The duties of each of these three divisions of Hie Air Regulation Service of Hie Aeronautics Branch are directly related to safety. The examination and licensing of airmen is, perhaps, one of the most important duties of the Regulation Service and even of the Aeronautics Branch itself. When it is considered that the personal equation plays such an important part in the safe operation of an airplane, the reason for Hie emphasis placed by the Branch upon the proper qualification of pilots can readily be seen. Requirements which are to be met by candidates for pilots' licenses are strict, but not unjust. The student, before beginning to take instruction in a licensed aircraft, is required to secure a student permit which is based upon the passing of a physical examination. Since a physical condition satisfactory to the Aeronautics Branch is necessary for pilots, examinations by physicians designated by the Branch are required not only of prospective students, but also of candidates for all grades of license. Further, periodic checks of physical conditions are exacted of holders of licenses and the requirements in this regard are more stringent for the higher grades. Tlie physical examinations of applicants for student permits are designed to eliminate those who are not physically qualified to fly. The applicant for ikense seemingly may be in good health, but the medical examiner is careful to make certain that there is no defect which may immediately or eventually present an element of danger should the candidate be allowed to pursue instruction. When satisfied with Hie condition of the applicant, the physician issues Hie permit and the student pilot proceeds with his flying course. ,,- When the student has received the necessary instruction and gained the requisite experience qualifying him to take his examination for pilot's license, hi* theoretical knowledge and his ability to fly are tested by an Aeronautics Branch inspector. These examinations and tests vary, as do the physical examinations, with the desired grade of license. Tbe type of flying, which a licensed airman may engage in, is definitely limited according to the grade of license he holds. There are four grades of licenses for pilots of powered aircraft; private, industrial, limited commercial, and transport. Only holders of limited commercial and transport licenses are permitted by the reg ulations to carry passengers for hire in licensed aircraft. They are not permitted to carry persons or property on a commercial basis in aircaft that are not licensed. .'JrroitaMticaJ Section 319 However, the limited commercial pilot may carry passengers for lure only in certain areas and in certain types of aircraft which are specified in liis license. The trans port pilot is oot broiled as to the areas in which he may carry passengers but he also is allowed to carry persons for hire in licensed aircraft only of the classes specified on his license. The transport pilot and the limited commercial pilot are called upon to demonstrate their ability to fly each type or craft in which they propose to carry paying passengers, and are then given rating* for the classes in which they prove themselves to be qualified. The number of hours of solo flying required of candidates before applying for licenses ranges for 10 hours for the private pilot to 200 hours for the transport pilot, and the theoretical knowledge varies io proportion. The transport pilot must pass a written examination designed to ascertain his knowledge of such subjects as meteor ology, engines, technical phases of the airplane, the air traffic rules, the air commerce regulations, and other subjects which have a bearing upon his safe operation of an airplane. Each pilot also is required to show his actual ability by flying, ami per forming certain specified maneuvers, for an Aeronautics Branch inspector. The minimum passing grade for any subject In the theoretical examination U 70 per rent and practical tests must be accomplished to the satisfaction of the examiner. , Applicants who fail to pass Hie prescribed tests may apply for reexamination at any time after tbe expiration of 90 days, except that applicants for private pilot's license may apply again after 45 days. If the physical examination has expired for the eta** of IReme for which application has been made, a new examination must be passed. Rules on License Renewal Transport and limited commercial pilots are required to renew their licenses every six months, bat the licenses of industrial and private pilots arc effective for one year. The holder of a license may be required by the Aeronautics Brandi, at any time, to undergo a reexamination in any of the theoretical or practical tests employed by the Branch to determine the knowledge and ability of the pilot. Also, in connection with renewal of licenses, the holder is required to show that he has accomplished the amount of solo flying prescribed for his license grade during the period in which his license was effective. Prior to February 28. 1929. when authority was extended the Department of Com merce through an amendment to the Air Commerce Act to examine and rate flying schools upon their own application, the Aeronautics Branch was deluged constantly with requests for information as to reliability, adequacy and suitability of various com mercial flying schools. It was impossible for official replies to be given because of tl>e absence of a known method upon which some or all *of the schools were operating. Consequently, the aspiring pilot was forced to choose for himself; sometimes he made a good choke and sometimes he did not. Such a condition did not make a very great contribution toward safety in airmanship. Acting under the authority granted the Department, the Aeronautics Brandi pre pared and promulgated school regulations which deal with the suitability and air worthiness of the equipment used; the competency of Hie instructors atxl tiic adequacy of the course of instruction. In order to illustrate just what qualities the Department considers are essential in a school giving Instruction to students, a few of the requirements which a school muft comply with before being approved, are cited: All planes used for flight instruction must be licensed by the Department of Com merce for that specific purpose; the field must have at least 2,000 feet of effective landing area in all directions; the total number of planes in actual instruction for a given field shall not exceed 10 planes per 100 acres at any time; and all flying and ground instructors are required to hold ratings from the Department. The courses offered shall not fall below set minimum requirements. These requirements specify 320 Twentieth Congress--National Safety Council thy minimum number i>t hours of flying time and ground school work which a student must be given before being graduated. To fly safely, even the most skillful pilot must have at his command an aircraft that is airworthy, Ixmicc tl>e requirements of the Aeronautics Branch with regard to ap proval and licensing of aircraft. Only airplanes which have been licensed by the De triment of Commerce are permitted by the Air Commerce Regulation* to fly in interstate commerce. To lx* eligible for license, an aircraft is required to conform to the airworthiness requirements of the Aeronautics Branch, and in constructing his product, the manufacturer has as a guide to tliesc requirements Aeronautics Bulletin Xo. 7-A. "Airworthiness. Requirements of Air Commerce Regulations for Aircraft.** This bulletin tells him iiow the plane should be built in order to receive the approval uf the Branch. It furnishes formulae, design data, and engineering information in detail to aid him in his work, so that when the airplane is completed it wilt be in ac cordance with the accepted standards of airworthiness. Two Groups of Aircraft Licensed Aircraft are approval for license by the Department of Commerce under two group*. The first group is composed of those types of aircraft which manufacturers intend to construct in large quantities and for which approved type certificates are issued. Tlie second class, which has been designated as Group 2, consists of those types of aircraft of which only limited ttumgxT.s arc to be manufactured and for which approved type certificates are ihm desired. However, both groups must comply with the same air worthiness requirements before being eligible for license. Approved tyi** certificates are issued as a matter of convenience to manufacturers of aircraft of the same type in large quantities. When tl>e manufacturer lias secured a certificate for a certain type, then each aircraft manufactured in dial type is eligible for license after an insjwctikm by the Department of Commerce. The issuance of an approved type certificate i promised also upon an inspection o! the factory facilities with the purpose of ascertaining whether the manufacturer has the equipment and personnel necessary to construct aircraft of the type approved. If the manufacturer intends to construct only a limited number of aircraft of a certain type he may obtain the Department's approval for their manufacture tinder the Group 2 classification. The procedure is essentially the same as that followed for aircraft manufactured under an approved type certificate except that a more rigid inspection of the aircraft is conducted by the Department if the factory facilities for production have not licet* previously approved. In Older to obtain an approved type certificate the manufacturer is required to sub mit to the Department a complete set of drawings, technical data and stress analysis. This material is carefully examined and checked for errors and if it is found to com ply with the airworthiness requirements, the Department authorises an engineering inflection, static trstf. and flight tests of an aircraft built according to the designs which have been suimimed. In conducting the engineering inspection, the inspector first determines the empty weight of the airplane. It this weight added to the computed useful load does not exceed the gr*. weight auiltorizcd (determined by the technical data submitted), the inspection and flipln test may continue, in which event the manufacturer will complete for tlic inspector a manufacturer** affidavit, stating that the airplane is identical with that for which technical data were submitted and approved. This airplane form will lx* iurmshed by the inspector. A close inspection of the airplane then is conducted by the engineering inspector to determine whether it meets the Airworthiness Requirements. Among Items receiving (articular attention at tlie time arc the following: Gasoline valves should operate from the pilot's cockpit; instruments required should }*c installed and operating; a suitable fuel gage should be provided; engine controls. Aeronautical Section 321 instruments, and ignuioii >1khjI<I be plainly marked to show their functions and meth ods of operation; the stabilizer in practically all cases should be adjuttable from the pilot's cockpit and operate easily; safety belts for both passenger?. ami (hints should be provided; air-pressure fuel systems shall not be used; if a mechanical fuel pump is used, an emergency hand pump should be installed; hand pump* may he installed for emergency use ally; filler caps should be plainly marked with the word "i!." "gas/* or "water,** as the case may be. and filler caps shall be attached to their respective tanks by short chains or other adequate means ami shall he marked to show the capacity of the tank. In the event an approved type certificate i* desired, the inspector also Conducts an examination of tlie lactoiy in order to determine whether it lias the facilities to produce aircraft in quantities. He investigates the efficiency of the personnel, the equipment available, whether or not the factory is equipped for exact duplication of parts and assemblies, the factory-inspection system employed, and die factory's source of supplies. He also ascertains the dependability of the organization, its attitude toward quantity and quality of production, and the shop practices employed. Tlx: primary object of this Inspection Is to determine whether die factory can produce aircraft in large quantities of the same standard and quality as (hat embodied in the aircraft submitted for inspection if an approved type certificate is issued. Static and Other Tests In addition to the inspection, the airplane is further examined in static tesi<. and designed to ascertain the strength of stationary surfaces and parts and the strength and ease of operation of moving part* of the aircraft in order to determine its ability to operate under the loading conditions tor which it was designed. These tests arc conducted by the manufacturer in the presence ot n 1department of Commerce in spector. . Generally these tests include wing-ril) static tests, control-surface tests, control- system tests, and landing-gear drop tests. However, tlie Department may require additional tests on different parts of the aircraft where the design or data indicates the necessity. As an illustration of the procedure followed in .static tests, the wing r2 are loaded with sandbags or lead shot, the amount varying with the aircraft, mi order to test their strength. The strength of the landing gear inxv he tetctl, when it is thought necessary, by actually dropping the aircraft on an approval jig. to which it is attached, from a prescribed height. The control surfaces, such ns ailerons, rudder, elevators, and stabilizers, are tested both for strength and case of operation by placing weights on them and then woiktug the controls The'control system, which include'* the cables and levers which move the surfaces, is also tested for strength and ease (4 operation, special attention being given to ascertain amount rf freedom from jamming, excessive friction, or deflection. Reports of these tests are made by tlx: manufacturer to the Department and arc signed by the inspector who witnessed them. The results of the tests, as submitted to the Department, describe fully the method of loading, the load-distribution curves, deflection readings or curves, and include a log of the test describing all failures or repairs made during the tests. Photographs of all failures in the structure and a photograph of suitable size showing the test set-up aod tlie points from which de flections were measured are enclosed. , In particular cases where the structure cannot be satisfactorily analyzed and static tests are submitted as the only proof of compliance with the strength requirements, such static tests are carnal to destruction, or to ISO per cent of the design load, and samples of the major structural parts are included with the mam test report. In the case of structures which successfully withstand 150 per cent of the design load without failure, the auxiliary specimen tests may b waived provided the tnanu- 322 Twentieth Congress--National Safety Council facturer submits, -with affidavit, a satisfactory statement of the materials involved and the guaranteed maximum range of variation of their physical properties. II the submitted design is fouud to be in conformity with the requirements ol the Air Commerce Regulations and is approved, the manufacturer is required to state under oath that the airplane which he submits for inspection is built m exact accord ance with the approved specifications. An inspection is subsequently made to deter mine that the workmanship and materials incorporated in the airplane are such as to produce an airworthy machine. The airplane then undergoes flight tests of such a nature as to demonstrate its balance, stability, maneuverability, and general dying and taxiing characteristics. Prior to, or at the time of, presentation of an airplane to the Aeronautics Branch for flight tests, the manufacturer should submit to the Department inspector designated to make the tests, a detailed report of the manufacturer's flight tests on the particular airplane involved. The report submitted should be signed by the manufacturer's test pilot and should show that die aircraft has been fully test flown, including alt the re* quired maneuvers, such as tests for longitudinal, lateral, and directional balance and tests for stability. If the flight tests given by the Aeronautics Branch inspector are successfully acconiplistied, the airplane will be approved for license. If, in addition, suitable manufacturing facilities are in evidence, and the manufacturer so desires, an approved type certificate will be issued. Airworthiness Requirements The Aeronautics Branch inspector, in conducting the flight tests, is particularly concerned as to whether the airplane is longitudinally, laterally, and directionally stable under all power and load conditions. The airworthiness requirements state, as the minimum requirements, that all airplanes shall be longitudinally stable and at least neutrally stable both laterally and directionally, and shall be balanced. With respect to longitudinal balance and stability the requirements provide that "at engine speeds between the minimum required for level flight and 90 per cent of the rated engine speed, all airplanes shall be longitudinally balanced and stable in level flight. All airplanes shall preferably be longitudinally balanced and stable in level flight at full power, but will be acceptable if, with the stabilizer set for balance in level flight at 90 per cent of rated engine speed, they assume a stable climb at engine speeds above 90 per cent and will not stall nor fall out of control from that posiltou. With power oft, all airplanes shall be longitudinally balanced and stable at some speed between 130 and 140 per cent of die stalling speed at sca-levd altitude." A stable climb means that the airplane will not dive or stall completely when disturbed slightly from the climb position, but will return to the climb position from which it was disturbed. Longitudinal balance means that the airplane is neither nose-heavy nor tail-heavy and that no elevator control force is required to maintain level flight. Lateral balance means that the airplane is not wing-heavy and that no pressure by the pilot is neces sary to fly with the wings in a horizontal position. Directional balance is defined as meaning that no foot pressure on the rudder bar or pedals is necessary to keep the plane directionally set at cruising speed. An airplane is considered to be longitudinally stable when it will return to its original flight path without the assistance of the pilot if disturbed longitudinally. When an airplane is laterally stable, it will return to the horizontal laterally without assistance from the pilot when displaced laterally and held on its original course with the rudder. An airplane is directionally stable when it will return to straight flight after it has been disturbed directionally, lateral and longitudinal level being main tained by use of elevator and aileron controls. When an approved type certificate is granted, one set of drawings is impressed with the seal of the Department of Commerce and returned to the manufacturer to be Aeronautical Section 323 used in the construction of his airplanes. The other set is placed in the files of the Aeronautics Branch. The Department inspectors may call for, and should have ac cess to, these approved drawings when making inspection at the manufacturer's plant to determine whether the airplanes built under the approved type certificate conform to the approved data. Only ooe set of drawings is submitted for Group 2 approval and this is retained by the Department, after approval is given. Changes in airplanes constructed under designs having approved type certificates or Group 2 approvals, may be made only with the consent of the Department. When a license Is issued it is valid for only one year, but it may be renewed annually upon the application of the owner and the finding by tlie Department that it is airworthy and is owned by an eligible owner. However, it is subject to revocation or suspension if regulations are violated. Grounds for this action include equipping the airplane with a type of engine not specified in the license; remodeling the airplane structure and flying the airplane without having it first rerated as airworthy by the Depart ment; operating toe airplane with a load in excess of the authorized useful load aa specified in the license; operating with passengers in excess of the number authorized in the license; moral irresponsibility of manufacturer or owner. . a^ Requirements of the TEwywf The engine installed in an approved plane must be of a type which has been ap proved by the Department of Commerce, or by toe Army or Navy. Before becom ing eligible for approval by the Department of Commerce, engines are subjected to the Engine Testing Section. When an engine is received by this section, h is placed on a test stand at the Department's station at Arlington Farms, Virginia, across the river from Washington. Inside a small room the testing engineer, surrounded by instruments and test equipment, determines the power, measures the fuel consumption, conducts lubrication tests and investigates toe adequacy of the cooling equipment. When these tests have furnished the necessary amount of data the engineer's next question is to determine over how long a period the engine will continue to give this performance. The best means - of determining this is by an endurance test. ^ After the engine has been run for a predetermined period it is taken apart for examination. If parts show signs of wear they may be replaced with others of different design and the engine tested again. The entire test consumes 50 hours, in ten 54tour periods, with no more than three forced stops allowed. The approved airplane must also be equipped with a propeller or propellers that have been given the sanction of the Department. This approval is given after the propeller has been tested for the particular power and speed of revolutions which are claimed for it. ^_ Even the components and accessories for use on a licensed aircraft, which have a bearing on the safety of aircraft, cargo or passengers must be approved by toe De partment In this class are included such items as landing gear shock absorbing units, lauding gear wheels, and seaplane floats. The Department also has issued a set of requirements governing alterations and repairs to licensed aircraft. A licensed aircraft which is slightly damaged may be repaired only by a licensed mechanic. A licensed aircraft which baa had a major part damaged may be flown again only after it has been repaired in accordance with the requirements and the repairs approved by a Department of Commerce inspector. Mechanics wJjo propose to work on licensed aircraft or engines are required to be licensed by the Department. They must prove, by passing examinations, that they have actual experience in addition to the theoretical knowledge necessary to conduct repair*. Mechanics who propose to repair or maintain engines are licensed as engine mechanics and those who propose to repair aircraft are licensed as aircraft mechanics and a person may hold both types of licenses if be satisfies the requirements. Repair stations may receive the approval of the Aeronautics Branch, if they- re quest it and qualify for the rating desired, 'This approval b based upon the type or 324 Twentieth Conyrcss~--Xatiowil Safety Council class cf work which the stations are equipped to cmkrtakc. When an application from a. repair station is received, the station is inspected to determine whether or noc it is equipped properly to service licensed aircraft in certain ways, typical classifi cations being: welded steel tube structure, wood structure (except box spars), fabric covering ami doping (finishing), riveted dura! structure and box spar wing work. When a repair station has been approved it is required to furnish an affidavit with each complete job of major repairs stating in effect that the particular aircraft has been repaired it) full accordance with the Air Commerce Regulations, and when coos- plcte components are replaced, that such components are products of the original manufacturer of that aircraft. ' Parachutes 4 he examination and approval of parachute is also provided for by the Depart ment. The regulations require that each person in an aircraft performing acrobatic* must be property equipped with a parachute of a type and design which has been tested and approved by a competent agency of the Federal Government. A manu facturer applying to the Department for this approval is required to submit complete drawings and specifications of the type of parachute whiA He proposes to build. When he receives an approved type certificate for his parachute he is required to submit an affidavit twice a year certifying that all parachutes manufactured under a given certi ficate are in exact accordance with -the design and specifications submitted. Parachutes also are required to be packed or repacked at feast once in each sixty days prior to being worn during flights in aircraft. This work must be done by a parachute rigger, licensed by the Department, or so designated by the Army or Navy. The Department has also promulgated, as part of its regulations, a set of air traffic rules to govern (lie movements of aircraft in the stir- These rules were de signed with the cardinal firinciples of safety primarily in mind. Among other thin*:>. they stipulate that an aircraft may be flown at a height of not lesaithan 500 feet over areas other than cities, towns or settlements, and over heavily sailed portions at a height of not less than 1,000 feet. Aircraft carrying passengers for hire are not permitted to engage in acrobatics, according to the air traffic rules, and craft flya$s at night arc required to show prescribed navigation lights. Procedure for ftrinf off nnd landing at airports is outlined, and aircraft flying along airways are required to keep to the right and observe specific requirements with regard to passing and over taking other aircraft. For the purpose of surrounding air lines engaged in t}*c scheduled transportation of passengers in interstate commerce with all possible safeguards and with a view to providing air itausnortatlou with virtually the same uniformity of operation as is now enjoyed by the major railroads and steamship systems, the Aeronautics Branch has prepared and promulgated a supplement to the Air Commerce Regulations rtluiring the operators of scheduled air passenger transport services in interstate com merce to obtain from the Department t Commerce a certificate of authority to op-crate such service. The certificate of authority is issued only to those operators who affect complete compliance with the regulations. These regulations, which constitute a standard or code of minimum requirements governing the operation of wdierlnled interstate air passenger routes, are designed to aid operators in maintaining and increasing safety and reliability in this phase of civil aeronautics. The inspection of the air lines that apply for the certificates of authority is minute n every detail. Air line inspectors, especially qualified for this type of work, in quire Into every phase of air line operation that would have a bearing on the public safety. Perhaps unknown to the pilot or crew of an air liner, one of the inspectors will take his place in il>e cabin of a passenger airplane and, from the vantage point of a passenger, but Iruui the viewpoint of a skilled airman, lie will observe die operating methods of the crew. Furthermore, the inspector makes it a point to fly with every Aeronautical Section 325 pilot who operates between division points, and to observe not only Ins technique, fait his general judgment, experience and ability to handle air line transportation. At the terminals the inspector closely observes ground operations, such as clear ance, methods of handling weather information and other factors entering, into a successful cross country flight. At maintenance points, the inspector is particularly anxious to determine the method* employed in keeping die aircraft and engines in perfect running order. The competency of the employees, tire adequacy of the shop equipment, the local inspection systems employed on aircraft and engines--all arc inquired into for the purpose of seeing that tliey do not fall below die standards specified by the regulations. The results of these inspections are threefold: (1) They give the air line management the benefit of outside expert advice and suggestions based upon personal experience of tlw; inspectors with the lines in question. (2) They give the Department of Commerce evidence as to the qualifications of the air lines to carry passengers in scheduled interstate commerce for hire; and (3) They serve to reassure the public that the Department of Commerce and the air operators are cooperating closely with each other for the turthcr advanceBttC of safety and reliability in scheduled air-passenger transportation. Airways Division Foe the scheduled air lines, and for all other flying activities as welt, another ptrMT of the Aeronautics Branch's activities constitutes a valuable aid lo safety in %faL The Federal Airways System, which is a network of air routes piovided with beacon lights, intermediate landing fields, radio directional and radio broadcasting ^rxice and facilities for weather information collection and distribution, is established and maintained by die Aeronautics Brandi of the Department of Commerce. Of the more than 150,000 airplane miles flown even- twenty-four hours by the scheduled air services, approximately 40 per cent are night operations. Without the airways, any flying operations except those conducted in clear weather and in the day time would be impractical, but with them, aircraft may fly safely at night and thereby duplicate the performance of surface travel- By being able to operate with regularity alter dark, aircraft continues to maintain its advantage of speed over sur face systems, which is three to four times faster. The Department of Commerce, because of its long experience m providing aids to marine navigation, has been able to establish and maintain tlie airways with the maximum amount of efficiency. There are now 17,500 miles of airways lighted and under construction, which are or will be equipped with radio direction and cormmmication facilities and weather re porting services. Including the 2,000 mites of lighted airways autlmriied for the en suing year, the airways program now embraces 19,500 mile* In <Mition, there are 1.123 miles of airways which have been or are being provided with air navigation facilities for day operations. Accurate aeronautical weather information is collected from the weather stations along the airway* and distributed over the Department's 10.000 miles of automatic telegraph typewriter circuits for posting at airports amt for broadcasting from the radio commtrmearions stations. The automatic telegraph typewriter stations, which are situated on the airways, also report the movements of planes, when this position reporting service is requested. Radio directional guidance to aircraft in flight is furnished along the airways by the radio range stations which send out signals to tell the airman whether be is follow ing the airway course or i* flying to one side. The radio communication stations broadcast weather information to the airman while he is flying along the airway. These stations also may be used for the transmission f special messages to the airman while he is in flight 326 Twentieth Congress--National Safety Council Intermediate landing field* are to spaced in combination with commercial. municipal and other airports and landing Adda that airmen flying along an airway are nearly always within at least ten or fifteen minutes flying of an established landing area. The Intermediate landing fields arc equipped with beacons, course lights, boundary lights, range lights, obstruction lights, and illuminated wind indicators. The beacon light at an intermediate landing field is similar to those along die air ways at points where there arc no fields, except, that Its course light is green instead oi red. The boundary lights are installed around the edge of the field to sitow its size and shape, and are spaced approximately 300 feet apart. In addition to the boundary lights, there are green runway lights at those points along the edges of the field where the principal runways begin. The best, or prevailing wind runway, is marked by two green lights at each end. and other available runways by one green light at each end. The obstruction lights are red lamps placed on buildings, telephone poles and other obstructions. The illuminated wind indicator, affixed to the beacon tower, or at some other convenient place, shows the direction in which the wind is blowing, and also gives an indication as to the wind's velocity* The fields are marked, for Jaudiugs in daytime, with a circle as the centrat figure, located at the intersection of the runways. The field boundaries are marked by metal cooes thirty inches in diameter and twenty-four inches in height, installed immediately below the boundary light and attached to the boundary light standards. - With the Airman on Night Flight . A brief description of what the airman would find if lie starlet! out Over an airway at night for a destination, say, 200 miles away, will show"just what these airway* are.! their equipment mean to the airman. As the pilot lakes off from an airport aided by the lights that flood the field, a code message goes out over an automatic telegraph typewriter circuit operated by the Aerouautics Branch, giving his plane number, his name, destination and time ot departure. This message is automatically produced on receiving machines at strategic points along the airway to be followed, so that his progress may be noted by each station as he pastes over it. As the pilot rises into the air he sees ahead oi him a flash of light. This is the .first airway rotating beacon, and at the same time that he sees this one he may see several more ahead, if the night is clear, each flashing six times a minute. As the clear flash of the beacon revolves, the pilot sees a red light, known as a course light and mounted on the beacon tower in close proximity to the clear light, flashing a code signal. There art two of these course lights on each beacon, one pointing forward and the other backward, along the course of the airway. The code signal indicates the number of the beacon light with respect to a 100-mile section, in this case No- 1 beacon on the first 100-mile section of the airway being followed. Having noted the beacon lights marking the course, the pilot may then place his radio range beacon receiving set in operation and begin to receive the radioheacon signals which mark the course he is following. . When the airplane has proceeded approximately 50 miles along its course, tire dir* man comes upon a beacon which has sr flashing green course light, instead of a. red light. This indicates that there is an intermediate landing field at the site. The pilot, not having any occasion to land, continues on his route, watching the beacon lights. listening to the radio range beacon, and checking his flight and engine instruments. Suddenly the radio beacon signals cease, to be followed by a voice which brings a message announcing the designation of a broadcasting station, the correct time, the "ceiling" above the field at which the plane will next land, whether oc not it is raining, the condition of the visibility, the velocity of the wind, the temperature, the barometer reading, and ail other information that would be of value and assistance to the pilot flying along in the night. The broadcaster, a Department of Commerce Aeronautical Section 327 employee, also gives weather conditions in general along the line of flight. The voice signs oB and the radiobeacon signals are resumed. This weather information lias been collected by the automatic telegraph typewriter stations from Weather Bureau stations along the airway and at points about 200 miles to the left and right of the course. Each automatic telegraph typewriter station places on the circuit the weather information at this paricular point. All this information is assembled at the radio broadcasting stations, edited, and placed on the air at regular intervals. And these same automatic telegraph typewriter stations Have been on the lookout tor the plane. As it passes over each station the operator sends a message which is received automatically at the pilot's point of departure, at the points yet to be flown over, and at the point of destination. At about 150 miles away from his point of departure, the pilot receives another radio signal from the ground which informs turn that the radio range beacon beam, which he has been following, has about reached its range limit and that he should tune in on the signals tluat are being projected toward him by the station located about 150 miles due ahead on his course. This signal comes from what is known as a ''marker beacon." The pilot tunes into the proper frequency of the new radio beam and continues on as before, utilizing the Department of Commerce aids to air naviga tion, until his point of destination is reached. The airways as established by the Aeronautics Brandi are for the use of every pilot and plane, regardless of die nature of their activities. Unlike railroad rights of way, Department of Commerce airways may be flown by any number of air trans port lines* and all aircraft are at liberty to utilise the facilities that constitute the airways, which are established in the interest of safety and reliability. Aeronautic Development Service The third division ol the Aeronautics Branch of the Department of Commerce which 3s contributing materially to the safety of air transportation ts the Aeronautic Development Service. This service embraces all activities of tin* Department in connection with assisting communities in the selection and development of airports, die rating of airports, the promotion and correlation of aeronautics research, the publication and dissemination of aeronautic information, the publication of air naviga tion maps, airway bulletins, and warnings to airmen, and flic general promotion work of the Department looking toward tl*c development of civil aeronautics. Functioning under the Aeronautic Development Service is the Aeronautics Research Division, located at the Bureau of Standards, whose object is the development of a iris to air navigation and the promotion of safety and comfort in flight. The work of this division includes such activities as research on radio aids, investigations on aero nautic lighting, wind tunnel research, research on specat airplane engine problem.-, crash-resistant fuel tanks, and investigation of the strength of airplane joints mid fittings. A combined transmitter for the simultaneous transmission of weather broadcasts by radio telephone and visual type-radio range beacon signals on the same frequency lias been developed by ibis division, and also a pointer type indicator for use with the visual radio range receiver. Another project is a radio system for the blind landing of aircraft so that an airplane may be landed in times of tow visibility, nr even when visibility is zero, by means of radio signals. The development of an in strument known as a deviometer which enables the radio beacon signals emitted by the radio range beacons to be utilized at distances away from the regular course was achieved by the research division. A radio direction finder for use nn aircraft has been developed, and the division now * working on radio mettuxf* and equipment that can be applied to prevent collision between aircraft m conditions of low or 528 T-zvi'iitictilr Congress--National Safely Council zero visibility, by giving automatic warning to an airplane of the presence and ap proximate position ol any other airplane within a radius of about three miles. Considerable research on lighting has been done, accomplishment* including im proved airplane running lights and an air traffic control projector. Studies have been made of flashing characteristics lor code fights, and of colored glasses for use in airway lights. One of the aircraft engineering problems undertaken was a study of the efficiency of various types and sizes of control surfaces. A project concerned with reduction of noise in airplanes has been completed with resect to sound-insulation of cabin walls, and is being continued with respect to muffling engines and reducing propeller noise. In its experiments looking toward the development of fuel tanks which wifi not hurst and deluge an airplane with fuel in case of an accident, the Aeronautic Re search Division has found that a new elastic and strong synthetic material, having many of tto properties of rubber but insoluble in gasoline or oil. offers great possi bilities when used inside the tank. Maps and Chart* for Air Navigation A highly important activity of the Aeronautic Development Service is the prep aration of maps and charts for air navigation. This work is conducted by the Air ways Mapping Section, located at the Coast and Geodetic Survey. The airman flying over unfamiliar territory must necessarily place implicit faith in the accuracy of his maps, and compilation of reliable maps was. therefore, undertaken by the Department of Commerce for the benefit of aeronautics, just as a similar service has been rendered seamen for years. Two kinds of maps are included in the present program, airway strip maps and sectional airway maps. The strip maps follow the airways and show the location of the radio lieacon course along the airways, airports, towns, railroads, highways, high points, streams and other details of importance to the man in the air. Each of the sectional maps shows a rectangular area embracing 2 degrees of latitude and 6 degrees of longitude. The first map of this type rovers some 50.000 square miles of territory below and at either side of the southern tip of I-ake Michigan. Two others, one covering a region of similar size in the vicinity of Milwaukee. Wisconsin, and the other stowing territory in the region surrounding Detroit. Michigan, and Toronto. Canada, have been prepared and the whole program contemplates 92 maps covering the entire United States. Eventually the sectional maps will supersede the strip maps, but the latter will continue to be available until sectional maps portraying the same areas are available. The Aeronautics Branch from time to time organizes special research committees for the purpose of investigating certain problems relating to aeronautics and all of which have a distinct bearing on safety. Several of these committees now are func tioning. A committee on Airport Traffic Control is making a survey of traffic conditions at foreign and American airports with regard to air traffic conditions and means em ployed for controlling such traffic, with the purpose of drafting recommendations as to die extent and character of signal systems which seem necessary or desirable in connection with control of airport traffic. The absence of uniform and thorough application of adequate drainage and sur facing for airports has been responsible for accidents to planes in landing and taking off from airports and landing fields, for delays atid interruption* in departures and arrivals of aircraft, ami has involved the wastage of thousands of dollars in time and money m connection with airport projects. Therefore, a study looking to the solu tion of the problems of drainage and surfacing of airports, so far as they relate to airport engineering and construction, has been made by a special committee. The Aeronautical Section 529 report of this committee is now being prepared and will lie primed and made available to all who may be interested. A committee, organized to consider the practicability of applying the principle of automatic issue of water from sprinkler systems to control fires in airplane hangars. conducted tests of a number of types of sprinklers by atari mg fires in a hangar con structed for this purpose and which housed several obsolete airplanes. The committee has published its report and a limited number of copies are available at the Aeronautic* Branch. Realizing the vital importance ol the application of radio to aeronautic* and the necessity of coordinating governmental ami industrial research in this field, a liaison committee on aeronautic radio research was organized tlie first of last year for the purpose of making a survey ol research activities and focusing such research on the early solution of the most problems with the minimum duplication of effort. The work of the committee is divided into three phases: A survey of research in progress on aeronautic radio problems; a survey of iwoblems on which research should be undertaken or accelerated; attd a recommendation of agencies to carry on the work outlined. It is believed this committee will rentier a valuable service not only to governmental and industrial research agencies, but to tlio entire aeronautic industry by directing research and experimentation toward radio problems the solution of which is most important to the advancement of aeronautics. The Aeronautics Branch is dealing with safety in aeronautics from every approach that is open to the Department of Commerce. As wc are charged with fostering air commerce, it is incumbent upon us to take every practicable step to bring about die further utilization of aircraft for business and pleasure. We are happy to say that we have permitted the full meaning of the word "safety" to dominate virtually every official move we Have made and we want to assure you that wc shall continue to function under this policy. Discussion Chairman Beiukupt: Mr. Neely, vie certainly appreciate very much your com ing to Chicago tu give this very complete aiul instructive and yet really brief presentation of the comprehensive program that is being carried out by die Aero nautics Branch of the Department of Commerce. I really wish tint the whole National Safety Council could have heard ibis presentation, it is a wonderful story of what the Department of Commerce is doing and ns to the future program m developing this new art ami bringing safety into every phase of it. It is only after you live with it that you realize what the Department is doing. Last July the Department met with all the manufacturers, it met with all the trans port operators, it met with all the schools. They all brought in their recommenda tions as to how regulations might be modified to promote greater safety or to make them less irksome. The Department meets with those groups periodically They work band in hand so as to have the cooperative regulations tliat this industry is securing from the Department of Commerce. I think it would be very much in order here if we might lwivc a vote of thanks that would be directed to the Department for Its interest ami for the preparation of this wonderful document, and also for sending one of its representatives here to so ably present it. L. R. Palaicx (The Equitable Life Assurance Society. New York City) : I wish to voice that sentiment and have it expressed as a motion carrying the sentiment of this meeting. I so move. Henry A. RsNiKcnt (Lehigh Portland Cement Co., Allentown, Puma.): I second the motion. (The motion was put to a vote and carried unanimously.) 330 Twentieth Congress--National Safety Council Chaikmast Beecroet: 1 know ionic oi you want to ask some questions and 1 know that Mr. Neely is qualified, a* everybody in that Department is qualified, to answer questions. It is just barely twelve o'clock, so there arc a few* minutes left. Mr. Palmer: I want to announce that Mr. I-ester D. Seymour has accepted mem bership on tlie Executive Committee of the National Safety Council. His acceptance pays tribute not only to his splendid organization but to the entire industry. We wanted someone with us who could educate us, and who could also from the inside come to know our real purpose in trying to help you in planning and carrying on the Section's activities. The following committee is suggested in order to determine tlte selection oi a General Chairman, possibly a Vice-Chairman and a Secretary, and these names are suggested to you for your consideration: Mr. Lester D. Seymour, Mr. David Beecroft, Mr. Clarence M. Young, and Colonel H. A. Reningcr. It is the purpose, if you agree with this and authorize this committee, that they w*ill ttive consideration to the selection of a practical maw from within the industry to serve as General Chairman of the Section. They will submit that selection to the members of the Section by letter ballot Then, after authorization and election, that man becomes the definite General Chairman of the Section to carry on. Iti Bus way we won't have to carry over until next year to make any selection. 1 move that this committee be authorized. Chairman Bkeckwt : Is there a second to the motion that Mr. Palmer has made, yutliorizmc the appointment of the committee as named? Do X hear a second to that? (The motion was regularly seconded.) Chairman Bfbcroft: 1 should like the mover of that motion to explain quite in detail tfic duties yon expect this committee to have, as the cliatrman feels his lack of capacity to express that. Mk. Palme* : Of course, as you know, each of our Sections lias a duly elected General Chairman to function and make contact with the National Safety Council and with the other Advisory Committees that may have been set up for that Section. Such committees as arc developed in the course of progress pass upon any bulletins or other material that the National Safety Council may develop, and function as the regular machinery directing sectional activities. For this section it would simply mean that we would lave a definite service developed officially within the coming year. It is simply to provide regularly elected officers the same as we have in all Sections. The committee I have suggested would be a Nominating Committee, auth orized to declare the popular selection as to official officers of the Aeronautical Sec tion. Chairman BeecrOft: Thank you very much. You have heard the motion, which was seconded, for the appointment of a committee consisting of Mr. Lester D, Sey mour. Mr. Clarence M. Young. Colonel H. A. Kentngcr and the Chairman. Does anyone wish to discuss that motion? (The motion was put to a vote and was carried.) Chairman Beecroft: Now* we come back to the discussion of the last paper, the excellent presentation made by the Department of Commerce. Are there any questions to he a?kcdr R_ E. Dowd i'Russell Manufacturing Company) : Out of curiosity I an uMeref-ted to know if the Department is planning anything in connection with regulations re mitring parachutes on transport lines for passengers ? FREPERrcx H. Neely (Department of Commerce. Washington. D- C) : T am sorry, but I know of ik> plans In that regard. Chairman Brkctkwt: Are there any fuither questions, gentlemen? Arc there any* comment* on this subject? If not. I don't want to close the discussion, but X think it would be very much in order if we ml&ht have s motion expressing our appreciation to the parties win* have prepare'? papers for this meeting. Aeronautical Section 331 Mr. Dows : 1 make such a motion. <The motion was regularly seconded.) Mr. Palmer: May 1 discuss that? Chairman Beecroei : You may, certainly. ... . Mil Palmer: It was the purpose of the National Safety Council in developing this program to get the best papers we could get. That is one reason we went to Washington and persuaded Colonel Blec to act as our chairman. \\ c told him tlwt we tltought they were in a position down there to know the people who could best present these papers; they kDcw the things that were needed from a safety stand point in the industry; and what we hoped to have here was something really worth while, which when printed in the Congress Transactions could be widely distributed in order to have a far greater scope than just in this meeting. We wanted to be of real service to the industry through this program. 1 thmk that they have done splen did work and we have already complimented the cliairman of the Program Com mittee. Chairman Beecroet: Thank you, Mr. Palmer. You have heard titer motion tha - vote of appreciation be extended to those preparing papers. (The motion was put to a vote and carried unanimously.) ADJOURNMENT TWENTIETH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL A. S. S. E.--Engineering 3 Section Officers 1930-31 General Chairman--K. F. Thalnes, Buick Motor Company, Flint, Midi. Vice-Chairman--Da. M. G. Lloyd, U. S. Bureau of Standards, Washington. D. C. Vice-Chairman--H. S- Smith, Union Carbide and Carbon Corp., New York City. Secretary--W. Dean Kekfkr, National Safety Council, Chicago, 111. Assistant Secretary--Gene S. Wooo, 29 W. 39th Street, New York City. Execntne Committee--The Officers and A. L. Armstrong, Eastman Kodak Company, Rochester, N. Y. (Chemical Sec tion.) C- B. Auel, Westinghouse Electric and Mauufaet'. mg Co., East Pittsburgh, Pa. J. I. Baxash, Consulting Engineer, Chicago, III. E. W Beck, United States Rubber Co,, Passaic, N. J. ^ R. A. Bloomsburg. New York Power and Light Company, Albany, N. Y. (Pub lic Utilities Section.) John L. Boaroman, Anaconda Copper Mining Co., Butte, Mont. (Mining Section.) E. A. Brandt, Middle West Utilities Co., Chicago, III. (Refrigeration Section.) Frank H. Cocan, The Delaware. Lackawanna and Western Railroad Co.. Ho boken, N- J- (Marine Section.) G. W. Cook, Travelers Insurance Co., Hartford, Conn. (Textile Section.) J. E. Culliney, Bethlehem Steel Corp., Bethlehem, Pa. (Metals Section.) L. A. DeBlois, Consulting Engineer, New York City. J,, W. Foilin' Philadelphia Federation of The Construction Industry, Philadel phia, Pa. (Construction Section.) . Dr. James H. Greeks, The Studebaker Corp., South Bend, Ind. S. H. Harrison, Vulcanite Portland Cement Co., PhtUipsburg, N. J. (Cement Section.) Ernest Hartford, American Society of Mechanical Engineers, New York City. R. A. Hartzkul, Standard Oil Co. (Ind.), Chicago, III. (Petroleum Section.) S. V. James, Underwriters* Laboratories, Inc., Chicago, 111 A. S. Johnson, American Mutual Liability Insurance Co., Boston, Mass. R. McA. Keowx, Industrial Commission of Wisconsin, Madison. Wis, J. M. Lewis, Mine Safety Appliances Co., Pittsburgh, Pa. (Accident Prevention Equipment Manufacturers* Station.) D, Frank Lord, M. J. Whittaii Associates, Ltd., Worcester, Mass. (Worcester Chapter.) D. M. Louchmax, General Outdoor Advertising Co., New York City (Delivery, Taxicab and Bus Section.) B. B. McCulloch, Bureau of Saiety. Chicago. III. 333 334 Twentieth Congress--National Safety Council Hl,,sv J. The Burden Company. Sew York Chy. C B. MixtriKtxA. Republic Rubber Company, Youngstown, Ohio. (Rui*ber Section.) ^ __ # II. W. Mouexy, American Abrasive Metals Co.. New York City. _ Amtkcr M l'rray, Chicago Mill and Lumber Corp.. Chicago, 111. (\^ oodivuik- ing and Lumber Manufacturing Section.) A. A. Utunrxn, Wisconsin Power and Light Co., Madison. Wls- (Electric Railway Section.) ^. G. A. Okth. American Car and Foundry Co., New York City. (Metropolitan Chapter.) (Deceased.) E. E. Place. American Mutual Liability Ins- Co., Boston, Mass. (Boston Chapter.) J. J. PJ.ZAK. Consolidated Water Power and Paper Co., Wisconsin RapkU, Wis. (Paper and Pulp Section.) R. E. Piiouty. Aetna Life Insurance Co.. New York City. (Food Section.) A. S. Reoula, Industrial Relations Counselors, Inc- New York City. A. D. Risteen, The Travelers Insurance Co., Hartford, Conn. G. E. Sanford. General Electric Co., Schenectady, N. Y. W. R. Smith. United Engineers and Constructors Inc., Newark, N- J- (North ern New Jersey Chapter.) G. S. Thomfsox, Gnau i Co., Detroit, Mich. (Power Press Section.) Harold M. Toomus, Armour and Company, Chicago, III. (Packers and Tanners Section.) A. K. Willahan, Kansas City Southern Railway-Company. Kansas City, Mo. (Strain Railroad Section.) Tuesday Luncheon Session October 13, 1931 4 R. F. THALNER, Chairman Buick Motor Company, Flint, Mich. The annual meeting of the American Society of Safety Engineers--Engineering Section of tiie National Safety Council followed luncheon at the Stevens Hotel. Chicago. Illinois, and convened at 1 p. m., Tuesday. October 13, 1931, R. F. 'Drainer. General Chairman, presiding. Report of the General Chairman By R. F. THALNER Buick Motor Company, Flint, Mich. As in tiie past years, each member present has belore him a preprint of the reports of ai! of our standing conrniittees. Under the circumstances, we therefore will not ask tiro chairmen of these committees to present these reports m detail. Nevertheless, a* the retiring chairman wf the ASSE-Ensjmecring Section, I find it my duty and distinct pleasure to comment briefly on these reports ami emphasize some of the outstanding fads contained therein. . /ixecn/hr Committee Meetings.. Your Executive Committee has held two meetings luring the past year at which all of the Society's activities were discussed in detail. \Yc had an average attendance of nine members at each meeting. Mewtwrship. Our Membership Committee has been active under the capable leadership of its chairman. B. B. McCulloch. We now have 956 members. This represents a u'Oa gain of 117. but a net loss of 72. M. S. S. /:.--Section 335 kcyivHul Confidences. J. E. Cullincy, chainnan of this committee, icpnrts that during the past twelve months. twcnt>-foui- regional safety conferences were or* gaitized and held under the sole or joint sponsorship of the ASSE-Knytuieeririji Section. In addition, twenty-three other safety conferences were held in which we assisted Imt for which we received no formal recognition Niue of our twenty-four conferences were held in communities which never before had con fcrcocc* ni tin* nature, indicating an ever widening sphere of influence for Ow Acliaucemcut >f the movement i<*r accident prevention. Heseanh. Standards and Codes. The report of our Steering Committee on Re search. Standards and Codes, G. E. Sanford, chairman, is exceedingly interesting. We have f<*ur standing research committees on Static Electricity, Woodworking Circular Saws. Low- Voltage Electrical Hazards, ami Gaspjine Blow Torrhrs. Sev eral of these committees wilt hold meetings during the week as outlined in the pro gram; ad interested members arc invited to attend and participate in the discussion The A$SE-Engineering Section is sole or joint sponsor for sixteen safety axles nine of which have been completed and published. Sixty-seven safety conic:* an.being formulated under the procedure of the American Standards Association; wthave 110 representatives serving on 53 of these code committees. Perhaps our outstanding accomplishment is the progress that lias been made 1*> our special industry committees. To date, thirty special committees lave l>m or ganised, and through their work twenty-six pamphlets have been completed air' published; the reports of the four remaining committees are well along toward completion. Ultimately, we hope to have at least one comprehensive report r Safe Practices Pamphlet on every* industry functioning in the United States. New com mittees will be organized just as rapidly as it seems practicalite to do so. Wc nrv continually looking for volunteers to serve on the various committees. U would lx itleal if every member were actively engaged in at least ouc activity of the Society. Chapter Organisation and Activity. Arthur Murray gives u* a short report on tlic activities carried on by his committee during tle past year. Wc have three flourishing chapters ui which wc are justifiably proud. One chapter (in Worcester. Mass.) has dropped by the wayside, but we recently received application f<>r tinrecognition of a new chapter just organized In Western Pennsylvania with lu-ad- quarters in Pittsburgh. Action on this application will be taken at a meeting <>f our Executive Committee to be held during the week. We have never made it om objective to swell our list of chapters simply through the recognition m groups Him are almost sure to fall below the standards set by ntr other chapters. Negotiation*, arc being continued with several strong societies in California and in other com munities whose activities parallel our own. .9rvrY/y Pin and Membership Certificate. Our Society has an official phi or emhlctn which ail members are privileged to wear, as well as a membership certificate < "shingle'* suitable foi framing and for hanging on the wall of a member's office Pins arid certificates can be secured through the headquarters office or ymir order can lie recorded at the registration desk in this hotel. The pin costs $2.50. and On. certificate $100 each. Engineering Colleges. The work of our Committee on Accident Prevention in Engineering Colleges, R. McA. Keowti, chairman, is wtwlmthtedly one of the most important, yet tnmt difficult activities, ever undertaken by our Society. Practi cally all of the 113 engineering colleges in the United States respond to our letters. Our committee has been In touch with the excellent work carried on at the Uni versity of Pittsburgh and it is through their influence that wc were successful in securing Prof. Haltock to speak at our Advanced Safety Engineering Session to be held Friday of this week. Furthermore, our committee is sponsoring a confer ence of engineering college deans and professors to start with a luncheon following our Friday morning session. Coopera/bn lYUh Other Engineering Societies. Our Society, through the activitv of this committee with A. S- Regula. chairman, is continuing its active cooperation 336 Twentieth Congress--National Safety Council with the student branches and local branches of the four founder engineering societies. Liaison officers of the ASSE-Engineering Section are contacting with the representatives of the engineering societies and a good percentage of these liaison men are doing very effective work. Industrial Accident Statistics. Our Society with the active cooperation ct all in dustrial sections of the Council has formulated an annual report including live acci dent summaries oi more than 4000 industrial establishments for tint year 1930. This work has been ably handled by a special committee of which E. W. Beck is chairman. Constitution and By-Laws. For the past few years it has seemed to many of our members that certain sections of our Constitution should be revised, primarily fox clarification purposes. Accordingly, a. committee of ten was organized, including five representatives of our Society as a whole and five representatives of the Metropolttan Chapter. This committee, with S. E. Whiting as its chairman, formulated a report including eleven "definitions" which later were approved officially by the Executive Committees of our Society, the Metropolitan Chapter, and the National Safety Council. Immediately thereafter, we appointed a special committee of which Dr. M. G. Lloyd is Chairman, to use the report of the Committee of Ten as the basis for a tentative revision of our Constitution and By-Laws. This committee's report was published in the September, 1931, issue of Notional Safety Nat* and i will be presented later at this meeting for action. Conclusion. Tn conclusion, I want to express my appreciation to our committees and membership as a whole for the invaluable cooperation which you have accorded your officers. Without this cooperation, our efforts would have been more or less in vain. In relinquishing the general chairmanship of our Society to my successor, I can give him no more heartfelt wish than to trust that he will have your active support as I fed I have had it during the year just closed. Chairman Thacker: We will now hear the report of our committee on con stitution and by-laws. The members of this committee include M. G. Lloyd, chair man. S. E. Whiting, H. S. Smith, R. E. Prouty. G. E. Sanford. M. G. Lloyd then presented the following revisions of the constitution, which, after considerable discussion, was approved. Constitution of Asse-Engineering Section, National Safety Council ARTICLE I, Name, Object and Government Section 1. The name of this Society is the American Society of Safety Engi neers--Engineering Section of the National Safety Council, # Section 2. The objects of this society are to promote the arts and the sciences connected with enginering in its relation to accident prevention and the conserva tion of life and property, and to encourage the development of safety engineering as u profession. In the furtherance of these objects, the Society declares its proper activities to include the holding of meetings for the presentation and discussion of technical papers and for social intercourse of its members and guests: the publica tion and distribution of papers, reports and discussions; the development and maintenance of libraries devoted to, safety engineering and the encouragement jof their establishment by others; cooperation with other engineering societies, with federal, state and municipal officials, with insurance organizations and with oihers m furthering its objects: the consideration, encouragement and prosecution of re search and other Investigations including the investigation of accident* and of ac cident Hazards; the formulation of safety codes and other standards for accident prevention and consideration of problems arising in their application. Section 3. The Society sHaM be governed by this Constitution and by By-Laws adopted by the Executive Committee in harmony herewith and by the constitution. bv-li\s, and rules of the National Safety Council. A. S. S. Engineering Section 337 ARTICLE II. Qualifications for Membership Section I. The membership of the Society shall consist of honorary members, members, associate members, and juniors. Section 2. To be eligible as a member an applicant shall have had ten years* ex perience in engineering work, including five years In responsible charge of safety engineering work. A degree from a recognized cottege of engineering shall be considered equivalent to two years of such experience. Section 3. To be eligible as mi associate member an applicant shall have lud five years' experience in engineering work, including three years in safety engineering work. A degree from a recognized college of engineering shall be considered equi valent to two years of such experience. Section 4. To be eligible as a junior, an applicant shall be engaged in safely en gineering or allied work, or shall be in attendance at a recognized college of engine ering; he shall be not less than 18 years of age. Section 5. Men`*jership privileges shall be personal atul not transferable. Section 6. A member, associate member, or junior of this Society shall be an individual member of the National Safety Council or shall be associated with a company or organization which is a member of the National Safety Council. An honorary member shall not be required to pay dues. * Section 7. Members and associate members shall be entitled to vote and eligible to hold office. Honorary members elected from the membership shall retain these rights. ARTICLE III. Admissions and Expulsions ' Section 1. The Committee on Membership shall examine the qualifications of applicants and rrnort thereon to the Executive Committee, a majority of whom may elect to met. r ' > or may transfer to a higher grade. Juniors who have not been transferred io a Higher grade of membership shall, after ten years, automatic ally lose their membership. - Section. 2. Honorary member* shall be nominated by not less than five members. in a written statement signed by each and specifying the grounds upon which the nomination is made. This statement shall be addressed to the secretary of the Society and shall be submitted by him to the Executive Committee, for action. Such members shall be elected only by unanimous vole of those members of the Executive Committee present at one of its meetings or by the unanimous vote of those casting haHots if a letter ballot is taken. Section 3. Upon the written request of ten or more members or associate members stating^ cause, the Executive Committee may expel any member, associate member, or junior by a two-thirds vote, provided such member, associate meml>er or junior shall first lave been advised of the charges made and given a hearing. ARTICLE IV, Officers and Executive Committee Section 1. The officers of the Society shall be a chairman, two vice-chairmen, and a secretary elected at the annua! meeting for one year. There shall be an Executive Committee consisting of the officers, nine members-at-largc, 1 member elected an nually In- each chapter, and all past chairmen who remain members of the Society. Three members oF the Executive Committee shall be denied at each annual meeting from the members and associate members, and shall serve for three years. Vacan cies among the officers or in the Executive Committee shall be filled by vote of the Executive Committee, except fojr members elected by the chapters. The officers shall perform the usual duties of their respective offices. Section 2. The Executive Committee may appoint one or more assistant secre taries. Secffou 3. The Executive Committee nhalt manage the affair* of the Soriely and have full authority except as instructed at a meeting of the Society or as to matters 338 Twentieth Congress--National Safety Council upon winch the Society takes action. The chairman of the Society slutl be chair man of lift Executive Committee, and tlie secretary of the Society shall act as secretary of the Executive Committee. The Executive Comrmttee shall appoint representatives of the Society to act for it in any outside relationships, such as members of committees formulating safety codes. The Executive Committee may consummate affiliation with other engineering societies. Section 4. Meetings of the Executive Committee shall be hekl upon call of the chairman or any seven members. A quorum shall consist of seven members, but a smaller number may hold a meeting, discuss business, and submit any decisions which it may make to a letter ballot of the entire committee. ARTICLE V. Other Committees Section J. The chairman shall, shortly after the annual meeting, appoint from the membership to serve until the next annual meeting the following committees: Committee on Meetings. Programs and Regional Conferences. Committee on Membership. Committee on Research, Standards and Codes. Committee on Local Chapters. Section 2. The chairman shall, from time to time, appoint such committees as may be authorized by tl>c Executive Committee or such special and temporary cormmttecs as he may see fit. Membership on special committees dealing with technical subjects may include non-members of this Society. Section 3. A Nominating Committee, as prescribed by the by-laws, and a Cum mittcc of Tellers shall be appointed annually by tire chairman. Section 4. The Executive Committee may at any time in its own discretion re move any or all members of any committee except a Nominating Committee; and the vacancy arising from this or any other cause shall he tilled by appointment In tire chairman. ARTICLE VI. Meetings Section 1. The annual meeting of the Society for the election of officers and transaction of other business, as well as for the reading and discussion of technical papers, shall be held during the time and at the place of the Annual Congress of the National Safety Council, unless otherwise mutually agreed to by the Executive Committee of this Society and the Executive Committee of the National Saicti Council. Section 2. Special meetings of the Society may be called at any time at the discretion of the Executive Committee, and shall be called by the chairman upon the written request of 30 persons entitled to vote. The notice for such meetings shall state the business for which they are called, and no other business shall be trans acted at such meeting. Regional conferences for the presentation of papers, ad dresses and discussions may be arranged by the officers and the Committee on Meetings. Programs and Regional Conferences, upon authorization of the Executive Committee. Section ,?. Thirty persons entitled to vote shall constitute a quorum for the trans action of business at annua! and.special meetings. ARTICLE VII. Chapters Section 1- The Executive Committee may authorize the organization of local chapters in various geographical districts which shill not overlap, and may prescribe rules and regulations governing such chapters. Local chapters shall be governed by officers who are members or associate members of this Society, but may admit local members under conditions set up under their ouii by-laws, which shall be in harmony with the Constitution and By-Laws of the Society and such regulations as the Executive Committee may make. Such chapters may establish local dues A. S. S. Jl.~-Engineering Section 339 by a majority vote of the members and associate members in the chapter, but It shall be optional with the membership of this Society within the geographical dis trict of a local cliapter to become a member of such chapter. ARTICLE VIII. By-Laws Section 1. The By-Laws of this Society may be revised or antemkd by tin: Executive Committee. Amendments may be presented at a meeting of the Execu tive Committee or may be circulated to each member by mail. If favorably acted upon at a meeting of the Executive Committee they shall be submitted to a mail ballot and shall become effective upon affirmative vote of two-thirds of the entire membership of the Executive Committee. If not presented at a meeting >i the Executive Committee before being circulated for a mail ballot, they shall become effective upon affirmative vote by three-fourths of the entire membership <i the Executive Committee. Such amendments upon adoption shall be circulated m the entire membership or published in the official publication of the Society. ARTICLE IX. Amendment of Constitution Section J. Amendments to this Constitution shall be proposed in v.-ihhig ami .signed by not less than five members or associate members. They may be adopted as presented or as modified, by a two-thirds vote of lbe qualified voters present ami voting at any annual meeting, provided that they shall have been presented u. the secretary two months in advance of such meeting and circulated to the membership or published in the official publication one month in advance of such incctiuu. Chairman Thalner then called for the report of the Nominating Committee in cluding A. S. Rcgula. cliairman. E. F. Blank, J. I. Banash, R. McA. Kcoivn. uti<\ J. E. Cullincy. Mr. Regula presented this report, and upon motion the following officer* were elected for the coming year: General Chairman--M. G. Lloyd. P'ice Chairman--H. S. Smith. Pice Chairmans. E. Whiting. Secretary--W. Dean Kxevxk. . ' Ass't Secretary--Gene S. Wood. Members of Executive Committee for three years: Cyril Ainsworth. E. E. Blank, J. E. Cuj.liney. Member of Executive Committee for one year to complete unexpired term of E. L. Hetvitt. resigned--F. M. Rosselania Report of Committee on Cooperation with Other . Engineering Societies By A. S. REGULA Chairman - The Committee on Co-operation with Other Engineering S*>cieties ha* during the past year been concerned chiefly with maintaining a close working relationship with the American Society of Mechanical Engineers through its Accident Prevention Committee, of which H. W. Mowery of our society and committee is chairman. En couraged by the success of the Safety Session conducted under the joint auspices of the ASME and AS5E at the annual meeting of the ASME fn New York in Decem ber, 1930, it seemed wise to extend the program of joint meetings to cover the regional meetings of the ASME. Accordingly, a joint session was held in connection with the spring meeting of the ASME in Birmingham, Alabama, in April, 1931. Papers were presented by F. B, 340 Twentieth Congress---National Safety Council Winslow, of the Tennessee Coal, Iron and Railroad Company, on "The Economic Aspects of Accident Prevention in the Iron and Steel Industry,** and by D. S. Ander son, of the SIoss Sheffield Steel and Iron Company, on "Accident Prevention Through Engineering in the Iron and Steel Industry." The chairman of this meeting was T. G. Brabaton, of the Birmingham Electric Company, who has been actively identi fied with local Council activities in Birmingham. The annual meeting of the ASME in December, 1931, will be curtailed this year foe economic reasons. While meetings of the technical sections have been reduced in number, the interest of the Society in accident prevention is evidenced by the fact that safety will have a place on the program at one of the general sessions on Decem ber 1st. Miss Frances Perkins, Industrial Commissioner, New York State Depart ment of Labor, has accepted your committee's invitation to speak on "State Labor Departments and Professional Engineers--Cooperation Essential to Progress in Accident Prevention." In considering the field of activity in advancing die cause of accident prevention through engineering societies, there are two major groups to be considered: (1) local engineering societies and local chapters of the national societies; and (2) die national societies. The former group may be and has been reached through the regional safety conferences arranged under the direction of the society's Committee on Regional Safety Conferences. As an example of how this contact works out, it may be stated that of the 42 organizations which cooperated with the Metropolitan Chapter of the ASSE in conducting the Greater New York Safety Conference in February, 1931. there were included 12 local engineering societies or chapters of national bodies. The report of the Committee on Regional Safety Conferences bears evidence of the support of engineering bodies throughout the country in these local conferences. The second group, the national societies, offer a fertile field of activity for your committee. The experience had with the A-5ME during the past several years sug gests the following activities as likely to create a greater interest within these national bodies In advancing the cause of accident prevention: 1. Endeavor to secure the appointment by each national engineering society of an Accident Prevention Committee. 2. Arrange for joint sessions on safety as an integral part of the annual, mid-year or regional meetings of the national societies or their divisions. 3. Contact the Educational Committee of the national societies (where such com mittee has been appointed) to advance the project of inclusion of safety engineering in the curricula of technical scIkjoIs and colleges. A. S. Rkcula, Chairman Cyril Ainsworth C. B. Auel Ernest Hartford . H. W. Moweky George E. Sanford Report of Membership Committee By b. b. McCulloch Chairman One year ago we had 632 Members and 396 Associate Members, making a total membership of 1,028. During the past year, your Membership Committee has secured 87 new Members and 30 new Associate Members; a gross gain of 117. Unfortunately, however, there have been 189 resignations during the year, of which 119 were Members and 70 Associate Members. The net loss has thus been 72. An analysis of our records indicates that the majority of resignations are the result riL -S'. .S'. E.--Engineering Section 341 of one or more of the following causes, company no longer a member of the National Safety Council; man no longer associated with former employer; man lias moved and has left no forwarding address. Wc now have a total membership of 956 of which 600 arc Members and 356 Associate Members. B. B. McCulloch, C/iojVmwu S. V. James A. L. Armstrong Report of Committee on Chapter Organization and Activities By ARTHUR MURRAY Cbunnan There are three chapters of. the ASSE-Engineering Section that are functioning actively and making extremely satisfactory progress. These chapters are in New Voik City, Boston, and Newark, and the general chairmen are: - Metropolitan Chapter (New York City)--A. S. Regula, Industrial Rela tions Counselors, New York City, Boston Chapter--Alexander lackey, Consolidated Expanded Metal Cora* panics, Boston. Northern New Jersey Chapter (Newark)--Max S. Henig, Essex County Vocational School, Irvington, N. J. The New York Chapter reports 181 members; Boston 165 members; and Newark 45 members. During the past year our chapter at Worcester has been abandoned because there is an insufficient number of safety men in the community and because those who were members comprise die industrial division of the Worcester Safety Council. It thus seemed inadvisable simply to continue a paper organization which was not accom plishing a thing and doing no one any good. Our negotiations during the year, however, have resulted in the organization of the Engineering Section of the Western Pennsylvania Safety Council. They have applied for recognition as the Western Pennsylvania Chapter of the ASSE-EnginccrIng Section and action on this application will be taken at tomorrow's meeting of our Executive Committee. Your committee has also continued to negotiate with several other safety engineer ing groups in Detroit, Springfield. St Louis, Dayton, and California. Wc hope it w ill not be long before one or more of these groups apply for chapter recognition. Arthur Murray. Chairman D. Frank Lord W. R. Smith E. E. Place Report of Steering Committee on Regional Safety Conferences By J. K. CULLINEY Chairman Your committee has the pleasure of reporting that twenty-four successful regional safety conferences were organized and held during the past year under the sole or joint sponsorship of tins ASSE-Engineering Section, National Safety Council. 342 Twentieth Congress--National Safety Council Through the wltolc-hearted support and cooperation of local safety councils, in dustrial sections, Council members, and outside organizations, this was made possible. In addition to the twenty-four conferences that were held under our recognized auspices your committee assisted in formulating plans for twenty-three other safety conference* for which wc received no formal recognition. These conferences in cluded such meetings as the New York State Safety Conference, the An Ohio Safety Congress, North Carolina Industrial Safety Conference, fourteen conferences conducted by the Portland Cement Association, several organized by the National Petroleum Association, and other*. Nine of our twenty-four conferences were held for the first time in the cities of: Fond du Lac, Wis. Houston, Texas Lafayette. Tnd. Lewiston, Maine Manchester, N. H. Memphis, XnmReading, Pa. Shreveport. La. St. Louis, Mo. ' * J It i* gratifying to note the new territory represented in this group, as this indicates, to some extent, the increased interest in regional safety conferences. Thanks to the cooperating bodies, seven of our twenty four conferences were miniature safety congresses. In the cities of Chicago, III., Houston, Texas, St. Louis, Mo, Fond du Lac, Wis., Newark, N. J,, New York City, and Rockford, III., various sectional meeting* were held simultaneously. Those who attended em phasized the fact that their individual problems were much more intimately dis cussed. The seventeen remaining conferences were held in: * Allentown. Pa. Boston, Mass Duluth, Minn. Lafayette, Ind. Louisville. Ky. Manchester, N. H. Pittsburgh, Pa. Powell River. B. C Shreveport, La. Augusta, Maine Birmingham, Ala. Erie, Pa. Lewiston, Maine Memphis, Tenn. New Haven, Conn. Portland, Oregon Reading. Pa. The success of these conferences has been brought about through the free ex change of ideas and experience. Member* of the ASSE-Enginecring Section stress the fact that their superintendents, foremen and others, who attend, get the spirit of the safety movement more forcibly than in any other way. Thus encouraged, your committee ha* proceeded with tentative plan* for other conferences to be held during the coming year, and on behalf of Our new Committee on Conferences, we bespeak your full assistance and support. If regional safety conference* are desired in your respective communities, just make your wishes known to the committee ami an immediate response and offer of complete co operation will be forthcoming. J. E. Cullinev, Chairman A. S. Johnson H. J. Mutch* G. W. Cook k G. E. Burns A. S. S. E.--Engineering Section 343 Report of Committee On Accident Prevention in Engineering Colleges B; K. McA. KEOWN. Your committee hi all >f its work during recent years has emphasized the im portance of two major objective*: 1. To influence as many engineering college* as possible t> develop special courses in accident prevention. Each might he a *c Imur a wcvk course for one or two semester*. 2. To influence each engineering college professor to inject as much accident prevention material as possible in his existing courses. For the ultimate attainment of these objective*, your committee has continued its correspondence with the dean* ;unt professor* of 113 engineering colleges. It is extremely difficult, if not impossible, to find out by correspondence to just what extent progress has been made. We trust, however, that it will not be long Iwforc a staff man can be employed to devote his entire time to the furtherance of this im portant work. Work nf special interest is being carried on at the University >f Tulsa, Colorado School of Mines. University of Louisville. Columbia University, University' of Michigan, and University of Pittsburgh. These and other colleges are continuing to use our four college lectures. The activity ot outstanding interest this year is the general conference ol engineer ing deans and professors which will be held Friday of tlii? week under (lie auspices cf your committee. This will give these men an opportunity to discuss our objectives in detail and we anticipate that the results will be mutually beneficial. Our liaison officers deserve our unlimited thank* for aiw.l cooperation in the im portant work which they are doing with the authorities in the colleges in their communities. R. McA. Keuwk. J. I. Baxasii J. 0. Kklllr A. A. Potter G. E. Saxford Cot- John* Price Jacksov Erxest HARTFORD A. \Y\ WlKTNEV C. E. Pernbone George T. Seabi'RY Dexter S. Kimball . Robert L. Schmitt F. L. Hincitsxsox W. Dean Kkefkk Report of The Steering Committee on Research, Standards and Codes By GEORGE E. SANFORD Chairman During the past year the work of your Steering Committee on Research, Standards, and Codes ha* been similar to that of other year*. This ha* included: 1. Giving advice to the Executive Committee of Ute National Safely Council upon subjects proposed for codes or research and to secure the approval of that Committee to proceed with proposed subjects. 344 Twentieth Congress---.National Safety Council 2. Appointing research committees. 3. A general check up of research, standards and code work which is in .progress by members or representatives of the A. S. S. E-Engineering Section. At the present time there are four research committees: 1. Low Voltage Electrical Hazards. 2. Static Electricity, Thomas W. Butler, Chairman. . ' 3. Woodworking Circular Saw Accidents, Robert McA. Keown, Chainrun. 4. Gasoline Blow Torclws, S. E. Whiting; Chairman. During die year The Effects of Annealing out Chains Committee completed its work and the final report was published by the Council. A progress report of the Low Voltage Committee will be presented and discussed at an open meeting to be held at this Congress. Work of the Static Electricity Committee has been held in abeyance pending the securing of funds for making certain tests according to a phut of procedure prepared in conjunction .with the United States Bureau o! Standards. The reorganization of the Woodworking Circular Saw Accidents Com mittee and the organization of the Gasoline Blow Torch Committee are well under way. . During the year reports have been completed by four of the twenty committees organized to study the hazards in special industries. These reports and the names of the committees under whose auspices the reports were prepared are: "Safety in Cordage Manufacture." Cordage Operations Committee, Sydney Ingham, Chairman. . -' "Safety in Excavation Work" Excavating and Pile Driving Operations Committee, John W. Powell, Chairman. "Safety and Health in Job and Newspaper Printing Establishments." Printing and Bookbinding Operations Committee, John J. Lamb, Chairman. "Safety in Wood Furniture Manufacture," Wood Furniture Operations Committee, Robert Williams, Chairman. In addition to the above four reports, four others liave been prepared in conjunction with Committees of other Sections. These reports are: "Cement Mill Yards and Railroads." "Raw' and Finished Cement Mill Grinding.** "Industrial Power Departments." "Use and Care of Hoisting Chains." Drafts of reports bare been prepared Or arc in the cour se of preparation by three of the special industry committees a* follows: Lacquers and Miscellaneous Pyroxylin Products Manufacture. John S. Shaw, Chairman. Cigar and Cigarct Manufacture H. P. Wurman, Chairman. Enameling and Japanning, R. W. Staud, Chairman. Id conjunction with a special Committee of the Cement Section a report "Cement Banting." is being prepared for members of that Section. The A. S. 5. E-Engmecring Section is sponsor or joint sponsor under American Standards Association procedure for sixteen safety codes, nine of which have been approved and published: ' 1. Colors for Gas Mask CankUrs. 2. Colors for Traffic Signals. 3. Forging and Hot Metal Stamping. . 4. ladders. 5. Paper and Pulp Mills. 6. Piping Systems, Identificationof. 7. Power Presses and Hand and Foot Presses, ft. Rubber Mills and Calenders. 9. Textiles. 'I j i j ' . j [ ; \ j : . I ! j \ : j J : j A. S. S. E.--Engineering Section 345 The following seven codes are not yet completed but the work is well under way: 1. Compressed Air Machinery. 2. Construction Work. 3. Floor and Wall Openings. 4. Rubber Machinery. 5. Standardization of Methods of Recording and Compiling Accident Statistics. 6. Walkway Surfaces, 7. Window Washing. The American Standards Association lias Committees on sixty-seven safety codes. The National Safety Council is represented primarily through, the A. S S. E.Enginecring Section on fifty-two of the sixty-seven codes. The names of such representatives are given after the title of each code. The forty-four codes approved and published, copies of which may be obtained from the National Safety Council, are: 1. Abrasive Wheels, Safety Code for the Use, Care and Protection of--W. Dean Keefer, George E. Sanford. 2. Aeronautic Safety Code---G. A. L. Beaudoin, G. E. Peterson. 3. Automobile Brakes and Brake Testing, Safety Code for--L. M. McIntyre. 4. Automobile Headlighting, Laboratory Tests for Approval of Electric Head lighting Devices for Motor Vehicles--Walter G- King. 5 Building Exits Code--L. R. Palmer,. Sidney J. Williams. 6. Colors for Gas Mask Canisters, Code on--E. S- Beaumont, V. R. Currie, R. H. Ferguson, C. E Rice, B. F. Tiilson. 7. Colors for Traffic Signals, Safety Code lor--Morton G. Lloyd, Walter S. Paine 8. Dust Explosions in Coal Pneumatic Cleaning Plants, Prevention of-- 9. Dust Explosions in Floor and Feed Mills, Prevention of-- 10. Dust Explosions in Starch Factories. Prevention of-- 11. Dust Explosions in Terminal Grain Elevators, Prevention of-- 12. Electric Wiring and Apparatus in Relation to Fire Hazards, Regulation for ("National Electrical Code")-- 13. Electrical Equipment in Coal Mines. Safety Rules for Installing and Using-- R_ L. Kingslasd. H. Elevators, Dumbwaiters and Escalators, Safety Code for--\Y\ E. Crippen, R- C Stratton. * 15. Explosives in Bituminous Coal Mines, Recommended Practice for the Use of--John L. Bcardxnan. Id. Fire Fighting Equipment in Metal Mines--J. I. Banish. 17. Forging and Hot Metal Stamping. Safety Code for--H. L, Johnson, W. Dean Keefer, J. L. Thompson. 18. Foundries, Safety Code for the Protection of Industrial Workers in-- F. G. Bennett, George E. Sanford. 19. Gas Safety Code--Earl J. Reeder. 20. Heads and Eyes of Industrial Workers, Safety Code for the Protection of the--George E. Sanfoid. 21. Ladders, Safety Code for--A. E. Davidson, H. 13. Gaffers. M. C- Goodspeed, W. Newell, H. A. Schultz, H- G. Wiherg. 22. Ladders and Stairs for Mines, Recommended Practice for the Construction and Maintenance of--Carl Scholtr. 23. Laucufry Machinery and Operations, Safety Code for--F. F. Beik. 24. Lighting: Factories, Mills, and Other Places, Code for--W, Dean Keefer. 25. Lighting of School Buildings, Code for--G. H. Slickney. 26. Lightning, Code on Protectton Against--F. A. Epps, W. R. Rooney. 346 Twentieth Congress--National Safety Council 27. Logging and Sawmill Machinery, Safety Code for--C O. Hero, SV, Dean Keefer. 28. Mechanical Loading Underground in Metal Mines, Recommended Practice for-- 29. Mechanical Power Transmission Apparatus. Safety Code for--H. A. Schultz. 30. Mechanical Refrigeration. Safety Code for--J. I. Banash. 31. Miscellaneous Outside Coal Handling Equipment, Recommended Practice for--H. T. Bannister. 32. National Electrical Safety Code--R. VV. E. Moore, George E. Sanford, S. E. Whiting. 33. Paper and Pulp Mills, Safety Code for--R. M. Altman, G. E. Burns, Holger Jensen. G. E. Williamson. 3-1. Piping Systems, Identification of--W. Dean Keefer, George E. Sanford, H. P. Weaver. 35. Power Presses and Toot and Hand Presses, Safety Code for--Carl 13. AueJ, A. L. Kaems, W. Dean Kccfcr. C. Van Horn. 36. Pulverized Fuel Systems. Installation of-- 37. Pulverized Systems for Sugar and Cocoa-- 38. Rock Dusting of Coal Mines. Recommended Practice for--Thomas G. Fear. 3*). Rubber Mills and Calenders--Ernest W. Beck, R. H. Blanchard, J. E. Congdoti, H. A. Dodge, A. E. Hoetter. 40. Street Traffic Signs. Signals aiul Markings, Code of--Sidney J. Williams. 41.. Textiles, Safety Code for--W. Dean Keeler.-Ignatius McNulty, Harvey Saul. 42 Underground Transportation in Metal Mines, Recommended Practice in-- 43. Wire Rope for .Mines, Specifications for and Recommended Practice in the Use of--B. F. Tillson. 44 Woodworking Plants, Safety Cade for--A. S. Regula- The twenty-three codes nut yet published and appioved are: 1. Amusement Parks, Safety Code for--Sidney J. Williams. 2. Compressed Air Machinery. Safety Code for--W. Dean Keefer, C- E. Pettibonc, Daniel L, Royer. 3. Coal Mine Transportation, Safety Code for--George C. McFadden, 4. Construction Work, Safety Code for--W. R. Smith, W. nan Kccier. 5. Conveyors and Conveying Machinery, Safety Code for--C H. Almstrad, R. F- Thaitier. ^ 6. Cranes. Derricks, and Hoists, Safety Cotie for--J. F. Connor, S. H. Liliby. 7. Dust Explosions, Safety Code for the Prevention of-- 8. Electrical Devices and Materials With Relation to Fire and Casualty Hazards. Specifications and Standards for--J- I. Banash. *),, Electrical Equipment in Metal Mines, Safety Rules fur Installing and Using--L. D. Anderson. 10. Electrical Fire and Safety Code. 11. Exhaust Systems. Safety Code for--H. G. Henset. 12 Floor and Wall Openings, failings and Toe Boards, Safety Code for-- L. E Avcrill, A. W. Benz, W. Dean Keefer, E, B. ToUted. 13. Grandstands, Safety Code for-- 14. Machine Tools--Safety Code for-- 15. Mine Timbering, Specifications for--P. B. Dunbar, Daniel Harrington. 1C. Piping, High Pressure--H. S. Smith. 17. Plate and Sheet Metal Working--Safety Code lor-- 28 Rubber Macliinery, Safety Code for--Ernest W. Beck, R. H Blanchard. J. E. Congdon, H. A. Dodge. A. E. Hoener. 10. Sanitation. Safety Code for Industrial--C. O- Sappiugton, Harry A. Schultz. A. S. S. B.--Engineering Section 347 20. Standardization of Methods of Recording and Compiling Accident Statis tics--Carl B. Auel. Earl F. Blank. Lewis A. DeBlois, Einier L. Hewitt, W. Dean Keefer, L. R. Palmer. 21. Ventilation Code--Walter J. Graves, Stewart J. Owen, Jr. 22. Walkway Surfaces. Safety Code for--R. P. Blake. A. S. Regula. 23. Window Washing, Safety Code for--G. E. Burns. Our Society is also ably represented on seven special committees: 1. American Standards Electrical Definitions Code--S. K. Whiting. 2. Committee on Light and Safety of the Illuminating Engineering: S<*ciet>-- Walter G. King. 3. Mining Standardization Correlating Committee--F. B. Duntwr. W. Dean Keefer. 4. National Building Codes--H. Weaver Mowery. 5. National Fire Waste Council--J. I. Banash. George Opp6. New York City Building Code--Lewis A. DcBlois. 7. Safety Code Correlating Committee--W. Dean Kecfvr, George K. Sanford. All of our representatives on various codes and committees have contributed generously of their time and advice that the work might be done in a manner creditable to the Section. To formulate a code or a special report requires difficult and exacting work of the members of a special committee organized for (hat pur pose. Much of the work must be done by correspondence as many meetings ate held in widely scattered places and it is not always possible for all members to attend the meetings for that reason. The members of the Section should bear these facts in mind and should therefore assist these representatives as much as possible through the submission of statistics and other data. Close cooperation between the members of the Section and our representatives on the many projects is required if tlwe desired results arc to be obtained. George E. Saxforo, Chairman. J. 1. Banash Daniel Hajuungtox Stewart J. Owen. Jk. John S. Shaw r. F. TliALKER Report of the Statistics Committee By E. W. BECK Chairman This committee was organized in October 1930 with the following functions. a> tlvcu stated in the organization set-up: "Recognizing that tlie extent to which National Safety Council members, arc solving their accident problems can be accurately determined only by accurate records and that such records also furnish the basis for a scientific accident prevention program. H shall be the purpose of this committee to en courage the keeping of such records. Representing, as it does, all industrial sections of the Council, it will be in a position to unify the policies and pro ccdures relating to industrial accident record keeping among ail Council mem bers.'* The statistics committee chairmen of industrial sections are automatically metnliers of this committee and in addition the chairman of the A. S. S. E.-Engincertng Section appointed nine members at large. The statistician of the National Safety Council is ex-offieio secretary. 348 Twentieth Congress---National Safety Council The first meeting of the committee will be hcM Thursday, October 15. Since its organization, therefore, our only work bas been through correspondence. The members of the committee who were statistics committee chairmen in their respective sections assisted materially in the collection of 1930 accident data. Committee members were also asked for advice on certain features of the 1931 edition of "Industrial Accident Statistics." It is anticipated that next year we shall be m a position to render more effective service hi improving the Council's statistical work on industrial accidents. H. W. Beck, Chairman C. B. Auel C. L Close Lewis A. Dk Blojs EriltLSbBT Stewart William J. Maguire W. G. Wheeler Paul J. Brand A. J. R. Curtis John Russell, J. Iha V. KerxER A. E. Lunoatxadt A. A. Ol&pielb W. A. Sullivan Benjamin H. Self D. S. Wechsler W. W. Adams J. L. Nelson W. J. Larson E. J. Kreh 1C. E. Grant J. W. Myers Herman Hiu.enbach H. W. Low SrD.ver Ingham O. C. Boileau R. L. Forney, Secretary (A complete report of the transactions during the Advanced Safety Engineering session, on Friday Morning, October 16, 1931. which was held under the auspices of the American Society of Safety Engineers--Engineering Section, National Safety Council, and in cooperation with the Engineering Division of the Chicago Safety Council, will be found among the "General Sessions'" of the Congress, published in a unit volume and distributed to ail Council members.) ADJOURNMENT .4. S. 5*. B.--Engineering Section 349 Tuesday Afternoon Session October 13, 1931 Joint Meeting of A.S.S.E. Statistics Committee with Statistic Section DR. T. F. MURPHY, ChainTM, Bureau of the Canam, Washington, D. C. . The joint meeting of the Statistics Section with the Statistics Committee, American Society of Safety Engineers--Engineering Section, was called to order by Dr. T. F. Murphy, Bureau of the Census, Washington, D. C., who presided. Chairman Murrhv : The first business before the Statistics Section is the election of officers for the ensuing year, and I am going to call upon Harold R. Gordon, who is chairman of the Nominating Committee, to make his report. Harold R. Gordon (Health and Accident Underwriters* Conference, Chicago) : Mr. Chairman and Gentlemen: With the assistance of the staff of the National Safely Council and by correspondence with the other two members of the Nominating Com mittee. your committee submits the names of the following persons as nominees: For General Chairman: Dr. T. F- Murphy, Bureau of the Census. Washington, D. C . For Vice-Chairman, E. W. Kopf, Metropolitan Life Insurance Company. New York City. For Vice-Chairman, Leon Aronowitz, State Bureau oi Motor Vehicles, Albany, New York. This is respectfully submitted by Dr. Earle G. Brown, Kansas Department of Health. Maxwell Hahey, National Bureau of Casualty and Surety Underwriters, and Harold R. Gordon, chairman! (Upon a motion, properly seconded and passed, the Secretary was instructed to cast a unanimous ballot for the nominees named.) Remarks on the New International List of Causes of Death By DR. T. F. MURPHY Bureau of the Cee*w, Washington, D. C. You are probably aware of the formation and history of the International List of Causes of Death under which practically all countries in the world now classify their deaths. For about forty years, at decennial intervals, an increasing number of countries have been classifying their deaths according to this statistical method. The List has been modified from time to time and those countries using it have tried to enlarge upon it, and to keep up with die times. At a convention in Pans in 1929 fifty-six different countries using the fist were represented. Unfortunately, the weight erf influence remained with the European countries. Id other words. I. as a representative of the United States and handling approximately 1,400,000 mortality returns each year, had one vote: as did also the representative from Panama and from Luxemburg. The British had one vote for England and Wales, ooe for Scotland, one for Canada, one for Australia, etc. Now, it is well known that the rest of the world is not as accident-minded at present as we are. Therefore, when we suggested changes in the International List that would permit us to tabulate accidents m greater detail, we met with a great deal of opposition The present List hasn't a logical basis. We classify some accidents as to the cause, others as to place. An illustration as to place--we say the accident occurred in "mines and quarries." Anything might have happened in the mine or quarry. The victim 350 Twentieth Congress--National Safety Council might have committed suicide; he might have been electrocuted; be might Have drowned; he might be crushed by falling timbers; he might he struck by the light trams that they use there, or any of those things. Still, in prior years, the accident was classed as in mines and quarries and that was all wc knew about it. We tried to get them to adopt a more logical classification and I was made chair man of a sub-committec for the purpose. On my committee were representatives from Belgium. Czechslovakia. Poland. Russia and England. I could do nothing except to insist that with the new 1930 List as revised there siioutd be a supplemental table, obligatory upon all countries using the detailed list, and providing certain new in formation. Tire effect of this will be to show a death, resulting from a burn m art auto accident as both "burn" and "auto accident ,'f a death from a fall in a mine will be classified both in "mines'* and "falls." It is probable that m the next ten years the increasing auto traffic in other countries will result in a greatly increased death rate from that cause. For that reason 1 have no doubt whatever that in the next revision of the list you will see a much wider and dearer acceptance of our accident theory as we believe it over here. I have taken it upon myself, being in charge of the Census Bureau mortality tabula tions, to comply with the obligatory feature of the International List, but f go still further than that. I am maintaining records that tell you for instance, not only that an accident occurred in a mine, but I can tell you how it occurred. I can say the victim was drowned or Ik- was electrocuted. As an illustration we analyzed 2.600 certificates and found this about accidental burns. The number which I ordinarily would publish would be 112. That was die number that went out in 1929. Upon analysis, however, I find that there were 25 additional bunts, and that 17 of tlicm occurred as the result of automobile accidents. In other words, under automobile accidents. 17 people were burned to death. So my total, instead of 112 is really 137. Under drowning*, we would say, according to our prior rules, that there were lift drowning* in this particular group. Breaking down my tabulation again, l fotmd there were 18 additional drowning* occurring as a result of automobile accidents. In other words, there was an automobile accident but the man was thrown into the river ami was drowned. So my total is going to he 136 instead of 118. It is rather interesting and important to find that among automobile accidents one man was eletrocuted. that another died from the absorption of poison gas, etc. If you know that 38 were drowned, 17 were burned and a dozen things happened to the others. 1 think that detail will be of immense value to you in analyzing the factors in automobile deaths. Two years ago we received queries with reference to how many people died as a result of being cut or thrown through the windshield or thrown through glass. We weren't able to give it to them complete, though I gave it to them in part. I Itavc heard indirectly that H was partly due to the information that we gave them that many windshields are now made of unbreakable glass. There is another interesting result of our breakdown of statistics. We have cadi year a large number of returns which come in simply as falls. I had a couple of clerks tabulate in detail just what was placed on the certificates. Of 5,500 cases they determined that about 3.000 didn't.have enough information to help us in any way. but that 2.342 of those falls occurred in the heme. When it comes to burns, a very interesting thing occurred. You probably think that most of the burn* are connected with conflagrations. We analyzed a group of 4.500 cases. We found that of that total, 102 occurred as the result of upsetting a lamp, and 300 as a result of kerosene poured on the fire to expedite its lighting. Then 700 were the result of stoves and furnaces, 56 in cleaning clothes. 500 from open fireplaces and grates, and 200 or 300 in other ways. A total of 1,600 exit of 1,900 occurred right in ilte home. It is of vital importance that we have as complete information as possible and to .*1. S. S. E.--Engineering Section 351 insure for the next ten years at least a comparability with all prior figures. Wc will now be able to give very much additional information with reference to the circum stances of accidents. The idea of the whole thing is this: Wc feci Uuu statistics in themselves are valueless. It is their application to some problem that makes them of value. In other words, if I can't file or compile return* which 1 ixrlieve arc going to serve some useful purpose, then it is quite possible 1 had Iwttcr be otherwise employed. Don't regard the Bureau of the Census as a great, big adding machine. It is quite the reverse. It is true that wc get about 1.400.000 certificates of death and about 2.400.000 of births each year. All states except Texas are in the death icgistration area and all. with the exception of Texas and South Dakota, are in the birth registration area. So 1 get 96 per cent of the population. Suggestions wc welcome. If you have an hlea of how these data could 3m; ix-iicr presented to enable you to apply them to your particular group or industry or .study, where they will assist in preventive accident work or preventive iucdktne. ive should like to know- it. A lot of worthless figures don't appeal to me. Figures have life just as well as anything in the animal or vegetable kingdom. What we want io do s to give them more life. Certain details of accidents it would be almost impossible to get, from our view point. A man told me today that itt the month of September his city had seven 'auto deaths and in the month of October, two. I said, ` YVhat was the cause of them?" He said. "The minute I got the wholesale number. I simply >jxitted tlum particular ones and fotmd out the reasons. As to tl*c seven in September, there was a fair in a neighboring town. These people had attended the fair and were in a hurry getting home and three wanted to Ik- in the same place ai the same time. They found mt they couldn't do it." That represents a breakdown which we couldn't gel in our totals. CiiAtaMAN Muttritv: In connection with accident classification, we are very fnr- tunate in having whit us this afternoon Dr. H. B. Logie, of the National Cmiien-uce on Nomenclature of Disease. New York City. Dr. Lugie 's Executive Secretary <*f a committee, which has for its purpose tl>e development of a really scientific Kim's for nomenclature of disease aril accidents. Dr. Logie's remarks will be exceedingly inter esting because they open up the possibility of getting a tremendous amount of iuf.mia- tion which is much more detailed than ours and is applicable to any type of accident study. ` A Suggested Classification of the Circumstances of Accidents By H. B. LOGIE. M. T>. Executive Secretary, National Conference on Nomenclature of Disease. New York City In spite of the great volume of the statistics on accidents compiled every year by many agencies, there is no standard method which has been considered worthy of general adoption. There ate almost as many ways of recording these fact* as there are institutions engaged n analyzing them and, by means of this analysts, measuring mathematically the occurrence of related phenomena. There are two tests of the value of statistics: the first, what conclusion* we inay draw concerning them: and the second how tlcse conclusions influence our attitude to the phenomena so measured and compared. From yearly comparison of the death rate from train accidents we can only conclude that trains, or some circumstances connected with trains, are becoming more dangerous to life. We could tiiect the situation only by abolishing trains or curtailing train travel if there were no more explicit statistics to guide us in abating the menace. If we find that the increase in these deaths is largely In the subdivision "accidents at level crossings", then we have 352 Twentieth Congress--National Safety Council a chance to put statistics to work. General statistics must be readily susceptible at analysis or "breaking down" to provide these useful facts. In some cases, however, Uic general rubric is all that is required. In tire International List of Causes of Disease there arc 38 rubrics devoted to "violent and accidental deaths." Almost one quarter of these are devoted to the different ways of committing suicide. No doubt psycholo gists can make something of a changing preference between suicide by firearms and suicide by illuminating gas, but it does not appear likely that wc shall diminish the incidence of suicide by comparing "drowning" curves and "morphine" curves. On the other hand, "accidental poisouing by food" cannot be analyzed too minutely to provide the statistics to set our remedial measure in action. It is not exact to say that tlw only statistics which matter are those which can be used lor practical purposes. There is no telling when statistics may be needed on any phase of accident, and it is well to anticipate the needs of the future by compiling statistics which just now may be valueless. In a general way, however, we should give first place to those of present importance and analyze only as minutely as present demands suggest. Wc can agree upon other fundamental principles. It should be clear, but It is not, that we can compare only those phenomena which are of the same order. I can best illustrate a current fallacy by carrying the argument into the field of medicine. It has been an almost universal practice to classify diseases as diseases of various organs or diseases of various natures. Thus we have for comparison not only deaths from diseases of the heart, lungs, kidneys and so on, but deaths from infectious diseases, deaths from tuberculosis, deaths from pneumonia, and deaths from cancer. When we consider that tuberculosis may affect almost any organ and that it is also an infectious disease, that pneumonia is both an infectious disease and a disease of the lungs, aiul that cancer may be a disease of the kidney or any other organ, we find ourselves caught in a tangle of overlapping rubrics, the only way out of which is by means oi confusing exceptions. Fur example, death from rheumatic heart disease is a death from heart disease only when die rheumatic fever itseU is not active at tlte time of death; gonorrhea! beau disease causes death from gonorrhea infection. This necessity for exceptions not only causes contusion, but actually vitiates Statistics, because each of these cases subtracts from the true number of cases of heart disease. Similarly wc do not derive the true number of diseases of the lungs if we exclude tuberculosis of the lungs. These inaccuracies arc. as a rule, of minor importance because the figure for tuber culosis and cancer is correct, and the figure for heart disease only slightly inaccurate. Tlte figure tor diseases of the lungs, however, is so far from correct that it has to be qualified by the phrase "excluding tuberculosis of the longs." The statistics on diseases of 11ms various organs, when cancer, tuberculosis, and many other infections of them are excluded, are of little significance, ft is clear, oi course, that the less important groups of diseases arc sacrificed to the more important. The necessity for some sacrifice is apparent from the fact that a death from tuberculosis of the kidney cannot be numbered in both the deaths from tuberculosis and the deaths from disease of the kidney; there would then be- two deaths for one patient. It lias been found necessary to balance statistics at all costs, and indeed at a cost that physicians are not prepared to pay. It has hcen found necessary and possible to overcome this diffi culty by means which I shall explain presently. The same principle has guided the compilation of statistics on accidental deaths. Ttie rubrkt in the International Lilt are ilieuiielteK mutonUy exclusive If certain rules arc followed. The deaths by intention arc put in the various tubrics under suicide and homicide, so that "Suicide by jumping from high places" (169). is dearly di$tict from "Accidental traumatism by fall" (186) ; and "Homicide by firearms" (173) bears no relation to "Accidental traumatism for firearms" 184) ; but one must not examine too closely the term "accidental." The distinctions are not always so I A. S. S. E.--Engineering Section 353 easy to draw: "Accidental mechanical suffocation" (183) must be distinguished some times from "Accidental traumatism by landslide" (186), and sometimes from "Cataclysm (all deaths)" (187). More difficult than that is "Accidental asphyxia" (under 182) and "Asphyxia by vomiting" (under 194 "Other Accidents"). It is this rubric 194 which seems most confusing. If death was due to luxation of a verte bra it would be classed here, unless it were due to a felony, a fall, crushing or land slide, a cataclysm or an attack by an animal. The total number of deaths due to luxation of a vertebra would then not be very accurately represented by the statistical figure. Then a man crushed at a fire or killed by a jump from a burning Ituildmg died from the fire, and his death is not listed cither as a crushing (186) or as a fall from a height (186a). In the supplement, which one must not ignore, is aaothcr aspect of the accident. Here are asphyxia, falls, crushing*, explosion of ganHiie tanks (not to be confused with burn by gasoline in 181), explosion of boiler (to be dis tinguished from bum by steam) ami a very conflicting arrangement of tlte agencies and modes of accident. It would be futile to illustrate further the confusion of the International List. It may be more profitable to examine the List for reasons for the confusion. The Inter national List grew from small beginnings and its basis has been changed in the last revision. It has become necessary to hreak down the major rubrics; here the dements of each began to meet: suicide by poison overlapped accidental death by poison. Still the rule of priority held. With the amplification of the List, and the emphasis on causation and mode, new elements crept in. It was these new elements that gave life to the List because they allowed more exact analysis and stimulated preventive measures. . . At present the International' List sets out rubrics that are of so many different order* that comparison is often impossible. There can be no comparison of deaths from fall and deaths from broken neck, deaths from firearms and deaths from per foration of the chest. When general causes are analyzed into their elements, the same particular element may appear in several general causes. A fall from a height or a broken neck may easily be a common element of many general causes (so-called). Already it has been found necessary to attempt to graft a cross-reference system into the International List, little as that is adapted to it. Indeed the point has come where the International List is unable to bear the burdens which are placed upon it by the diversity of facts which statisticians require. It cannot be remodeled without becom ing confused and cumbersome. Moreover, it was not intended to be reduced to a code-system comparable with the systems in use elsewhere, in business offices and libraries, for example. It was certainly not planned to facilitate tlte mechanical sort ing of punch-cards. The digits in its code-system are meaningless. If tlte code of "suicide by hanging," 165 bears any relation to that of "suicide by drowning," (166) it is purely fortuitous; "infanticide" is 172 and "accidental absorption of poisonous gases" 178; "injuries by animals'' is 188, and (death by) "hunger and thirst" 189. The striking defect of the International List and lists modeled after it, is that the rubrics are not mutually exclusive. Analysts of these lists show that the rubrics contain, often without any clear definition, as many as four different elements in the accident: (1) the dinks! result (broken neck) ; (2) the agent directly respon sible (as in suicide and homicide or attacks by animals) ; (3) the means by which the accident was produced (as a weapon or an automobile) ; (4) the mode of produc tion of an accident (as a fall, or an explosion). To this may be added a fifth which ic conanonlr twguSrtd, naimly. th* circum<tanes or environment of tH* injured person at the time of an accident; traveling in a train, living at home, working in a. factory. In any accident one or more, occasionally all five, of these are recorded, depending on the use to which the record will be put. K the record is for a physician or a hospital, the important fraction of the complete record is tlte clinical dia*-nois: a 354 Twentieth Congress--National Safety Council broken leg- is tiot quite sufficient for clinical purpose*, because the mode docs affect the severity of the injury and the possibility of complications. All other elements however, arc subordinated to the clinical diagnosis. ' From the legal standpoint, the agent, if there is one. is the most important and all other facts are supplementary. For purposes of compensation, tle indirect agent must be determined, as well as the nature of the injury and certain facts in regard to the circumstances and environment of the injured. From the point of view of prevention of accident, many of the elements that en tered into it arc important. In fact these are more far-reaching than anv simple system r*f classification van encompass. Causes must be traced to their beginning. The clinical diagnosis t of minor importance because the nature and severity of Ute injury arc often no indication nf the general seriousness of the hazard. If a common system of recording the circumstances of accidents is to be used by all those interested in injuries, it should be set up in such a way as to provide for best* five elements. Records prepared by different agencies wendd then be comparable. T provide fur elaboration in any direction it should be elastic: that is to say. sus ceptible of amplification without interference with general rubric*. To provide this elasticity, the code system too should be elastic, like those in use in bustnc** offices and elsewhere. The International List is not suitable, not only for the reason* set out. and not imnrcularly because it is basically a classification only of fatal accident*, but because it i< alttntiitcly inelastic unless a deciriial system is grafted onto a code-system which i- n<>t decimally arranged. It is true that the International List has been amplified, iWuse in this country particularly, until the rubrics include many diseases and In juries that do not cause death. In order to provide for statistic* on the industrial and other circumstances of the injured, a cross-reference system ha* now been sup plied. Certain of these amplifications are arranged decimally, although the List itself l*ear* no semblance of a decimal arrangement. There arc in existence a number of clinical classifications of diseases and injuries. The National Conference on Nomenclature of Disease lias almost completed a classi fication to which a descriptive decimal code has been adjusted. By "descriptive", I mean that tlc code defines the disease and that not only do diseases and injuries of the same organ bear the same code indication of the site of ti>e disease, but diseases ami injuries of the same nature bear the same code indication of the cause or nature *t the disease. I present this summary because it illustrates in a simpler way just what 1 am venturing to propose as a method of classifying the circumstances of accidents Since all diseases of the kidney bear the same "topographical" code-number, they may all he readily assembled in hospital records and in statistical computations, es pecially when the punch-card is used. Tuberculosis of the kidney has. in addition to the rode for kidney, the code for tuberculosis. Hence this disease, besides falling automatically with diseases of the kidney, falls automatically with tuberculosis of any oilier organ. Thus statistics on tuberculosis of all organs can be compiled from the addition ot all that bear the code for tuberculosis: and statistics on tuberculosis i the kidney by the segregation of those "tuberculosis" records (or punch-cards) that hear the code for kidney. This principle is applied to every disease and injury** This method has solved the problem of deciding whether tuberculosis of the kidney is "tuberculosis" or a "disease of the kidney." Of course, it is clinically both, but statistically it had to be one or the other. It no longer has to be. statistically any more than clinically. Suppose the records of death in four cases slxiw (1) infection iunspecified) of the kidney*: (2) cancer of a bone: (3) tuberculosis of a bone; (4) bullet wound of the kidney. According to the International List these deaths are recorded as (l) disease of kidney; (2) cancer; (3) tuberculosis of bone; (I) injury. According to the dual method to which I have just referred, there are two case* of drath from kidney disease (or injury), two from bone disease, one from infection A. S. S. E.--Engineering Section 35S unspecified, one from cattccr, one from tuberculosis, and one from injury, 'thus live record shows eight causes of death for four deaths. It will be readily seen that, by this dual method, the causes of death will always be double the number of deaths. This is not only a statistical convenience but a clinical necessity, since disease is defined, >f not always in words at lease in sense, as a dual entity, namely a morbid process in a certain organ or tissue. This principle can be readily applied to the classification of the circamstances of accidents, with tlvc difference tliat instead uf being dual live system must be at least quadruple. It is suggested that the clinical diagnosis be divorced from this classifica tion, since it is already provided for. 'That leaves, then, the four elements which l have mentioned: (A) the agent; (U) the means; (C) the mode i*r manner; (D) the circumstances of the injured (Tabulation appended). The suggested arrangement is modeled in its content after tlu* International List of Causes of Deaths, with the Census Bureau's amplification, but with due regard to the statistics compiled by the National Safety Council aiul other organizations. Hack composite rubric in the International List has been broken down into its elements. Thus "Suicide by jumping from high places" (169) becomes a compound of 01 in Column A ("Self intentionally") and 02 In Column C ("fall from height"1): it* code is therefore 0! 00 02. "Accidental traumatism by fall" (186) Ixrcmnes simply "Acci dent due to fall from height", again 02 in Column C. The nature of the traumatism is set out in the diagnostic code. Thus both the suicide and the fall are recorded without prejudice to either. The total injuries due to fall from height thus include all injuries so caused and do not exclude those of suicidal or homicidal nature. Iti the same way all suicides are recorded and may be totalled by adding all records that begin with 01. 'Oris principle is followed throughout. For example if a workman were injured by being pushed from a height by a fellow workman and falling through a glass roof. A would be `fellow employee intentionally" (16). B "glass" (04). C "fall from a l>right" (02). and D "engaged in industry" (70), more specifically tlic building industry (72), if amplification of tins rubric were required. There would be no difficulty in deciding whether the death was to be recorded as murder (except the legal one), as due to a fall from a height, as due to injury. or ns death in industry. No part of tlve International List is sacrificed- It is merely reduced to such simple terms that there can be little difficulty in recording the circumstance* uf any accident. These elements can then be combined iu any desired way by those who are accustomed to determining the groupings, and who know whether suicide by fall is a suicide or a fall. Moreover, if the basis of tiie International List should be again changed from proximate cause to locale, statistics compiled in the simplified fashion could be as sembled accordingly. Therefore statistics in any year would never be lost. Ry the International List an accident by mining machinery is not recorded in the same way when proximate cause rules as when locale rules. It is lost from locale if it is recorded according to proximate cause, and vice versa. By the method suggested it would be recorded for all time in both ways and could never be lost. This perennial comparability is aided by the fact that tlve code need never change cxcejd to \k amplified by decimal subdivisions nod the addition of new columns to the old constant one*. The International List of 1929 fails in very many places to provide compara bility with the 1920 List either by rubric or by code, statistics bared <m it are largely bong begun anew, and punch card* of 1928 arc so. differently coded from those of 1931 that there is an absolute break in continuity. It h suggested tliat the time lias arrived for a stable system with au unchanging foundation. Certain gaps will be observed in the lists suggested. These are to provide for additions. In Column A, 04 and 05 might be used to distinguish between fatal and ixm-fatal self-injury: and 10, il and 12 might particularize urn-fatal injuries re sulting from the act of anotiier. Each of the column* A. B. C and D can lx* enlarged up to 99. ami ttien extended decimally as far as desired. 356 7'jventicth Congress--National Safety Council ^ The attempt has been made to condense the locale and the circumstances of the injured into one croup (Column D) composed of two columns on the punch card, with an optional third. The difficulty here is that the injured may have been em ployed or unemployed in the street and that he may have been in a motor car io tile street (although he would not be m a motor car in a bath-tub, or in a bsdbtob in the street, except possibly in ancient Atheus). This is the reason for the cross-reference. It is thought, however, that the arrangement would be simplified if the facts concerning employment were separately stated in a fifth group. The difficulty will still remain that accident occurring, for example, when the injured was at a railway crossing would not bear the same code as accidents occurring while the injured was iu a motor car at railway crossing. Hence the sum of accidents at railway crossings would have to be compiled and would not appear automatically (roan the punch-cards. It might be possible, however, to arrange the codes in soch a way as to overcome this difficulty, but a little more space would be taken up on the punch-card. This i the only case m which it appears to be necessary to include more than one rubric in any column, and all because, contrary to physics, a man may be in two places at once. I liope it will be dear that there need be no statistical falsification. The less important rubric will not be robbed to provide accuracy for the more important. In the composite code-number of the accident a record should be made under cadi of the four rubrics. If the workman who fell through the roof had not died from glass cuts, but had been crushed on the ground, there would be no need of entry tinder R (Means). In that event the columns devoted to B should be filled Out with zeros. In this way if two workmen were killed by 'the glass roof and two by contact with the ground, all other circumstances being identical in each of the four, there would be 4 deaths produced by fellow workmen, 4 deaths by a Cal! from a height, 4 deaths in industry. 2 by glass and 2 by means unspecified. Thus the 4 deaths would be recorded 16 times. If the two in which the means were unspecified had not been recorded as such, there would have been only 14 records. Statistics can be nude to balance in this quadruple fashion only if an entry is made m each rubric. 1 am not quite sure how necessary it is to lave statistics balance; I only assume the neces sity from the pains statisticians have been at to avoid the record of a death in more than one way. At any rate this method of "quadruple balance'' is offered for what it is worth. It is unfortunate that one must dwell upon the shortcomings of the International I.jjt without being able, as a part of the argument, to refer to its great usefulness in the past. It presents a method of making those distinctions in circumstances of external violence which have until recent years occupied the attention of staticians. From its very inflexibility it has had to be more or less disrupted every time it has Iieen revised. It Is now so confusing that one has quite often a choke of two or even three rubrics for the same cause of death (or Illness). It must be remembered that, whereas those who are accustomed to use the Inter national List can no doubt pick out the appropriate rubric for each cause of death, all those who may have occasion to use it will not find it easy to apply. The method used should be so simple that any intelligent physician, record-cleric, or factory boss could use it without hesitation or confusion. According to the proposed method, there are four primary questions to be asked: (I) Was any person or animal responsible fur the violence? (2) Did any particular object inflict the injury'? (3) What cir cumstances directly produced the hazard? (4) Where was the person and what was he doing when he was injured? The various answers to these questions are to be found respectively in Lists A, B, C and D. It is very much easier to classify elements than composites, and very much easier to interpret them. Once these four dements are recorded, either positively or negatively, the expert combines them into the groups which make statistics live. No dement would be lost or submerged and statistics would be infinitely more reliable at their source and much more accurate In their summation*. This is, after all, the test of any statistical scheme, for it must A. S- 5\ E.---Engineering Section 357 be simple and reliable and must set forth clearly the conditions which constitute hazards to life and limb, so that measures nay be taken to ameliorate them. It has been argued, as it will be till the millenium, that we must not make a breach with the past nor destroy the comparatibiNty of statistics from year to yc.ir. It i> true that with the change in codes a certain confusion might result for those who make the estimates mathematically; but it is not true that wc should not be able to compare statistics compiled on different bases. The summations by the suggested plan would correspond with the summations by the previous plan, because we wish to know just die same facts about accidents as we dtd last year. If any of those arc of no further value they can be dropjwd; as new demands arise they can i*c readily incorporated m the elastic system suggested. The decimal system is centuries old, the decimal system of record-keeping is not new; and the punch-card has already become a necessity, particularly in the compila tion of such enormous statistics as tho&e we are concerned about. Wc shall have to get off the coach and into the motor car sootier or later, and you may agree that the sooner a change of some sort is made the better. Far be it from me to maintain that the method herein suggested is without a fault even in its general principle-. It has been my hope to suggest owe way of bringing the tnetliod of recording accklcm statistics more into line with modern methods of keeping records of related even's. It is this attitude which 'alone gives me the courage to present these suggestions to you; statistics is a field with which 1 am none too familiar. In the National Con ference we have elaborated a method of compiling morbidity statistics similar to this method of recording the circumstances of accidents. It is cur hope that the record of the latter may be so easily blended with the record of the clinical condition that hospitals will find no difficulty in recording those very facts which yon require, The National Conference believed that we should make what suggestions wc can for the blending of these method* of recording facts which are of such great emteem to us as well as to you. Figure l Composite of Sample Punch Cards Diagnosis A B c D 1. 010316 0 1 50 2. 210416 0 3 7 1 0 3 3. 410414 0 6 0 6 67 4 010404 0 8 S 2 0 2 7 3 5. 6. 1 2 1 0 3 1'uncK Card IttMrjxvutieM 1. Antnicil jKrtkonnij; suicide. In the liomc 2- Fracture of skull; jumped, from hay mow, <1tiling fir* i. dPueenletrating wound of heart; pistol wound, by another intentionally, X. General Ciudtiiigi fpmitcil) by Insane jenen, from a height, (fell into) machinery, in a mine 3. (Any diagnosis); a train. In collision with motor ear, {caused i*uiry to person) in motor ear TABULATION Suggestions for a Classification <f the Circumstances of Accidents A* Agent 00 Not specified 01 Self intenrier.aUy** 02 Self defirioos or insane In punch-cards the letters are printed at ?be top* of the appropriate columns. **Te definitions of fnteftlionaffy and UKiniemiUn*tJy are to be determined, to distinguish, if necessary, between felony, negagenee. etc., and between intention with and without cuto> btlily. ` 360 Twentieth Congress--National Safety Council :I <0 pbtte pl*cc 4t Sot nr highway 42 WerKctwa f streets 4J Railway crossing 44 Brititc 46 PuUk biiiMifli 47 Public elevator 5510 BHodme 52 Bath-tub 6o1 SPlayy* sport, or competition 62 Baseball game W Fostball tame 64 Foot race 65 Wrestling match 66 Boxing bout ' 47 Dotl F 70 Tn industry 71 Tn construction work 72 In building lTade 73 In a mine I 90 Miscellaneous 41 In war 92 At cmitan during war 95 HudHoc objects ) 95 During birth * feofr~Tc czch of the*?, where applicable, ate crossed? I 1 1 In course of employment 2 Not in course of ewipleywem 3 On street in course of employment 4 On street not tn course &S employment 5 At intersection of streets, io course of employment f> At intersection of streets, not in course of employment 7 At railroad crossing in course of employment 6 At railroad trussing not in tonrse of employment R. 7,. Foknev (National Safety Council. Chicago) : I. sent advance copies of Dr. F.ogie's paper to several people, including Mr. H. W. Heinrich of the Travelers Insurance Company, who is l`eve and who. I'm sure, has something to suy. Discussion re "A Logical Classification of Accidents" By H. W. HKINRICH Assistant Superintendent, The Travelers Insurance Company, Hartford, Conn. Dr- Logic's paper embodies a straightforward, frank and accurate statement of facts. It is of value not only because of its constructive criticism of existing statistical codes but also because it contains suggestions for improvement. Dependence is placed on accident codes and classifications to provide reliable data for tlic establishing of rates, frequencies and f<r prevention and other purposes. The immense amount of work ami the tremendous cost already entailed by the pre paration and use of existing codes in itself justifies the attempt at this time to make uksh workable and of value. Dr. Logic slates the fundamental* of code building. I agree with him when he says in effect that: General statistics must be readily susceptible of analysis or "breaking clown'\ etc. We can compare only those ptenomena which arc of the ume order. Present rubrics x .s arc of so many different orders that comparison is often impossible. A. S. .9. .----Engineering Section 361 Codes should be so designed as to facilitate mechanical sorting of punch cards. Rubrics should be defined to avoid confusion and inaccuracy. Rubies should be mutually exclusive. Code systems should be clastic or susceptible of amplification. It is much easier to classify elements than composites and much easier to interpict them. According to the analjsis of existing codes which Dr. I.ogie has made the rubrics conuia five elements which he lists definitely as: t--The clinical result 2--The agent 3--The means I--The type or kind of accident 3--The circumstances or environment For the purposes of the particular codes which Dr. Logic discusses, 1 agree that all five of these elements are Important and should be coded. Attached to Dr. Logie's paper I find what I assume to be a tentative form of a code such as he advocates. He lias, of course, not yet had tlie opportunity to build up a complete coding system which meets all of his own objections to the existing codes. For example hi* rubrics or elements have not yet been clearly defined. This lack of definition still permits unlike data to be grouped. Under the rubric MEANS for example, a study of the tentative list of items indicates tire intention to specify the inammote object, as Glass, Stove. Machine, etc., also its action if o; interest, as Thrown Object, Exploding Dynamite, Etc. Such definition, however, is lacking and so we find two or more place* to record one death, injury or accident. Glass may fly and thus permit coding a Glass or as Flying Particle. A Stove may Explode and again two places arc provided to record the accident. Some of the Means are tied in with a form of action and others are not. If Means is to be defined as including both an object and its action it would be necessary to consider that several forms of action may relate to one object and to provide for this in the code. I do not advance the foregoing thought, however, as a criticism but rather as an illustration of the soundness of Dr. Logie's guiding fundamentals. AH in good time, minor points such as I bring out here, and which 1 am frank to admit also may be merely the result of misunderstanding, will undoubtedly be taken rare of. May I add further that it is a pleasure to endorse Dr Logie's presentation of a most difficult subject because it is so clearly in line with work which is now going on under the direction of the American Standards Association. A sectional com mittee on statistics in this organization has set up a. sub-committee on the revision of the Accident Cause Code. This sub-committee of which I have the lu>nor to act as chairman meets this week and has its work in such shape that we hope to present our report before the end of the year. Although the scope of our code is limited only to industrial accidents and to only such circumstances attending the accidents as are of value chiefly in accident prevention, yet the fundamentals or elements i code building in general obviously apply to our work as well as to the coles Dr. Logie discusses. We have set up our rubrics and we liave so clearly defined them that a place is provided for all essentials, overlapping is practically eliminated, items arc? not com bined but can be combined at will, rubrics are mutually exclusive,* design is suitable for punch cards and provision is made for coding the proximate cause. In the code we have constructed all of ti*e fundamentals which are essential m Dr Logie's opinion have been incorporated. I should like to add here that the term "cause" generally seems to be a hit confused because it Is mote often than not taken to be applicable to the entire code system. We call it the cause code and vet we use that cause code for tabulating the various Mxl Twentieth Congress--National Safety Council ekinciiU that cuter into an accident or accidental injury. Tlvere is room for a better definition of the term "cause/* Our committee has made such a definition and it lias prmidetl a single column in our code system for coding nothing but cause. Our rubrics include-- 1--The agency (object, material or sobstsmcc which is chiefly involved in the accident) 2--Tin: part of agency (gears on lathe, etc.) 3--The kind f accident which we term "banner of Contact" {'fa'!, struck by, etc.) -i--The maimer of performance (Transporting, repairing, etc.) 5--The proximate cause (unguarded machine--disregard of instruction, etc.) As mirs h a accident code we are not concerned with tire clinical result which is recorded elsewhere. Bv use of a code of this kind it becomes possible to determine nit of the Fail* in a given period ui time and at a given locality. These Falls further may be broken down a* to agency, part of agency. maimer of performance and cau*e. It is likewise possible to determine ell of the causes of a given class ami then to find how many result in Fulls ur some other kind of accident. The same thought applies to each rubric. 1 f such a code for industrial accidents is adopted its scope may perhaps be extended in include noninduslrial accidents. Its principles likewise may be adapted for use tu discaje and fatality- codes or n\ nature of injury classifications. There is a vital need for more uniformity in accident and injury code usage. I ttdxcrihe to Dr. logic's fundamentals and sincerely trust that we are approaching a time when logic, definition and uniformity will play a greater part in code building. Chairman Murphy: I doubt if tltcrc is another man in his capacity as state health officer who has done more Its the line of accident statistics than Dr. Brown of Kansas. I am >ure lie has some remarks to make tqxxi the suggestions that were made by Dr. Logie. Dk Farce G Brown (Kansas State Board of Health. Topeka. Kansas] : I also had an advance cum* of Dr. Logie's paper which I have read and re-read, He has Kivcn us a world uf information that should be of great value. There are certain things, however, which make me wonder whether his suggestions could lie properly- applied in a state health department. . In insurance o*mpanies. where all information is absolutely required and where there an* agents to secure the information if it isn't on the written report, and in industries where such a rejxirt >* also required, it is possible to carry this complete codine through. But when we depend on the physicians and coroners and others to send in death certificates, even after an intensive two-year program of work in Kansas, in death certificates, even after an intensive two-year program of work in Kansas, we can't yet secure 100 per emit reporting. That is quite true in the United States. gesHTt-ally. that is. in reporting to the health department* If this 100 per cent reporting could be secured it would be different. I should sav this: If the certificates were properly filled in by the physicians and coroners and others- who are authorized to sign certificates, then the information could be com pletely coded in llse maimer suggested this afternoon. The possibilities of accident prevention work are greatly amplified by the correctness of the data which can be secured hy tbovc who sign certificates. I believe that a plan of this kind would require an educational campaign among physicians in the furnishing of correct information. Here* is one other consideration: This would entail some additional help: it would entail <co*ne additional expenditures. I don't believe .that those of you who are not dealing with legislatures realize the great difficulty in securing adequate appropriation* tu make the department completely function. R L Forney (-National Safety Council, Chicago) : Dr. Brown has made a mild A. S S. E.--Engineering Section 363 criticism: that the use of this recommended plan would be made difficult by lack oi information. I wonder whether the proper handling of this more detailed coding system would require any more information than is now ordinarily reported. For instance, Mr. Ileinrich, in the work that you have done, would it have been as practicable to classify in this fashion as by the method that has been formerly used? Mil Heinrich : Yes. I would say that it is largely a matter of difference in mctlxxl of classification rather than more information. It would be a harder task undoubtedly to correctly classify each accident. I would look at it largely as an educational procedure in which the labor departments and the industrial commissions of the states could play a large part, so far as industrial accidents are concerned. The problem would be largely one of asking leading questions, instead of leaving the matter of accident description to the individuals own idea of the language and terminology to use. Chairman Muarnv: I thoroughly sympathize with what Dr. Brown has said a!x>ut getting the material, by and large, from all over the country. Wc have been trying for thirty years to get states simply to record deaths. You can imagine how iar in advance we would be if we ask them for all the information required In this plan. We should have to educate not only the coroner and the registrar, but the whole medical profession. , Dr, Brown: I should like to illustrate just one point. Just a few days ago I was preparing a report on infant deaths for a state health department. Of some 3,000 infant deaths reported in that state, there were 856, l believe, where the cause of death was unknown or ill defined. In our own state I think wc report something like 50 as ill defined or unkttown, out of approximately 1.800. I should like to say tins, too: In our accident work we have been using the supple mental report blank as put out by the National Safety Council. I would say that of 1,600 fatal accidents during the year 1930, wc queried over 1,200 of them to secure additional information. Of course, our queries went into laniily details, intmlrcr of dependents and other data. I believe that it would be necessary, to get the details necessary for this system, to query at least 50 per cent of the reports. Chairman Murphy: Take into consideration, also, that just to get the regular information necessary to tabulate the certificates wc queried nationally over 100.000 cases last year. _ Da. Ixk-.ie: Mr. Heinrich speaks of flying glass as an item in the code- h might be hard'to know whether to classify flying glass as "glass" or "flying particle/' But details like that I think can be solved by amplification. I suggested in my correspondence to Mr. Heinrich and I should like to state it again here, that unless the idea of agency is subdivided into living agency and inanimate agency, or means, as I call it, there is likely to be* overlapping. It is not only necessary to know that a mail fell from a height or that he cut himself or wns hit bv a bullet, but that there was some human agency behind it. 1 have as one item, the exploding stove. I have listed separately several exploding things, and we could have as well as exploding dynamite, exploding stove, exploding gasoline tank. Some injuries caused by a stove would fall into two separate li*ts. Ixrth under means, of course. That is. hums by stove and injuries by exploding of stove. I don't think there would be any necessity for listing all stove injuries together. It was most encouraging to find that I wasn't the first person working along these lines. What 1 tried to say in my main remarks was that this sort of thing ought tu be done. Whether my particular plan is of any use doesn't really matter. I think from what 1 have seen of Mr. Heinrich's sub-committee's phut that perhaps my suggested scheme might be blended with his to some extent, particularly in the matter of the agency, and lhat from the two some workable plan might be evolved that would suit not only the particular work that Mr. Heinrich and his people are doing but the work that all of us arc doing. I think that Dr. Brown is needlessly alarmed because he asks a question width 364 Twentieth Congress--National Safety Council shows that he has doc perhaps grasped the point I was bringing out. He says, "How sire you going to get all these facts T That doesn't apply here any more than to any other system. It you can't get your facts you don't pot them down. You can't go beyond the information that is given yon. Whether people are ignorant or whatever it is, the same handtrap applies in every' case. What you do get you enter, only in this case you enter it more simply. I was thinking about that, too, when Dr. Brown was asking, '`Why do doctors not give these reports ?** I know why I wilt not give reports many times. If an automobile accident occurred, the car went over a hill and cradled and tlie man was smashed like a pancake, I would say tliere was certainly a crushing. If i see in the International list or some other classification '`Death by crushing," I would say that is where it goes. But 1 look down the list and see "Motor accident." It is a motor accident What am 1 going to do about it. Well, tint U past human faculty. I don't know whether these officials in Washington want to call rt a motor accident or a crushing accident. I say to myself, "When they give me something specific, some information as to whether they want it as a crushing accident or a motor accident, I wilt send that in." The point that I should tike to make for Dr. Brown and others is that I don't think we arc making things any more difficult for the doctors and coroners and policemen. We arc making them simpler. Instead of calling for extra help to untangle all these returns, instead of sending out 100,000 letters a year to find out what this was, we say, "Give them simple questions to answer" You get a high percentage of correct answers wlien you ask a man questions like, "Where was the injury? What hurt him? What hit him?" Who can't answer those? That is the way to get people to answer. Dr. Murphy asks about omissions of information. 1 have tried to answer that just now. When a card comes in and there is something you can't code from it, you assume, for instance, that there was no means. We can make no assumptions but we can say that according to the report the accident had s*> means involved. Chairman Mi'sphv : We have had presented a subject whidi we can well afford in take home with us and study, one which will undoubtedly continue to be discussed at every meeting of this sort. AD fOURNMENT TWENTIETH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Automotive and Machine Shop Section Officers 1930-31 General Chairmen--H. L. Frachers Detroit Steel Products Co., Detroit. Mich. Vice-Chairman--M. J. McCarthy, Fisher Body Corporation. Detroit. Mich. .Secretary--C- M. Dottfjwer, Graham-Paige Motors Corp., Detroit, Mich. Chairman Pester Committee--George E. Sanford. General Electric Co.. Sche nectady, N. Y. Chairman Program Committee--Caul StorlK, Genera! Motors Corporation. Detroit, Mich. Chairman Membership C'o/ninillce--K. A. Callam. Kelsey-Haycs Wheel Corp., Detroit, Mich. Chairman Publicity Committee--C. W. Bisifor, I_>cemsiiR Maiuifacim in Co., Wil liamsport, Pa. Chairman Statistics Committee--Paul J. Brand, Pullman Car ami Manufacturing Corp., Pullman, Chicago, III. Chairman Engineering Committee--Dr. Jaajes H. Greene, The Studehaker Cor poration, South Bend, Ind. Chairman Committee on Slides and Safety Kinks--R- A. Shaw, The Murray Cor poration of America, Detroit, Mich. * News-Letter Editor--E. C Walker. Dodge Brotlwrs Corporation. Detroit, Mich. Health Committee--`Tie. A. F. Leckhuer, Fisher Body Corporation. Detroit, Mich. Tuesday Morning Session October 13, 1931 HOYT 1*. FRACHER, Chairman Director of Personnel, Detroit Steel Products Co., Detroit, Mich. The first session of tire Automotive and Machine Shop Section convened wills General Chairman Hoyt L. Frocher presiding. Chairman Fkache*: It is with pleasure that I call to order the meeting of the Automotive and Machine Shop Section at this Twentieth Annual Safety Congress. I wish to thank all Committee Chairmen for the loyal support that they have given me this year. This has been a trying year for all of us. We have had problems that we never thought w?re going to come up, but wc faced them and here we arc. The first speaker i3 one for whom we in Detroit have a high regard, a gentleman who deals in materials--not the same kind that you and I deal with, but with the human element. It is with a great deal of pleasure that I introduce to you Mr. Percy Angove.. 365 364 Twentieth Congress--National Safety Council shows that he has not perhaps grasped the point I was bringing out. He says, "How are you going to get all these facts T That doesn't apply here any more than to any other system. It you can't get your facts you don't pot them down. You can't go beyond the information that S$ given yon. Whether people are ignorant or whatever it is, the same handtrap applies in every' case. What you do get you enter, only in this case you enter it more simply. I was thinking about that, too. when Dr. Brown was asking, '`Why do doctors not give these reports ?** X know why I will not give reports many times. If an automobile accident occurred, the car went over a hill and cradled and tlie man was smashed like a pancake, I would say tliere was certainly a crushing. If i see in the International list or some other classification "Death by crushing," I would say that is where it goes. But 1 look down the list and see "Motor accident." It is a motor accident What am 1 going to do about it. Welt, tint U past Hunan faculty. I don't know whether these officials in Washington want to call rt a motor accident or a crushing accident. I say to mysetf, "When they give me something specific, some information as to whether they want it as a crushing accident or a motor accident, I will send that in-" The point that I should tike to make for Dr. Brown and others is that I don't think we arc making things any more difficult for the doctors and coroners and policemen. We arc making them simpler. Instead of calling for extra help to untangle all these returns, instead of sending out 100,000 letters a year to find out what this was, we say, "Give them simple questions to answer." You get a high percentage of correct answers -alien you ask a man questions like, "Where was the injury? What hurt him? What hit him?" Who can't answer those? That is the way to get people to answer. ( Dr. Murphy asks about omissions of information. 1 have tried to answer that just now. When a card comes in and there s something you can't code from it, you assume, for instance, that there was no means. We can make no assumptions but we can sav that according to the report the accident had no means involved. :Chairman Mi'sphv We have had presented a subject whidi we can well afford in take home with us and study, one which will undoubtedly continue to be discussed at every meeting of this sort. ADJOURNMENT TWENTIETH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Automotive and Machine Shop Section Officers 1930-31 General Chairman--H. L. Frachers Detroit Steel Products Co., Detroit, Mich. Vice-Chairmatir--M. J. McCarthy, Fisher Body Corporation. Detroit. Mich. Secretary--C- M. Dottfjwer, Graham-Paige Motors Corp., Detroit, Mich. Chairman Pester Committee--Geougk E. Sanford. General Electric Co.. Sche nectady, N. Y. Chairman Program Committee--Caul StorlK, General Motors Corporation. Detroit, Mich. Chairman Membership Committee--K. A. Callam. Kelsey-Haycs Wheel Corp., Detroit, Mich. Chairman Publicity Committec--C. \V. Bisitor, I_\ comsiiR MaiuifacUnmg Co., Wil liamsport, Pa. Chairman Statistics Committee--Paul J. Brand. Pullman Car ami Manufacturing Corp., Pullman, Chicago, III. Chairman Engineering Committee--Dr. Jaajes H- Grecvs, The Studehaker Cor poration, South Bend, Ind. Chairman Committee on Slides and Safety Kinks--R- A. Shaw, The Murray Cor poration of America, Detroit, Mich. * ffews-Letter Editor--E, C Walker. Dodge Brotlwrs Corporation. Detroit, Mich. Health Committee--Du. A. F. Lfckliue*, Fisher Body Corporation. Detroit. Mich. Tuesday Morning Session October 13, 1931 HOYT 1*. FRACHER, Chairman Director of Personnel, Detroit Steel Products Co., Detroit, Mich. The first session of tire Automotive and Machine Shop Section convened with General Chairman Hoyt L. Frocher presiding. Chairman Fkachek. It is with pleasure that I call to order the meeting of the Automotive and Machine Shop Section at this Twentieth Annual Safety Congress. I wish to thank all Committee Chairmen for the loyal support that they have given me this year. This has been a trying year for all of us. We have had problems that we never thought were going to come up, but wc faced them and here we arc. The first speaker is one for whom we in Detroit have a high regard, a gentleman who deals in materials--not the same kind that you and I deal with, but with the human element. It is with a great deal of pleasure that I introduce to you Mr. Percy Angove.. 365 366 "Twentieth Congress--National Safety Council "Human Engineering" By PERCY ANQOVE Assistant Superintendent, In Charge of Education, Wayne County Training School, Northvilla, Michigan. 1 am interested in the subject of safety because I am interested in man, and anybody that is not interested in man or the human side of safety has no business in the safety movement. That is a radical statement, but a basic principle upon which my remarks will be founded. Inasmuch as S5 per cent--at least--of safety must be put across in terms of education, 1 do not feel out f place before you as an educator, because in the school business we try to stress safety education in everything that we do. thinking m terms of the conservation of human resources, and the same principle of educa tion always applies no matter what the subject or whether or not the recipient be child or adult. Man is never trained to his fullest extent. Education is a continuous life building process from the cradle to the grave, and the same fundamental principles, apply to the man in the factory as to children in our schools. Wc are attempting in our most modern schools to teach safety practices as a unit of instruction from a social-economic point of view. Wc believe that if we can get across to our children in the schools proper work attitudes and habits, they are going to be better and safer workmen when they later engage in industrial pursuits as workers of the nation. But we do not treat the subject from that standpoint alone. We even go into the matter of safety education as a means of conservation, protecting the rights and property of others, and to eliminate or ameliorate physical want and suffering. You have undoubtedly discovered that safety is not an easy subject to teach. The man will have Ids own ideas. I stepped into one of my classrooms just recently and observed a safety lesson in progress. The teacher was telling the children bow they should handle themselves in a boat; that they should always sit down in the boat. A little snapper sitting in the back raised his hand eagerly and said, "Teacher, George Washington stood up in his boat when he crossed the Delaware", pointing to the picture of Washington crossing the Delaware, that hung upon the wall. When you get a little child as eager as tliat child was to get back at his teacher, you know that it is a serious matter to sell the idea of safety, not only to the plant superintendent, not only to the man at the gate, not only to the employment manager, (ami God only knows tl>cy need it), not only to the foreman, but down to the man him&elf upon whom the machine is dependent--a man who has his own ideas, likes, dislikes, and attitudes, a man who has played an important part in the molding of Ins own life. Only in and through this man can you ever trope to eliminate industrial accidents and maladjustments. AH other means must be to this end. Sad to relate, wc have had safety, a long time, still we are getting lots and lots of accidents- I would like to be able to say, as some safety engineers have said to me, that the time is coming when there will be no more industrial accident*. 2 pray for that time. I am not going to make such an optimistic statement, how ever, because you don't always know what personal worries the man is living under which tend to lead his mind away to something .far from his job, and further more, you don't always know what a cold-blooded machine will do or how a cold blooded system affects his thinking or acting, I recently read an article in which the writer stressed talking safety in terms of dollars and cents instead of in terms of humanitarian impulses and values. I want to tell you gentlemen that if you eliminate the personal equation, your work i* doomed to failure. You have to start with the man. You have to carry your automotive and Machine-Shop Section 367 message through the whole organization, always with the man in mind, and you have to finish with the man. Only through this means can you talk in terms of dollars and cents, because the man is not alone a producer, the man is also the consumer. Without the consumer there would be no need for production, and what's more, the mao today knows it. Only wixm you consider the man can you talk in terms oi dividends. I believe 1 know the problem that you men face in your work. I shall not assume, liowever, to talk to yon upon the technical phases of safety practices. I am not qualified to do so. I can only talk to you from the standpoint of my observation, and in doing so, I must think in terms of humanitarian values, because you can safeguard machines, you can make working conditions sanitary, but that alone will not solve the problem. We are inclined, sometimes, to narrow our efforts and keep them within the confines of our own office and our own shop; we are wont to think in terms of machines and buildings, those soulless things, those material things. We have been more interested in keeping things out of the red in order to talk dollars and cents to the management; and m doing that wc are very likely to lose sight of the man who has a soul, who has feelings, who has emotions, the man who is a member of a family, the man who is a member of a community, the man who is a member of a state and a nation--a man who, with you and me, must live in and through each other, and, gentlemen, this man cannot live an adequate social, up-andcoming life, to say notlung of his dependents, unless he is a fit and self-producing member of society. It lias been my experience within the last few years to return to remunerative employment over 2,000 handicapped persons, vocationally disabled by industrial accidents, public accidents, disease and congenital conditions at birth. I have seen them lifted out of darkness and despair, up over the hill-tops to light and happiness, carrying the torch of courage in their hand, made fit to produce again and con sequently live normal lives, rather than to exist upon the production of others; and, gentlemen, let me tel? you here and now that no man has a right to live off of the production of others, to depend upon charity for a living. No man has a right to be institutionalized for the rest of his life, unless of course, his mentality or physical condition is such that he would be a detriment to society and right living. Most men who work for you, or rather with you in your plants, are men who have a .right to live, and not merely exist; men who have a right to remain assets and not become liabilities; men who have a right to control to some extent at least what they shall become and what they shall not become, and wlio liave a right to provide adequately for their loved ones. Yes, the personal element cannot be left out of safety; and if it is not left out, you will not-only have safer workmen, but better, producers, more loyal workers, and better consumers, to say nothing of better husbands, fathers, sons, daughters and sweethearts. That is the message, in a nut shell, that I atm to carry across to you tonight. Two and a half years ago it became my privilege, while working with some ofthe industrial plants in Detroit and vicinity, to make contact with two men, safety engineers. How they heard of me or the work I was doing, I do not know, but I was invited to lunch with them, and I was thoroughly imbued with the fact that these men were not only applying safety in their work but they were living safety. They were proud to show me tables and graphs demonstrating that this month surpassed the last month in the reduction of accidents within their plants. It was through contact with these men that I began to think seriously in terms of accident prevention. That is why I became interested in the subject of safety, since safety is a great preventive medicine. I went with these men, and what a glorious time we had In some of their plants. Following a day's work, the workmen would con gregate,--not only the safety engineers and the plant superintendents and the foremen and the safety committees, but the workmen, the men who are lietd respon 36R Twentieth Congress--National Safety Council sible for the output of that plant when it comes to brawn and muscle, were gathered around the machines, and I derived much joy and pleasure in sometimes standing on a table or on a box or on a machine and trying to drive home to these men that is was their responsibility to themselves, to their employer, to their loved ooes, and to society in general to become careful, safe workmen. Accidents arc of two kinds; those involving danger to the man on the job, and those involving danger to others. These may be classified as due to any* one of four causes; namely, ignorance, carelessness, accidents, or occupational dangers. Oc cupational , dangers come under those trades or work activities that cannot be followed without subjecting the worker to danger. After ail precautions have seemingly been taken, and the workers are seemingly fully instructed in safe practices, there are still certain dangers that go with die job. Such occupational dangers more often involve die worker himself than others. Then there are the purely accidental dangers; those that cannot be foreseen but seemingly arise out of some unexpected situation, li a belt that has been properly inspected breaks, causing injury to anyone, this is an accidental danget and involves not only the workman but others as weU. The belt may snap through no fault oi the man. That is what I mean by accidental dangers. Then there are the dangers due to ignorance, or through lack of education as to what the possibilities of danger were, and of course, these are no fault of the man if he has not been told. Such accidents can be prevented by training the worker so that he will me the proper precantions to avoid them. Then there is that serious type of danger due to carelessness, wherein the man knows the necessary precautions to take, but does not. He knew hut "didn't think/' or he knew but "took a chance." These accidents are likely to occur even with experienced men. With efficiency, they are wont to become careless. Sch dangers are likely to bring injury to the man on the job as well as to others. What does this mean? It merely means that safety education must be a con tinuous. process of education. Any type of education is habit formation. Whether it ts with children in the schools, with young men and women in the colleges, or selling safety or teaching trades within your plant, any type of an education is a habit formation. We become efficient or inefficient according to the type of habit which we have formed. It is your job to see that workmen arc inculcating the right kind of safe habits, and to make it a continuous process of education. The safety man or foreman who can combine the heart and the mind with manip ulative skill in getting the message of safety across to the worker makes such a lasting impression that he is never going to that machine unless he thinks in terms of himself, in terms of the loss to the management, and in terms of the loss to his loved ones at home. In other words, touch the vital dwrd and draw upon his very heart strings, if necessary. You may talk about leaving out the sob stuff all you want, you cannot get safety across and eliminate that. We all like it; we all thrive on it. We are bom with a heart and with a mind which represent our feelings, and those are the things that are trainable; things sink deep home to us when they touch the vita! spot---the sensitive chord. Someixnv. somewhere, and in some way man can be appealed to, and the first step is to gam his confidence and Tcspect, discover his interests and make the right appeal. There are three pieces '.** soch? legjsfatsen which I cottsider th* greatest pieces of humanitarian legislation ever enacted on behalf of the worker, and they started with safety. Years ago. without scientific methods or processes, In a somewhat rather haphazard way. we began to practice safety by making working conditions safe and sanitary. That was not enough, that did not stop industrial accidents; so then we passed compensation laws to partially, at least, compensate a man during the period of recuperation, but such laws cannot compensate for loss of life and limb. . Automotive and Machine Shop Section How many of you men would sell me your good right hand for all the money that is in die world? Not one of you. Compensation legislation will never compensate a man for the loss of a right hand, or for tlie loss of a finger, even, but it is a fine piece of legislation within itself, and a decided step forward because it titles the raau and his dependents over that crucial period of recuperation when he is very likely to become mentally stagnated and sometimes degenerate into a social menace. But what happened until you became educated yourselves, until the employment manager became educated? The man was left oat in the cold. He was not rehired because he was thought to place the employer under great liability should he be employed if handicapped by the results of an industrial accident. That is not true. We have figures to dispute that inference. Now, compensation is & splendid tem porary form of relief at the tune when the injured man and his family most need it, but rehabilitation, vocational rehabilitation, steps in and completes the cycle and says: "Safety is fine; compensation awards over a period of inactivity arc all fine, very needful; but what is going to happen to the man ami his family it he cannot get back on the job?" You gentlemen know, as well as I do. that there are a thousand and one job# within your plants that handicapped people can do just as efficiently, just as effec tively, as can physically normal individuals and not place the concern under any greater liability. We can produce figures to show that a second injury seldom occurs. In one large industrial state, where a survey was made on second injury occurrences, only two second injuries occurred during the same year that the investigation was being made. In Michigan, the employer is safeguarded because in case of a second injury the first is not taken into consideration when it comes to compensation awards. Now, why do I talk about rehabilitation here, returning the handicapped man to employment? Because it is a safety measure. When a man is properly rehabilitated and returned to remunerative employment, placed on a job adapted to his needs and abilities, on the basis of sound vocational guidance and counselling, as physically normal workmen should be, he is a safe workman The reason that you have accidents within your plants, gentlemen--you know as well as I--is mostly through carelessness, and carelessness is brought about, very often, because a man doe* not like his job, has no interest m his job, and is merely working for a salary. His job is a drudgery to him. But when a man is on the job because he likes his job, is placed on the job m consideration of job characteristic* and his own personal characteristic*, in consideration of his likes, dislikes, his aptitudes, attitudes, and hi* abilities, and a job analysis is made of the job and then the two pieced together, you have a man there who is more likely to Ijc properly placed, who Is happy in his work, who feels he is a part of the organization and who very seldom is going to meet with an industrial accident. Those of ua who have practice! human engineering on a sound educational basis know this to be true. I made a statement that rehabilitation b a safety measure in itself; not only safety for the man, because he is trained and placed on the job again, but safety in terms of his fellow employees. When they see within their midst the result of an industrial accident, it tends to make them more careful. When they sec that, they are working for a concern big enough to return these formerly handicapped men to remunerative employment again, they are goihg to put the best into their job; they are going to avoid accidents if humanly possible to do so; they are going to feel that they arc a part of the great machine; thby are going to tove their job and not be waiting to pul! their overalls off five minutes before the whistle blows. They are going to feel themselves a part of every product turned out. These arc the things that count In safety. They can apply, but only on the basis of smind vocational guidance and counselling and a constant process of education and hitman engineering. I have told you of the cycle of the three greatest pieces of human legislation. 370 Twentieth Congress--National Safety Council Of these three, which is the greatest? Safety. Greater than compensation? Yes. Greater than rehabilitation? Yes, with all its humanitarian aspects. Why? Be cause safety implies prevention. Safety, realized, would eliminate the necessity for the others. Modern industries are scientifically enlarging their activities in order that so* called waste and by-products may be salvaged and utilized to bring the most economic returns. This is necessary and very commendable, but what of the human product? Will a new science of human engineering be developed in which trained minds will, through research, study and planning, exercise the same degree of thought and energy in adapting workers, the human products, to a more useful and a more practical service in the production scheme? In this connection I raise the question--eliminating sentiment and humanitarian impulses--is not the one proposition as economically sound as the other? An analysis of the various tasks and their component parts should, as far as possible, be made to render available the type of work that can best be done by certain types of individuals. The employer today recognizes that a well man is a safe man In this day and age of industrial efficiency, you would not think of using a three-inch shaft to transmit the power that could be transmitted by a oneinch shaft. You would not think of using a twelve-inch "I" beam when an eightinch "T* beam would carry the load, or of using a five horse-power motor when a two-horsc-power motor would produce enough power to run a given machine safely and satisfactory'* Why? Because it Involves more expense. Would it not be just a$ sound to apply the same principles to the proper placing of men? Con sidering it from a purely mercenary motive, such a procedure would assure safer, better and more loyal workmen, better, and greater economic production because individuals would be suited to given tasks. Men, can you sec the value of applying the same practices and principles in term* of human engineering to tlie human soul, the greatest of all God given gifts? You cannot sell safety, by merely starting with the safety engineer, working through the foreman. The man at the gate lias to be taken into consideration, the employment manager has to be taken into consideration, and all along down the line, because If the man feels that he is not being considered from a humanitarian point of view, with what has preceded, now do you expect to get him vitally in terested m safety? How often have I gone to an industrial plant to gain admission and heard men being accosted by the man at the gate with nothing but a mouthful of sarcasm. How often do we hear: "Well. what do you want? This is no place foe you to loaf. No. you can't see the employment manager. He's busy." Amf had I not known the men inside, I would have been given the wrong impression of that plant right away. That is the same impression that is given to workmen. Well, the man may or may not get in. I have followed the fortunate ones to the employment manager's office; and here is a line of men. ordinary men, with God given souls, just like you and me, sensitive men, emotional men. men who have some brain of their own to think, men who have loved ones dependent upon them, and who hy some means or other gain admittance to the Czar's office. "Well, what do you want ?"--knowing that the man wanted work, of course. "Where did jOtt work before? What were you fired for? Lazy?" Not realizing that the man nuv have been laid off for justifiable reasons, such as lack of work, sickness, etc---**We1L what can you do? You can, eh? Well, I'll soon find out." Gives him a slip to the Medical Department. Nothing but inhuman methods and expressions of sarcasm from start to finish. And you know what I am telling you, gentlemen, is true. I don't know if you have this in your own plant or not, but I have seen it in Detroit and within the vicinity of Detroit. I went into an employment manager's office one day when a man was being questioned ridiculously for a job, and the employment manager said. "Well. Automotive end Machine Shop Section 371 I guess wc`ll try you and see what you're made of" The fellow looked tip to him and said something like this, "As bad as 1 need a job, I guess I'll try some other place, and you can give your job to somebody like yourself." But some men put up with a lot to get a job and do gel in under the most trying circumstances. How do you expect that man is going to feel when lie is placed on the punch press and started to work, atxl then you come to him and try to sell him safety? Is he going to have the same impression of the safe!) engineer as he has had of these others up the line? To my way of thinking, the man nt the gale, and the employment manager, should be imbued with the spirit of human engineering and the practicability of human psychology; they should be God given men; they should be men with a lieart; they should be men who understand human nature; they should be the kind that gives the individual proper consideration, whether they can offer him a job or not; and. incidcntty. I wonder which method sells miiomobile*. I was addressing an audience at one time in the Capitol City of Washington, and 1 expected that an industrial executive from the city of Detroit wm going with me. He was interested in tlie subject of rehabilitation. He could not go. and just before it came my turn to address that large group I received a telegram from him, and I read it to the audience. Tlte telegram read something like this: "I want the members of your conference to know that we are for tlem and with their work 100 per cent; that wc treat our men like human being* Twelve per cent of our handicapped people were not injured in our own plant/' Now, 1 knew this concern and that the telegram spoke the truth, but what did U do? Right after that meeting--it happened to be an automobile plant--one of the amiknec of that conference came to me and said: "Mr. Angovc, what kind of a car does that concern producer'* I told him, and he bought one that very day. Of course, lie was in the market for a car, but that telegram sold him that particular make of car. Docs it pay in terms of dollars and cents to treat men right ? Of course it di*.S- Does it pay to treat men right from the standpoint of consumers just as well as producer#? Of course it does; because if you do not have consumers, yon cannot sell your cars. It reverts back to the consumer every time, gentlemen, and that is why the man must be considered a human being. How many times have men come to me outside of the plant, commenting on conditions under which they have to work and relating what they have liad to contend with. A lot of it is true; a lot of it Is not true; of course, because dtey have been prejudiced and have acquired undesirable mental attitudes due to an industrial accident. A man goes from the employment manager to tlte medical examiner, or medical advisor. What does he do? They do a wonderful piece of work--I am not disparaging that fact. It is a commendable service. We must have medical ex aminations--not to exclude workmen, however, but rather to better fit them in tlte scheme of production at tasks adapted to their needs and physical condition. Lot* of medical departments examine a man with tlx: idea of excluding him from work, when the idea should be to place him on work for which he is fitted. I think the time is coming when wc will have to place men just as scientifically as wc place machines. Men. you cannot only think in terms of machines, you cannot think only in terms of the four walls of a plant; you must consider the man from every angle. You have to go back with that man into his life and into his home, anil above all recognize him as a human being. ' I wish I had time to enter into a discussion of vocational guidance, but time will not permit. There are certain characteristics of human nature which require definite placement If a man should come to me for employment, at least if I had the time, I would try to discover whether he is mental or manual, whether Ik* is an indoor type or an outdoor type, whether he is settled or roving, whether he n 372 Twentieth Congress-National Safety Council static or dynamic; etc All these things apply to certain characteristics within a guen job, and If the characteristics of the man can be pieced together, you will have men better placed; and because of men being better placed, there will be less carelessness; and because of less carelessness, there will be fewer accidents; and because of fewer accidents, well and happy home relations are maintained; and finally von have a bigger output and better and bigger sales for your products. What do I mean by the human touch? Perhaps it is a little 08 the subject, hut I must relate it to you. You know and 1 know that most men can be led and not driven; that there is something within us somewhere, sonic spot of interest, that can be touched which would make yon and me friends for the test of our lives. That Is what I mean by human engineering, personal touch, personal contact from the management right down to the man on the machine, or the man operating the truck, or ibe man running the elevator. i shall never forget one day, when out giving a series of lectures, driving with another school roan who had become quite prominent. We were driving out in tlie country, and as we came to a little country schoolbouse he asked me to stop the car. A thoughtful expression came over his face. He got out of the car, took off his hat and reverently raised it to the schoolbouse. He got in the car and we drove away in silence 1 was very much concerned and curious over the incident. 1 thought it such an unusual thing, so I asked him what he did that for? He said: "All 1 am (hat is good and all that I ever hope to become that is good is due to one twrMiiial cowan niaeje in t.uu school buHding when i was a boy.** Then he told me the story of his boyhood life. He was considered (he bully of the community, a good-for-nothing, perhaps nothing more or less than a Tom Sawyer or a Huckleberry l;tmi or a Mickey Walker. Tiie teacher, who taught in that schoolbouse. is long since dead. She was the uitly one who could see through this bad boy. In him she kindled the fiaroc of goodness, ambition and service; instead of bawling him out, one day, die called him a^ulc after school was over and knelt by the side of his desk and prayed for him. Such a praver he had never beard before or since. He said; "From that tunc mi. 1 have been a man. Nobody taught me or told roe how to be a man before, because I was always considered a bully. I was cuffed here and cuffed there; but there was one spot, ooc place in my life, where I had a little personal con sideration ; so 1 never pass this schoolhouse without raising my hat in the roost profound reverence." You men are doing that all day long and you don't know it. I know it. I Iiavc a friend here listening to me now'. When I went out in a factory with him one day a-certain man came up to me and said: "Where did you get acquainted with Air. So-and-So?" I told him. He said; "X owe a lot to him." ! asked him why, and he told me tlie story of how*, through personal consultation, this man had made him see the light of day in terms of his work and his relation to his employer and to hi- home and to himself. 1' jaiVty socially and economically sound? Is it? I think it is. I think that if l were going to get out of the school game tomorrow, I would want to get ml" lire field of safety education, because I think it is a field of service, pregnant with possibilities for the future. Do you know, gentlemen, that a little more than 25 per cent of tramp life, homelessness and begging is brought about through ill health, industrial accident, industrial maladjustment? That is a fact. Figures can he juncKluced to show it. In one of the largest cities of our country, an investigation showed that 60 per cent i the families who appealed to relief agencies for immediate charitable assistance were forced to come because of til health and accidents--not all due to industrial accidents, but a great portion. What does it mean? It weans that when a man is injured in industry, the spark of ambition is run down and sometimes dcttiotcd. He goes home to his family feeling licked. He has not been able to Automotive and Machine Shop Section 373 get employment back in the plant where he was injured, and when he v*oe* to another plant and applies for a job, he is turned down, because naturally the other plants will think, "Well, if you are any good the concern where you were injured would have been the one to take you back; it's their responsibility. Anyway, you were injured there. We have our own to take care of." He is buffeted from door to door, looking for work. What happens? He degenerates more or less into a social menace, aiid his loved ones are the losers. Sometimes juvenile delinquency is a resultant evil, and oftentimes the self-respect of the family is entirely lo-t. Oh, I have seen the sad and pitiful results of industrial maladjustment 1 have seen homes go wrong, as wrong socially as it is possible for them to g>>. I have seen a well-respected, community respected, husband-loving wife go wrong just to make a little money for the husband and family. I have seen children going around tlie stieets with feet out of the shoes, deprived of a public school education, without the proper food to eat and the proper clothes to wear, all on account of sickness, injury, and industrial accident. Is it any wonder, then, that I appeal to you men on the basis of human engineering; i* it any wonder that I stress that particular point with you here tonight? I would like to go back a little and talk about this matter of proper placement within a plant. 1 know that the employment manager sometimes has not the time to make personal contact with every man who applies for the job. I know that to be emphatically true; but I do think that the employment manager often can do a little better than be has done. I have in mind now a man coming to a neighboring town in Wayne County from the state of Kansas. He had done nothing but farming all of his life, and he is a man now, I think about forty-five years of age. He was hired as a punch press peratvr. He 1d done nothing but outdoor work all of his life, mind you. Placed on a punch press, the first day he was injured, losing both bands. ^ It seems to me that you men have a job ou your 1Muds, first, to sell safety to some of your employment managers. Otherwise, you arc going to have these problems to contend with which are truly and duly no fault of your own. I have in mind a boy employed under age, ignoring Child Lalr l;m--put on a punch press, he lost both his hands. 1 know these to be facts; and if you and 1 e\cr stop to think, 1 wonder what would happen to us tomorrow if we lost our hand, if we lost our sight? Can we put ourselves in the position of handicapped men? Is it any wonder that such a man becomes mentally stagnant and Teels down and nut. that there is no use for him again in the world? I think it is an easy matter for us to put ourselves in his place. Incidentally, you will lie interested to know what happened to that little boy? Had it not been Tor the rehabilitation service, what might he not nave drifted into? . Training was provided for him, ami today he is using his feet instead of his hands, on a vaudeville circuit, putting on step dances, making $75 a week. Gentlemen, a man is not down and out merely because he meets with an industrial accident, if you get at him soon enough, but your job and my job is io get him before the accident occurs--and if we do not do that, we are under a moral obligation to that man, to society in general. I have no patience with that college professor who wrote in a magazine, "Adroit to our colleges and universities only the physically fit." Can you imagine such a statement coming from a college professor? And lie would Slave the same thing apply to industrial management; that is why I just briefly touched upon the value of medical examinations, for the proper placement of men with physical handicaps, rather than turning them away from employment. Every man has a right to live, and not merely exist; every roan has a right to an education, and every man has a right to employment, if, within the limits of his ability, some form of work that he can do as well as the next man can be found for him. W)h> are the unfit? That college professor forgets that the great Socrates was 374 Twentieth Congress--National Safety Council a physical. wreck, yet a mental giant; he forgets that Alexander Pope was a physical wreck, yet a mental giant; he forget* that those two great philosophers, Voltaire and Kant, were physical wrecks but mental giants; he forgets that Robert Louis Stevenson was a physical wreck, yet a mental giant; he forgets that Heinrich Heine gave birth to his poems while lying on kh mattress grave. He forgets that these men, coming to our colleges and to our factories and work shops and our stores and offices every day, have potential values. I wonder what might have happened had George Westinghouse not been permitted to live until he perfected the air brake, the greatest of all safety devices. Some of you may say, "We!!, perhaps somebody else would have taken his place." How do you know? Have you a right to assume that? 1 wonder how fanning and food commodities would have been affected had it not bun for Madame McCormick who, when her husband and son gave up, stayed at night and laid out a row of scissors; placed the blades at right angles to the board, and tied a string to each of the other handles, polled the string and saw them all work together. This was the development of the great mowing machine which has made living conditions for you and me much better and reduced the cost of food products. It is hard to talk about reduced cost now, but what would the cost have been had it not been lor such a machine? You say, `Yes. but somebody else might have done that" How do you know? Ho one knows. What has this to do with safety? Only this. It is or can be the means of saving great potential values. The past unites with the present in demonstrating that some who might be termed the unfit are contributing materially to the wealth and welfare of the nation. I was called to the bedside of a young girl a few years ago who was injured. She went beck and sought her position again, and was told point blank that they had no use for her. Her misfortune developed through a blow on Use leg. Disease set in, which necessitated one amputation after another until the leg was taken oil at the hip. When I visited her at her bed-side I called her by ber first name; we soon became acquainted. She looked up with tears in her eyes and said, "Mr. Angove, of what use am I to society? I know that the doctors have done wonders for me here, but the place where I worked does not want me any more." She was wanted: there was something for her. Tears came to my eyes as 1 saw the joy expressed in her face over the fact that something could be done fox her. She was trained as a teacher, and taught school for several years. She is now married aud is the mother of two beautiful children. Who are the unfit? 1 recall another young lady who was injured m a public accident. She was trained as a bookkeeper, and passed a civil service examination over numerous other contestants. She is now in Washington, D. C. in the visa department of the Immigration Bureau, in charge of thirty-five girls and earning about $50 a week. Who are the unfit, and what about potential values? Shall we save and conserve them, and is it socially and economically good business to do so? You all appreciate a gift I ant sure. You treasure it because you respect and love the giver. It may be a simple thing, given to you on the occasion of your birthday, or at the Christmas sealon. It may be a cigar bolder, a cigar lighter, or a picture that hangs upon the' wall. You regard and keep it with jealous and zealous care because you do not want it to meet with an accident. If this gift falls to the door, or for any other reason becomes damaged, you seek to repair it in an effort to restore it, in so far as possible, to its normal status. But what about the human soul, the greatest of all God given gifts? Chairman Fjachex: In that message we got a lot of new ideas about our jobs. If there was any ego in us, I think it was taken out. tl&uught I knew something about safety, but I learned a lot this*morning. It gives me a great deal of pleasure to call on Mr. Marvin A. Heidt, director of personnel, Budd Wheel Company, Detroit, who will address you. Automotive and Sfachiue Shop Scctiou 375 la Accident Prevention the Responsibility of the Management or of the Employee? By MARVIN A. HEIDT Director of Personnel, Budd Wheel Corporation, Detroit, Mich. As long as mental and physical labor have been combined to produce, the questions of safe operation and accident prevention have been uppermost in the minds of most industrial leaders. However, the consciousness that such a program was necessary and vital to the economies of industry has grown to Us present proportions mainly in the last twenty-five years. Among executives today, safe operation is an essential factor in the sane and economical maintenance of any industry. During this period, the employee has been gradually taught that safety is a nec essary and vital spoke in the wheel of production. Without it, the wheel is weakened, eventually gives way, and allows the chassis of industry to settle on the axle of waste and dissatisfaction. ,> With this thought of safe operation absolutely fixed in the minds of the employer and gradually being sold to the employee, we have accomplished much toward making it a reality. But the actual accomplishment must rest with one group. A successful movement must always have a powerful leader with tire courage of his conviclions. Safety in industry is indeed an essential factor which must be recognized by manage ment and workers alike, but the responsibility for that safe operation--for that clean slate at the end of each month, absolutely must rest in one quarter. I feci that the logical and fitting center about whkfi the whole movement revolves should be focused at the door of management. As a general, planning his campaign to lead his troops forth to victory, so should the executive feel hi this campaign of safety. The responsibility of the success of his battle and the fate ol his soldiers rests with him. A good general surrounds himself with officers to lighten hi* burden, to help him carry out his schemes, and to carry his commands to tlie various detachment* stationed on the outskirts of the camp. A successful executive has hia safety man with Ins Staff, the foremen, and various gang bosses to help him carry out his program. With this nucleus having the power, initiative, and conviction to enforce a practical plan,'the outcome must be success. The preparation for this battle of safety against carelessness proceed* as any other. The general plans the attack, lines up his force, and reviews the moves with his staff. So should meetings of the executive with his safety men take place frequently. Foremen's meetings for die discussion of safety should occur regularly. Each man should know His duties Amt should have the ability both to obey instruc tion and use initiative in the proper place. With such competent supervision, the rank and file are bound to follow without faltering. Of course, there will be infractions of orders--rules seem to have been devised for the pleasure of breaking them. That is why there are military police in the army and that is one of the duties of the safety men and foremen (of course to a much lesser degree) in industry. Of course, labor is not dealt with summarily and hauled off to the guard house to peel potatoes for endless hours for rule breaking-- sometimes, though, when I have seen men chipping rims without goggles^ and care lessly placing their hands under the die of a press, I've wished sincerely I could give them K. P. duty. The duty of management is to direct labor in safe ooerating. Each man should know tiie whys and wherefores of his particular job. He should be warned of its hazards and instructed in the proper way to avoid them. Safety instruction should be provided in such a way that the employee accepts it willingly and appreciates that it is in his interest and for his protection. 374 Twentieth Congress--National Safety Council a physical wreck, yet a mental giant; he forgets that Alexander Pope was a physical wreck, yet a mental giant; be forgets that those two great philosophers, Voltaire and Kant, were physical wrecks but mental giants; he forgets that Robert Louis Stevenson was a physical wreck, yet a mental giant; he iorgcts that Heinrich Heine gave birth to his poems while lying on his mattress grave. He forgets that these men, coming to our colleges and to our factories and work shops and our stores and offices every day, have potential value*. 1 wonder what might have happened had George Westingbouse not been permitted to live until be perfected the air brake, the greatest of all safety devices. Some of you may say, 'Well, perhaps somebody else would have taken his place.'' How do you know? Have you a right to assume that? I wonder how farming and food commodities would have been affected had it not been for Madame McCormick who, when her husband and son gave up, stayed at night and laid out a hav of visvirs: placed the blades at right angles to the board, and tied a string to each of the other handles, pulled the string and saw them all work together. This was the development of the great mowing machine which has made living conditions for you and me much better and reduced the cost of food products. It is hard to talk about reduced cost now, but what would the cost have been had it not bees for such a machine? You say, "Yes, but somebody else might have done that.** How do you know? No one bows. What has this to do with safety? Only this. It is or can be the means of saving great potential values. The past unites with the present in demonstrating that some who ought be termed the unfit are contributing materially io the wealth and welfare of the natiou. 1 was called to the bedside of a young girl a few years ago who was injured. She went bade asd sought her position again, and was told point blank that they had no use for her. Her misfortune developed through a blow on the leg. Disease set in, which necessitated coe amputation after another until the leg was taken off at the hip. When I visited her at her bed-side I called her by her first name; we soon became acquainted. She looked up with tears in her eyes and said, "Mr. Augove, of what use am I to society? I know that the doctors have done wonders for me here, but the place where I worked does not want me any more." She was wanted: there was something for her. Tears came to my eyes as I saw the joy expressed in her face over the fact that something could be done for her. She was trained as a teacher, and taught school for several years. She is now married and is the mother of two beautiful children. Who are the unfit? I recall another young lady who was injured in a public accident. She was trained as a bookkeeper, and passed a civil service examination over numerous other contestants. She is now in Washington, D. C. in the visa department of the Immigration Bureau, in charge of thirty-five girls and earning about $50 a week. Who are the unfit, and what about potential values? Shall wc save and conserve them, and is it socially and economically good business to do so? You all appreciate a gift I am sure. You treasure it because you respect and love the giver. It may be a simple tiling, given to you on the occasion of your birthday, or at the Christmas season. It may be a cigar holder, a cigar lighter, or a picture that hangs upon the'walk You regard and keep it with jealous and zealous care because you do not want it to meet with an accident. It this gift falls to the floor, or for any other reason becomes damaged, you seek to repair it in an effort to restore it, in so far as possible, to its normal status. But what about the human soul, the greatest of all God given gifts? Cbairmax Fbachcr: In that message we got a lot of new ideas about our jobs. If there was any ego in us. I think it was taken oat. I thought I knew something about safety, but 1 learned a lot this morning. It gives me a great deal of pleasure to call on Mr. Marvin A. Ileidt, diiector of personnel, Budd Wheel Company. Detroit, who will address you. Automotive and Machine Shop Section 375 Is Accident Prevention the Responsibility of the Management or of the Employee? By MARVIN A. HEIDT Director of Personnel, Budd Wheel Corporation, Detroit, Mich. As long as mental and physical labor have been combined to produce, the questions of safe operation and accident prevention have been uppermost in die minds of most industrial leaders. However, the consciousness that such a program was necessary and vital to the economics ui industry has grown to its present proportions mainly in the last twenty-five years. Among executives today, safe operation is an essential factor in the sane and economical maintenance of any industry. During this period, the employee -has been gradually taught that safety is a nec essary and vital spoke in the wheel of production. Without it, the wheel is weakened, eventually gives way, and allows the chassis of industry to settle on the axle of waste and dissatisfaction. With this tltought of safe operation absolutely fixed in the minds of the employer and gradually being sold to the employee, wc have accomplished much toward making it a reality. But the actual accomplishment must rest with one group. A successful movement must alwa3`5 have a powerful leader with the courage of his convictions. Safety in industry is indeed an essential factor which must he recognized by manage* ment and workers alike, but tle responsibility for that safe operation--for that clean slate at the end of each month, absolutely must rest in one quarter. I feel that the logical and fitting center about which the whole movement revolves should be focused at the door of management. As a general, planning; his campaign to lead his troops forth to victory, so should the executive fed in this campaign of safety. Tlie responsibility of the success of his battle and the fate of his soldiers rests with him. A good general surrounds himself with officers to lighten his burden, to help him carry out his schemes, and to carry hi* commands to the various detachment* stationed on the outskirts of the camp. A successful executive has his safety man with Ids staft. the foremen, and various gang bosses to help him carry out his program. With this nucleus having the power, initiative, and conviction to enforce a practical plan, the outcome must be success. The preparation for this battle of safety against carelessness proceeds an auy opier. The general plans the attack, lines up his force, and reviews the moves with his staff. So should meetings of the executive with his safety men take place frequently. Foremen's meetings for the discussion of safety should occur regularly. Each man should know his duties and should have the ability both to olxy instruc tion and use initiative in tha proper place. With such competent supervision, the rank and file are bound to follow without faltering. Of course, there will be infractions of orders--rules seem to have been devised for the pleasure of breaking them. That is why there are military police in the army and that is one of the duties of the safety men and foremen (of course to a much lesser degree) in industry. Of course, labor is not dealt with summarily and hauled off to the guard house to jicel poUtw for endless hour* for rule breaking-- sometimes, though, when I have seen men chipping rims without goggles ant! care lessly placing their hands under the die of a press, I've wished sincerely I could give them K. F, duty. Tle duty ol management is to direct labor in safe operating. Each man should know the whys and wherefores of his particular job. He should be warned of its hazards and instructed in the proper way to avoid them. Safety instruction siwukJ be provided in such a way that the employee accepts it willingly arid appreciate* that it t in h<$ interest and for hi* protection. Tzu'utictk Congress--,Xattonal Safety Comteil We all kxx-rw that comunt and routine service oa one operate* is apt to make il>c i*roctss rasher automatic. Tins is one of the things which gianagcnacat must wauii. More accidents occur while the employee is thinking of last week's fishing or dxi t-vesmajt's party than faulty machinery could maim in twice tbc time. Managenx-nt sutivt be an ever vigilant watch dog to guard against the thoughtless operation <i plant machinery. Management is responsible for the condition of equipment. What a useless thing after an accident is the excuse, **I knew that that bar needed tightening but with production as tt is, I couldn't tie up the job." How many of you bare had that said to you or have actually used it as an alibi yourself? An executive should never feel iliat be has the privilege to allow a faulty operation to continue. Stop the joblie up production if necessary. Harsh words for this kind of a tie op are easier to stand than the accusing eyes of a widow or a permanently crippled nan. Management is absolutely' responsible to the atU degree in applying guards and rrfodem safety devices to every machine which is not safe without it. or where there is the slightest hazard to the operator. Routine inspection of all machinery and guards should be made daily practice. Guards mysteriously disappear sometimes when their use hinders the speed of production. An employee has the right to expect a perfectly running machine without defects before he can be expected to be absolutely sold on the integrity of the accident prevention plan. We will take as a basis for our contention, that management is responsible for quality and for the upkeep of the production schedule. The actual accomplishment of both the necessary quality and quantity depends on the employee. The good will of Ute employees, tlteir feeling of responsibility on tlieir particular part of the whole program, the knowledge that they are being protected and helped to the utmost by the management--these things are going to grease the wheels of production and help achieve its proper quality' and quantity. J feet strongly that managementshould be at the helm oi this great movement, a guide post showing the way toadvance--a boost of encouragement on a long journey--a sign that successful accomplishment is dose at hand. The responsibility must be management's--it cannot be thrown at the door of the employee as his task. If left the responsibility of both--neither one nor the other will sboiUder it and it will remain a fact unaccomplished. Good safety organization work is a great training opportunity toward better leader ship. as H requires team work, a common ground on which to meet your men. consideration of and for your men. better shop discipline, and all of those things that tern! to better conditions generally in a shop. Af tlits time, when industry is striving to regain her feet after experiencing a marked recession, management has an added responsibility. In many instances, our rank and file of workers have experienced financial difficulties and. in being called back to work and suddenly placed on high speed production, are physically unfit for their task. Labor is existing on short time, production is being achieved with the fewest possible men, production is fast and the employee must be on his toes every minute to keep tin with the rest of. the sang. These men. with their minds on die bills they owe, the last haby. and on their stomaches which are often empty, cannot be expected to work 100 per cent efficiently. To watch these men, to try to give them a break if possible, to help them with their financial and social problems through the welfare division--all this to the common goal of desired production and A-l quality--this is the responsibility of the executive. On no other shoulders can It he conscientiously placed. A strong executive can induce the men in his employ to do as he wishes, pro viding his object is a good one. regardless of their private opinions of the work that he is carrying on. Accident prevention is something from which both the executive representing management and the employee derive benefit. Good will and content- Autuniotn-c and Machine Shop Section 377 met on the part oi the employee leads to quality production which benefits industry a> a whole. _ Tlie executive in selecting his associates in the safety program must appreciate the important part that these persons will take in this work and should select ticm vn merit only. Too frequently the superannuated employee is selected to function ta >aivty work. Though these men believe in the movement themselves, tliey just n't svem to be able to get the idea over to the men or impart the proper enthusiasm * them. If an executive has clear vision and is right in his demands upon those owning under his direction, the entire organization will be efficient and will cooperate toward the common goal--that of accident prevention. Management must teach the employee to think, talk, and--greatest oi all--act safely. In this lies the very* root of accident prevention. Again the responsibility of safety lies with the management in that insurance rates are based on experience in the plant. The only person who is in the position to control the experience of that plant is the employer himself. He alone can decide whether the various operations in the shop shall be conducted with all possible safety or whether it shall be run with other considerations in view, that will push a safety program into the background. This is not compatible with a program economically planned. At the beginning of the safety movement it was generally supposed tlial making a plant safe~would slow up production to such an extent that there would be an economic loss; that goggles and other safety clothing, caution in the performance rf the employee's work and other safety measures would slow up production and thus he less efficient than ilie original way with no accident prevention. Exactly the opposite lias proved to be t!c case. The safe factory has proved to be the efficient factory. An efficient plant will always have a prescribed and successful safety program. Efficiency in production, safety, health, and good morale are the elements necessary to have a perfectly functioning organization and should be encouraged In every way by* management. An accident prevention program, as a superficial item carried on without the supervision of the managerial organization, is doomed to failure through lack of leadership and inspiration. Education of the men, and the perfection of the function of the machinery, with the control and supervision of the management over all, will accomplish the safety campaign. Remember that the employee in the shop is a human being and reacts to the same stimuli that you and I do. He appreciates being trusted and liket to feel that he is necessary to the organization. These men are working for the necessities of life for themselves and their families, as we are, and will turn out 100 per cent better work if they like their work and are happy doing it. Industry and labor mutt work hand ip hand to assure mutual success--management must lead the way and labor will follow. As in all other steps throughout the production methods of the plant, management is responsible for the accident prevention program originally, and must t,ce to its efficient execution finally. Cn\iUAK Frachek: Fellows, this ought to be a subject where there should be some discussion. I know Mr. Heidt will be very glad to enter into the discussion with you, or answer any questions. R. A. Shaw (Murray Corporation of America, Detroit, Michigan) : I would like to ask Mr. Heidt if he finds the same cooperation and readiness to adopt the safety rules in European plants ? Are titey as readily received and sponsored as they are in the United States? Mr. Heidt : Mr. Shaw, I would say not. It has Been my privilege this last year to be m Europe seven months for mv company, to look after personnel work hi three plants, in England. France and Germany. It is a liard proposition over there. 378 Twentieth Congress--National Safety Council compared to our American methods, or tl*e mental attitude of the average American worker. In the first place, lahor over there to a certain extent is very communistic. They resent being: bossed, or being told; men in every vocation, from laborer to punch press- man, have their leaders or spokesmen and you are supposed to recognize them. If you try to put over something which you think is beneficial to them, you have to talk to their mouth piece first. We went over there for the purpose of putting this work on a real American basis. The first thing we did was to run into these so-called leaders, who were going to tell nr how to work. We had several strikes, and a lot of excitement. For example, in the French plant, which is not controlled by the Budd Company, but by the Vitro-Lane Company. 85 per cent of their accidents ended in infections. Figure that out. It was terrible. One of die first things to do was to correct that condition. The only thing we could do was be tough; if they struck, we kept them out We were very much disliked, but when we left, we Had things pretty weR in control. We had adapted our methods of accident prevemioit, dt*penxariew, axil u forth. Any one that thinks he can go over tlwre and educate those people over night is crazy. Their attitude and work conditions do not compare with the American workmen in any respect. Chairman Fkacbjxk: We will pass to the next order of business, which is the report of the Nominating Committee. Mr. Arthur Williams will preside while the report is being made. Mr. R. A. Shaw is chairman of the Nominating Committee. Report of the Nominating Committee R. A. Shaw* (Murray Corporation of America. Detroit): Tle Nominating Com mittee comists of Car) L. Storck, Far! F. Blank. 'the committee has recommended the following officers: General Chairman, C. M. Dottcrrcr, Graham-Paige Motor Car Corporation. Detroit. Vice-Chairman, Carl L. Storck, of the General Motor* Corporation. Secretary. E. C. Walker of the Dodge Brothers Corporation. George E. Sanford, General Electric Company, Schenectady, New York, chairman of the Poster Committee. S. H. Reamer. Cadillac Motor Car Company. Detroit, chairman of the Program Committee, W. A. Rechill, Chrysler Corporation, Detroit, chairman of the Membership Com mittee. C. W. Bishop. Lycoming Manufacturing Company. Williamsport, Pennsylvania, chairman of the Publicity Committee. Robert B. Murphy, Briggs Manufacturing- Company, Detroit. Michigan, chairman of the Statistical Committee. Dr. James H. Greene, Studebakcr Corporation, South Bend, Indiana, chairman of the Engineering Committee. Marvin A. Heklt, Budd Wheel Co*. Detroit. Mich., chairman of the Slides and Safety Kfnks Committee. K. A. Callum. Kelsey-Haycs Wheel Corporation. Detroit and Jackson. Michigan, chairman and editor of the News Letter. Dr. A. F. Lecklidcr, Fisher Body Corporation, Detroit, Michigan, chairman of the Health Committee. Executive Committee, members at large: L. E. Averill, C. H. Dockson Co.. Detroit; Hoyt L. Fracher, Detroit Steel Product* Co.; R. A. Shaw, The Murray Corporation of America, Detroit; and R. F. Thalner, Buick Motor Co.. Flint, Mich. The above named wc respectfully submit as your presiding officers for the coming year. Automotive and Machine Shop Section 379 Acting Chairman Arthur Williams: Gentlemen, you have Itranl the report of your committee. The Chair will entertain a motion to accept the report and discharge the committee, and at live same thne tliank them for their efforts. V. I. Trotter (Detroit, Michigan): I move that we accept the report, and dis charge the committee, with thanks. (Tire motion was seconded.) Chairman Williams: All in favor of the motion will signify by saying aye. Contrary, no. Inasmuch as the motion was unanimous, the Chair will consider that it carries with it the election of theve officials I think that is acceptable, and I wish to extend the thanks oi the Section to the committee for their interest. (Mr. Fracher returned to the Chair.) Chairman Fkacuer: The next paper will be by Paul J. Brand, chairman. Statistics Committee of the Automotive Section. Accident Experience of the Section Members During 1930 By PAUL J. BRAND Chairman, Statistic, Committee Many members of the automotive and other sections are particularly interested in industrial accident experience during 1930 because of the business depression. While some factors may affect injury exper*eit-e adversely in such times, it is gen erally held that low production schedules favor low injury rates. So far as frequency rates arc concerned our section lias moved In accordance with this expectation. In 196 three-year identical plants, with an exposure of about 600, 000,000 man-hours, a rise in exposure of 18 per cent from 1928 to 1929 was accom panied by an increase of about 10 per cent in the frequency of lost-lime injuries, and a decrease in exposure of 27 per cent from 1929 to 1930 was followed hy a decline oi 33 per cent jj> frequency. Severity, on tlie other hand, lias risen from year to year; little change occurred in the rates front 1929 to 1930 in spite of the decrease in operations. The records of over 1,500 companies m all industries, however, show reductions in both rates, amounting to 28 per cent in frequency and 8 per cent in severity. In dustrial activity during this period, as indicated by the number of hour? worked in these plants, rose 8 per cent from 1928 to 1929 and decreased 17 per cent from 1929 to 1930. While most of the decrease in injury rates occurred during the period of reduced working time, small reductions in both Tates were made during 1928 and 1929 when employment and working time were increasing. This improvement, under varying conditions, ha* resulted from reductions in fatalities and temporary disa bilities. There lias been no steady improvement, however, in the frequency and severity of permanent partial disabilities. In our industry, however, rates have suffered on account o increases in both fatalities ami permanent disabilities. Tlie increase in our fatality rate during 1930, particularly, can* be traced to the automobile and railway car and equipment divisions of our section. There l as been no change in the fatality rate of identical establish ments in the machinery Industry during the last three years. With respect to other serious injuries (permanent partial disabilities), however, 36 identical automobile companies with an average exposure of approximately 165JKX),000< man-hours, show a decrease in their severity during 1929 and 1930. The drop in temporary disability frequency, on the other hand, was very large, being 41 per cent. Injuries of this type, among 141 consistently reporting establishments in the machinery industry, declined much less in frequency. 14 per cent during 1930 in comparison with 1928. Operations according to man-hours worked, were at a much higher rate thau in the automobile industry. Machinery manufacturers, in common 380 Twentieth Congress--National Safety Council with many other industries, had varying success in reducing the frequency and sever ity of permanent partial disabilities. * The small number of consistently reporting plants among our railroad car and equipment group makes their experience, as indicative of the record of that division, questionable. Our experience during the last three years, in general, can 1** sum marised by higher severity in 1929 and 1930 than in 1928 doc to more fatalities in 1930 and more permanent partial disabilities in 1929; and a rise in the frequency of temporary disabilities in 1929 followed by a sharp decrease during 1930. For 1930 alone, however, the experience of our section is based on reports from 474 establishments whose employees worked over 1,000,000,000 m*n4tours. These plants averaged 13.87 for frequency and 1.10 for severity; rates which are much tower than the corresponding ones for industry as a whole. In comparison with 28 major American industries, our automobile manufacturers, with an average frequency rate of 12.83, ranked seventh; heavy and light machinery companies ranked eighth with a rate of 14.11. and railway car and equipment companies were seventeenth with a rate of 20.23. In severity, however, machinery manufacturers, with a rate ol 1.02, were lowest m our section aiid ranked seventh among other industries; the automobile industry ranked eighth; ami railway car and equipment manufacturers were in twenty-first place- The effective safety work which the cement and steel industries have been doing for years gave them standings of first and fifth in fre quency during 1930. but m severity they were farther down the list than any division os this section except railway car and equipment companies. " In the automobile industry, plants producing automobile stampings had the highest frequency rale during 1930. 32.60. and accessory plants !d ll>e lowest, 9.31. Body plants had the lowest severity .69, and automobile stamping plants the highest, 1.50- Plants engaged in the general manufacture of motor cars, the largest group, had the next highest severity rate. 1 20. but their frequency rate 31.73, is below the average of the entire industry. Injury rates among different kinds of machinery manufacturers vary widely. Rates increase, in general, with the tu of equipment produced. Thus, companies manufacturing electrical appliances and machinery had a frequency rate of 8.60 whereas the manufacturers of construction, conveying and other heavy machinery, bad a rate of 2624. Severity rates ranged from 0.50 in plants manufacturing light machinery and instruments to 1-94 for agricultural machinery and implement com panies. Serious injuries, both fatalities and permanent partial disabilities also occur ofteuer, in proportion to exposure, m plants manufacturing the heaviest tvpe of machinery. ' Companies engaged in the manufacture of special equipment for railroad companies have about the same frequency rates as those manufacturing railway cars. Severity, on ihe otlter hand, is considerably higher among car and locomotive manufacturers, being 2,72 in comparison to 1.59. Although the frequency of fatalities and permanent partial disabilities is hgl>est among car manufacturers, temporary disabilities among equipment companies result in a larger number of days lost per "injury. The average injury rates of plants in each group in the section depend, tc* a targe extent, on die type of employee, type of operations, and the progress which lias been made ci safety during previous years. Consequently, individual records in the same group also vary widely. For example, frequency rates in plants manufactur ing and assembling automobiles ranged from 0 to over 60.0, and severity rates, from 0 to over 10.0. Plants manufacturing agricultural machinery and implements have rates from 0 to over 70.0 tu frequency and from 0 to over 5.0 in severity. Regardless of differences in operations and hazards in the various types of plants, however, the leaders have achieved about equally good record* Tn other words, many of our members ultose operations involve more than average hazards are demonstrating their ability to achieve injury rates equal to those of plants under fewer handicaps. The 1930 records show that targe plants arc safer than small ones. In other Automotive and Machine Shop Section 381 words, small establishments with less titan 500 employees have farther to go in the reduction of accidental injuries than larger concerns. The smaller plants with less than 250 employees, average over twice as many lost time injuries per million Itours worked as larger plants. Differences in severity rates are not so marked hut are generally higher m small organizations. On the other hand, the records of numerous small plants clearly demonstrate that this situation need not continue to exist. Ten plants out of 72, ranging iu size from 7 to almost 800 employees, did not have a single lost time injury during 1930. Small plains liad some of the best records among manufacturers of any machinery. The outstanding features of our experience during 1930 and previous year* arc: (l) the upward trend in our severity rate since 1928, in contrast to a downward trend for industry as a whole; (2) tower frequency in 1930 than in tlwr previous two years, but more fatalities. Does not this situation, together with mo change in the reduction of permanent partial disabilities during die last three years, indicate the need for concentrating attention on the prevention of serious injuries. ' Such injuries occur infrequently and often result from unusual cause*. Cin>c<iucutly, knowledge of the circumstances involved in their occurrence should he general throughout all branches of the section. This requires wide publicity for cadi ca*e through oar news-letter and should result in the prevention of similar cases in other plants. Only about half the members of the section reported for 1930. The officer* of die section appreciate die cooperation of these members in tle development <?f our statistical service. The support of the other half is necessary for the growth, of this activity. We hope that every member will send figures for 1931: they arc due in lanuary and February of next year. ADJOURNMENT 382 Twentieth Congress--National Safety Council Wednesday Afternoon Session October 14, 1931 HOYT L. FRACHER, Chairman Director of Personnel, Detroit Steel Products Co., Detroit; Mich. The second session of the Automotive and Machine Shop Section convened with General Chairman Fr&chcr presiding. Chairman Frachkr: I am going to ask the first speaker, Mr. W. Graham Cole to deliver his address. The Accident-Prone Employee By W. GRAHAM COLK Director Safety Service, Policyholders Service Bureau, Metropolitan Life Insurance Company, New York City Wc are frequently liable to consider that the meaning of a word is that meaning which common use, particularly in our general field of interest, gives to it. It is generally advisable, however, to tarn to the dictionary and ascertain what the given definition really is- In preparing this paper, 1 looked up the meaning of the word accident in my desk dictionary. 1 found that an accident is "something that happens undesignedly" or, it is "any non-essential circumstance." These meanings are slightly broader than those generally considered by the safety engineer or accident preventiontst. It is customary to think of an accident as a circumstance which results in a personal injury. If no one is hurt, we sometimes classify an accident as a "near accident." There is no contradiction to the statement that a personal injury is something that happens undesignedly nor that it is a non-essential circumstance. On the other Iraml, personal injuries are not the only incidents which occur in an industrial plant without design nor are they the only non-essential circumstances incident to plant operation. A few years ago. I was visiting the system shop of one of the country's large railroad properties. As we entered the machine shop, we noted that the employees were in considerable turmoil and soon found that the confusion resulted because a pair of engine frames weighing approximately seven tons had fallen from a crane and were lying broken in two across the main aisles of the shop. The cause of this unfortunate incident might well be classified as lack of proper supervision. The frames had been cast in another shop and shipped to this particular property on a fiat car which had been pushed into the shop. The foreman responsible for the unloading of heavy material had assigned the task to two young employees who had no experience in moving material heavier than light motors. The ten ton crane was sufficient to do the work.. The cables and slings which were used Had all been tested. The cranes fell, however, because the rigging material was applied improperly by the employees who had not been taught proper methods, and who were not supervised properly by their superior. The result of the incident was of considerable importance to the railroad company, and the cost which resulted in loss of efficiency, waste and economic loss, was rather serious. The 600 men employed in the machine shop at the time quite naturally stopped work to see what bad happened, It is doubtful whether they returned tp their regular occupations within 10 minutes, perhaps much lodger. It is easy to figure the amount of unproductive wages paid by the railroad during this period, brought about through Automotive dS\fd Machine Shop Section 383 natural curiosity. 250 men worked on the aisle fed by the over head ten tou crane which was the only crane on the runway, As the engine frame fell the cable was pulled out of the crane ami the motor and carriage badly damaged. The crane was out of commission the wliole day, during which time all the material used by live 250 men had to be moved by hand truck. This factor in itself seriously decreased the efficiency of this group of employees. In addition, a foreman and crew of men were required to give an entire day's work to the repair of the crane, and considerable expense was involved in securing replacement and repair material. After the crane had been repaired, it was necessary to reload the broken frames and ship them hack to their place of origin for recasting. It is easy to realize that this item in itself entailed considerable cost. . Perhaps the most outstanding pirase of this incident, however, was the fact that it was not an accident in accordance with the usual terminology nor In accordance with the Interstate Commerce Commission, to whom the railroad was required to report it* accidents. Although the frames fell directly in front of the tool room door, it jul liappened tluit only one employee was standing at the location and he was not even scratched. Tn other words, the incident was not classified as an accident because very fortunately no one was injured. It was a costly incident, however, and its cost was perhaps many times the cost which would have been involved hi settling a serious acci dent claim. Tire fact that no one was injured had nothing to do with the cause of the accident. The lack of personal injury simply resulted because no one liappeiied to be under the frames at the moment. It is easy to conceive that under similar conditions several employees might have been injured seriously or perhaps killed. Although this is rather an extreme illustration, it is true and points out in a forceful maimer the fact that personal injuries tk> not always occur in connection with accidents nor arc they always the most important pltase of the accidents when considered front an economic point of view. Recent studies conducted by one of cwir large casualty insurance companies resulted in the statement of a theory that the indirect cost ot accidents wa> four time* the direct cost, the latter'including payment of insurance premiums or compensation and medical expenses. This study, however, was confined to a review ol accidents in which personal injuries occurred. It did not cover that large field of industrial accidents in which no personal injuries occur. If it had been possible at tlie tunc to cover this field the ratio undoubtedly sfould have been much gteatci than four to one. Wc need but reflect for a few moments on our own industrial experience to remem ber many incidents which were so called "near accidents", simply because no one happened to be in a position to be injured or because the employee was able to jump out of the way quickly. Perhaps we patted ourselves on the back and said "that was a close one" ami felt very much relieved and quickly forgot the incident. From the economic viewpoint, although many "near accidents" may cost very little, their frequent repetition entails considerable expense. From the accident prevention standpoint they deserve just as great a study as do the other accidents which unfor tunately result in injury or death to fellow employees. The importance of this latter statement is emphasized by the fact that in the majority of eases the same under lying causes or circumstances which result in personal injury accident also result in non-personal injury accidents. The difference between those two type* of accident is usually some small circumstance which is entirely independent from the basic or underlying reason for the occurrence of the accident- It might he said, therefore, that a personal injury is simply the result of an accident in which an individual Siappened to be involved. Perhaps the one outstanding reason why industrial accident prevention in the United States has not progressed further than it has, is because the accident proventionist ?ms not considered sufficiently the broad definition of accidents. In many instances, he has endeavored to "sell" industrial management the need of industrial *84 Twentieth Congress--National Safety Council accident prevention work entirety in terms of Use savings to be expected by the pre tention of personal injuries. He has frequently failed to "sell'' the idea on the broader viewpoint that the prevention of accidents means the prevention of ineffi ciency, waste and loss to industry. Considered from this broad approach, we might define an industrial accident as "any non-essential circumstance*' or undesigned incident which occurs in an industrial plant and results in the damage to tools and equipment, the spoilage of raw or finished material, the unnecessary interference with economic operation, the decrease in plant efficiency and/or the injury of employees. My dictionary further convinced me that prone means "having a strong tendency toward.'* In combining the two definitions, therefore, we might say tliat an accidentprone employee is one who lias a tendency toward damaging tools and equipment, toward spoiling raw or finished material, toward interfering with plant operation, toward decreasing plant efficiency or toward becoming injured. The accident-prone employee is thus not simply the so-called "accident-prone repeater*' nor the one who is looked upon as the hard luck employee unable to carry on his daily work without becoming hurt. If wc confine our study of the accident-prone employee simply to the "accident repeater**, uo may find, in some instances, that he is not very conspicuous: or in other words, that the problem may not appear to us as a very great one. For instance. George E. Sanford, of the General Electric Company, in an address presented before the XIassachuseits Safety Council, stated that in a recent study made of the k*a-tsae accidents in one of their plants, 936 lost-time accidents occurred in 30 months. Only eight men, however, had been injured more than once and none of ttem usarv than twice. In other words, the number of men prone to lost-time accidents was snail. In contrast, however, lie mentioned that in another plant during a period of 27 months a study of minor and major accidents revealed the fact that 128 employees had been involved in two or more personal injury accidents. In a study made of a street car railway property, it was found tliat approximately cue-third of the employees had been involved in two-thirds of die accidents, incident to street car operation. In this case, however, the broader definition of the word acci dent had been applied; one-third of the employee* thus were responsible for two- thirds of tbe accidents, which involved property damage, personal injuries to employees and tlie public, and interference with operation. A further study revealed the fact, however, that of this group of high accident men the majority of them utilized more than the average amount of power In operating their cars. In other words, the high accident men were tbe non-efficient men. In a study recently completed among a group of taxicab companies, it was found that 10 per cent of the employees were involved in more titan 32 per cent of the accidents, 20 per cent were involved in more than one-half of the accidents, and 30 per cent were involved in 65 per cent of the accidents. Again we find that a small group of men were responsible for a large percentage of the company's accident experience. Furtliermore, we find that this same small group of men were rated as the low producers of company's business. In our search for the accident-prone employee, therefore, we frequently find the employee who because of his method of work is more of a liability than an asset to his employer. In recent studies, it has been ascertained tlwt a man is an accidentprone employee because of certain characteristics, habits, lack of training or attitude. These various undesirable attributes might be classified under three general headings; physical defects, lack of training and personal attitude. Physical defects may be subdivided into two classes; those resulting in physical disabilities, and those resulting in mental disabilities. In the first class is a group who, because of physical defects, are not capable of conducting the work to which they are assigned in a safe and efficient manner. For instance, a man with defective vision docs not usually make a safe and efficient operator of a motor vehicle. An j-iutGmoth'C and Machine Shop Section 385 employee who has difficulty with the muscles of his back is not a cue to assign to the lifting of heavy materials. These facts if observed are usually ascertained by physical examinations and piupcr remedies can usually be applied. The second group are usually more difficult to determine. They include employees who fail to give proper attention to their work because ot some physical impairment. This may not actually interiere with their work but in many cases causes them to worry. The case of a niotormau interviewed during the study referred t<> libote U an example of this type oi accident-prone employee. This employee had suffered for several year* with a slight hernia. Several years Iwfore he had been refused employment. Following a physical examination, he had been successful, however, in securing a position on the railway property and it was considered that his physical condition would not interfere with the operation of a street car. This man. iMiwevur, was attempting to support a family and give proper medical attention to a crippled daughter. He had been tokf that eventually the company expected to remove from hs payroll all employees who were found to have his physical disabilities. This was not the intention of the company, but he believed the statement, and, there*.ore. it was a fact to him. In review mg his accident experience an unusual condition was found, namelv; that 50 per cent of his accidents occurred during the first hour he was at work and 40 per cent during the first hall hour. With this information and an actual knowledge of his physical condition, it was easy to ascertain that a small physical inconvenience noted shortly after he arose in the morning produced a worry as to what would happen if he should lose his job. With exercise, the physical incon venience was overcome within ait hour or so. at which time he apparently ceased to worry and concentrated his attention on his daily work. From that time on he was a verv efficient motorman. The second major class of accident proneness that resulting from defective training. To say that an employee has bad 15 years of experience in his particular work docs not justify the statement that he is qualified to do it efficiently and safely. Improper training at the time of his apprenticeship combined with 15 years of improper habits, would easily explain his present pronencss to accident. It is freqoevtly found that an employee may know bow to do a targe portion of the work to which he is assigned but he is not qualified to undertake some particular phase of h. For instance, street car motormen have been found to be capable operators in nearly every particular but have never learned the secret of operating an air brake properly. The fact that their experience shows they are frequently involved in cottbion accidents is a check on this phase of accident proocness. _( The third group as classified under the heading of attitude may be subdivided Into those who have an unfavorable attitude toward tbe public, those who have the wrong attitude toward thetr employers, supervisors or fellow workers, or those whose atti tude is the result of worry brought about through home, financial and other purely personal conditions. _ The first of these groups are usually fairly easy to determine and include? those employees who do nnt recognize their responsibilities to society generally. The" second subdivision are throe who ire disgruntled with their work, and Have antagonistic attitudes toward their supervisors, or are dissatisfied with the conditions under which they work or the compensation paid to them. Employees of litis group do not usually produce the most efficient work nor are they those whom you would expect to fiud an the particularly low accident classification, unless their attitude lias by some means been changed. The third sob-group may involve some of the best workmen cm the industrial payroll who, however, because of their permanent or temporary conditions producing worrv, are not capable of carrying on their daily activities in as efficient and safe manner a* might be expected of them. It is difficult sometimes to determine the men in this group, or after having determined them to ascertain tbe real underlying reasons for their attitude ot mind which produces their apparent accident-prone condition. 386 Twentieth Congress--National Safety Council The first problem confronting the individual who would study accident proneness among hc$ employees is that of determining who are his accident-prone employees. The introduction of a properly maintained recording system aids in locating the accident-prone employees, or in other words, the men who are subject to frequent personal injuries. For a thorough study of this phase of the problem, however, it is required first of alt that records be kept of all injuries no matter how slight, as frequently we find that the underlying causes of the minor injuries are as important as the underlying causes of a major injury or fatality. The problem of ascertaining who arc tlie accident-prone employees, when we do not confine the meaning of the word accident to "pcrsooal injuries**, is a more difficult one. It may involve a study of the men's operating efficiency measured in proper terms; as, in a street car railway, his power consumption, in a taxicab organization his record as a revenue producer, in a machine shop his production record, etc. In addition, it involves a fairly intimate knowledge by the supervisor of each man under his jurisdiction, including a knowledge of their ability both physically and technically, a knowledge of their attitude* ami impressions toward their work and frequently some knowledge of their home condi tions and environment. This does not mean necessarily the development of a comradship but rather a proper relation between employer, supervisor and employee. The second important problem involved in the study of accident prevention is the development of proper methods and treatment. In a great many accidents, the "acci dent repeater** when hi* "disease'' ha* become sufficiently pronounced, has been treated by removal. This method rather follows the old theory that a square peg cannot well be placed in a round liole. A little study, however, frequently shows that to send a square peg to a carpenter shop and lave its edges turned off, so it will fit the round bole, is cheaper than to buy a new round peg. Translated into industrial terms, it is frequently more economical to retain an employee whose hiring, training, etc. to date represent a definite ime>tment to the company and to treat his accidciit-pronc characteristics, than to discharge him and employ a substitute who may develop just as bad or perhaps worse cltaracterisiics. Viewed entirely iron an economic stand point and forgetting for a moment the humane viewpoint, it is simply a matter of dollar* ami cents. How much will it cost to correct the accident-prone characteristics of a given employee and make him a sate and efficient workman? Will this cost be greater than to hire a new man and give him the nccevsarv training? In general, the method of treatment may be classified under four particular headings as follows: Physical correction: Initial and periodical physical examinations are considered desirable by many industrial executives. From these examinations an estimate can be obtained of each employee's physical condition which would indicate the need of corrective measures. The general physical examination may also indicate the need of more specific examinations of certain individuals. The determination as to who, the employee or employer, should be responsible for the expense involved in the corrective measures is one which can be determined only by a review of the individual case. Rctmmwt/z It may frequently be necessary to provide retraining measures in the case of ceitain employees. In some instances, this may take the form of a reinstmeticn class to be conducted in connection with the apprenticeship school, although experience lias shown that this method has proved the least desirable as it may he a source of embarrassment to the employee involved. Perhaps a better method is to assign the retraining to several of the first grade employees by having cadi of them work close to the employee requiring the training, watching his activities and guiding him in his future work until such time as it is felt he as capable of carrying n his work unaided. Adjustment of conditions: A study of accident prevention among employees will frequently indicate certain condition* of employment in which a man is working which Antomotiix and Machine Shop Section 387 decreases his attention and causes him to be inefficient and, therefore, accident-prone. Alter such conditions have been determined, it is usually a fairly easy task to develop methods for adjusting these conditions. It may require the transfer of a man front one department to another where lie is either better suited to the work nr where ms temperament wilt allow hint to work better under the new foreman or supervisor. In other instances, it may be necessary to clwitgc his time of work. For instance, to studying the case oi a taxicab driver who had a large number oi accidents it was found tliat he was working on night turn and that in the day time lie conducted a chicken farm located on the other side of the city. As a result, lie spent the day in working on the farm then rushed across tlie city in order to take his car out for night duty. He was a high accident man and a low producer. The company had him transferred to day work and told him he would have to choose between operating a chicken farm or a taxicab. He chose the latter and lie became v much better revenue producer. Change iit attitude: This is frequently tlie most difficult phase of treatment in connection with: accident-prone employees. It may involve considerable effort on the part of supervisors ami executives. It requires the development of some method to bring tlie particular employee into closer and yet respectful contact with his superiors, and to educate him gradually as to his duty to society and to Ins company, frankness and honesty in treating such cases is usually of paramount importance. In closing I trust I Itave not painted a picture of a phase of accident prevention work which the average employee will consider impossible of application. It is easy for us to think of the correction of accident-prone characteristics as the third step in the development of salety work: tlie first being the correction of mechanical detects, and the second the mass education of all employees. As in the cases of the first two steps, it will take considerable time before employers generally appreciate the value of studying accident-prone characteristics and of taking corrective steps. There arc mattv perhaps who will feci that in its present development it is too theoretical for tbeir consideration. There are others who will feel that U is difficult am! expensive for their application. On the other hand, summing up, the study of accident pruneness am! its correction in reality involves simply a better knowledge of the working force and a realization of hie problems confronting them. Discussion C. D. Clevxnc** (Bankers' Indemnity Insurance Co.) : How do you go about making these studies of individual employees so as nut to antagonize them? Ma. Cole: That is an important phase of having employees. If you go at them rough shod and convince them they are about to be discharged, you will likely antagonize them. It is a matter of proper relationship between the employee and tlie supervisor. We have had little difficulty in that regard. In a few insUticcs, men have become a little disgruntled, but \vc have proved to them we an: not interested in separating them from the job but ratlier in making them better employees. ft takes time to convince them of that fact, but the results are good; even the most hard boiled will Come around sooner or later if tackled right. Mb. Clevikcer: Can this be done by direct discussion between the employee and his foreman? Ma. Cole: Yes, after having ascertained the facts. You can call the employee in. preferably through his superintendent, and sit down and discuss with him. If he has done & thorough job in examination, you liave the facts. The facts arc usually sufficient to convince the man you know what you are talking about. It is a personal matter between the employee and the man making the investigation. E. D Koppelmevkr (Illinois Manufacturer#: Mutual Casualty Association. Chicago, III.) : Wc frequently make analyses and give a great deal oi imjxirtancc to the fact 388 Tw entieth Cotigress--National Safety Council tint some group of employees have been on the accident list more frequently than others. We went down to Kcwanee and approached them on that subject, and tire superintendent said, "Our best employees are hurt the most-" They are in the clothing industry. They found the best sewing machine operators were injured most I would tike to hear a word about that with reference to the accident-prone employees. Mb. Cole: The high accident man is the low producer or the inefficient employee. Extreme production or earnestness on the part of the worker will produce more accidents; piece work might cause some employees to be injured more frequently than others. On the other hand, before granting that, it might be well to look into the efficiency of the man as a producer. He may be producing momentarily, but how about the quality? I do not say it is a iact, but a matter to be looked into, as well as the production of the product. Hoy D. Neste* (Peoples Motorbtts Company, St Louis, Missouri): I would like to ask the speaker what he would recommend to overcome mind wandering, where die employee is operating hts machine, but his mind is on otfier things. Mr. Cots: Have you found out where his mind was? M*. Neste* : Yes. he was wandering if Msble and Fred go to picture shows every night, or what made the superintendent look at him Hire that. Reasons for Inattention Mr. Cole: Very few of us hare an absolute vacuum up here unless we are behind the bars in an insane asylum. When you say a man is not paying attention to his work he is paying attention to something, but not the particular job for which vou hire him. It is a matter for individual consideration; it is a matter of finding out what tliat man is giving major attention to, and taking steps to remedy the condition; or find somebody else to give maximum attention to the job. Wc had a street car motorman under investigation. He had a very high accident record early in the morning. In analyzing his situation, we found he was playing poker into the wee small hours of the morning. The company did not object to his playing poker but they did object to his playing poker so long that it <fid something toxins work the next day. They convinced him he had to play poker at a more suitable time or give up driving street cars. C. A. Montgomery (Western Electric Company, Hawthorne): What would you say about recommending the study of psychology to offset the detrimental effects of improper thinking or lack of thinking? Mr. Coir: I think the study of psychology by safety engineers or others dealing with this problem is very desirable. On the other hand, I think we may allow our selves to be so absorbed in that interesting study that we may overlook the practical application of it in our daily work. If wc study it with our fingers crossed and one eye on the practical side of it l think it should be very valuable to us tn accident prevention work. _ 1 do not think it is a subject to recommend to the general run of employees as u means of preventing accidents: but I do think it is a subject which can be well recommended for study by the safety engineer or his immediate supervisor. If. C. Winfield (Olds Motor, Lansing, Michigan) ; Isn't it a fact that the man that plays poker most of the night is the exception rather than the rule? Doesn't the man that works oh tlie same job a certain part of the time become automatic? Mr. Colk: The man that played poker was just one of a number of cases. In catch case studied, we found that some very definite cause was at the base of his acctdent-proneness. Chairman Fracher: Mr. Cole, wc are grateful to you for your efforts, and wish to assure you that the National Safety Council thanks you. It gives me a great deal of pleasure to introduce to you Mr. Ray H. Sullivan, who will now address you. Automotive and Machine Shop Section 389 Accident Prevention from the Viewpoint of an Executive By RAY H. SULLIVAN Personnel Director, Fisher Body Corporation, Detroit, Mich. There are probably many different pictures appearing before different minds when wc consider an executive. To some of us. an executive takes tlvc form of one of those person* m the organ* uation who may take afternoons off for golf, leave early to i ttend football games, and enjoy similar seemingly unrestrained liberties not common to the rest of US. To others, the executive appears as a sort of lucky individual who. through some pull, or at least not because of any outstanding ability, got a promotion. It seemed to roc quite necessary, therefore, for us to have a sort *>f common under standing of what we consider ait executive before we can safely look at accident prevention through his eyes. For our purposes, an executive is a person responsible for getting definite results from the efforts of others in the operation of a business. Even definite results may be open to various interpretations. Some executives consider they have accomplished definite results when instructions arc properly car ried out. Others would not consider results complete unless tlieir own foresight and initiative were applied to that part of the business for which tlicy arc responsible. So we will definitely fix this executive's job. the job of this person who accom plishes his results through the efforts of others. It is axiomatic that the successful executive must operate in such a way as to obtain and retain the business for which he is responsible. Easily stated but somewhat involved. There have been many discussions as to the real objective of a business itself. Is a business organized to render a desired service, or is it organized to make a profit? Most of us would probably say both. Wc would also be likely to place its profit making purpose first. But after all, there would be no business unless the service rendered were required, or at least desired, by some customers. There would certainly be no automobile business if people did not want automobiles, and of course no chance for profit. Without attempting to decide whether or not any business is organized for profit or for service, I think we can safely say that the personnel operating a business is distinctly selected for service. The objective of the executive is decidedly to render service. He is on his job because it is assumed that he has certain knowledge and experience necessary to supervise and guide the efforts of those persons in Ins juris diction toward some usable service or product. I realize that such a conception may be construed as opposed to the thought that each of us is on our present job because of the financial return, hut I'm sure we will all agree that the real reason we are on our jobs is because of the belief on the part of our employers that we have certain knowledge and experience which is required to run our part of the business. * From this base, it should naturally follow that the business operated by executives with complete knowledge and experience would be profitable. _ To do his job properly, the executive must operate to the satisfaction of all parties concerned. The parties concerned are the buyer of tlw company's services or product, the seller, and the public. From the buyer's viewpoint, the services offered H*t he what b<* wants, be promptly available to him and procurable at a fair price. Probably the buyer's first consideration Is prke. The services or product of the executive's `company must be priced as low or lower than similar service or product could be purchased elsewhere. The responsible executive then is immediately faced with the economic problems of his job. He roust execute that part of the business for which he is responsible at a cost which will permit him to be on a competitive IjOsis with others. There are two methods at his disposal for this accomplishment 390 Twentieth Congress--National Safety Council First: the dissemination of Iu$ own knowledge and experience to those in hts jurisdiction by direct contact and instruction. This method presupposes his ability to direct the efforts of others so that they in turn will properly perform their jobs at a competitive price. Second: the purchase of sufficient knowledge and experience by employing execu tives of lesser grade to do the actual directing and supervising of workers. Obviously, the breadth of the executive's operation is a factor in the decision as to which method will be used. The manager of a large industry necessarily could supervise and direct the workers in that business only through the medium of superintendents and fore men. These superintendents must have sufficient knowledge and experience in their particular branch of the business, and in turn may require foremen with sufficient knowledge and experience to assure tile performance of thc-ir particular responsi bilities. The differences between executives' responsibilities are only in size and scope, not in nature, regardless of their grade. The foreman, within his own jurisdiction, has exactly the same general responsibilities as the manager within his. The manager's responsibilities are the sum of those of the other executives. The executive, from the foreman up, is faced with the necessity and responsibility for supplying sufficient knowledge and experience to execute satisfactory service to the buyer, either from his own efforts or by surrounding himself with an organization having sufficient knowledge and experience to provide it. The ability of the executive, then, to satisfy the buyer or perhaps, indeed, his ability to even sell his product to the buyer depends upon the degree to which his own and his purchased experienced is effective. This is true whether it concern the application of the foreman's knowledge ajtplied to the superintendent's jurisdiction, or of the worker's knowledge and his willingness to produce applied to the foreman's jurisdiction. To whatever degree this supervisory knowledge and experience is effective, will depend the ability of an executive in satisfying the first requirement of the buyer which is that he be able to puidiasc the product or service at a fair price. In many cases the cost of operations from an executive's standpoint and the price of u product or service from a buyer's standpoint are the factors which determine the inability of selling the product or rendering service, at all. An executive, assuming the organization responsible to him has sufficient knowledge and experience to enable them to properly moke a product or render a serv ice, must be certain that his organization is able to make this product or render this service at a favorable cost. In a general way the cost of a product or service can be said to consist of direct labor, indirect labor, materials, burden or overhead. The cost of direct labor can be seriously affected by the possibility of accident. Because the performance of direct labor is probably the best understood of the factors entering into costs, and oftentimes, indeed, the executive's appointment has been a result of his job knowledge or knowledge of direct labor application, it isn't so difficult for iltc executive to control. This applies to ail activities of direct labor, including accident liability. ' The first consideration on any job. from tire worker's standpoint, is money possible to be earned. Theoretically, these earnings should be determined by his relative ability to do a job. It there is sufficient knowledge with relation to any job as to what could aixl should be produced by an average person, working comfortably, and this knowledge js used as a basis for setting up a task which, in turn, determines the price paid for that task, and there were no other factors involve!, it would be easy to believe that the worker would be paid in proportion to his ability to produce. The method of wage payment, under ihu assumption, would not affect the fact. It is dearly the accepted duty of the executive on the job to see that Use worker is earning anil receiving proper pay for his work. There may be many reasons for a worker's inability to earn average earnings on a job. His failure may he due to belief on his part that lie can cause an increase in Automotive ami Machine Shop Section 391 piece price to be paid by holding back, and that his very failure to earn will cause such an increase as indicative of the impossibility lo "make out." Special conditions sur* rounding a job at a given time, such as non-uniform materials, lack of materials, lack of tools, and many others may be tlic cause. His failure to earn, however, can be caused by accident hazards on the job. The presence of an accident hazard may cause a legitimate lowering of production due to the degree of care in operating to avoid accident. Pertiaps fear of accident causes the operator to slow down. Without attempting to inject the controversial question as to whether or not accident prevention devices may slow down production, this result surely can follow the lack of such devices in many cases, and an increased direct labor cost surely follows. Personally, 1 would like to see an operator on a hazardous operation, thoughtful and careful enough lo avoid risks of accident, slow down his production, rather than attempt to maintain a speed sufficient to distract his attention from the danger of accident and make hhn forget necessary care. It isn't difficult to visualize the devastating effect on a business if a large number of workers simul taneously slowed down for fear of accident or any other cause. A person who has been injured on an operation, even though only slightly, will naturally, if he is at all careful, slow down in the performance of the same operation and in the presence of the same accident hazard. Even a slight scratch, particularly if it requires a bandage, and on a job in which a bandage might be in the way, would certainly slow down the operation. _ There is then a very definite necessity for the executive to adjust his viewpoint toward elimination of accidents from the very first consideration of labor economics, which may seriously affect both the buyer, who will buy only at a right price, and the selIer, (or part of the seller, the workman), who will not, perhaps cannot, produce to his capacity, thus making the direct labor cost high. Without going into tangible figures, the executive's viewpoint with relation to the economic effect on the direct labor worker's morale, as a satisfied seller of his labor, is important. Even if only considered from the standpoint of effect on morale of tlie worker w hose earnings might be seriously affected on account of lack of safe working conditions, there would be sufficient justification for decisive action on tire part ot tiie executive. Indirect labor may follow most, if not all, of the trends of direct labor. In fact, in so far as the executive is concerned, much labor charged indirect from an account ing standpoint is quite direct from a supervisor's standpoint. Truckers, for example, require a very direct supervision. The tasks imposed on indirect labor may be just as definitely set as for direct. The slowing down due to presence of accident hazards max* be similar. For our purpose, I believe we can group indirect labor with direct, and the economic factors will be found to be identical. For our purpose also, we may consider the item of materials entering into costs to liave been carefully studied. At any rate, wc need not consider materials, except their handling, for exposition of the executive's viewpoint and therefore will not spend time on such consideration. Burden or overhead, however, is more illusive. It is composed of many different factors. Some of these factors, such as rent, insurance, depreciation, etc., are not completely controllable by executives There arc many factors entering into this burden or overliead, however, which are controllable. The consideration of these factory Is often the most troublesome with which the executive has to deal in the study of his costs. Many factors entering into the burden or overhead arc greater or less in accordance with the understanding and actions 6f the human factors in the organization. ,. Some of this overhead consists of compensation costs, medical costs, rehabilitation, safety inspection and other items directly dcpeivdent upon the degree to which the in dividual worker operates without accident. It becomes decidedly the duty of the executive, then, to be certain that his workers arc intelligently and effectively doing their work with a minimum of cost which might arise from such things as accidents. 392 Twentieth Congress--National Safety Council it was undoubtedly this consideration and the efforts to minimize expense due to ac cidents which were responsible for the inauguration of safety engineers, etc. in industry. Responsible executives attempted and are attempting in this way to eliminate or minimize the expense or costs which arise from the failure on the part of the workers to work safely. It is surely his job, no one else is there to do it. The enormous cost of industrial accidents reflected in overhead expense lias done much to stimulate a lively interest among higher executives in the promotion of safety and safe working conditions. Executives carefully examine accident reports and causes in an effort to devise ways and means to reduce the expense of accidents. A compelling reason for this is because the possibility of eliminating or minimizing accident cost presents to him a means for reducing his overhead or burden. Ail ex penses brought about because of accidents or unsafe working conditions are naturally distasteful to an executive, but he Is of necessity obliged to recognize and reduce this type of expense because of its cost. From the executive's viewpoint, it is possible that costs because of accidents alone could be of such magnitude as to create such a great differential between tfo costs of lis product and that of his competitors as to make it impossible for his company to sell their product From Ids viewpoint therefore, it is immediately evident timt he must if for no other than economic reasons, be certain that his operations are safely performed. He recognizes that he cannot exist or hold his job unless this is accom plished. I like the defimtkm of an executive which does not stop at the mere statement that he is responsible for getting definite results from the efforts of others, but adds, "without the use of authority to offer hope of reward, .or fear of punishment.'* If we assume that the worker as part of the seller must be satisfcd, and further, this satisfaction should come without resorting to the use of authority to offer hope of reward or fear of punishment, it follows that the conditions surrounding him must he such as to make bim feel safe and happy. The executive, being responsible for both the buyer and the seller, must naturally ask himself--what it is that may be necessary in order for his workers to feet safe and happy, and what must he, the executive, do to accomplish tin's. In this discussion we have not attempted to show the economic results of the effect on the morale or spirit of worker? in an organization where this group of workers are working with poor spirit or low morale. It was not considered because the amount of this effect financially is so intangible as to leave it open to dispute. It would seem to me, however, that intangible tlough it may be. the depressing effect on spirit and morale in any organization due to accidents and lack of safe working conditions would be sufficient without any further consideration to cause the executive to so organize his jurisdiction as to provide safe working conditions. Certainly he must do so if he is to satisfy the seller. " Wc have only briefly touched on outstanding economic factors which are the foundation of the executive's viewpoint with retatio*i to safety. Another serious con sideration and one which to my mind is perhaps the most serious one affecting the executive's viewpoint Is that of human pain and suffering caused by accidents. Even without consideration of the financial angle, 1 believe any executive must be impressed with the physical pain and' suffering accompanying accidents. Certainly, successful executives are unanimously impressed with the necessity for maintaining their responsibilities without accidents because of humanitarian consideration onlyUndoubtedly, the very consideration from a humanitarian standpoint which these exe cutives use in organizing to prevent accidents indicates the reason for much of their success in handling wage questions and other problems which are definitely tied in u ith the fondling and with the control and direction of the labor of human brings. The third party to the transaction, the public, must also be satisfied if any business is allowed to continue. Perhaps the public may not know the economic? of any business, but they surely will get to know of Ihe prevalence of accidents, and the Automotive and Machine Shop Section 393 formation of unfavorable public opinion will follow. The public may only measure a business in terms of pain and suffering became of accidents to its labor, but the executive in a business will find his tasks immeasurably harder Wfon this public loses faith in his ability to safely operate his business, and his business must suffer when this public confidence is gone. The executive cannot "duck" his responsibility do the buyer, the seller, or the public, without disastrous economic results. What executive is there who will not, from a purely humanitarian standpoint, eliminate or minimize accidents when he pictures in his mind's eye the items sliown in accident reports. What executive is there who can visualize a bowlful of eyes, or a basket of fingers, or a truckload of limbs without a firm determination to put a stop to the causes of such things. The executive knows that the responsibility for these things is on his shoulders and consideration of the factors entering into accident prevention definitely molds his viewpoint. From his viewpoint, they are an economic drag on tlte business, they are a scurge to human beings and they must be eliminated or minimized if the executive is to continue as such. Chairman* Fracher: Mr. Sullivan has given you a very good idea of cxcculhe viewpoint ou accident prevention. He has given you a picture where it reflects in the cost, and I think he will be very glad to answer a limited number of questions. V. C. Kelsey (Commercial Casualty Insurance Company, Chicago): I know of an outstanding case where the National Safety Council's program Had a very direct influence on production cost. It is *o outstanding that T think it might be well to mention it Some time ago we were called upon to -.cept a risk The plant had actually been out of operation for about ten days; that is, wlere any machinery was involved, due to the fact that there were no insurance companies willing to carry it. One of our engineers went out there and made an inspection. and had a discussion with die management. They agreed to do the things that we suggested. I might say the program was quite intensive. They actually rearranged die shop and machinery. In about two or two and one half j-ears they have only had a half dozen minor injuries involving cuts and scratches, and have increased their production twenty per cent. Chairman Fracher: Do you think that was due also to the backing of the man agement? You mean it could not have been accomplished otherwise? Mr. Kelsey : Absolutely. The management had to agree to operate and do all they could. Orairman Fracher: Mr. Sullivan, wc are deeply grateful to you for your efforts this afternoon. It gives me a great deal of pleasure to call on Mr. Samuel Morgan, who will now address you. Safe Practices in Machine Shops By S. MORGAN Director of Education, Buiclt Motor Company, Flint, Mich. It was a difficult task for the pioneers in the Safety Movement to put titer ideas across in placing the mechanical appliances cm the machines. The shop men jeered at the devices they designed. It was much harder to convince the shop men than to guard the machines, but they kept at it so persistently that they finally achieved their goal. I think that in the beginning the humanitarian ride was stressed but later the economic side of the picture presented itself. Many of us remember the effect that a maimed man had on the morale of the entire force when lie came back to work with the promise of a job for life. It might be good practice to appoint a Supreme Court Judge for life, but it is certainly bad practice in industry. Xfuch has been done to rehabilitate these met), but a much greater work has been done through accident prevention. Comparing the machine shop of today with that of 25 years ago, 394 Twentieth Congress--National Safety Council we find that there has been a marked improvement in the matter of safety devices, so that it is more djfbcult to become injured today than it was then. At this point X would like to mention the -very fine work that has been done by the machine tool manufacturer. There has been a tendency on hit part to keep the safety of the. operator in mind, in order that the user of the machinery may have protection for his men against'accidents. One of the most striking- cases that comes to my mind as a hazard on a common type of machine tool is the old style of feed mechanism at the etui of the cross rail on a planer. For years, the type was used where there -was a mechanism on the end of this rail consisting of two or more gears, which ran in engagement and were operated by a control on the end of the rati near the gears. The moving of thk control would cause the gears to feed intermittently through a ratchet and cause the tool to travel across the bed of the machine. Many times the operator of this type of f eed has reached up to disengage the gears, without looking, and thrust his fingers into them. No attempt was made to correct the situation, as this design seetned to be a common standard and was placed on nearly all the planers that were manu factured. Since then, a new type of feed mechanism has been brought out where the gears are encased in a housing, making It almost impossible for the operator to hccome injured, even though, he reaches up to make the engagement without looking. This just brings out the point in the evolution of safety devices being built into the machine tool. Today with the modern designing, the safety factor is brought in right on the drawing before the machine is built. They do not wait until the machine is finished and then walk around it and pick out the hazards. With this m mind, we can sec that there is a tendency on the part of the machine tool builder to make safety a matter of forethought rattier titan one of afterthought. This is giving safely first consideration. Take another illustration--the grinder. The first guard was nothing more than a piece of sheet metal wrapped around the wheel and bolted on to protect the operator's eyes. J an emery wheel would burst, something usually happened, but no thought was given to that phase. Today we have safer wheels and the guards are designed string enough to keep the piece* in the case so they cannot fly around the shop in the event of a broken wheel, in the grinders that arc being built today, the matter oi safety is regarded as a prime factor. A great deal of attention has been given to hydratrHc pressure on machine tools to cause motion iatfacr than grrlumical devices. This is true in the later iVii*'iiTng more than m the earlier. The ac of hydraulic pressure eliminates the gears and lever* that have bmeu the camne of some of the shop accidents. It has a tendency to cfanmtte the hazards, m the fewer gear* you have, the safer the machine. In thr handling of material*, boxes, pas* and crates are used, rather than ptHng them Tbs* bn* profenMy been done for two reasons--safety and economy in handling. This prevenu fire lnrifin tbat might happen tc the passerby from falling stodc. The method 6k handling material on conveyors is being used quite extensivelyThey add a feature of safety to the shop by carrying the parts on well constructed and substantial Hnes overhead $ad even on the outside of the building. During the development of mechanical devices, the.manufacturers of cranes and chains have pot much thought into their product in developing material that will stand tip tndcr tire service that is expected of it. But. with all these mechanical appliances, there is always a cltanee for*"the operator to make a slip and be injured. This brings roc to the human factor of the subject. Some time ago I read an article by Curtis Billings which m part stated that the roost effective safety education work has logically been done by and through the schools. Despite the increase in automobile accidents in 1929. fatal accident* of all kinds to children of school age decreased 11 per cent. This in itself is proof that education and training is a very important factor and might well be applied in the machine shop to a much greater advantage than it has in the past. Automotive and Machine Shop Section 395 Quite recently 1 beard of an accident where a man lost both hands on a press where a mechanical device was placed ou the machine which necessitated his using both hands to engage the clutch. But after performing this operation, lie saw the work out of place on the die and reached hi with both hands to adjust it. The result was disastrous. It seems to me that here the slogan "Safety First" failed and turned out to be "Safety Second." We all know that in operating an automobile the move ments become involuntary and we do not have to stop to think before wc move the foot from the accelerator or the brake. In other words, we have formed the habit, and 1 am sure we can form safety habits the same as any otlrer if we put enough thought into the matter. I am quite sure tlie accident 1 mentioned would not have happened if tire safety impulse would have registered first. We wilt never be able to explain or understand why and how the human mind reacts, but we can do much in the way of training and helping the man to form habits, so that, we can feel reasonably sure that the impulse or involuntary movement will be in the safe direc tion. Then "Safety First" will be more than a mere slogan. The question of the proper impulses governing a man's actions will depend on the habits lie has formed. If he has been trained and instructed to do his work in the safe way, when the occasion requires him tc do something unusual, his habit of safety will regulate the impulse which is about to manifest itself. When he has acquired these habits of , safety, he will then become what we might term, "safety conscious."' That is, whatever Hi$ actions may be, his first thought will always be, "Is it safe to do what X am about to do?" This safety consciousness must find its way into a man's mind through instruction of some type. Various forms of instructional methods have been used both singly and collectively--mass meetings of employees, wherein information is imparted with regard to hazards in their work--posters placed in different locations, pointing out the hazards--meetings at which motion pictures are shown--special safety articles prepared for the factory paper, and instruction by the foreman are the most popular form*. The foreman has always been considered the "key" man in industry because he is the contact man between the employee and the employer. It has only been in recent years that very much attention has been given to training programs that would aid him in the discharge of his duties. At intervals, campaigns have been put on where stress has been laid on one of his functions, such as, safety or (He dtaamricia of waste, and at the close of the campaign he would settle back to his previous status- Campaigns arc sanpiy bolster* for the weak foreman. When he has learned to delegate the responsibility of the machine to the operator for both quality and qtantity. he will find time enough to perform all of his other duties. Then safety will be given the time and attention neomary without submerging any of his other duties and safety campaign* will not be unr. InainuvH as only 10 per cent to IS per cent of alt axidcnU can be eliminated hr mechanical means, it therefore becomes necessary to direct our efforts of accident prevention mainly against the SS per cent to 90 per cent class. This effort calls for education of the individual nun to see that he perform* hi* work in the proper and safe maimer. This educational work can be most easily accomplished through tire tostruction of the foreman, because he should know the hazards of the methods of operation of machines and equipment under his jurisdiction. By imparting that knowledge to the men and then being sure that the man i* following hi* instruction*, he can materially reduce this large percentage of accidents. * Our foremen Have always been vitally interested in accident prevention and in the past ten years according to the figures of our Safety Division, he has been instrumental in reducing the frequency rate (number of accidents per million hours worked) ?0 per cent. In a like manner they have reduced the severity rate (number of days lost per thousand hours worked) 50 per cent. In September. 1930. the responsibility for accident prevention was placed more definitely on the individual 390 Twentieth t irnyrcjs-Satwnal Safety Council foreman. He ha* been btki mure strictly accountable for unsafe conditions that cxi*i and fur accidents that occur in his department. As a result of placing this re>jn`liability directly upon the foreman, a further decrease in accident rates has Lent noted. Comparing the nine months from September. 1930, to May, 1931, with a similar nine months from September, 1929. to May, 1930. the frequency rate has drojipcd from 13.71 to 10.92 accidents per million hours worked, white the severity rate lias dropped from 098 to 0.91 days per thousand hours worked. Every foreman is held strictly accountable for the condition of his department. It is hi* )<4> to see that a!) safety devices are in good working order and that equip ment, such as chains, cables, ladders and ropes are not likely to cause injury through failure. It is also his job to see that his men are properly equipped with protective clothing wherever it is necessary, according to the standards recommended by the Safety Division. In this sense, he is really a representative of the safety engineer and is responsible for the man's safety in addition to hts other duties. Supervisors arc appointed in the factory who periodically inspect the plant. Rotation of these men injects new blood and is productive of new ideas as their work progresses. A cof.y oi their recommendations is sent to the factory manager, the foreman and the safety engineer and when the foreman has completed the work, he in turn sends a memorandum to the same parties stating that the request has been complied with. Safety is again brought to the foreman through our executive training program. Tins course is carried on by the conference method where the foreman has an opportunity to bring his problems up for discussion. This method Is working very satisfactorily in our plant and I feel that we are amply repaid for the time and money that is being spent in this way. ` * ADJOURNMENT Automotive and Machine Shop Section 397 Thursday Morning Session October 15, 1931 Joint Meeting of the Automotive and Machine Shop and Power Press Sections WALTER J. GRAVES, Chairman Michigan Mutual Life Insurance Company, Detroit. Mich The joint meeting of the Automotive and Machine Shop and the Power Press Sections was called to order by Walter J. Graves. Michigan Mutual Life Insurance Company, Detroit, who presided. Cbauuan GRAVES: Following the usual custom, we have this morning the joint session with the Automotive and Machine Shop groups. The general subject of Use meeting is "Machine Guarding." It is an old subject but there are always new and important problems. We have often heard the saying that if you have good super vision, guards are not necessary. That is hardly true because you cannot always count on the supervision. There are always lapses; in fact, we all have lapses, and to take care of that, guarding is very necessary. . The first speaker is Mr. E, J. Smith of the Hawthorne Works, Western Electric Company, Chicago. Mr. Smith has the background of one of the largest and prob ably the fioest factories in Chicago or middle west, with a very large machine problem and where things are very highly developed. For that reason he should be able to bring us ome very interesting things tlus morning. Recent developments in Power Press and Machine Shop Guarding By E. J. SMITH Director of Safety and Health, Hawthorne Works, Western Electric Co., Chicago As your chairman pointed (Hit, there have been plants that have teen almost accident free with very little guarding because of dose supervision. You want to remember though the statement made yesterday by a speaker that 85 per cent of accident* are due to the human element The guarding only represents 15 per cent of accident prevention work; but he failed to say how-this would average if we had no guards. I can see a wonderful value in building safety into a die or tool- I can see not only its practical value, but alco its psychological value, and 1 liope to be able to impress upon you this morning that if we have done nothing else but the building of guards on our machines, we have created in the minds of the workmen the thought that the management is doing everything in its power for their protection. I heard another speaker yesterday give his three fundamental rules for safety. They were engineering, education, and enforcement. He called them the three "EV" I want to add another "E." It is one that I have preached every time I was on a platform, and that is "Enthusiasm." You must have enthusiasm in this work. You must be sold on it, and you must be a part of it. I don't care how much fire and vim you get into your body when you go away from this meeting--if it doesn't be come an integral part of your soul you will not be a safety man. It has got to be a part of your every-day life, just as much of your duty to yourself and those report ing to you as any prdBuctkm order you have in your files. That is the kind of en thusiasm that is going to put across a safety program. That is the kind of thought I want to leave with you this morning. 398 Twentieth Congress---National Safety Council I hare eleven typical slides, and I think a cross section of the guarding system at H&wtborne. You are welcome to anything we have. If you get any idea that is going to prove valuable to you in your work just drop us a line and we will be glad to tell you all about it. There u no charge for that service and that is what we want to do to help the cause. Now, in presenting these slides at is my purpose to give you the picture from the safety engineer's or layman's point of view. I probably could have had one of our mechanical engineers go into the matter more thoroughly from the technical stand point and give you the intricate workings of one of these safeguards in detail, but my purpose is to show them to you and explain what they are doing for the safety movement. They are typical of those used on all punch presses throughout our plant. That they, along with our safety educational program, have accomplished their purpose is exemplified m the fact that punch press accidents have become negligible. In fact one of our press departments employing a large number of women operators has not had a serious accident within the past five years. Slide No. 1--163625: Mow, slide number one is a No. 20 Bliss Press equipped with front and side guards. The fan shaped swing guard In the foreground consists of light fiber sheet mounted on a light steel frame. In addition to sweeping careless hands out of danger, this solid faced guard arrests flying pieces of fractured dies or broken work more effectively than the open wire type formerly used. The guard is actuated by the operator's foot pressure upon the treadle. Both It and the two side guards are interlocked with the press tripping mechanism so that the dutch can not be engaged until all three guards are in the protecting position. The combination of individual motor drive and solid flywheel is also, we think, a step forward in construction for safety. No unguarded spoked wheel is allowed lower than six feet from the floor at Hawthorne. The splash guard protects the operator's clothing from grease- and oil and at the same time affords an excellent background for safety propaganda. The shaded lump is concentrated on tlte work. These machine lamps operate on 25 volts, greatly reducing the possibility of injury from electric shock. This operator is feeding blanks into the press with a conventional type of tweezer from a supply pan. conveniently located in front of the bolster plate. Slide No. 2--163695: This is the adaptation of an enveloping and telescoping type of guard to blanking work. This set-up is in a No. 21 Bliss Press and, a* in the previous picture, the solid flywheel, splash guard and the lamp are in evidence Slide No. 3--163698: Perforating operation on small sheet metal parts in a No. 19 Bliss Press. The blanks reach the die by a slide feed and the finished parts are removed manually. Slide No. 4--131427: This is the first draw on a telephone transmitter face, a part with which alt of you are familiar, the operation being performed on a No. 83 Bliss Press. The feeding is done by a combination magazine and slide and finished parts are ejected by a die pad and knockout. Slide No. 5--153051 -A: This is a kick press equipped with two-band release. The Iwmdles actuate pawls which engage with the ratchet on the ram. It is quite simple and effective. .* Slide No. 6--149655-A: This is an automatic Baird punch press covered at the rear and sides by a single guard unit composed of several sections hinged to permit access to machine parts. A number of separate guards would actually impede the efficiency of the machine, make accessibility to machine parts difficult, and add greatly to the cost of making the machine safe. Roll stock is fed automatically from reels, seen in the background. Parts fall into the pan below, while sgrap is collected on a take-up reel. Slide No. 7--139730: This slide shows a semi-automatic dial feed with gravity operated magazine. Parts are threaded in a stack on to rods made for the purpose Automotive and Machine Shop Section 399 and set in place in tlte holder over the dial as stown- Weights at the top of (Ik stack exert steady pressure so that parts dip one at a. time into the depressions on the dial, and are carried under the ram. At the completion of the stroke a blast ot compressed air ejects the part from the die into tlte chute emptying into the con tainer below. Although there is no necessity for an operator's hand to approach the panch and die, they are protected by a screen guard. Two magazines are provided so that they may be refilled alternately and the machine need not be halted. This is a stamping operation and the set-up is in a No. 18 Bliss Press. Slide No. S--139736: Here is a combination magazine and gravity feed set up on an inclined press. Parts release from the magazine one at a time by the action of a cam, slide into the die beneath the punch, and are ejected by air at the completion of the stroke. This is a forming operation. It is being performed in a No. 21 Bliss Press. Slide No. 9--171124: Here is an automatic dial feed with topper magazine used in connection with a regular No. 18 Bliss punch press. The operator keeps the hopper filled and the machine does the rest. Parts descend the miniature conveyor in close order, enter the die spaces in the rotating dial, and are carried under the punch. As in the case of the semi-automatic gravity dial feed, at the end of die stroke parts are ejected by compressed air into the chute leading to a container. The chute may be seen as the light projection in the lower left hand corner. Again as in the case of the semi-automatic dial feed, even though there is no occasion for an operator's hands to come in proximity to the punch, it and the die arc protected by a guard. This guard is hidden by the conveyor in this view. The seeming proximity of flywheel to curved guard at left end of hopper is not as close or hazardous as it appears from the angle in which this picture was taken. Slide No. Id--170837: This, and the slide which follows, show a heavy Cincinnati Bending Press equipped with a combination hand operated trip and pipe rail guard. In this view the guard Is shown in the upward or non-operating position. Slide No. 11--170637-A: Here you see the same guard in the outward or operating position. The clutch does not engage until the pipe rail lias assumed this position, keeping the operator a safe distance away. You will note a sheet metal guard at either end of this rail. These guards protect by-standers as well as machine setters from the ends of the descending ram. :Cbaikman Gravbs The next speaker is a man who is so well known thiougli his long activities to various sections of theCouncil that he hardly needs an intro duction. I would emphasize that his connection with the Buick Motor Car Company over many years has given him a wonderful background and knowledge of mechanical guarding problems. 1 am glad to introduce Mr. R. F. Thalner. Recent Developments in Safeguarding By H. F. THALNER Safety Director, Buick Motor Company, Flint, Mich. When your program committee asked me to participate in this program I was just a little dubious as to how far I might go in showing slides that might not exactly come -under the subject at hand. I realized that there were three other men on the progr am and knew that we undoubtedly would get a very fine cross-tectfon of meciianical guarding principles, and 50 with that thought in mind I have not confined myself entirely to recent developments in guarding. I will show slides which deal with recent developments in our plant. One shows the extent to which an employee may become safety-conscious. Another slide shows the extent to which a foreman may become safety-conscious. Still a few' more are on housekeeping, from possibly a newer angle: another 400 Twentieth Congress--National Safety Council is ou what I might term an isolated department or one not In our manufacturing process, and another on fatigue. With the kind assistance of my good friend if. J. McCarthy, from the Fisher Body Corporation, we will proceed with the slides. This is the first slide, which shows a real safety-conscious employee. The article which is being manufactured is an axle for a large truck, to haul a ditch digger, and this employee, wanting to be sure that he or nobody else became Injured (although the motion of the lathe which -was used for this purpose was very slow) took it upon himself to have a temporary gate guard installed and hung up in front of this machine so that it would be absolutely impossible for him, through a fainting spell, sickness, or a mental lapse to become caught between the revolving axle and the bed of the lathe, both of which came very close to each other in the rotation of the work. The next slide shows a view of what we term a "Big Bertha." It is a machine used for rough and finished turning, the pins on our crank shafts facing the cheeks and so on, all in one operation. The machine has eight different cutter arms which operate at the same time, all being fed hydraulically by about 120 pounds of pressure, the operation of the machine from the front being rela tively safe. A condition did arise, however, which was discovered by the foreman, brought about by visitors coming through our plant. The back of this machine faces on the main aisle and there are two doors which can be opened for inspection of the working parts, and as this machine operates the various reciprocating arms present a hazard which would tear a man's hands in bad shape if he were not familiar with what was going on. It became a practice for visitors who came through to want to look into this machine, and the foreman, seeing that this curiosity was difficult to curb, had a glass plate put in the door and an electric light switch put on the outside with an incandescent bulb on the inside. The doors were then closed and remained closed and all visitors who came through after that time could observe the actual working of the machine by peering through the glass and turning on the Switch. This seems to be a rela tively simple thing and it is, but it just demonstrates the extreme to which a foreman can be safety-conscious and be looking for accidents which might be happening in out-of-the-way places, where we are not ordinarily expecting them. The next slide shows the same doors in a closed position and the glass for looking into the inside. This view is one of the housekeeping slides and has to do with the use of a cooling compound. Formerly on this machine four barrels of compound were used to cool the tools. A large tank was set on the floor to contain that com pound, taking up an unusual amount of room. The foreman on this particular job (and all due credit goes to him) conceived the idea of having a basin with an intermediate basin, one haviug a solid bottom and the other one having a screen bottom. The compound comes over the tools and works down through this chute--this being merely a -splash plate--falls into the chip box, drains through into the container below and then is pumped back up through the system. The chips collect in the first container, with the result tliat when any changes are necessary with regard to cleaning the machine, the machine just has to be stopped for a minute until the compound drains out of this container which is then placed on a truck. A new container is then put in its place. This has reduced the use of compound from four barrels to three gallons It has made it possible to get around the machine to the working parts much more easily; it has given more floor space to the shop; it has made it impossible to have scrap hidden in the shavings because the container is so small that no large number of pieces can be hidden; and it has, of course, improved the house Autotnotnc and Machine Shop Section *101 keeping condition by keeping the fluid confined to the tanks and not splashed about upon the floor. This slide shows another application of the same process, only it Is used on a drill press. This apron is lifted and the box . pulled out. Whatever shavings might have accumulated ou the drifl pre tabic arc scraped into the box and a new one is then substituted. In this particular box a partition near one end am) a small baffle plate in the bottom separate the shavings from the place where the pump takes the fresh supply of cooling compound, an overflow or sump system being used, ft is surprising to know that on this machine, in place oi icing two hundred gallons of cookiif compound, they now use six gallons for the same amount of work With xht* system it takes two minutes to clean the machine and remove the shavings, whereas with the old system it took forty-five minutes of a man's time. In addition to the housekeeping effect* that I have already stated, tt is a time saver as far as the service of the machine and the man arc concerned. Here is a drill press showing you the small amount of compound needed in this container, using from five to eight quart*. It formerly used approximately three or four gallons on the job. This is an operation which was performed in our sheet-metal plant and is the retaining wall for the trunnion bearing in the from of the motor This work was formerly done in six operations and was made by putting it into the die of a press, in addition to having the hands exposed between the dies in an unsafe manner, the extra operations were costly. By having two operations before it came to the roll machine, and then inserting it in the roll machine, the number of operations was reduced from six to three and the cost of producing it, in labor, was reduced 54 per cent in addition to making the job almost fool-proof. This is a forming operation. It forms the steel backing for the main hearings. The piece is laid in where you see it and is then pushed through by hand to the first operation in which the ends have been turned up. This arm is designed to remove the piece after it has been formed, as shown m the next slide. By pushing in this piece, it in turn pushes the piece ahead of h for the first operation and the descending punch forms the piece and takes it back tip with it, and as the hand slide pushes through, the arm removes the piece which has just been formed. ^ I spoke of the hazard that is sometimes contained in an isolated department and I referred to our cold room in the experimental laboratory. We have a cold room into which a car can be driven and subjected to all the rigors of the north pole. The extreme temperature of 30 degrees below aero can be main tained in this cold room and a wind velocity of perhaps 50 miles an hour can he set up. It is necessary that mechanics work in this cold room to observe the condition of the car while it is in operation. There are certain hazards connected with it. There is the possibility of leak age from the ammonia coils. There is the possibility of leakage of exhaust gas from the car through the piping that is supplied to remove it. There is the possibility of the man becoming chilled and faint or becoming ill. A smalt switch is installed on the side ot one wall with a button and a lever attached. The lever connects to a rope which entirely circumnavigates that room so that this man, at any place in the room, can pull the rope if he is in danger. I here is the added precaution that when a man is working on the inside another nan i& observing him through a glass window' from the outside. The exhaust gases arc taken away through a gas line system. The doors which lead outward are so arranged that by simply falling against them ot subjecting the weight of the body to the doors they will open. When this man presses the button or pulls the cord actuating this switch he blows a whistle on the outside of the cold room. Every man working on that floor has instructions that the minute the whistle is heard he is to rush to the door (which is shown in the next slide) ami 402 Tivcnlu'th Congress--National Safety Council open it, with the idea of saving the man inside who is in danger. This door handle, by one jerk, opens the door and on the opposite side of this handle is a hall (shown in the next slide) which is actuated by pushing against it. These inner doors actuate the locks from the inside and open the doors, allowing fresh air into the room. This is an operation which I think is rather unusual, and was designed by a foreman in our motor plant. A rocker arm is placed under the punch and a steel hall is pressed through the bushing to siae it. Before the rocker arm conic* to this operation the facing operation on each side of H and the chantfermg set up a slight burr and it Is necessary to remove this burr to get a snugger fit. Formerly the steel ball was placed on the rocker arm and the punch allowed to descend, which presented a hazard to the fingers and thumbs of the men who were operating the press. The foreman on this particular job, seeing the danger involved, set to work and devised this mechanical feed. The next slide shows you the operation of the cut away sections. There are fifteen balls in this opening. These balls arc a little over three quarters of an inch in diameter. Here is the lube and at the opening of this tube a slight spring which allows this bail to descend almost to its extreme diameter. It is* held in place by that slight pressure. Tipping the press causes the punch to send the ball through the rocker arm, pushing the entire assembly around, rolling an other hall in place. It is a very simple operation and in addition to making it safe, the device has made the operation just a little faster. I spoke of the element of fatigue entering into our work and these two slides are to show what can be done from a mechanical standpoint to eliminate fatigue. Crank shafts which are handled in our factory weigh all the way from 90 to 120 pounds and a man handling those all day, in addition to becoming fatigued and not being able to turn out as much work, subjects himself to the possibility of accidents. This device was evolved from a previous home-made device; I will explain this device and then show you the one it evolved from in the uext ivlitJe Wc have here an I-beam frame work containing a pulley and a balancer, a Pcdwn balancer. Tin's balancer is attached to the shaft in this location and from that same shaft comes the cable which hooks to the crank shaft. The rope in the man's hand *s attached to a sheave wheel which has a leverage of about three to one. By pulling down on the rope the balancer effort is overcome and the hook descends. There must be enough effort expended by the man to lift a slight amount of the crank shaft. The balancer does not lift the shaft entirely. That is. equilibrium is not maintained. The man actually handles about 10 per cent of the weight. It was deemed advisable that he handle 10 per cent of the u eight in a lifting motion rather than in a downward pull because lie would have better control of the crank slyaft The next slide shows the crank shaft being placed in the machine; the rope, which is attached to the sheave wheel, is not now needed in the operation and the crank shaft is handled as he would ordinarily handle it, with approximately 90 per cent of the weight going through the countershaft to the balancer. The installation of this device has not only eliminated accidents but bos also im proved production. It has eliminated fatigue, and with elimination of fatigue men have been able to do more and better work. The device that this was evolved from is shown in the background. We have some of them still in opera tion. consisting of a counterweight arrangement. The counterweight is in this can and operates on the shaft the same as the Pedwyn balancer. The objection to this was that it was more expensive to maintain, because as this carriage was moved back and forth along the track, reciprocal motion occurred with every shaft that was handled. The length of this counterweight can had a deteriorating influence on the materiat which attached it to the I beam, so that they were Automotive and Machine Shop Section 40.1 constantly breaking off- A bracing effect was put mi to offset that hut. of course, the balancer type is so far superior to this that there is no argument for the old type at all. Chairman Graves: The next speaker is a man whom I have not known very long, but I have heard something about hint by reputation. It is not unusual to have the general superintendent of a plant interested in safety, but to have one come to address a safety congress a little unusual. I take great pleasure in introducing Mr. Wm. B. Kirtland. general superintendent in one of the largest light stamping industries of the middle west. Safeguarding the Shop Machinery By W, B. KIRTLAND General Superintendent, Ternatedt Manufacturing Company, Detroit, Mich. Yesterday I heard two splendid talks, one by Mr. R. H. Sullivan, personnel director of the Fisher Body Corporation, Detroit, who spoke on `'An Executive's Viewpoint on Accident Prevention" and another by Mr. Sam. Morgan* director of education, Buick Motor Company, Flint, Michigan, who spoke on "Safety Practices in the Plant." These talks brought home to us in striking fashion the progress made by the safety movement in thi* country, and the attitude taken by the management in all industries toward accident prevention. From what I hear, and more especially from what I see here today, the attendance at the convention is quite as large as it was last year and this in spite of economic conditions--this depression of which you might have heard some little rumor. This is indeed strong proof of the tremendous interest which industrial manage ment is taking in the continuance of the safety movement. It is my privilege to have been here at the convention since Tuesday night, and in this time I have had a little opportunity of observing the way these Chicagoans drive their automobiles. Indeed, last night, as I stood outside the hotel I could not help but observe that in Chicago the population seems to be divided into two classes--the quick and the dead--if you're not quick, you're soon dead. Now, gentlemen, this used to be the situation in all our industrial plants before the introduction of safety devices. Time and time again the^ ma chine operator who wasn't quick in getting out of the way of a possible accident was soon minus a hand or a couple of fingers. Today, thanks to the great safety programs which have been initiated throughout our industrial plants, this situa tion is fast being eliminated. ' This morning's talks have all been devoted to the recent development of guards. Surely we all can take home with us some ideas from the three previous illustrated talks and I hope that I will have something to show you which will prove of interest. In the development of guards and safety devices at cur plant, it is our idea that the simple, easily attached--easily adjusted guard receives a good reception from the die setter or job setter. It has been our experienc that when you make a guard hard to put on or adjust, the job setter will fight against using it. So we have attempted, successfully, I believe, to overcome this attitude by simplifying the design of the guard itself. I am going to show you pictures of some of the guards now in use at our plant and I want you to notice especially the simplicity of these devices (The slides were described as follows:) Two types of swing-arm press guards of our own development are used m our plant applicable to high-speed, small-stioke presses of both the large and small types. The first is a device adapted for use on heavy-duty stamping presses 404 Twentieth Congress--National Safety Council from 3 inch stroke and up. In this example, the object of the design was to get a large swing of the double arms with a small movement of the press slide and to have this movement take place during the initial advance of the slide while there was still considerable opening between the punch and the lower die- A feature of the guard is its simplicity. The two gate arms are pivoted about a common point, forming an X-member in which the upper part of the X is about one-tenth the size of the lower part. The upper end of each arm carries a roller that engages one side of a V-wedgc block carried on the press slide. As originally laid out, the arms were only 18 inches in length, and the strap carrying the pivot point was originally set at the third gib boh front the bottom. This arrangement, however, gave an extended opening of the arms of only 16 inches, and also swung in a small arc which was insufficient to insure the operator's hands being taken from the die area. Hence, the pivot point was moved up to the position shown, the arms increased in length, and the dangling pieces at tached at the bottom to produce positive removal of the operator's hands from the danger zone as shown with the arms open and the slide in the descending position. These added pieces were simply picked out of the scrap pile, the ends drilled and bolted to the end of the arms. At the point of contact with The operator's ^rm. the gate arm is covered with soft rubber. This new arrangement increased our extended opening to 30 inches. A somewhat similar arrangement applicable to smaller presses is shown in this next slide. Here the gale arms are actuated by separate bell cranks that cross each other when swung simultaneously, in opposite directions. Here, in order to get an appreciable movement of the arms before the slide has descended a fraction of an inch, advantage is taken of the fairly large horizontal movement of the crank bearing cap before the vertical movement of the slide takes place. This is accomplished by fastening the bracket actuating these bell cranks to a common member on the connecting rod head. The links used, between the bracket and the bell cranks, are the turnbuckle type which makes it possible to adjust the arms io any position required for the best feeding of the die. By means of live drilled holes in the bell cranks, we are able to vary the swing of the arms from 19 inches to 32 inches. The arms are made of wood inch by H inch and are held in the bell crank by a set screw which makes them easy to put on or take off. This guard can be used as a single sweep guard swinging either right or left band or as a double sweep guard, whichever is needed. Where there are trimming operations that involve metal flying off and possible injury to the operator, or where white lead is being used in drawing operations at high speed with the danger of splash, the shield type of guard, as shown in this slide is applied. The same guard is used, you will note, as shown in our last picture except a different arm is used with a fiber fan shield added at the lower end of the arm. Before reaching the shielded position shown, the arm swings the operator's hands out of the die area. If yon have a die to run which requires an enclosure type guard instead of a sweep type guard, instead of removing the complete guard from the press you merely remove the arms irom the-bell cranks. We use the small Johnson single sweep guard on all small high speed short stroke presses. We believe this guard is very effective for that type of job. In order to prevent the operator working from the side of the r~ess, thus circtiiuvcmiup the swinging arms of the guard, side barriers are placed on either side of the guard so that it is impossible for the operator to position a piece in the die except from the front of the press. These side barriers consist of a light gauge frame covered with one-half inch wire mesh. The barriers have two key-hole slots on the rear end which can be slipped onto two studs which are installed on the frame of the press for that purpose. They are very easy to remove for adjustment to the die. Automotive and Machine Shop Section 405 On some jobs where we want to use an enclosure guard instead of a sweep guard, we use a front barrier in conjunction with the two side barriers. These are made of the same design as the side barriers but are equipped with two key-hole slots on either end which fit on studs placed on the front ends of the side barriers. An opening is made just large enough in the front barrier to allow the insertion of the stock being used. This makes a very effective fence completely around die, affording the operator no opportunity of getting hands under same. Our pedal guard is a housing made of malleable iron. Inside dimensions are 9 inches, by 9 inches and 6 inches deep, with a foot rest in the lower left corner. This guard will prevent any falling objects or passing tracks from striking the pedal, and the foot rest is a fatigue factor. The foot rest is part of the casting 4 inches high--4 inches wide and 6 inches deep. Pedal must be adjusted about one-half inch higher than the foot rest to prevent operator's foot slipping off on pedal. _ On our V. and O. presses where pedals are controlled by a spring and which occasionally break causing the press to operate and repeat, lor protection against accidents when this occurs we have placed a 24 pound counterweight on the back end of the pedal arm which counter balances the pedal if the spring breaks. #. The simple and inexpensive guards we use on our Milling Machines are made of a strip of steel 6 inches wide, 18 inches long. This strip of steel is bent over the steady rest arm, extending down to a position below the cutters. The sides of this guard are formed over so as to make a flange which contacts with cutter arbor preventing cutter from touching guard. A slot is cut in the face of the guard to allow for insertion of work, and at no time can the operator's hands come in contact with the cutter. On board drop hammers we guard the operator against accidents by placing a pair of wristlets on the operator's wrists. To each wrist strap is attached a % inch sash cord which is drawn through conduit pipes which are clamped to each side of the frame of the drop hammer. The ropes arc led through these conduit pipes up the side of the hammer and over a pulley near the top of the frame and are attached to the arm. When the operator releases the ram, the ram descends, pulling the ropes with it which automatically pull the left and right hand out of the danger zone. For protection against sparks on our Spot Welding Machines we have placed a cone shaped shield around the contact points. This shield is 14 inches in cir cumference at the top, 20 inches at the bottom, 9 inches deep and is made in two halves. One hail is one-half inch smaller in circumference than the other allow ing this halve to telescope with the first halve. These guards are suspended on arms 7 inches long which pivot on a swivel, riveted under clamp and tightened to point holder. The big feature of this guard is that you can close in the points entirely or telescope the two halves to any size opening that the work may require. In addition to the telescope guards a glass shield 6 by 8 inches is placed ior the operator's protection against sparks flying through the front opening. Sparks from butt welders have the habit of shooting in ail directions, so we have made a bousing of galvanized Iron to completely close the back and top. This housing or hood has a 6 Inch hinged door on the front which may be opened for insertion of work and closed before making contact. We have other types of guards in use at our plant which we have not shown today as cur time is limited. I have with me a set of photographs of the slides shown which I will be glad to show to anyone who is interested. I shall be glad, also, to give out any information you might want concerning these devices. Chairman Graves: What Mr. Kirtland said about getting photograph* ol the things that are described here today applies also to the other speakers; you can <406 Twentieth Congress--Notional Safety Council apply directly to the National Safety Cocmctl. drscribing what it k that you are interested in and they will refer your request to the speaker. The next speaker. Mr. P. G. Hooter, from the Motor Wheel Corporation. Lansing, has an interesting plant and has some interesting problems, I imagine Mr. Hunter has not had $1001090 a year to spend for guarding. He has has forced So make the l>est of the situation, and that has kd to the dcvelnping of some interesting things. This is the time of motor tnreutioa aad it is m timet Use Ibis that fte new ideas come forth. I taka great pkssstrre to iatrododag Mr. Hauler. Developments in Power Press and Machine Shop Guarding By PERCY & HUNTER Safety Eegumr. Motor Wbad Cecpoataoe. I win, Midi. We guard our presses possibly the same as all these s&des you have heard described. We got some of our ideas from the Terartedt Manufacturing Company which we have found very good. Personally, I am not a believer in a two-handed trip or any mechanical guards if U can possibly be avoided. Wbea a job comes sato the shop the last siting I think of is a mechanical guard to guard k. As our chairman has told you, we have all been forced to work with very little means for these things. My idea has bcea that tf you can possibly get tbe stock- in and out of the press without patting tbe band under tbe punch you are one hundred per cent better off. Any mechanical ~guard or two handed trip is subject to failure at some time. Practically all the guards that have been described here have been on a small type of press which has been regarded as tbe most dangerous type. We have suiartled tlieni h1] this vstj-. Our large presses run mostly on brake drums, backing plates and large stampings, and we have found that by using a wooden paddle about five feet long wc can remove practically all of these drums aad stampings with very little effort ou the part of the worker. Tbe stamping avnlljr follows tbe punch up and either a stripper or knockout pin takes h out. You will be surprised at the number of large stampings that can be handled m this way. On any blank and draw job that stays on the die we use steel books or rings to pull them off; there is usually some inexpensive way of handling these stampings without the use of mechanical guards, and 1 advise you to give more time to trying out some of these methods. Your firm win appreciate the saving in cost. We have the inclosure guards on our small dies; asd I would like to stress one point, be sure that you have ample room between tbe punch bolder and the guard to allow the fingers to enter so that if an operator should get his finger in there the guard would not be the cause of cutting tbe finger off. Make them so that plenty of light can enter, and nm the bars up and down as this is not so hard on the eyes. I would like to bring out one other thing; that is the speed of the press and production. We are all trying to increase production and we think that this is only possible by speeding up the press. Suppose you had a targe press running 720 revolu tions per hour, and you had to hurry to get the stock in place and sometimes it would stick or go in crooked; you have to stop the press to right it aad are only getting 520 pieces per hour. By cutting tbe press speed down to 600 revolutions per hour you get away from the harried movements of the operator, which cause accidents, and the slower speed allows the stock to be placed Automotive and Machine Shop Section 407 correctly every time. You do not have to stop the press and your production will remain the same or, will be increased. However, the slow speed is not always the safe speed; if your speed allows the operator time to stargaze or turn to speak to somebody standing by, this is a menace. Gauge the speed of the press so that the operator will be kept busy Seeding with no time to look around, but not so last he has to make hurried or uncertain movements. You can sometimes make the job safe by increasing the speed a* well as slowing it down. Safety can also be promoted and production held by increasing the stroke of the press, giving more space to get the part in and out; also by slowing the press down and using a double die instead of a single die. Or* some of these large presses where the operator has to throw out the dutch every little while, due to not having the part in place, you can increase safety by installing air controlled clutches. This does away with fatigue and is quicker acting. Just use a standard air cylinder and hang it so the plunger will connect where the hand lever conccts to the clutch. Your maintenance man will know how to install it properly. I also advise you to guard the pressure springs on your small presses as they are a source of danger. Tie rods sometimes break, fly up aud come down on . your loot. This can be corrected by the use of collars. Remember its any guard you make be sure that it can be taken off easily or it will not he put back on again. This is the cause of many of our accidents. Chairman Graves Now comes the best part of ihe meeting, men. Who has any question to ask? . Mr. Hunter: What will happen on one of these guards, say a sweep guard, a one of the screws should fall out while it is being changed over on the top of the P*\Vx. B. K?*tla>;d (General Superintendent, Ternstedt Manufacturing Co., Detroit) : It has never been our experience to have a ram screw break on any of our presses and 1 am thankful of that. The only ram screws that we have had break arc screws on job* where die guard does keep the hand away. The only time, we have ram screws break at all on these presses is when we have overloading on our presses. When you are doing a job that is heavier than the press should carry, you naturally crystal line that screw, and then it breaks. On all our jobs we try not to have overloading. Ckatrmax Graves: Mr. Thalner spoke about eliminating the fatigue on some jobs, so it came to me the other day that, as an operator is generally seated, it is his arm that gets tired, and it might be a good plan to put arm rests on each side of the press. This might add to the success of your safety work. ADJOURNMENT T \V ENT IET H ANNUAL SAFETY CONGRESS .NATIONAL SAFETY COUNCIL Cement Section Officers 1930-31 General Chairman--R- B. Fdrtuin, Pennsylvania Dixie Cement Corn.. Nazareth, Pa. 1'icc-Cfmirtitan--W. L. White, Ja., Medusa Portland Cement Co., Cleveland, Ohio. Secretary--A. J. R. Curtis, Portlaml Cement Association, Chicago, HI. . Chainititu Membership Committee--H. A- Remin'ckr, Lehigh Portlaml Cement Co., Allentown. Pa. Chairman Program Committee--I'n'.XK H. S'-55, Universal Allas Cemene Company, Buffington. Ind. Ghairmtin Enyhtecr'mg Committee--S. H. Harrison, Vulcanite Portland Cement Co., Phillipsburg, N. J. Chairman Poster Committee--David Adam. Lawrence Portland Cement Co., North ampton. Pa. Xezes-Lettcr Editor--Jack DcMi-m*. Canada Cement Co., Ltd.. Port Coiboruc, I'mt. Can. Tuesday Afternoon Session October 13, 1931 R. B. PORTU1N. Chairman Pruuylvania-Diide Cement Corporation, Nazareth, Pa. The first session of the Cement Section convened with General Chairman R. B, Fortum, Pennsytvania-Dixie Cement Corporation. Nazareth, Pennsylvania. presiding. Ctt.UttMAN Fortcxx: The first order of business this afternoon is the annual re port nf vour Chairman. Annual Report of the General Chairman By R. B. FORTUIN Pennsylvania-Dtxie Cement; Corporation, Nazareth, Pa, It ts a privilege and an honor to welcome you to this 20th Annual Safety Congress which, if present indications are any criterion, will be the best of alt time. Each year the National Safety Council has grown better arul broader and this has been accomplished only through the work and interest of all the memtwn. It is an equal privilege to welcome you to the sessions of the Cement Section. The greatest benefit and pleasure of the Cement Section sessions is the personal 409 410 Twentieth Congress--National Safety Council participation of all those present. The Cement Section as a whole should feel highly honored and gratified to have as splendid a representation of high caliber safety men as are present here this afternoon. The irrefutable fact that the National Safety Council is a cooperative, non-profit, non-partisan, non-political, and non-sectarian association rendering accident pre vention service to members and through them to all mankind has been the inspiring ideal which has led the Cement Section to unselfish leadership in accident prevention. Our Cement Section held its first meeting at the Sixth Annual Congress of the National Safety Council, October 20th, 1015, in Philadelphia. There were 65 cement safety enthusiasts present at that meeting. The enthusiasm ami interest shown by the members of this section is well empliasucd when wc call lo your attention that the cement industry leads tile National Safety Council, all industry in this country, and the world, iu accident prevention and reduction of accidents. The past year has been replete with activity for the Cement Section. Despite the reversal in business progress, the success of accident prevention In the Cement Sec tion has continued. Never before in the history'of our industry have we met with as much success as during the past year. Of the 167 plants reporting their accidents, 43 completed the year 1930 without a single lost-time accident. There were three additional mills m 1930 that operated without an accident but their period of opera tion was less than six months; of the remaining mills that suffered lost time and fatal accidents 438 accidents were reported for the year, which was a reduction of 40 8 per cent from tire total of 723 m 1929. Fatalities for the year 1930 amounted to IS as contrasted with 37 for 1929. . . The record of the Portland Cement Association from September 1, 1930, to August 1, 1931, shows the following comparison: lost-time accidents, 1930, 544; 1931, 266. Fatalities, 1930, 18; 1931, 19. There was a decrease of 51 per cent in lost-time ac cidents, and an increase of SV6 per cent in fatalities. The cement industry, as represented by the Portland Cement Association, besides leading for the third consecutive year all industries in lowest frequency of accidents per man-hour, dropped from fourth highest position among all industries in severity rating to eighth. At a very conservative estimate, each fatality can be estimated as costing $5,000. At this rate, the number of fatalities for the year ending August I, 1931, would have cost $95,000. This compares with 1924 in which year there was a total of 76 fatalities, with on estimated cent of $380,000. The net saving of $28S,000 is shown for the year ending August 1, 1931, as compared with the accidents experienced during the year 1924. This figure is all tire more remarkable when it is considered that there were but 110 plants in the 1924 study as compared with 130 plants in the 1930-1931 study. During the past year the safety committees at all the malls were requested to reduce expenditures to as low a figure as possible; We may have considered many times that curtailment of expenditures would make it tmpossSde to carry on efficient safety work. However, the above figures speak for themsehres and the members of our Cement Section have capitalized on this expenditure reduction and have secured greater cooperation from the employees- Perhaps It was a fortunate circumstance that we were forced to reduce our expenditures as it caused the safety committees to chance their tactics and methods of approach to the employees. At the 19th Annual Congress a committee was appointed to call upon the Bureau of Mines with the idea of ascertaining whether an appropriate trophy could be provided for the three quarries which had completed five consecutive years of operation without a lost-time accident The committee composed of Messrs. F. D. Hunt of the Nazareth, W. L. White, Jr., Medusa, and Frank Sass, Universal-Atlas, with the cooperation of the Portland Cement Association, and the Deportments of Labor and Industry of the country led by the Pennsylvania Department of Labor and Industry called upon the Bureau of Mules. The committee learned the Bureau was Cement Section 411 not provided with funds for awarding and presentation of trophies. Concerted action was brought with Congress to secure an appropriation for tlte Bureau of Mines. However, business conditions prevented Congress from serious consideration of the request of your committee. Activity of this committee has therefore been held up for the time being. 1 would recommend the life of this committee be continued for another year. Your officers have been lard put this year to carry out the ideals of the Cement Section due to business conditions but I believe the reports of the various committee chairmen speak for themselves in indicating the amount of work each chairman has accomplislied. Tins Program Committee should be highly commended for the very fine program which has been developed for tlie sessions of this section. Very interesting topics Have been outlined and speakers have been selected who are well qualified to deliver papers on the topics selected. Tire Engineering Committee has passed on a number of Safe Practices Pamphlets which have been distributed to the various members. The latest issue being Cement Mill Yards and Railroads, pamphlet number 6. The Poster Committee chairman of the Cement Section has worked very closely with tlie Poster Department of the National Safety Council and the committee should be highly commended for the very excellent posters which have been published during the past year. One of the outstanding features during the past year was the excellent news letter which was published each month. The interest which has been created and carried on during the past two years is unquestionably due to the in dividual support and activity of our news letter editor. All the committee chairmen deserve the support of all the members of the Cement Section and I believe the work which has been accomplished during the past year deserves the commendation of all tlx: members. Tlte members of the Cement Section can be of immeasurable assistance to the Executive Committee if the committee could have the benefit of your ideas. In closing, I wish to thank tlte members of the Executive Committee for the Invaluable assistance and unselfish support given to your Chairman and the Cement Section during the past year. The next order erf business will be to hear the reports of the various Committee Chairmen. In the absence of Mr. Adam, diairman of the Poster Committee. I shall ask Fred B. Ham of Nazareth Cement Company. Nazareth. Pa., to read that report. Poster Committee Report By DAVID ADAM' - Chairman The National Safety Council has continued the practice of producing one poster per month pertaining to hazards or unsafe practices in the Cement and Quarry aodmtries. For nine months (the latest figures available) the demand for these avenged 1,380 copses per poster. Tlie highest circulation for a single poster was 1.300 copies and the lowest was 850 copies. Your committee lias cooperated with the National Safety Council Poster Division m arranging for the taking of photographs and encouraging the members to send an statable ideas, photographs and drawings. Very little contributed material has been received during the year, but fortunately we Itavc not needed a great deal, owing to the fact that tlie need of economy has led to the reissue of a number of the old posters which are just as applicable today as they were when first issued. However, this practice cannot be continued indefinitely and it is hoped that more members wifi become interested in taking a more active part by contributing suitable ideas and material for these posters. 412 Twentieth Congress--National Safety Council The conclusion we can draw irom our experience in this work is--that it pays to design every poster so that it will have as wide as possible an application to the Cement and Quarry industry. It is only by doing this that we will obtain the widest use of the posters and it naturally follows that the more they are used the inure good they will do. The committee wishes at this time to thank all who have helped in this work and particularly Stanley H. Kershaw, director, Foster Division, National Safety Council, for his guidance, suggestions and work done. Chairman* Foktuin : We shall now bear from Jack Dempster about the News Fetter. Jack DEMrsTKR (Canada Cement Company, Ltd., Fort Colbome, Ontario, Can ada) : The preparation of the News Letter has been a source of much pleasure and benefit to me during my two year* as editor. Many members of the Cement Section have cooperated with me in the work and I want to sincerely thank every one who helped with it in any way at all. In the last five or six issues of the News Letter, mention was made of the Cement Safe Drivers' League. I may be able to elaborate a little bit on that subject later oil. hut it is something that is going to go through. We have received the as surances of both A. J. R. Curtis of the Portland Cement Association and R. H. Fergu son of the National Safety Council, that the Cement Section will be given every assistance in trying to prevent accidents on our highways which will indirectly affect the cement industry. Chairman Fortihk: I think our News Letter editor deserves the commendation ol us ali for the very splendid work on this News Letter during the past two years. Mr. Harrison of the Engineering Committee is not here to make a report. Colonel Reningcr, do you have a report for the Membership Committee? Colonel IL A. Rkxinc** (Lehigh Portland Cement Gx, Allentown, Pa.) : I am sony to say tl>crc is not much of a report as far as membership goes. There is only one cancellation. I do not know of any Scctioft of the National Safety Council where the members liave done more work and continued their membership as has this section. X think tliat the cement industry, probably better than any other industry, realizes the service and the value of the material that die National Safety Council furnishes us to carry on our educational campaigns. Therefore, when we have been cutting down expenses wherever possible, the one tiling that has not been cut down, and which is a great satisfaction to me and to the Executive Committee of the National Safety Council, is the fact that those in the cement industry have not cancelled thdr National Safety Council memberships, nor cut down their safety work. Having maintained that position which the industry has as the leader of all industries, every executive of every company feds that they cannot afford to stop safety work after being the leaders for the past several years. The value of tins work has been so definitely (woven to the cement industry, not only from the humanitarian side, but from the financial side, that its members realize the stopping of any safety work would mean big increases in financial loss, and in insurance premiums. A. J. R. Ct'RTts (Portland Cement Association, Chicago, 111.) : You will all be happy to know that in the State of New York, where the matter of corporation and insurance rates was taken up recently, and industry as a whole given an increase of IS per cent in base rate, the cement industry rate remains as it was. That is a direct reflection n what the State Insurance Commission of New York thinks of the safety work as done by this group. In Texas last year, when the base rate on all industry was increased by 36 pet cent, the rate on the cement mills was decreased 18 per cent. That leads us to believe that vve may confidently expect that kind of treatment elsewhere just ms rapidly as the situation can be known to the Insurance Commission and the Rating Bureau. Cement'Section 413 Chairman Foutuin: We are going to open the Uat part of this meeting to a general discussion about the program of activity for the Executive Committee oi this Section for the next year. I believe it would be best to defer the nominations until that time. We will hear die first paper which is by W. L. White. Jr., of tl*c Medusa Portland Cement Company. Mr. White has done a tremendous amount oi work m labor turnover throughout his organization, and I do not believe we lave anyone ut our industry who is better qualified to talk on this subject. The Relation cf Labor Turnover to the Accident Curve By W. L. WHITE, JR. Assistant General Manager, Medusa Portland Cement Company, Cleveland, O. The experience ot die Medusa Portland Cctuent Company has been that a very definite relatiomlup exists between safety and labor turnover and resulting plant efficiency. The word safety is'used in its psydiological rather than its mechanical or educational sense. There are four groups of people who must cooperate in order to insure good safety practice; (1) Company executives and officials (2) Plant managers and superintendents - (3) Members of plant safety committee (4) Individual employees Unless there is 100 per cent cooperation among these four groups, good safety records will not be attained. I do not mean that the labor turnover will be reduced to nothing even if a perfect safety record be attained, but the improvement will be marked by contrast. In 1928 attention was called by the Portland Cement Association to the fact that one of our plants had an extremely poor accident record. It was one of the lowest of the low twenty-five reporting to the association and had a high loss in hours through lost-time accidents and fatalities. About 350 men are employed there and because the accident record of this plant was far below that of other plants of the company, tl>e officials were naturally very much concerned about it. Thinking that if the competitive spirit could be aroused conditions would improve, they constantly emphasized the poor showing that the plant was making when compared with other mills. This did little or no good. The safety committee continued to function m a more or less desultory manner, as it had for years, and very little honest-to-goodness safety work was being accomplished. During this period, as you will see from the figures given later, the plant had a very high percentage of labor turnover. . In 1929 it was decided to try entirely new tactics. A safety director was em ployed who had under his jurisdiction all the plants of the company. His was a personal contact, man to man, and the positive, encouraging attitude was taken rather than the negative, discouraging attitude. New life and pep were put into the safety committee and they were told to forget past failures and to look ahead to what could be accomplished. Employees were urged to offer suggestions for additional mechanical safeguards and these suggestions were carried out wherever possible. An extensive educational program through means of bulletins and posters was carried on. and, in short, every effort was made to give them a new outlook on the situation. In August 1929 this plant made a complete right about face. The safety move ment gained ground rapidly and the next year, 1930, die plant was awarded a safety trophy by the Portland Cement Association. The labor turnover percentages for the Medusa organization for the years 1929 and 1930 are as follows: 414 Tiventieth Congress--National Safety Council Bay Bridge---------------------------------------- 1930 1929 1.45 1-31 Dixon ------------------------------------,---------- 374) 103.0 Toledo------------ -------- ---------------------- 2U 45jG York Gray--------------- - ....... ,.... ---- 4.5 Wampum ....------------ ..-------------- ..----- ----. 12.9 12.0 Manitowoc ....___ ______-___ r,,,.T~,,- 27 ------ Newaygo ____ ____________......__ ____ _ York White 7.8 12.1 While the labor turnover at Dixon was reduced but 8 per cent in 1929, you wilt note that it was reduced 66 per cent in 1930, and this is attributed entirely to the effect of safety, inasmuch as there was no change in the plant management. It is a poor rule that does not work both ways and that applies to labor turnover and safety. A case can be cited where the labor, turnover was extremely high and the safety movement carried on m a rather haphazard manner. A change in plant manage- meat was made and efforts were immediately directed to reorganization of personnel, which was of the utmost importance. This took a long time to bring about, but it was finally accomplished and it was found that the increase in labor efficiency brought about a decrease in labor turnover, a corresponding increase in plant efficiency and consequent reduction in cost. Where there was anything but a smooth-running organization prior to the change in plant management, after this change was effected and a suitable force of employees built up, the organization was as smooth-rumu'ng as'a clock and the lost-time ac cidents and accident severity rating were reduced to a minimum. It is only reasonable to expect that accidents will occur with greater frequency where the worker's knowl edge of tlie machinery and its operation is limited. Then there is the "okT plant which might be termed a dangerous place to work. Two instance* of this sort come to mind; one of a plant built in 1892, the other in 1901, both removed from industrial centers that might affect the labor turnover over a Jong period of time. Plant management has not been changed frequently am! a stabilized force has been built op, the son often taking the place of the father. Labor turnover has been consistently low with correspondingly low accident frequeney. Results in safety work cannot be secured in a short time and the worse the record of tlx: plant is, the longer it is going to take to clear it up. Missionary work, perseverance, patience, education are all part of the program and there arc many discouragements, but the results to be secured more than repay all the effort put into the work. As you know, every plant of this company won a trophy in 1929 or 1930 and you will see from the labor turnover table given herein that safety has a targe bearing on labor turnover and rice versa. . CffAlRMAK Foktuix: During the year 1931 up to date, we have had the lowest labor turnover at a particular plant, and yet the highest frequency and severity rating in accidents. Although your labor turnover does play a very important part, there will be other items whkh will have a* very important bearing on your accidents. We find at tire other plants that the accident curve moved in direct proportion to the ups and downs of the labor turnover. Labor turnover, according to my understanding, is the number of men hired, plus the number of men fired, divided by the average total number of employees for a given period. There are men here who are well qualified to take part in the discussion. Mr. Zook, 1 am going to call on you first for some ideas. J. B. Zook (Great Lakes Portland Cement Corp . Buffalo. N. Y.) : Mr. White spoke of tl>e Importance of the location of the plant away from the large city in its relation to labor turnover. Our plant is located in Buffalo, a city with a population of Cetnent Section 415 about six hurrirrd thousand. Our labor turnover is very, very small, in fact the only tunxrscr a an the packing house. The statement that low labor turnover has a direct bearinc on the decrease in accidents is shown by the fact that this is our third year without any lost time accidents. Mm, Wsnt: Sp--frmg of contrasts, our Lake View plant is located five miles front the cky. We have boys tliere whose fathers started to work there in 1892. In the past two years the plant has hired and fired cow man. At our Toledo plant which is ffwriecn miles away from the city of Toledo we are going into our fourth year with out a lost time accident; yet we have a bigger turnover there than we have at Lake View. W. Id. Powell (Medusa Portland Cement Co., Cleveland, Ohio): I think one of the best ways to control your labor turnover is in the Employment Department throt^b the proper selection aM training of men. I think if our plants were fixed so that we could have an executive in charge of the employment of men. and particular attention paid to the proper selection and training of men, that we would get even better results. Ida. Zook : Do I understand, Mr. Powell, that you take the responsibility of hiring and employing men from the foremen; that they have nothing to do with the employ ment of men in their own departments? M. Powxll: No, we do not do that m our plant, but I think it is an hteal situation where you can do that, and In some cases even take away the power of dis charge from the foreman. There h* a whole lot in the fitting of a man to the job so he will not be a "square peg in a round bole," If a man is not suited to a job in one department, and there is no reason why he should be discharged, he can probably be shifted to another department where be can do good work. You make a bctier feeling with the fellow and lessen your chance of accident through the fact that lie was better able to do the work assigned to him. F. B. Hum (Nazareth Cement Company, Nazareth, Fa.): In 1926 out ot loti plants reporting, 160 had practically no labor turnover. In 1927 there was a ?.cniireorganization of the company and a complete construction program was started. From then up to 1930, when we received our trophy, our accidents decreased from year to year although our labor turnover increased because of our large construction program. There are cases, I think, where the two do not go hand in hand, and it U necessary to bear down more on safety. That perhaps is the reason why labor turn over sad safety do not always go hand in hand. A. R- Couchuav (North American Cement Corporation, Hagerstown, Md): I tiaafc tbat we alt agree that low labor turnover has a whole lot to do with our accident rrvrih. at least that has been my experience. In our plants, our highest accident record feflowed the upward tret>d of the labor turnover. I believe that we can keep ew Mnr turnover down, as Mr. Powell says, by shifting our men around: it they do set fit in one department, put them m another. That promotes a good morale. at fiat stage of the game, we certainly need a good morale. I think one answer tto 4|M9Csen of reducing accidents when we have a low labor turnover, is to lie Mire A* MM Raw properly instructed in the work they perform in the various department*. JjkCX Dumm (Canada Cement Company, Ltd., Port Colborne, Ontario, Canada) : Og fflML mrtal the middle of the summer, operated with practically no labor lum*mf, FcactkaBy all m the organization were old timers who had been brought up i* fin safety game. Suddenly the company deckled to build a new plant, a wet proem* pfeML A new organization of laborers, carpenters, skilled and unskilled labor f tmy knf was employed. When I came away on Saturday, that whole new orgamoasML mdfiefent to build a modern cement plant, had operated for one hundred ami eigfigp 4^ without an accident. There it. the answer to the labor turnover. Me. WvfR. Jr.: When a plant leas no labor turnover to speak of and yet lias a hath locidim record there is something wrong with tlte management. It 4nuld 41n Tti'Cntieth Congress--National Safety Council nut be so. I think tlie.t- three have to go hand in hand, I can not conceive of how one could be unbalanced with the other. Chairman Forruix: I think you are perfectly right, Mr. White. That was our situation at one plant I mentioned. After an investigation there, we put in a compre hensive foremanship training, which changed conditions for the better. R. A. Beyer {Central Tube Company. Ambridge. Pa.): I would like to know If the safety record affects the labor turnover or if it is the labor turnover that affects the safety record. Whichever it is why does it do so and in what way? Mr. Powell : I believe it can be said in favor of low labor turnover in influencing the safety record that an old and stable group of men becomes more familiar with conditions under which they work; and the men can do their work with less chance *f injury. On the other hand, if men are induced to come lo work in a plant because they know it is a safe place to work, I believe it can be said that then safety work influences the turnover. Chairman Fortuin : There is a whole lot to be said on both sides. Mr. Sass. the Universal Allas has some of the largest cement plants in the world. What is your experience ? F. H. Sass (Universal Atlas Cement Company, Buffington, Ind.): I wonder whether it would be possible to have a low accident rate if you have a large turnover. Prior to the last two years we did have a large labor turnover. Perhaps tlie experience of others is the same as ours. Men would quit bat in two, three or four weeks would apply to be taken hack to work. Taking such men back does affect the labor turnover lnit it shoaki not result in an increase of accidents because those taken on are all experienced men. Recently we brought in on construction work a lot of men who iiad never before worked in the plant. Such action lias not increased our accident rate because of good supervision by the foreman. When your foreman takes a proper interest iu those working under his supervision, the men will carry along and help keep the accident rate down. Mit White, Jr.: I claim that the man who quits and comes back is very liable to be an accident hazard. He is inefficient, or he would not quit. I think you will And that so from experience. Mr. Sass: That is not always so. Sometimes a man who has but two or three days a week work needs n little ready money, and his employer for good reasons docs not advance it to him. The only way for the man to obtain the money is to quit his job. He may be a good workman and in many instances will apply for reemploy ment within a very short time. \Y. H. Baxrr (J. E. Baker Company, York, Pa.) : When a man leaves the employ ment of a company and conies back in a couple of weeks he certainly is a factor in your labor turnover. However, such a man is often taught more about safety than the man who remains on the job because the man who quits is instructed in safety before he is reemployed as well as alter to work. I want to mention, that foremen holding group safety meetings once a week and talking to their men has helped us a lot in otsr safety work. Chairmax Fortuin: Thank you, Mr. Baker. ft is thought by some that we should not consider the accident experience of the past couple of years because of conditions due to a depression in business. I believe these conditions have taught us a lot ami that our handling of foremen and other employee* will be different from now on. A. J. R. Curtis (Portland Cement Association, Chicago, Illinois) : I think it is rather generally conceded that if you will let a man go, your chances of getting a better man are not over fifty per cent. That is probably one of the best arguments for trying to educate a man in safety--a man who has been careless--rather than to turn him loose and try to get another. You are letting men go nowadays rather than taking them on. This is perhaps the first time you have noticed that men are being selected according to their ability Ceutcnt Section 417 to play safe. There has been a remarkable reduction in accidents during this period of depression, notwithstanding the fact that hundreds of men have been called upon to do things they never liad to do before. Dozens of men have been called upon to supervise work that formerly did not fall within their scope, and still they have gone ahead in a safe way. Isn't it a fact tliat you men whose duty it lias been to cull out fellows to leave, have been careful to select them cm lire basis of tlicir relative ability to conduct the genera! activities around their plants in safety. Haven*! wc found a pretty good yard stick for measuring men in general? I will give you a concrete example of what I mean. Yoj have relatively few foremen in comparison with the number of ordinary men. The ordinary man does a line of work considerably different from that of the foreman. You have quite a number of foremen, and just one super intendent. By what indications are you going to pick out the man wliom you want to make a foreman? One of the best is his safety record. It is one of live best record* you have of his genera! intelligence. In lacking out a man to serve as superintendent, you can't go far wrong if you will pick him on the basis of the safety record in his own department, became it is iu a way a very true measure of his intelligence. I am pleased with the evidence* vuhave had lately that when it has been necessary to let men go. you have applied the safety rule rather than some other. F. B. Hcxt (Nazareth Cement Company, Nazareth, Pa.) : Isn't it true that t{ labor turnover remains constant, it is unnecessary to do murh work in safety pro. motion? Jack Dempster (Canada Cement Company, Ltd., Port Colborne. Ontario. Canada) : My experience has been that with a gang of men. however many there are. working for a long while without an accident, your work is intensified, doubted and trebled, because you are up against a stiff proposition to talk safety to a gang tliat lias never had aii accident. You cannot sit down and take it easy and say, "We are a safe gang." You have not only got to harp on safety, but also present it to them in new forms that will not only renew their interest, but stimulate and keep up their interest. Therefore I think the work is intensified. Ml Sass: I agree with Mr. Dempster. In safety work you have to continually find new ways of advertising and bringing safety to the attention of the men. Often the better the safety record the harder it is to find new forms of advertising safety that will catch the man's eye in order to have him carry on. and add no-accidcnt days to those already passed. Chairman Fomri.\: 1 believe, and I think you fellows will agree with me, that we were getting to be more or less spendthrifts on our safety campaigns: putting up fancy bulletins, giving out gold pins, etc. This depression has forced us to change oar tactics entirely, and I think we are getting the results Last year speaks for itself with forty-three plants without an accident. The next paper on our program is entitled "Accident Investigation* from the Employee Point of View," You will recall that at the Nineteenth Annual Congress, a paper was delivered entitled, "Accident Investigation from the Employer's Point of View." We shall, no doubt, get the opposite slant this afternoon when we hear from Mr. R, A, Finch Mr. Finch has had a wide experience in accidents. Accident Investigations From the Employee Viewpoint By RAY A. FINCH Safety Engineer, Bureau of Safety, Chicago, 111. The discussion of this subject is predicated on the premise that in the majority of industries, executives recognize the importance of accident prevention work and there fore realize the importance of accident investigation. A few executives still object to accident investigation but we are inclined to believe 418 Twentieth Congress--National Safety Council that these few objectors are prompted by the fact that they hesitate to accept tlteir responsibility for the prevention of accidents; that they wish to avoid having the truth known concerning the cause of accidents and find it most convenient to hide behind the smoke screen which they have named "Employee Objections to Accident Investigation.** There are two primary reasons for a thorough and formal investigation of acci dents. These are: first, to determine the company's legal liability, such investigations usually being made by or under the direction of the claims department; and, second, investigation held fur the purpose of ascertaining the true cause of accidents so that an intelligent effort may be put forth to prevent recurrence*. Too often the management appears to believe that an investigation conducted by the claims department to establish legal liability is sufficient. Experience In accident prevention work has proved that this is not true. The two types of investigations just mentioned arc entirely different The purpose of each has an entirely different object in view. It is the accident investigation conducted primarily to determine tlx cause of accidents, that we are concerned with at the present moment. It is generally agreed that the percentage of unavoidable accidents is very small. It follows then, that the majority of accidents are the result of misman" ement, mis guided efforts, hazardous conditions or other inefficiencies that car .id should be corrected or removed. Every accident has in it a lesson. The in itigatton should be so conducted that that lesson will be brought out and utilized for preventive purposes. In many cases accidents are Inadequately retorted -over the telephone to the safety director or to some person whose duty it is to receive such reports. The person receiving the call usually accepts the statements made at their face value, am! attempts to reconstruct the circumstances and conditions in accordance with his own ideas based upon perhaps incomplete information. In other cases the foremen in charge, and sometimes other persons who may have been witnesses send in certain state ments or accident reports. From this meager information the safety director or otlier person receiving the report many times is quite likely to arrive at erroneous conclusions as to the cause or causes of an accident. Imagination is a good thing in its place but a poor substitute for facts. It is much better, therefore, to arrange for a thorough investigation at which the supervisor or foreman in charge, employees nr other witnesses may be given an opportunity to make a complete statement and he questioned until all pertinent details are brought out and made a part of the record. Many companies now properly consider the investigation of accidents a matter of great importance. Such inquiries are not conducted as a matter of form nor to gain general information, but to secure the fact* and to determine the primary cause of the accident. The accident report usually requires that the proximate cause of the accident be shown, but in many cases the apparent cause is not the primary or basic cause. Tins is especially true of the more serious accidents. By properly conducted investigations the facts involved are shown in the true relation they bear to tl>e particular case in question and enables the management to take steps to prevent recurrence*. The investigation of accidents is, Pf course, only one of the several phases of safety work that must be given proper attention, tf our accident prevention efforts are to 5c most successful. Such investigations are but one step we must hike to gain our objective, the prevention of needles* or avoidable accidents. And. if we are to receive full benefit from this feature of our safety work, wc must. a* in all other phases of Hfcklertt prevention work, cause employees, the workmen. to understand the purpose fr conducting these investigations in order that their cooperation will he obtained. It is well known that when the management first inaugurates safety work within the company, workmen generally question the motive prompting the effort. That feeling continues to exist until employees are made to understand that the majority ox accidents are in reality the results of human failure* and could have been avoided Cement Section 419 by someone Involved in the accident and also if accidents arc avoided, through jm-atrr individual care or precaution, the one who might liavc Infeii involved gains first and most by the preventive effort expended. Employees who have this correct viewpoint voluntarily ciHqicratc in all Accident prevention effort. Most employer* have a very definite system of selection, instruction aid training of employees. No up-to-date employer would think of putting a man to work without giving turn proper instructions and, if necessary', some training and following this up with proper supervision to see that instructions arc understood and observed. Tlterc are some employers, however, who stop at this. Tliey do not acquaint the new employee with the company's policy with respect to accident prevention, particularly the investigatioa erf accidents. In justice to the employees they should be informed that any accidents which they may Have will be tltoroughly investigated and the responsibility definitely placed. This understanding at the time of employment would obviate any spirit of resentment or misunderstanding resulting from an investigation. If we will consider the personnel of the properly organized Accident InvesttK.itmg Committee and will consider as well the average workman's Interpretation of die word "kivestaxation," certainly we will understand that the first reaction of lltc employee* probably will be unfavorable ami will remain so until they are properly informed concerning the purpose, the methods and the desired results of accident investigation*. The only possible good which can result from an accident Is the experience gained and the lesson learned. Unless accidents of a serious nature, or those that might haw resulted seriously, are properly investigated to determine the primary cause, and unless the information gained is properly utilized, we have lost our one opportunity to profit from an otherwise unfortunate occurrence. Employees are entitled to any information that will enable them to guard against being involved to a similar accident. A complete investigation may, if followed by the proper action based upon the facts determined, not only prevent a recurrence but actually save the lives of persons who later might be subjected to like hazards. Whenever an accident of any con sequence occurs, the investigation should be conducted with due consideration to Ukparties involved and should disclose all pertinent facts regardless of the consequence*. A superficial inquiry might reveal gross carelessness on the part of the individual involved Further Investigatioa of the same accident might indicate that the person who apparently was responsible for the accident was suffering from some physical ailment at the time of the accident which node it impossible for him to take the proper precautions to do his work safely. While the cause of an accident as shown in the accident report may be violation of rules, a proper investigation may prove that the underlying or primary cause was lack of proper instruction, poor physical condition of injured, lick of proper inspection and maintenance or because proper tools or protective equipment were not provided by the management. If no investigation is conducted to determine the primary cause of an accident, but instead the management proceeds on the theory that the accident was due to a violation of rules, no action will be taken which vvouUl give assurance that t*sher employees needing instruction rtctsvc it. If the primary cause is jK>or physical condition of the injured proceeding on the theory' that the accident was due to violation of rules would be ar> injustice to tlie employee involved and would not result in aidiug other employees who might be in poor physical condi tion. If the apparent cause of tltc accident is accepted, no action would be taken to provide for inspection and maintenance of equipment if that item was in need of attention nor would provision be made to txrovide proper tools or protective equipment. An accident whkh the accident report may charge to "poor judgment on the part of the injured," may in reality be due to die fact tliat the employee involved was a 420 Twentieth Congress--National Safely Council "misfit" or that the particular operation was "not governed by company rules or bulletins'* by which the employee might be guided* but only a proper investigation can disclose the true cause. Althfiujth the cause of an accident as shown by the accident report might be "care lessness -*i the part of the injured" or "due to lack of proper supervision" a properly conducted mvc^ii^ation of the accident might determine that the accident was due Ut lack m knowledge. poor judgment, indifference to safety, lack of ordinary' care n due n* unsaie practice* on the part ot the injured, or the primary cause might l>e determined as unsafe condition of physical property. impro|>er tools or equipment provided r due to lack <if inspection and maintenance. In fairness tn employees, the employer and the general public, investigations should In made immediately following an accident by obtaining all statements available irrespective of tlic companies or individuals who might be hurt by such statements A properly conducted investigation will show the general attitude of the employees ami of the supervisory forces towards the established methods, practices and safety rules. Quite often accidents occur which are wot governed by existing rules. When an investigation discloses this fact, such bulletins nr orders as are necessary can br formulated to afford the necessary protection and guidance. - The problem is to definitely ascertain the cause of the accident so that prompt action may be taken to prevent a recurrence. Much can he learned be analyzing the results as well as the causes of any accidents whether an employee or the public i< involved. Adequate preparations should be made in advance fur every investigation; the committee should be provided with operating bulletins or orders and with charts or blue prints pertaining to the locations or work involved. Any defective equipment or protective devices having any bearing upon the accident being investigated sltould be placed at the disposal of the committee. When the necessity for an investigation arises, the first question that might he asked would be "Who shall conduct the iuvcltjcati<m?M It is important'that the investigating board or committee have the proper personnel. The chairman should be the man in charge of die property or location, dependent upon the size of the property. As a rule the general manager or the chiet operating official should conduct the investigation but on properties where the company has a large number of divisions or districts the division or district manager or the executive in charge of the depart ment involved should act as chairman. Ollier members of the committee should be appointed from among the heads of the departments and supervisory forces. The safety director and claims man, if the company has such men, should be on the com mittee. The personnel of this committee should always be selected by the chief operating executive and it should be understood that the committee lias full power to act. Nn person involved In the accident to be investigated should serve as a member of the committee. . The committee should have the power to call before it any or all witnesses who may have knowledge of conditions which have had any bearing on the case. After the date for the investigation has been decided upon, members of the committee and those to be called before it should'be immediately notified through their superiors. Witnesses called should be brought before the committee separately. There should be a competent secretary in order that a complete record of the investigation can be prepared for the reason that often questions concerning accidents arise months after. In such case the records of the investigating committee have proven invaluable. After the committee has questioned all persons involved in the accident they should, from the evidence before them, draw conclusions showing the cause ur causes of the accident and should make recommendations to prevent a recurrence of such an accident. In cases where it is evident that there was gross violation of rules or instructions. it is in order for the committee to recommend to the management that disciplinart action be taken. Cement Section 421 Accidents have been investigated where the apparent cause was the vinlatum of rules by the injured. The investigation as it progressed brought out licit the injured had never been instructed by his foreman which, of course, placed tlie responsibility upon the foreman, but before the investigation was completed the fact was established that the foreman's superintendent Itad failed to instruct or to properly impress the foreman. The importance of gaining such information is obvious. The>c facts can only be determined through a thorough investigation. When you have the fnct> concerning an accident tn hlack and while as you do after a careful investigation are in a position to know the truth arid profit by it. The paramount purpose of accident prevention is tlte saving tf human life and the protection of our fetlowmen from injuries, which means that those engaged in this work are fostering happiness, better homes and satisfied workers, thereby pro moting the welfare of the communities in which they live. A thorough investigation and analysis of each accident will assist us in accomplishing tliese purposes. To summarize the investigation and analysis ot accidents should. (1) determine iln. cause of the accident and enable tlic management to take corrective action; (2) when the causes of accidents have been recorded and correlated the proper effort can be put forth to eliminate the predominating type pf accident occurring on the property: (3) Hie permanent record prepared by tlte investigating board may lie referred t<> should questions concerning the cases arise: (4) give every employee the benefit of the lesson taught through accidents that occur without the iteceiMty of being involved in a similar accident to gain that experience. Discussion :Chairman Foxtuin That was a very interesting pajjer, and gave u Uw i>p]K>siuslant from the paper we had last year There are two jkuius which I would like u mention in regard to Mr. Finch's paper. thoroughly agree dial if the emplojvo are projierly informed, and have a clear knowledge of the facts surrounding every accident or near-accident that occurs, it will be very easy to sell safety to them. In our own company we investigate every accident. T do not refer to injuries. The in juries arc secmidary. We are taking the attitude at the present time, that if \vc thoroughly investigate the accidents in which there are no injuries, and the accidents in which there arc minor injuries, the fatalities and the lost time accidents and the permanent, partial and total disabilities will eliminate themselves. Our records to date speak for themselves. One point on which 1 disagree with Mr. Finch is that the investigating committee should be appointed. We tried that, and found it very unsuccessful. Wc made a complete right-about-face and had our investigating committee elected for a iwriod of six months or a year, as the case might be. I must say that electing the committee has been successful, and we are getting much better results. WIkt would like to start off the discussion? Colonel H. A. Rexikcer (Lehigh Portland Cement Co., Allentown. Pa.): I think it is up to die superintendent to appoint the investigating committee from your safety committee. Our investigating committee holds over, and is composed of tlte master mechanic, the chief electrician, probably one of the general foremen, with one other man. We have confidence in these men, they know their job and wc gre a better report from men who are thoroughly familiar with the entire job in the cement plant, than we would from ordinary committeemen who might be elected. The results from such committees, im all our plants, have been very satisfactory. The investigations do not always prove that we have done everything that we should. We have tried to make this committee feel that we want an impartial report, and nut only a report on the cause of the accident and the results of tlr injury, but wc 422 Ttuentieth Congress--National Safety Council want them to go iurlhcr than that ami study how accidents in the iuture may he avoided; whether any guards are necessary; whether it is a case of more education, or a different type of machine, or whatever it is. We believe that the committee appointed by the supermtendent should lie composed of the best men in the plant, men who are familiar with the entire plant. ' A Safety Police System if. P. Caeca (Marquette Cement Manufacturing Co, Cape Girardeau, Mo.) : We liave a safety police system which, I believe, is the most efficient measure that wc have tried to handle our accident prevention work. Our chiefs of polite arc elected for a term of six twmtiit by the men. Tint makes the chief a very popular fellow, and hta word is iwretly well thelaw. He has, as a partof his duty, to investigate as a committee of one. all near accidents. Up until this year, we had a record of three years and two mouths and fifteen days williout an accident, and therefore did not have many case* to investigate. This year, however, we have been unfortunate in having two minor lost lime cases and several "close calls/' Wc liave a chief in the cement ntiJJ and one in the quarrj, and they each take an hour a day to make an inspection trip. It seems we have always been fortunate in getting men wSio arc able to hear about these "dose calls*' and these near accidents: whether they result in injury or not. they get the facts arid bring them to me. Wc then discuss whether or not some correction ritould be made, either in the mechanical guarding, or more education. We did at one time have investigating committees of- three men appointed by the superintendent, and tlwy were in office about one month. We found that the men did not like the lype of report that was made by these committees, because they xerv often rightfully stepped oil someone's toes who felt that he should not have been criticized. Now, with a chief of safety police elected by the men making die investiga tion the men accept the decision made. Da. Wm. Pakke* (American Tobacco Company. Richmond. Va.) : What do you mean hy an accident ? In my plant, we regard even the cutting of a finger a* an accident and investigate every case. Do you regard these accidents, and do vou investigate? ' Chairman Foard-V: During the past few years our attitude ha* been to consider the minor injury a* important. If you investigate the minor accidents, and eliminate them, you will eliminate the major injuries. A slogan which speaks for itself is. "Every minor injury * potential fatality." Tliat is the basis on which the cement industry lias operated. " ^ W. L. Whjtf. Jr. (Medusa Portland Cement Company, Cleveland. Ohio) : Wc investigate every accident, even a minute scratch a person might get. We make out a card of report entitled. "Minor Injury Report/* Now wc arc engaged in drawing up a chart to t>*e when the accident happens, showing the time, place and the fullest details that we can make of it. What I would like to ask is where you arc going to draw the line in this investigation? We found these reports were cbmtng in in quantities, and it i* one of the hardest jobs Bill Powell has. to get the report* in with details correctly .written mi them. 1 think you can elaborate on that a Httle more. Bill. ` \\T. M- PmvKi.1, {Medusa Portland Cement Company. Cleveland, Ohio) : On tltc report that we arc getting out now will be noted the hour the accident occurred, the nature of the injury, the pan of the body injured. As a matter of (act it is a summary of the form we we m making out the individual accidents, so we can separate the cause* and other desired data. The description* * the accidents that you get. no matter where you go. alt seem to lie a stereotyped form; for instance, a good many of the reports read something like this: "Stick flew ug and hit the man. ' What caused the stick to fly up? Did Cement Section 423 the *tick suddenly become a live object and jump up and hit the fellow? Really some of the things put in these reports furnish more amusement for the Sunday comic section of the newspapers than they do service for our purpose. It has been very difficult to get a sensible description as to bow the accident occurred. The request has been made in some of the regional meetings that letters be sent out to first aid departments asking that the men who make the investigations of the accidents get as much of the detail of the events leading up to the aedden* as they possibly can, so wc can draw* some intelligent conclusions. Mp. White, Jr.: How much time, money and various expense is tolc put into the investigation of an accident r Certainly you should spend more time investigating an accident of a serious nature than you would one where a fellow had a stick jump up and hit him in the head and give him a little bruise. Where should the line be drawn on a complete and full investigation? AH First Aid Cases Investigated Chairman Foktuik: At our plant, every minor injury reported to the first aid room--and all injuries are--is investigated either by the foreman of the department or by the investigating committee, as may be decided by the superintendent and the chairman of the safety committee. If. in their opinion, the accident is of such import that it should be investigated by the investigating committee on masse, it Is so investigated. Every employee in our organization has been educated to feel obligated to report every unsafe practice. We had occasion just a short time ago to investigate a near accident. The chap came out of one of the buildings and started to cross the railroad tracks. He stumbled, and as luck would have it, he stumbled away from an oncoming locomotive. One of the other employees saw that occurrence, reported it to the safety committee, and it was thoroughly investigated hy the entire investigating committee. D. B. Coleman (Missouri Portland Cement Company, St. Louis. Mo.) : One feature that has not been brought up is the protection of the company involved in these investigations? With the situation as it is now over the country, some met) are going to resort to all sorts of schemes to protect themselves. We fed that it behooves us to thoroughly investigate each accident for the company's protection as well as for the men. It is very true that the investigation will oftentimes reveal weak links in the organization. Those can be corrected for the protection of the employee- For the protection of the employer an investigation is essential. We have m ti*e past few years had four cases wliere we proved accident reports were based on untrue statements. F. H. Sass (Universal Atlas Cement Company, Buffington. Indiana): Any person who applies to our dispensary for treatment of any kind whatsoever b written up nn a "Surgeon's Report/' which, after the man's injuries (whatever they may be) liave been treated. I* taken by him over to the safety office. At the safety office, we question him as to bow it Iwppened. There are many cases where wc have to go to the dispensary to see the man, and from the <juestions asked the man at that time, we determine wliether it is necessary to investigate the cause of hU injury at that time or not. In addition to the injury report, the man is also given a slip to take to his foreman. The foreman questions the man. and from the information received, makes out a report. Whenever it is necessary to make an investigation regarding an accident, the supermtendent in charge of the department calls-together an investigating committee comprised of somebody from the safety office; possibly two men from his own department: the mill superintendent, and either the general superintendent or the assistant general superintendent. AH involved In the injury or accident in any way 424 Twentieth Congress--National Safety Council whatsoever are called in and questioned and the liability or discipline, or whatever action may be necessary, is decided by the committee. Da. Wm. pAKKfcR (American Tobacco Company. Richmond. Va.) : May I explain otir method ? We have them go to the dispensary and have the nurse write a complete report of the accident covering all the various points, whether violation of rules, carelessness, etc., and then site takes down in the employee's own words his version of how the accident occurred. A copy of that is made in triplicate, and a copy sent to the foreman, and he investigates it from the Company's Standpoint and makes his notations on tlie back as lo his version of it. Tlseti when I come down, 1 compare the two, uid where there is a wide discrepancy, we go into it thoroi^hly. W. H. Baker (J. E. Baker Company, York. Pa.); I think it is a very necessary part of safety work to investigate accidents. One thing that is just as important as the investigation of accidents is what is brought out in the minutes of your safety committees in the way of suggestions to prevent accidents. These have done more to prevent accidents than the investigation afterwards. We are stressing this, and have gained more since we started to do so. For example, we have three men who go over the job every week, then they hold a meeting and prepare their suggestions. ;Chairman Foktuik In practically all cases where cement companies are investi gating accidents, the most important part of the report is the suggestion tor the clmiinafifitt of similar accidents in the future. Prevent Accident Repetition A. J. R. Curtis (Portland Cement Association. Chicago, III): The investigation of the accklcnt is a good tiling, and very necessary, but when you get that done, you have only gone a short way. The report should never he filed until you take all measures necessary to make sure Urn *uch an accident cannot happen again in that plant. An investigation is merely the first step to the thing you have to do to be successful, that you have made it absolutely impossible--so far as any men in your safety committee can see--for the same accident to happen again, Ed joNisti (Swift & Company, Chicago, 111.) r Some of you men say that you select supervisors to oversee safety. We have a different method. If a man is hurt, he is sent to the doctor's office. The doctor makes out a report and sends it in to the safety committee. Then one supervision man and one employees' man are sent out to investigate the cause of the accident. They write down what they believe caused it. On Tuesday morning at a regular meeting twelve men, six employee representatives and six company men discuss how the accident can bo avoided in the future. J. B. Zook (Great Lakes Portland Cement Corp., Buffalo. N. Y.): The monthly rcjiorts sent out by live Portland Cement Association on all significant accidents throughout the cement Industry help us a lot, because we know how men in other plants have been injured. We can then-go through our own plants and see that we have everything safeguarded against similat accidents. We have an interplant report on which we send reports of all accidents to our safety director. He, in turn, sends them out to all the other plants, and we in turn receive ail reports from the other plants. On the bottom is space for suggestions for the prevention of similar accidents which must be given in detail. Chairman Foktuin: Practically all the members of the Cement Section are also members of the Portland Cement Association. We have two methods for the exchange of Ideas. One is through the significant accident report, a composite report of the accidents that occur in alt the plants, is sent by the Portland Cement Association to all plants each month without the mention of the company name, but with a description of each accklcnt. The other is with the National Safety Council News Letter edited by Mr. Dempster. We will now call on Mr. Powell, chairman of the Nominating Committee, for his report. Cement Section 425 Report of Nominating Committee W. M. Powell (Medusa Portland Cement Company, Cleveland, Ohio): Mr. Chairman, Gentlemen: The Nominating Committee this year consisted of Stanley Downs, David Adam and myself, and we submit for your approval the following slate of officers for the coming year: General Chairman: W. L. White, Jr., Medusa Portland Cement Company, Cleve land, Ohio. Vice-Chairman: David Adam, Lawrence Portland Cement Company, Northamp ton, Pa. Secretary: A. J. R. Curtis, Portland Cement Association, Chicago, 111. Chairman Membership Committee: Lt. Colonel H. A. Reninger, Lehigh Portland Cement Company, Allentown, Pa Chairman Program Committee: J. B. Zook, Great Lakes Portland Cement Cor poration, Buffalo. N. Y. Chairman Engineering Committee: Fred B. Hunt, Nazareth Cement Company. Nazareth, Pa. Chairman Poster Committee: A. R. Couchman of the North American Cement Corporation, Hagerstown. Md. ' News Letter Editor: Jack Dempster. Canada Cement Company, Ltd., Port Colborne. Ontario, Canada. Chairman Fortuijc: The Nominating Committee has selected a strong slate for the coming year. Are there any nominations from the floor? If not, will someone please make a motion for the Secretary to cast a ballot for the officers listed in the report of the Nominating Committee. (The motion was made, seconded and carried.) :Chairman Foktuin The work of your officers can be made easy, and a load taken off their shoulders if you will give them your heartiest co-operation. Mr. White, and the other officers, will be pleased to receive any suggestions you have to make. . Jack Drmtster (Canada Cement Company. Ltd., Port Colborne, Ontario, Canada) : Some six months ago. I started to write hi the Cement Section News Letter, on tire subject of highway slaughter. In every section of the whole of North America, the highway laws do not operate with iny degree of success. The number of people killed, and what is far too tragic--the number of children killed every year---is mounting until it has become a national calamity and we pay no attention to it. One of the most striking posters ever put out by the National Safety Council is that of a father holding in his arms the crushed and lifeless body of his little child who had just been killed, hy an automobile. Now picture yourself in the position of that father. God knows we hope it will never come to any of us here today, but it may. It did not seem tn excite much comment when the National Safety Council stated that in the eighteen months ending December 31, 1930, there were more people killed by automobiles than were killed in tf>e American Expeditionary Forces overseas. I claim that the cement industry can accomplish what purely Federal Laws have failed to do. We can make such an extreme effort to handle our automobile* safely, that others watching us and seeing us will take notice thereof and be compelled to do the same thing. There is no way that we can enlarge upon that word `'safely." Drive safely for the protection of human life, more especially for the little children who are to take our places tomorrow, those little children. God knows what is in store for them. Today they are populating our cemeteries. I have received letters from ail over the country, from the State of Washington, from California, way down through Massachusetts and from different parts of Canada, saying that the writers realize something must be <bnc, and that they are heartily in accord with the cement industry taking a decided stand We have been assured 420 Twentieth Congress--National Safety Council by the National Safety Council that they wtU help ns out to the limit. We have been assured by Mr. Curtis that the Portland Cement Association will back us up. Suggestions have been made that we either have a sticker or a bodge, coupled with a pledge to drive safely. That requires some careful forethought, some planning, but the thing is--can we start it today? Will you, gentlemen, take a solemn pledge, without exception, here and now that as long as you are in possession of a car, as long as you have anything to do with an automobile, that you will at all times drive it to protect those who cannot drive as you do, those little children who cannot take care of themselves, and those who are a little bh more unfortunate and make the mistakes on the highways? It has been said that the child is careless, that the children do not look after themselves properly. God forbid that the day should come when the children will look after themselves properly. We are raising little creatures of flesh and blood, not machines, not automatons. We love them because of those very mistakes that they make. Must we loll them, also, because of those mistakes? Will everyone of you rise and solemnly and fervently pledge yourselves to so operate your cars on the highways as to protect our children and iIk flesh and blood wfao arc our brothers, wherever they are in America? (Everyone rose in accordance with his request.) A. J. R. Curtis {Portland Cement Association. Chicago, Illinois): We have frwn doing the job so well that the plant accidents have been disappearing rapidly. If you believe you have got to the place where you dunk you can he down and not do any more.work in the mills, you are mistaken. Not so very long ago a cOM^toy president, who takes a personal interest in die accidents' and sees the report oi every accident, both in the mills and among the sales airtnerWalec, n-aliwt that having practically no accidents and the sales department was havu* a lot of acdttcato with its cars. He immediately extended the mflnenee of the safety pf ^ company over to the salesmen's cars as well as to the plant operation. You that story lias been relayed. Mr. White's company does it Mr. Powcil agenau the safety work among the salesmen of his company. Mr. Huth is doo^ die snse with Universal Atlas. That will soon be a common practice. The find step is to get rid of accidents in the mills. The next step, logically, is to get all cement phot employees who drive their own cars, to drive them safely. After we can show otto' industries we have been able tu do this thing we can ask them to do likewise. We lave taken the first step, and we can see already by reports of some companies non accidents are watched by the safety managers of their companies, and the seep is not bard to take and produces results. In the final analysis, most of the cars on the highways are driven by men rTi ji either cars or trucks for business purposes, or employees of industries dmsy their own cars for pleasure, and if we all just follow the procedure outlined, it seam to me that the cement industry, and all of us. can contribute to the solution of tbas problem. You. I am sure, are willing to get behind this, and you are willing to say a good word for it and put it into personal practice as far as you If jtot that one thing could be accomplislied during the coming year, if our own skirts could be cleared sufficiently to take this thing to other industries, that would be worthy of the entire Cement Section. Why not let's put it across? p. B. Coleman (Missouri Portland Cement Company, St Louis. Mow) : la hue with that suggestion, T wonder if it would not make a big bit to plate Mac vi these stickers on the windshield? Mr, Dempster: My idea is that cars having a sticker on them when they cotue from the makers would be noticed by the general public. A* an organised safet> body, we are proud of our record in mrlttstoy. Now as such a body we can carry* it further and therefore I believe it would be feasible for the Cement Section to take the first stand as a Section. :Ckaumax Fortuix Gentlemen, what is your pleasure in regard to this suggestion hv Mr, Dempster awl Mr. Curtis? Shall we put our resources, pep and enthusiasm Cement Section 427 behind the Cement Section in this idea for next year? Shall we make it the out standing motive for achievement for next year, or shall we carry o for industrial accidents as we have in the past? W. M. Powell (Medusa Portland Consent Company.. Cleveland, Ohio): Why be stingy y I don't see why we should not extend our activity to the highways. As Mr. Curtis said, we have had a remarkable success and we have had some wonderful cooperation from our salesmen on the highways. I regret I did not know this sooner, so I might have brought some of the letters we received from the salesmen on the road. There is no question but what if we go after them right, wc will give them all the help we can. ^ I think it would also be a good stunt if we adopt the suggestion made that makers of cars slap a sticker on the automobiles as they come from the factories. A recent issue of the National Safety Notts strongly condemned the slogan* that some of the automobile manufacturers were using in their sales talks for the car.-. I do not recall just exactly what they were now. but they ran something like this. "Our car with ninety miles an hour insures absolute rulership of the road." "Out car drives seventy or eighty miles per hour like forty or fifty." ^ I think wc should try to get them to abandon those slogans. I think it would .bo a good thing if every member of the automobile industry would join the Automotive Section of the National Safety Council, and receive that little magazine which is sent to all members of the Automotive Section. _ Chairman Fortuin: The Street and Highway Traffic Section of the National Safety Council does a tremendous amount of work with the automobile manufacturers. We do not want to cross that section. I think that if we use all the resources within our power to cut down the highway accidents among our employees and our salesmen, we will be doing a tremendous service. Wc will have plenty to do if we would do as much for the highway safety as we did for first aid. when we fostered the United Slates Bureau of Mines and the Ameri can Red Cross first aid training, where forty thousand or more men in the cement industry ia this country have been trained in first aid. Tltose forty thousand men have gone out and sold the idea to another eighty thousand. They have taken it into their homes. When a child is hurt, they know how to take care of it. because they have taken a home safety course. I recommend that a motion be made that the Cement Section go on record to do atf dii^s possible and use all lesource* within its power to cut down the* number d accidents on tlie highways. 1 believe if this Cement Section goes on record that we follow some scheme in all cement companies for the reduction of accidents, wc w3S have begun a very concerted action toward the accomplishment of one thing. Htt anyone any thoughts lie would like to bring out hi regard to framing a motion ? Mr. DEMrSTKk; I make a motion that we adopt Mr. Fortum's recommendation, lion. (The motion was .seconded and carried.) :Chairman* Forth ov 1 believe wc will find that the activity in the reduction of highway accidents to our employees and salesmen will come through the News Letter to the membership. J. TV 7jk>k (Great Lakes Portland Cement Corporation. Buffalo, N. Y.): May I make this suggestion for every safety director who want* something to keep him busy. Many of our plants arc peculiarly situated in that the plant controls, more or lcss, the activities of the community in which the plant is located. Most of the men work in the plant: their families are dependent on the operation of the plant, and arc so interested in whatever the plant does, that it would be logical for the safety director of the cement plant to take an interest in tlie safety education of the children In the public schools, or grade schools. I suggest that anyone who is inter ested--and you all should be interested in the children and their education, for after all. as Mr. Dempster says, they are going to take our places tomorrow--write to 428 Twentieth Congress--National Safety Council <r act Ml touch with l.t. Colonel H. A. Rentngcr, Lehigh Portland Cement Company, Allentown. Pa. lie wa> present at a regional safety meeting in Allentown where they put on a little play f the safety meeting conducted in the public schools. I am sure tliat Colonel Keniuger could give you some good help in carrying this thine along. Chairman Foimix: The school boy* and school girls in the first and second grades of today arc the* future cement workers of tomorrow. The more time we sTHmd in educating and training those children to be safe living individuals *thc better cement workers we will have in the future. The* has been one of the liveliest and most interesting sessions that we have ever had in the Cement Section. 2 hope that everyone present this afternoon will be present again tomorrow morning Tliank you all for your very splendid attention and part in the discussion. ADJOURNMENT Cement Section 429 Wednesday Morning Session October 14, 1931 R. B. FORTUIN. Chairman Pennsylvania Dixie Cement Corporation, Nazareth, Pa. flic second session of tin? Cement Section convened with (hrucral Chairman Foriuin presiding. Chairsiax FoaTtifN: Yesterday uc had some very interesting papers, and a great deal of very interesting discussion followed those papers. This morning uc arc fortunate in starting off with a min who itas liacl a very wide </x(>eriencr in first aid training. Dr. W. J. Fenton who was in charge of the first aid car of the American Rest Cross for quite a number of years. He is also training many thousand* of people >n first aid. Emergency First Aid By W. J. FENTON, M. D, American National Red Cross, Washington. D. C. There appears to be quite a little misunderstanding among a great mam gicnple throughout the country about the difference between 'First Aid" and '"First Aid Instruction." These are two separate and entirely different things. First Aid is the means employced in properly caring for a patient after he has received the injury, while First Aid Instruction has for its prime object tlie prevention of the accident, and if it cannot be prevented tlsen the knowledge gained from first aid instruction will assist some individual in rendering the proper first aid treatment. Far too many times I find, in my work throughout the country, that some manage ment of an industry thinks that the Red Cross >s conducting these training courses for the purpose ot training different individuals in the plant* to qualify them to run a first aid station. Nothing could be farther from the truth. The training of first aid personnel for an industry belongs to their plant surgeon, or if the plant does not have a doctor connected with it then this training is tire responsibility of either the city or county medical society. Wc of the Red Cross arc interested in training first aid instructors for the diflerent industries, provided they want them trained, and then these instructor* in turn tram tlieir fellow workers in the standard first aid course which is a fifteen hour course and those successfully completing it are issued cards from our National Headquarters certifying to the fact that they have completed the course. 1 have been very much impressed, as I have visited the different sections of this Safety Congress and listened to the different papers presented, to note that practically every speaker lias cited the fact that their first aid instruction has hecn one of their very best assets in promoting their safety movement. At this Congress I have met several who have been in some of mr classes during the past few years and I have been greatly interested in their reports as to How they feci that their courses among tlieir fellow employees have Irad a marked influence in their accident prevention work. "* I just wonder if you people know the histGry of first aid. I am going to try to recall to your mind tire first recorded incident of first aid being rendered. It was back in Biblical times. Were you at Sunday school last Sunday? Do you remember tire lesson, the parable of the Good Samaritan? If not, let me recall it to you in my own words. A man was robbed and wounded and left by the wayside to die; a passerby with long flowing robes and a long beard soon came upon the scene, he saw the -*30 Twentieth Congress--National Safety Council inan lying Ihcic but he passed him by on the other side ,* and very soon another similarity robed gentleman came up from an opposite direction, he too looked upon the unfortunate wounded man but lie too passed by on the other side. But presently another man approached, this time not on foot but riding a donkey; he also saw the wounded man but did he pass him by as did the others? No, he did just as any good first aider of today would do; he parked his donkey at the side of the roai examined the wounded man, found he was la shock, a condition which is present m all injuries; It may not be manifest until all its symptoms immediately follou'iiw the injury, but all first aiders are taught to be on the look out for shock and ta forestall it if possible by position and beat in and around the patient. This mail first treated his patient for shock, then he bound up his wounds and not having a Ford, automobile or Austin to transport his patient In, he carefullv lifted turn to the back of his poor old donkey and transported him to a hospital. You *av no. there were no hospitals in those days. But he did take him to an inn and paid for his keep, and further stated that be would be back tliat way in a few days. Xow. friends, to the best of my knowledge that is the first recorded case of first aid.* * It w a long jump from Biblical times down to the year 1899 when Dr. Matthew J. Shields, over in the hard coal regions near Jermyne, Pa., decided that in tlie mine accidents the patient too frequently was in much worse condition on the arrival of medical aid than had been the case immediately following the accident. Tit other words, the Doctor frequently found upon his arrival that the patient was suffering from Si compound fracture, when originally there had been just a simple fracture; or in the ease of where a patient liad been Injured so as to cause a loss of Wood that tins loss had been allowed to continue so long as to greatly weaken the patient and some times in itself cause death. So Dr. Shields decided that it should be possible to train the miner in some simple practical methods of properly handling an injured person axrf also to train him in proper methods of transportation of the injured, so that his injuries would not be made worse while placing him under medical care. To this end he gathered about him a few miners wlw liad had some previous training in England and Scotland in the St. John's and St. Andrew's Ambulance Corps and formed "First Aid Teams** in the mines. From that small beginning has now grown this vast army of trained first aiders scattered throughout the length and breadth of this old United States. In 1915 tlc American National Red Cross incorporated first aid instruction in their program and during the year of 1930 they issued more First Aid Certificates tlian in any previous year of their work along that line. They issued during that year 74,437 First Aid Certificates. Mr. Fortuin has just told you that for a number of years the National Red Cross operated bp and witli the cooperation of the Railroads of the United States, a Pullman car which the roads pulled free of charge over their entire syatem in the interest of safety. It was my privilege to taw charge of that car from July 1926 until June 1929, when it was discontinued, and during those year, we covered 14 of the large railroad systems from coast to coast and from Canada to the Golf. We not only gave demonstrations to railroad groups in their shops but the local Red Cross Chapters would also arrange for huur demonstration, in the different industries Fire and Police Department,, schools and colleges, civic clubs and other organizations in the atics and towns visited the car. Your chairman has just been telling me of a case of a man who was injured by being thrown through a windshield of an automobile during an accident; this fellow himself tad tad a course in first aid and being: the only one present who did know what to do. he rendered efficient first aid to himself. If I am not mistaken. I think Mr. Fortuin told mo that this same man, while in bed recovering from his own accident was told of a neighbor who had just sustained a frartured arm and he asked ttat they bring the injured man to his bedside and he. although injured, applied emergency splinting to the fracture so the patient could be safelv transported to Lenient Section 431 medical assistance. 1 bear of any number of similar cases where some one has not only given themselves emergency first aid, but frequently has saved some oilier life by knowing just what to do with any improvised material at hand and thus relieve tire suffering of some fellow being. Again let me call your attention to the fact that we are not interested in training some one to run a first aid station In a plant; there they have alt type* of equipment, drugs, dressings, etc, and frequently they go farther than first aid; tliey sometimes, under the advice of the plant surgeon, give treatment. We are interested in training the individual to use caution and to prevent the accident if possible, and if this is not possible then we want to train him to use his head and his hands and be able with any improvised material that may be secured to render efficient help to the injured in order that his injuries will hot be made worse before the arrival of skilled medical service. I strongly impress upon all who are under my instruction the fact lliat they are not to play doctor, and they must always remember that their duty to the injured is "To get him to live medical man, or hospital, as soon a* possible, but alive if pos sible and if alive, then to get him there in as good condition as possible." If first aiders will only remember this wanting tlwre will never be any clashing between them and the medical profession. ... It is remarkable the reduction in accidents that is being made in industries btrt It is appalling to note the number of accidents occurring daily in our homes and on our streets and highways. A man or woman is safer working in industry today than at home or on our highways. I like to teach first aid by demonstrations and 1 presume the stenographer will liave a very hard lime in recording aU the motions of my hands or even catching every word I say since of necessity I must work very fast. A first aid kit is very nice indeed to have, and it slwrnld be preferred, but how many tiroes is this kit left out of the car to make room for souks basket when going to a picnic, and just at the time that the kit is not at the scene of tb^accident is the time you are more "likely to have the accident Always use the surgically clean materials from a first aid kit in preference to emergency materials, provided of course that you do have access to a kit; but if you do not have a kit, remember you can do efficient first aid with improvised materials. May I demonstrate to you my first aid kit? It is an ordinary penny Ujx of matches; we all. as a rule, carry matches; well, in this match box I carry this small tube of one half strength iodin for minor wounds, and this tube only takes up the room of about four matches. If you ladies don't carry matcltes. you could carry this tube in your lipstick container. Now when one scratches himself or hi some other way break* the skin of the body there is always a danger of infection which may later terminate in blood pobcn. This can all be prevented by the immediate applica tion of haK strength tincture of iodin, applied fiist in tl*c wound, tlen for about one- half inch surrounding the wound. The germs which cause these infectboos are not so frequently on the thing tliat produces the wound; they are more frequently on the skin on your own body, for <vur bodies arc covered with gam*. I don't care how many baths you take, nor what soap you use in. your bath, there always danger of infection if the skin is broken. Too many people place a wound in their mouth aitd suck U ; this k also a verydangerous procedure for your mouth probably is the dirtiest part of your body as far as germs are concerned. I don't care what (rind of a mouth wash you use. Recently a man in one of my audiences told me that I went to too much trouble in treating these minor injuries. When 1 asked what He did for them. 1*C stated that he took a quid of tobacco from his mouth and placed that on the wound. Now lets get back to the dressing of this wound with my small first aid kit. Y>m first apply the halE-strcngth iodin; don't wash a wound, that is a doctor's job, put your iodin on, let it dry; then you need a small doth to cover it. You say you have 432 Twentieth Congress---National Safety Council none; well why not trr off soon* small piece of your clothing, some piece you wouldn't miss very much? Tear off a corner of your shirt tail, which will do very well. Mow remember, anything Utat is placed directly next to a wound should be as nearly surgically clean as possible, that it where your dressings in the first aid kit Come in so well. But you do oot have the kit and you must render this corner of your shirt tail, or other rag, free from gerrns, and the best way I know for a first aider to do this to subject it to (at- That is where the match comes in; you can light the match anil scorch the rag. Of course you could use a cigarette lighter; if the cloth catches fire do not blow your breath on it as that would probably place those germs from the mouth on it. In fact, when 1 blow out a match, I do not blow on the match. I blow up the opposite sleeve ; that is just a trick in the trade, its all in the way you hold your mouth. Now, don't try and wipe this charred surface off tire cloth, the deposit of carbon will not injure the wound. For your wife or any woman In the home, they could render this rag reasouably fiee from germs by placing it on top of a kitchen range, but in a recent demonstra tion in a parent-teacher group one lady stopped me. Site said. "Doctor, you didn't put any salve on that wound before applying the doth" 1 told her that to my wav of thinking there were only two places for salve, one was when you were introducing a speaker, and tlie other was when you were dressing bums, and I preferred using it on burns. Well now we have the half-strength iodin oa die wound and it has dried and we now have this germ-free dressing applied, but how are we going to hold it on. Ill tell you. Come up here. Mr. Hunt; you are a big man and -I will need a large piece of cloth for a barxiage and 1 want to wrap up this injured knee. I will jmt tear out the whole back square of your shirt and then rip it diagonally from one comer tc the other making a triangular bandage (such as this one which I carry with me) You say. probably this man's shirt is colored or soiled: well it's the best thing you can get at the scene of the accident; then, too, remember we have a clean dressing next to the wound, and this bandage is only used to hold the dressing in place. Now let me get up on this table so you may all see how I apply this bandage to a skinned knee. I had a man come in to me one morning stating that he had lost 10 days' work due to a skinned elbow and it had been wrapped in a roller bandage and he could m>t bend his elbow hence had to lose his work. This same bandage is good to wrap knee, elbow, or heel. Fold it in a wide cravat, so. now flex the knee us i am doing and place the center of the bandage over this dressing on the kuee: cross these long ends behind the knee; now bring them around the Trout of the leg! tl>e lower one passing over and binding the lower edge of this bandage just below the knee, and die upper strand binds the upper edge above the knee; now again bring them to thy back of the knee, (with knee bent all the time), and now tic the ends together in a square knot in the hollow just behind the knee. Now see, I can extend or 1 can flex this knee, no need of me having a lost-time accident if I have nothing worse than a skinned kuee or elbow. Always Tcmember, though, that all injuries should be reported to the doctor; it makes no difference how trivial they may -seem. The industries insist that they* be reported to their medical staff, but his injury may occur while off the job and.'due to the depression, you decide you are going to take care of it yourself instead of calling a doctor. Personally I think that is false economy. Let me tell you of a fellow who once came up to me following my demonstration This fellow informed me that he had had two courses of first aid instruction, one in the army and one after he got out, and lie proudly made the following assertion. "You know. Doc, I haven't had a doctor in my house since I got out of the army." I said, "Well that is fortunate nuked, do you mean to tell me that you have had no sickness or accidents since you were discharged?" He said, "Oh, yes, I have had quite a few accidents but I have never had a doctor; I always cared for them myself." Cement Section 433 I said. "Well, my friend, vou certainly have been fortunate. But you are not a first aider." This man was and is trying to play doctor, a very, very dangerous tlung for any layman to do. Remember, the doctors are trained with years and years of study and practice just how to care for injuries, and even then, with some of the bent of us. a case does become infected and we sometimes have some very unfavorable results. If this can happen when the patient is under skilled medical attention, how much easier might it happen when some layman tries to do treatment? Remember, first aid is not treatment. There are numerous things which 1 would Hkc to show you this morning, remember it takes us a minimum of IS hours to instruct you in the standard first aid course. Our time here is limited so that I will just have to touch on a few ol the high spot*. I next want to call to your attention the dangers of the layman attempting tlic removal of a foreign body from the eye. The other day a man came up to me atvd said that he had just learned that a safety razor blade was the best thing to pick n cinder out of an eye. Can you imagine a more dangerous thing to pick around in an eye with than an old safety razor blade? Another time a man was using a lead pencil to pick out a cinder from a friend's eye and by mistake he had an indelible pencil and thus ruined the fellow's eye. Protect your eyes, wear goggle* when in danger of foreign bodies entering the eye. and if a foreign body does become imbedded on the eyeball, then to one except a medical man should attempt its removal. Eyes are too precious to let Tom. Dick or Harry meddle with them Tlie next thing I want to demonstrate is how to control bleeding. You say. oh yea. vou are going to show u the use of the tourniquet. Friends, unfortunately many people when they think of first aid, think of the tourniquet and prone pressure resuscitation. But that is not by any means all of first aid. Was there ever an accident prevented by using the tourniquet, or by prone pressure? No, but of course there have been numerous lives saved after the accident by the proper use of the two measures mentioned. . Now, personally, I want to speak of a tourniquet to condemn it. It is one of ti most dangerous things, to my mind, in tlie hand of the layman if he doesn t know where, when and how to apply it, and the dangers of its use. Too frequently somebody will use a rope, wire or shoe string for a tourniquet and then twist it up like they were cranking a Ford on a cold day. Remember, there are nerves always running alongside the large blood vessels and if some narrow material i* used for a tourniquet and then it is tightened with force, a severe injury to the nerve and other soft parts may occur, and probably permanent damage and disability may be the result. We doctors learned a lot, during the World War, about the terrible dangers from the improper application of tourniquets and their being left, without loosening, fox- too long periods! at a time. Why use a tourniquet, anyway? There are only two places on either skic of tlie body where we teach the use of the tourniquet. Those places are between the shoulder and elbow in the upper arm, and between tlie knee and groin, about one hand breadth below the groin, in the upper thigh. Now, in cither of these location* I can much more quickly, safely and efficiently control thi* bleeding with pressure on the vessel with the fingers of my own hand, and in fact this should be done before the applica tion of the tourniquet and the tourniquet only used if you need tc control the bleeding while you are applying a dressing to the wound. Always release a tourniquet far a sitort period every tiventy minutes. Now suppose that this man here has a gash in this wrist and it is bleeding profusely. I can thus stand behind him and grasp his injured arm by his hand with my hand and quickly grasp (from behind) hi* upper aim in this manner, letting the palms of my fingers come across the Inner side of his upper arm just about where the seam is in his coat sleeve, and by pressing my fingers toward the bone I completely control all thi* bleeding from his wrist; and if he should feel faint I can quickly slip my arm 434 Twentieth Congress--National Safety Council under his arm pit and pull him toward roe m such a manner as to push his elbow to his side causing his upper arm to pres* against my arm and dose the blood vessel against the hone in the arm. See how easy it would be for your wife at home in the kitchen, should she acc-lently gash her wrist, to quickly place some small pad up under the armpit and then draw the arm down to her side and thus stop the Row of blood, and still luve her other hand free to go to the telephone and call her physician. By tltc way, everyone should know their family physician's telephone number so as iKrt to have all the worry and inconvenience of having to thumb through a telephone directory to find it in a hurry. Probably I should have first outlined on this man here just the course of these arteifcc from the heart. These particular ones i have just talked about come off from the Iteart up to the point of the neck just at the inner end of the collar bone, and then they make a detour, and one passes outward here just behind this collar bone and lies on top of the first rib. The one on the other side also goes the same way, and at the point of the shoulder starts down the inner side of the upper arm in a line about parallel and under the seam in a man's coat sleeve; and at the elbow each artery then branches into two and they go down the forearm just inside the two bones the forearm, then on to the hand where they continue to branch into smaller vessels. Now. if you should attempt to compress it or them below the elbow you have two arteries to oxnpress. and it takes much greater pressure here since they are forced in hctwvm the bones instead of directly onto the hone as tin* case is in the upper ami. Stviold this am* be severed or torn off at the sltoukier. titer, of course you would use your pressure to compress the artery against tlx: first rib in the hollow formed by the collar bone in front and the shoulder blade from* behind. Next, kt us suppose this leg is crushed off close up to the laxly in a railroad crossly accident, attempting to beat a train to the crossing. How could you control the bleeding when there U not enough stump left for the application of a tourniquet? First kt us trace the blood vessels. Oae large one comes off from the heart and sum down the body, lying just in front and at the side of the back bone. When it reaches a spot directly behind the nave! it brandies, each brand) crossing the bone in the from and about a hand breadth below the groin each starts to wind behind tlte thigh booc. When one reaches the koee it branches as the artery does in the ell*ow and we have two blood vessels and two bones from there on down to the feet. Xow, to control this bleeding at the groin, of course the patient, if lie had a leg off. would be lying down; you would press with the palms of your fitters or the beds of your hands on this blood vessel just as it crosses the groin and you can easily control aJ! bleeding. Following one of my demonstrations at a Fire Department where a great many citizens were standing about the door, a business man stopped me on the street to thank me for that demonstration, telling me that he wished he had witnessed it twb years previously. He told me that while out hunting with a friend the friend was accidently shot in the groin. This man did not know what to do aud just had to let his friend lie there mid bleed to death. That is one reason why I am so interested in tins work; some one who has seen or heard me may sometime be the means of saving my own life or the life of some one who b near and dear to me. * Now. the last point I want to demonstrate is in the neck, a throat cut. Could you apply a tourniquet here? I should say not. Well, first let's outline the course of these vessels hi the neck. They come off from the heart ami 9tmrt up the neck; they do not make a detour, but run up next to the bones in the neck just beneath this big long muscle on either side of the neck. Recently someone in my audience asked me, "Doc, what is the name of that blood vessel?'* Whereupon I said it made no difference about a name since you could push on a name from now until dootns-day and never stop a drop of blood. Then he wanted to know if it was an artery or vein; to which I answered that it made no Cement Section 435 difference to a first aider, since just as much blood would run out of one as out of the other, provided there was a I>ole in it. You say, how can a fellow get a hole in hts throat? Weil, sonteltody might be wielding a wicked "razicr"; or hi an automobile accidvut in a car not |ui])|id with safety glass one might get tlte throat cut from broken glass. I told you accidents occur at home: suppose, as your wife comes to the door to greet you on your return home, a little puff of wind slams the dour in such a manner as to cause a flying piece of glass to strike her in the throat. What would yon do ? Could you success* fully control that bleeding? Watch roe. I will try and tfiow you exactly how to do it on this man here. Standing behind him, 1 quickly grasp his neck just at the outer side of hi? Adams apple, on the Injured side, and with my fingers beneath this targe muscle I compress those blood vessels against the bones in the neck. If he fights or attempts to faint, you have vour other hand and arm free liere to grasp him across his chest aud hold him and gradually lower him to your lap as you gradually sit down on the floor. Now the next thing to do is to send some one running for medical help. Unfortunately few people know the proper way to summon a physician. There are five essential points in calling a physician. (1) Tell the Doctor w!k it Is that is calling him. This save* lots of questioning on his part. (2) Tell him where tlx patient is. Too many people in their excitement hang up the receiver before that information is given a doctor, and the same is true when they call a fire department. (3) Tell the physician who the patient is. if you know; and if you don't know, then tell whether it is a man. woman, or child injured. (4) Tell what you think Is wrong with the patient- Remember, a physician does not carry a complete operating equipment With him and if he does not know* the nature <{ the ease into which he is called, in all probability he will only be able to do first aid, as you are doing, and the patient might lose his life before the physician enuki get back to his office for proper equipment. (5) Be sure to tell the physician what is already being done fur the patient; in this way he can instruct you what further to do until his arrival, or correct anything you are doing which might he wrong. All this advice is very essential for the most efficient assistance following an. accident. Someone says, well suppose this flow of blood in the neck cannot be stopped by pressure as I have showed you, then what ? Well, in the emergency then, you should place your finger or the cleanest material at hand directly Into the wound. Any physician would much prefer a live patient with an .infected wound in his neck to a dead patient with a nice clean wound In the neck. A life may be at Make aud you must act quickly. Xow. let me attempt to demonstrate an emergency treatment of a fracture. It would be fine if you had some real nice boards, proper size and length, and plenty of padding and bandages to tic the splints in place; but where can you always get these hoards? You have got to improvise. If it is a broken wrist, why not just place the arm across the patient's chest, this way, using the dtest for a splint and then binding the arm against the body with the patient's own clothing? Or kt me demon* iraic the making of a splint out of your or xhe patient's coat: first, fold the coat inside out then told it over again so as to make a strip about six or eight inches wide. Now lay it down somewhere and roll it from each end, making two roils which meet at the middle. Now a splint of this kind for a forearm needs no padding; just unroll it enough to wedge the injured arm in with the patient's thumb up, so the two bones in the forearm will lay parallel with each othCT, now secure this dressing to the arm with your necktie, supporters, women's stockings, or what have you, by tying one of these fasteners above the break and one below the break, and then use a belt if vnu have nothing else for an ami sling. 436 TivcHtieth Congress--National Safety Council You may a*k, how are you to determine if the injured person has a fracture.' Well, first you consider tin* type of accident and you wilt have a pretty good idea if such an accident could cause a fracture; then in the absence of any other symptoms, if the patient himself thinks there may he a fracture, you take Ms word for it and treat it as a fracture. I have been teaching that there is generally extreme tenderness over the site oi a fracture, and 1 got a great comeback on this recently in a class over in Pennsyl vania. On asking one of the members of my class what is the outstanding symptom present in most all fractures, his answer was, "You feel until the patient ouches." 2 think that explains it pretty well. If, in gently running your fingers down over the supposed site of a fracture, your patient "ouches", that's pretty good evidence uc has a fracture at that place. Now, let's see how you can use this same emergency treatment for a broken thigh. A patient is injured and you suspect a fracture hi the upper thigh. If you have those nice long board splints which you have all seen applied m first aid contests, all well and good, but you don't have them, so what will you do? Let me show you. Have somebody Itelp you to gently get this patient on his hack, you supporting the injured leg so that he will not jerk and thereby cause the bone to pierce the skin and cause a compound fracture. You have already, before even moving him. looked around to see if there is any bleeding coming through the cfothmg around the leg. You see none, so you determine that you have only a simple fracture. You can rip his trouser leg up the seam if you care to examine further, but don't tear his clothing unneces sarily. . Tlieti take a coat or sweater and fold it in such a manner as to fill the hollow space between the patient's legs from his knees to ankles. Now take belts, suspenders, ladies' stockings, or what have you, and tie the two legs together, slipping these ties first under the hollow spaces around the legs and adjusting them to the places you want them, always one above and one below the break, never over the break. It you don't know where the break is, he will mighty soon "ouch" if you get a bandage too near it. Now tic one around the legs below the knee, having previously tied both feet together. Now you have a very effective splint, of course not nearly as good as those long board splints; but if every fractured thigh had received this much attention before moving the patient we would have less suffering and probably less permanent cripples. You note what I have done. I have tied hts broken leg to his good one, and if he had been fortunate enough to have a wooden leg for his good one it would have made a much better splint since it would uot bend. A first aider must transport his patient; let us nee how this can best be done. Bring me your stretcher. You say you have none., or that the canvas has torn. Well, I don't care whether you have a patent stretcher or not; give me an overcoat, or go up into the boss' office and get the carpet off the floor; a blanket or an auto robe makes a wonderful stretcher. Now you three men there in the front row please come up here and assist us m lifting this injured man to the stretcher. Line up on the uninjured side with the tall man at the head and short man at the feet, in this wav if you do want the head a little bevated the tall man will not have to tiptoe. Now let us place our hands under this! patient so as to lift him, the man at the Head first lifts the liead, placing it in the bend of Ms elbow, and his fingers resting in the patient's opposite armpit; now the free hand is slipped under the pattern's body just above the belt line- As lie does this, the other two men place their hands as follows: the one in the middle slips his hands gently under the patient's belt line and under the upper thigh*; the next fellow is also placing his hands, one under the knees and the other under the ankles. Now I will work from the opposite side assisting here in the middle to help with the heavy part of the body, my hands being placed as near the other men's hands as possible. Now let us all watch the patient's face so as to keep him level ami all lift gently at the same time Lift him and place him on this Cement Section 437 shelf formed by your knees. Now I place this blanket down and you lower him into the center of it, and we will then roll the edges in a tight roll ap dose to his body; these rolls are our poles. Now we grasp these rolls as follows: the men at the bead have a knuckle opposite the cars and elbows, the next at the belt and the crotch, and the last at the knees and ankles. Now in lifting him let us avoid straining our own backs, and to do this we will lift him from our squatting position, the calves of our legs doing the work. Now keep him level, and I want all of you lo notice haw comfortable this patient appears in this stretcher; it fits snugly around his body. In carrying n injured patient, you carry him feet first unless you arc going up hill or up stairs. If a blanket is used for a stretcher you will note that you can either raise the patient's feet or his head without any danger nf him slipping out of this stretcher. No matter how much you elevate either end of the stretcher, still the nap of the blanket clings to the patient holding him in. If the patient does not have a fractured leg you could very easily lift him by grasping hi* clothing in this manner, thus using the clothing for a stretcher. I have taken quite a bit of time to show these methods of emergency first aid; hut. remember, I have been trying to show you that in practically each case of accident all that h necessary is for some one with a little first aid knowledge to use his head and hands and some improvised materia!, and in this way some very effective first aid out be rendered. _ Remember, the American Red Cross is conducting four separate courses in first aid, the Janbr course (or folks from 12 to 17 years of age, the Standard course for folks from 17 years on, and the Advanced course, which is a ten hour additional course and review after you have taken the fifteen hour Standard course. After the satisfactory completion of any of these courses the student is then issued a card from National Red Cross certifying lo the fact of h completion of the particular course. Members of Fire and Police departments, rescue squads of gas and electric com panies upon completion of this advanced course are then permitted to wear our little arm brassard on their uniforms which designate tl*ei as American Red Cross F:rst Aiders. ... We have also worked out another course in first aid called the special course which is taught bv members of our national staff. To qualify for this course the applicant must be 2(fyears of age and have successfully completed at least our Standard course. Those who complete this fifteen hour Special course may then make application for appointment as instructors for their particular organization or industry, and in this way many industries have their own trained instructors and are thus carrying on the courses throughout the year, training all their employees and using it in the interest of their safety movement. Should any of you desire to organize first aid classes it? your community or industry, may I suggest that you contact your nearest local Red Cross Chapter, and they will assist you in any way possthle ? If perchance you do not have xu active Red Cross Chapter near you, then I sug gest that you write directly to the American National Red Cross, Washington, D. C,, stating your wants and Mr. Harold F. Enlows. director of First Aid and Life Sav ing, will advise you as to how best to organize for the courses. The services are free to the community, the expenses of this work being pahl out of moneys received each year during Roll Call for memberships, which drive begins on Armistice day and ends Thanksgiving. Chairman Forrurx: All I can say. Doctor, is that it leave the Red s^ross, you will give Floyd Gibbons a run for his money. \V. H. Baker fJ. E. Baker Cement Company. York, Pa l: How may alt those who attended this meeting obtain copies of Dr. Fenton's talk? Chairman Fortwk: That is a very good question. Mr. Baker. Here is a copy of the 1930 Cement transactions, and all the talks which arc delivered in the Cement Section this year, together with the discussions, arc printed in a similar booklet of 43tf Ttvcnticth Congress--National Safely Council the transactions which will be published a few months after this Congress closes, by the National Safety Council. On. W. J. Fenton' (American Red Cross. Washington. D. C): May 1 answer a question asked me privately here, which might be something of interest to you who wish to know how the courses are secured.' They are secured through your local Red Cross Chapters, if you go to them and say that you would like to have one of throe instructor's training courses, and ask for a representative from the National Red Cross, you may have one if a class of from twenty to forty people are gathered together. We prefer that you divide it up among the different industries. It may be that you will need three instructors in your industry, and the Fire Department may need two or three, hut if a class Ute size of from twenty to forty people is recruited, the local Red Cross Chapter will, in turn, write the National Red Cross and ask if they may have one of these classes. Then the National headquarters will assign an instructor when he can get somebody who is not busy. What i the expense? Absolutely none. This is one of the services of the National Red Cross, ami is financed out of the annual Roll Call money. There 1* no expense to your community or to you. Of course each fellow need* text book and a couple of bandages costing $1.00, but as far as die instructor is concerned, there is no c.xjjcdsc. I probably should have said that i the beginning. Chairman Foktuin : Each year we liave attempted to have on our program at least one technical paper. This year the technical paper, which ts of pertinent intere*t to every cement man, is entitled, ``Minimizing Pulverized Coal Dust Hazards in Cement Mills." During the past several years we have -Iiad some very serious acciiktit* to the coal mill departments of our cement mills, and there has been con siderable agitation among cement people a$ to just how they could be eliminated. Tiic Program Committee, iti selecting someone to give this paper, called upon the Bureau of Mines. There is no other organization in this country better qualified to produce a paper of this type than that Bureau. I believe there is no one in the Bureau of Mines Iwtier qualified to give u a very fine paper Ilian Mr. Daniel Harrington The Minimizing of Pulverized Coal Dust Hazards in Cement Mills By D. HARRINGTON Chief Engineer, Safety Division. U. S. Bureau of Mines, Washington, D. C. It is desirable that the "cobbler should stick to his last," and as the writer is not exceptionally familiar with tle various conditions under which pulverized fuel is used in cement plants, it has appeared advisable to give a brief resume nf coal dust liaznrtis in coal mines and die mctlsods used to overcome them, and finally to make some suggestions as to live problem of minimizing pulverized coal dust hazards m cement mills. It is fully realized that the conditions in tire cement plant are not at all similar to those in the mine; hence, some of the comments and suggestions on present or advisable cement mill practices may not be wholly pertinent. Recommen dations will be chiefly in quoting from oc in giving references to data by persons much more conversant with present-day cement mill practice than the writer. The main reason for tle establishment of the U. S. Bureau of Mitres by con gressional action in 1910 was the horror which had been caused throughout the country because of numerous explosion disasters in the coal mines of rite United States in tlie years 1907. 1908 and 1909. the intent being to try to do what might be within the power of'the Federal Government to ascertain definitely the causes of Published hr permission o tlw Director. U. S. Bureau i Mines. (Not subject te> copyright.) Cement Section -U9 these disasters and to devise and broadcast methods of mimniuing or preventing them. Prior to this time it was fairly well understood that while must coal-imnc explosions were started by gas, coal dust was the dominant factor in the extension oc propagation of explosions; in general, where gas ahmc was involved the explos ion would be local in extent and rite explosions which extended over nnxii if in*i all of the mine were iho-e m which coal dusi aided in extending the flame axl violence. While nearly all persons familiar with coal-mine expkisimi.s believed even before 1910 that coal dust was instrumental in the extension of the flame and violence ot many if rvr most coal-mine explosions, very few believed that an cx|1i>s*mi could start iron) coal dust alone; in oilier word.", most coal-mining people were <>i the belief that no explosion could start unless there was explosive gas present This hint was held notwithstanding the fact that long prior to 1910 there Iwd been explosions disastrous it) loss of both property and life hi bituminous eual miuo where explosive gas had never been found before or after the disaster; nue >> these was the Winter Quarters, Utah, disaster of May 1, 1900, in which more titan 200 deaths occurred as well as much property damage to the mine. This mine had operated for more than 20 years previous to the explosion witlmut ever having found even a trace of explosive gas (ami which operated until about 192? ubu with out explosive gas ever being found.) * Immediately up*u coming into existence in 19H). tltc Bureau of Mine- >umcd land to this day has continued) to study mine explosions in making imcstiicatioHs and reports on the condition* found in practically all major (and many minor) diasters which liave occurred in mines in all parts of the United States; in Addition, *ver 1.000 explosions liave been staged at the Ivxierimci)tal Mine near I'lttdxirgh. J*a. As a result of a study of those as well as many olhcr types of cxpkiMon-. -itch m steel galleries, tlve Bureau of Mines has demonstrated beymul any k>uht that widespread coal-mine explosion disasters are preventable; in fact there is n*w nn question that almost invariably where an explosion extending cr aiu om-hUmdile area occurs in any coal mine, there has been negligence. Tlic bureau lias initiated nearly 1.000 strictly coal dust explosions in the nungassy experimental mine and can make these explosions of extreme violence entirely without use of explosive gas. Moreover, metlxxls have been developed to control these coal dust explosions, making them fast or slow', mild or violent, essentially as desired, this including the stopping of the extension of explosions of great vio lence. Ju addition to being able to show by these experimental mine tests that coni dust alone can and does initiate as well as extend or propagate explosions, many coal dwt explosion demonstrations have beeu made in flimsily constructed surface nai leries using ahnost any lately divided bituminous or lignitk dust. In the investigation of explosion disasters in mines there have been many instances of destructive coal-mine explosions initiated entirely from ignition of coal dust and propagated or extended also by coal dust; the Dolomite (Alabama) explosion in 1922 was started but a short distance from tle surface in a rock tunnel in fresh air coming from the surface by ignition of coal dust when an electric power cable was ruptured by a runaway mine car; the resultant explosion killed 90 persons in the mine. In 1923, at Dawson, New Mexico, a derailed mine car pulled down tire trolley wire at a point a few hundred feet from the surface in fresh air, tltc coal dust ignited by the resultant arc causing a violent explosion which very badly wrecked the mitte and killed every one of the 121 persons underground. In March, 1929, a coal-carrying conveyor broke at the surface of the Kintoch mine in Pennsyl vania *d went down a 300-foot Inclined rock tunnel, throwing muih coal dust into the ingoing fresh air and wrecking some electric light wires at the foot of the tun nel; the arc made from the tangled light wires ignited the coal dust and the result ant explosion went out to the surface, wrecking the tipple, and also went into the interior of tin? mine and killed 4$ persons. In all of these cases it will be noticed that coal dust was Ignited by an electric arc at a point near the surface and In a 440 Twentieth Congress--National Safety Council stream of ingoing fresh air from the surface, and that explosive gas had absolutely nothing to do with the starting of these disasters. The Bureau of Mines' various investigations and studies appear to have estab lished that coat dust is explosive in proportion to its fineness, dryness, freedom from incombustible matter, and the relative amount of volatile combustible matter to fixed carbon plus volatile combustible matter. The latter qualification indicates that high- grade anthracite dust or graphite would be practically non-explosive under con ditions likely to be found in a mine, while fine dry bituminous and lignilic dusts are likely to be dangerous, and dusts ol such hydro carbon solids u gilsonite are almost as explosive as gunpowder. It appears tliat under some circumstances lig- rntic or bituminous coal dust as large as 20 raegh may enter into the propagation of an explosion; dusts of ligititic or bituminous coal of which a considerable percent age is as fine as 100 mesh will not only propagate but will also ignite readily to initiate an explosion, and when fineness of an appreciable percentage of bitumious or lignittc dust is such as to pass through a 200-tnesh screen, both ignliability and expkwihility are great, especially it the dust is dry. ' Tests under mining conditions show that while a very small quantity of finely divided Hgnitic or bituminous coal dust will extend or propagate an explosion, it requires a decidedly dense dust cloud distributed through the air before coal dusts will ignite to start an explosion in a mine. Bureau of Mines Report of Investi gation 3,132 issued in August, 1931, states: "Tests in the experimental mine have shown that the lower limit of flammability through 200-mesh Pittsburgh coal-dust lies between 0-0-32 and 0.080 ounce per cubic foot under the conditions there obtain ing. It appeals the limit will he not far Irom 0-05 ounce per cubic foot. This very small amount is equivalent to three ounces per linear foot in an entry of 60 square feet in cross section. Such an amount distributed over all the surfaces could be detected only by careful examination." While it is seen from the above that a very small quantity of very* fine Hgnitic or bituminous coal dust will extend or propa gate an explosion which has liad a jisrt, on the other hand, it has been found that even very finely divided dry dust-air mixtures will not be ignited by an open light unless the dust cloud is so dense that ordinary types of lighting can not penetrate the dust-air mixture; however, an electric arc appears to have less difficulty in igniting a coal dust-air mixture titan does the usual open light. ' Research in foreign countries developed, and in this country very definitely con firmed. the fact that the quickness and violence with which coal dust ignites depends largely on its freedom from incombustiblcs such as moisture and ash; and it is from this fact that the present day methods of combatting widespread mine explos ions have been devised. While nearly every coal has its own degree of cxplosibttity, it has been found that even with the most explosive of the lignite or bituminous coals (and in general this means those with the highest percentage of volatile com bustible matter) if the finely-divided dust is mixed with finely divided incombustible (ruck) dust (fineness such that at least 50 per cent goes through 100 mesh) to such an extent that 60 or more per cent of tle whole is incombustible, not only will the mixture fail to ignite under conditions which obtain in a mine but also if thrown into the air it will stop the extension (or propagation as it is called) of the dame of an explosion which hat been started, provider! the flame is not being fed by explosive gas (methane usually in coal mines). In other words, the rock dusting method (the covering of all surface* in coal mines with rock dust) will prevent coal dust from aiding in the extension of an explosion, but it will not pre vent the continuation of an explosion i{ there ig around ov over 5 per cent of explosive gas (methane) in Uk: air; and if there is explosive gas in the air (but less than 5 per cent) there must be added apptoximatcly 10 per cent more incom bustible to the coal dust-iock dust mixture for each per cent of explosive gas in the an if the mixture is to prevent extension of the ilame (and violaice) of an exp'v>iou. Therefore, if there is 2 per cent of metltane in the air, the usually recom mended 60 per cent mcomhuMibtc in the coal <Ut*t-roek dust mixture on the mine Cement Section 441 surfaces will not be sufficient to stop the extension of an explosion which lias liad a start; while the 2 per cent methane in air in itself will not ignite or explode, it will aid in the participation of coal dust in the combustion unless there is added to the dust mixture approximately 10 per cent more incombustible for ever)* per cent of methane in the air. Hence for 2 per cent metliane in the air 20 tier cent additional incombustible must be added, thus bringing the incombustible in the coal dust-rock dust mixture to 80 per cent. While rock dusting in coal mines ha* its difficulties and also its limitations, and while it has been adopted only to a slight extent, there is no question that it is practicable and effective; there are few j{ any coal mines in tiro United Stales which can not be kept thoroughly and effectively rock dusted for approximately one cent per ton of coal produced; and during the present year there Have been at least two cases in which large numbers of lives have been saved by the stopping of explosions by rock dust. In fact there is very good reason to give rork-dustiug much of the credit for die excellent record of the bituminous and Hgnitic mines of the United States for having had not a single major explosion since January 28, 1931. or over eight months, by all odds the longest period in tlic past 30 years without die occurrence of a major explosion in our Iigimtc and bitumi nous coal mines. The effect of moisture on the cxplosibtfity of coal dust is complex; there is no question that finely divided coal dust in the air in a cloud is explosive eventually in proportion to its dryness other conditions being equal; and on the -other hand there is no question that finely divided Hgnitic coal dust with high percentage of inherent moisture (such as 20 per cent or over) is likely to fire spontaneously upon being stored for a relatively short time, and in handling such fire and explosion may occur. It has been found in testing the very explosive dust of coal from Utah at the Experimental Mine that fine dust which has absorbed water approximately to saturation will propagate an explosion violently if this dust is thrown into the air in the lace of the oncoming flame of an explosion; however, under usual mine conditions the coal dust which has absorbed moisture to saturation (or in most cases much below saturation) in general stick* to surfaces and docs not get into the air to nearly as great an extent as dry dust, and so does not feed the flame of an oncoming explosion; in this way moistening methods have a definite value in pre venting the start as well as the extension of explosions in mines. As applied to mine conditions, moistening methods are not likely to be so dependable as rock dusting in that application of both rock dusting and moistening methods is likely to be intermittent; evaporation quickly dissipates the good effects of moisture, some times within a very few hours, while rock-dusting may remain effective for con siderable periods, m some isolated cases for months or years. As a result of the studies made by the U. S. Bureau of Mines on coal dust expansi bility in mines and to a more limited extent in industrial plants, the following con clusions and suggestions are made with a view to the minimizing of pulverized coal dust hazards in cement mills. 1. In mines coal dust (material all of which goes through a 20-mesh screen) is explosive about in proportion to fineness, to 'dryness, to lack of incombustible mat ter (such as ash and moisture), and to the relative amount of volatile combustible matter to total combustible (volatile combustible matter plus fixed carbon): 2. From the above in so far as concerns mine conditions, coal free of incom bustible matter such as ash and moisture is explosive in proportion to fineness, dryness and volatile combustible, and this would class all of the present-day solid fitds except the high-grade anthracite and coke as explosive; however, with the higher long-sustained temperatures which obtain in the usual furnace these is every reason to believe that dusts of low volatile fuels such as anthracite coal or coke may also under some conditions be violently explosive. Hence it would appear advisable in pulverized fuel practice to treat the dusts of all of the prcscnt-day solid fuels from low-grade lignite to the htghest-gradc anthracite or coke as explosive. 442 Twentieth Congress--National Safety Council 3. While a very dense cloud of finely divided coal dust must be present in air in ortier to have explosive ignition by an open light such as a miner's oil or carbide lamp or from an electric arc. a comparatively violent ignition may be obtained front a very small quantity of finely divided pure coal dust if present in a dense cloud in the air; and in coal mines as small a quantity as 04)5 ounce of Pittsburgh tim coal through-200*mcsh dust per cubic foot of air is sufficient to feed and extend an explo sion violently. Hu's amount is so minute as applied to coal-mine workings that no coal mine can lie so free of coal dost as to be immune to the danger of propagation of an explosion by coal dust, in so far as tlie amount of dust prescut is concerned. The application of this fact to cement plant installations is not particularly direct as concents sorae of the large-area, large-volume openings in those plants, but is of direct application in furnaces or bins where there is cross-sectional area and hence where the volume of air space is similar to mine areas; for instance. 3 ounces of coal dust per linear feet of entry in the experimental mine near Pittsburgh, Pa., with entry cross-sectional area of GO square feet (5 by 12), is sufficient dust to propagate ait explosion with violence, this cross-sectional area being not particularly different from that of^some types *rf furnaces. Hence, in confined places, very small quantities <i finely-divided coal dii-l are sufficient to cause an explosion to ``carry on.** 4. As dryness increases the cxplosibility of coal dusts, and as the dust used in cement plants is usually, it not invariably, dried, cement plant usage thus is faced with mc of the dangerous features of coal dust. 5. Cement plants generally use the higher-grade fuels, though some liguitic coal is utilized. In drying, much f the moisture is driven off, leaving as the incombustible material only the ash, which is generally less than 10 per cent of the coal, or much ti> low in ipercentage to aid in the prevention of explosive ignitions of coal dust-air clouds. While in mine, dost explosibility can be prevented when incombustible i> around or oyer GO per cent (unless explosive gas is also present), tliere is good reason to believe that under turnace conditions with confined space, high temperatures, and long sustained heat (rather than the practically momentary flash found m coalntinr explosion*), dust with much rnoie than 60 per cent incombustible would explode, though unquestionably there ** some point at which preponderance of incombustible would prevent cxplosibility of a finely divided dust containing both combustible and incomlmstible matter. However, it would be well to consider all coal dusts u,ed in cement mills as likely to explode where mixed in air in a dense cloud. 6. Spontaneous combustion, whether of coal or of many other substance*. is hv tio means well understood, notwithstanding the mass of published data on it; some coals unquestionably are much more likely than others to fire spontaneously, hat on the other liaud some conditions appear to cause almost any type of coal to fire spon taneously. I.ignitic coals with their high moisture content are particularly likely to spontaneous firing unless stored under water; fuels, especially in dust form, which have been subjected to drying methods seem very likely to fire in storage under some conditions; some fuds with high sutphur (sulphide) content seem to fire quickly, especially when subjected to moderately high air temperatures, while oilier highsulphur coals seem relatively immune from this trouble; coals in storage subject to alternate wetting and drying seem to fire rather readily in some cases; coal dust in air forced at high velocity in tubes appears to acquire charges of static electricity which when discharged may cause fires (sometimes explosions). The net result of consideration of the matter <*f spontaneous firing of pulverized fuel is to think of all pulverized fuels as likely to fire spontaneously ami to take the utmost precautions at all times against such occurrences. 7. From the foregoing it appears that under current plant conditions almost any coal in pulverized form may explode or it may fire spontaneously; hence every known precaution which it is feasible to take should be taken against both spontaneous firing and explosions. In general the cement plant has before it essentially the prob lems confronting coal mine* in the prevention of dust explosions and ignitions, with Cement Section 443 added difficulties m certain pliases and with much less serious conditions in other directions. The added difficulties are the fact that all of the coal used in the furnaces must be very finely divided white in coal mines tliere is persent only a small per centage of the small sites of coal which arc explosive or which are likely to fire; in cement mill practice flame must be brought in contact with the finely-divided dust, while in coal mines there is no real necessity for flame; in cement mill practice high velocity dust clouds must he handled in pipe, with tlie probability of causing static electricity, which is not to any considerable extent a hazard in coal mines; at least at times finely-divided dust at high temperature must be stored in bins or held in dryers, a hazard not found in mines; and in cement mills very high temperatures for long-continued periods are encountered by finely-divided dusts, thus again dif fering from the conditions in coal mines. The advantages of the cement mill arc that tlie dust hazard exists in but a few places, tlie dangers arc well known, conditions are subject to control of a few well-trained employees, and tire plant is usually designed to care for the possible difficulties; the coal mine is at the opposite end of the dilemma in all of these very essential features, and notwithstanding this is slowly but surely overcoming the coal dust, fire, and explosion hazards. 8. Sonic excellent publications arc available as to advisable precaution* against occurrence of fires or explosions in pulverizcd-coat plants and as to procedure in case of starting of fires or explosions; the National Board of Fire Underwriters in *1927 issued Regulations for The Installation erf Pulverized Fuel Systems, and lias several ottier codes or treatises applicable to this problem; in 1927 the Bureau of Labor Statistics of the U. S. Department of Labor issued Bulletin 433, entitled "Safety Codes for the Prevention of Dust Explosions"; tlie National Safety Council has various safe practices pamphlets such as Safe Practices Pamphlet No. 31, "Fire Causes and Prevention" issued in 1927; Safe Practices Pamphlet No. 34. "Industrial Explosion Hazards," issued in 1930; and a new Safe Practices Pamphlet No. 97, entitled, "Safe Operation of Pulverized Coal Systems," issued in 1931. AH these pages give data of value to those confronted with the hazards of fire or explosions in using pulverized coal; and Bureau of Mines Bulletin 242 issued in 1925 on "Ex plosion Hazards in Industrial Plants Through the Use of Pulverized Fuel" and Serial 2242, "Coal Dust Hazards In Industrial Plants," have pertinent facts not only on fire but on explosions due to pulverized coal. In conformity with tlie idea that "die cobbler should stick to his .last," instead of giving specific recommendations to the cement industry as to advisable procedure of a specific nature toward minimizing pulverized coal dust hazards ill cement mills, the following recommendations are abstracted voluminously from an excellent paper by D. R. Coleman, safety director, Missouri Portland Cement Company, St. Louis, Mo., which was presented at the Regional Safety meeting of the Portland Cement Association, St. Louis. Mo., cn February 24, 1931. The data and suggestions by Mr. Coleman arc much more to the point than could he given by any person outside of the cement industry. "Within the coal mill building, the best way to prevent tlie formation of dust in dangerous quantities is to keep die place scrupulously dean. One operator saw his department filled with flames when vibration from a quarry shot brought down clouds of dust from the rafters. Unfortunately tlie fire door to the drier furnace was open at the time. Another had a similar experience when a compressed-air line broke, blowing dust toward the furnare. "The work of house-cleaning must be carefully planned and executed, for in such an arbitrary measure one certainty would not want to create the very condition we are trying to avoid, namely, dust formation. As was the weekly plan in one plant, a hose wa turned into the drier furnace and all fires apparently extinguished. A crew of ten men were put to work sweeping down coal dust, starting from tlie top of the building. Within a few seconds the entire place was filled with dust. From some unexpected source it was ignited- Nine of the ten men were burned to death. 444 Twentieth Congress--National Safety Council "The road to another accident was paved with good intentions when compressed air was used to blow the dust from the tops of the boilers in a power plant. Naturally, it was immediately pm it) suspension and exploded when it reached the fire door of the boiler. "As an aul to safe cleanliness it is recommended: "That buildings be designed to secure minimum lodgement of dust. With this in mind one coal building was actually built with the siding on the inside of the purlins. In existing buildings it may mean putting sloping shields over purlins ami roof members, on which dust can not accumulate; "That wherever possible the building be designed so that the interior parts .n which dust might lodge will be accessible for cleaning; "That the inside surface of walls be as smooth as possible; "That there be liberal use of white or light colored paint. It will not only give more light but will have a marked psychological effect; "That screw conveyors and belts be carried on solid flooring to prevent excessive dust formation in case of spill; "That dust in the building be avoided by tlx use of dust collectors. If a cloth type i* used it should be enclosed in a metal case and the fabric electrically grounded; "That if compressed air must be used, it be only in connection with a water spray after careful experiment. Air may be used for blowing out motors and such inaccessible places, but It is advised that this be done just after the room is cleaned; "That if large quantities of dust must be swept, it be carefully wet down prior to sweeping; 'Thai a vacuum clcimvr is. most desirable. In event it is installed: CO It should >c of the permanent type because of the hazard attending the use ot tlx flexible cable on the portable type. (2) Tlx nozzle and handle should be of non-ferrous metal, fibre or other non-sparking material. (3) Hose, nozzles, handles, and oilier metal farts should lx electrically grounded to the piping system and that system in turn grounded to the earth. (4) Dust separation should take place before the dust reaches the exhauster. The discharge of the separators shall be carried outside the buildings, (5) Tlx motor and separator should preferably 1>e located outside the pulverizer room. "Dust within equipment presents an extreme hazard because of its confinement. When ignited there is usually a wreck with personal injury or loss of life. "Two repairmen entered an elevator casing, one carrying a lighted torch. The other man hit the chain with his hammer, intending as a joke to sl>o\ver his partner with dust. Both men were blown out the top of tlx casing, one killed, and the elevator wrecked, "Six men entered an almost empty coal bin to shovel out Ibe remaining coal. Of course a cloud of dust was created which by some means was ignited. Tire bin was w recked and six men burned to death. "A night-shift oiler was forbidden to bring his lantern, which be carried coming to work, inside the coal room One night he got by with it and used it inside the mill while oiling tlx rolls. He apparently forgot his lantern, closed and started the milk He and the null were blown to pieces, another man burned to death, and the building wrecked "At two different plants coal tank men lifted the covers to inspect tanks whkh were hong filled. In each case a cloud of dust drifted out, became ignited, burned the men to death and wrecked the bins. "To prevent explosions of the type just mentioned, it is recommended: "That of course all equipment be kept as dust tight as possible. That safety relict vents be provided on all necessary equipment "Tank vents h>utd lx large enough to present building up abnormal pressure CVifit'K/ Section 445 therein. Safety relief vents from pipes or flues sliould ha\e at least the* ?amc area as tlx pipes or floes vested, and should lead by the shortot possible vertical direction to the outside air; "That all tanks have smooth inside surfaces and be so shaped that the minimum of material hangs up in the corners; "That all joints be riveted, and rivets spaced to insure a dust tight joint, and joints caulked or welded; "That the bin be so designed that the coal ts introduced taugcntiealiv against me of the sides m order to reduce the size of the dust cloud , "That all bins be equipped with high bin signals; "That no manhole or* inspection door be opened while the tauk is being lllkd; "That hammering on hoppers be prohibited, for it eventually causes leaks; "That no mill or elevator be entered within 20 minutes of shut down, in order that dust may settle; "That when working is equipment there be the least possible creation of dust.'' "Obviously if we are successful in oof efforts to prevent formation of dust, there is no ignition problem. However, we will have to reach the idealistic stage Ixrfore we can disregard this hazard. "Explosions are caused by open fires, electric sparks, metallic .sparks, qMmtamvms combustion, driers and smoldering fires in equipment. "Torches in a coal room are flagrant violation of good seme. Four men were burned m an elevator from the resulting explosion when mic of them entered with a lighted torch. . "At another plant an operator opened an evdator casing to tighten a hi>e chain. He set a torch, borrowed from the lain room, in one of the buckets and >(iool; the chaiu to sec how loose it was. A cloud of dust came down. ignited ami burned bin: so fearfully he died shortly thereafter. "On any number of occasions flashes have resulted fom coal Just !*mg blown to open furnace and kiln hood doors. "AU open lights, torches, salamanders and smoking slxiuld l*c prohibited in the coal room. "Coal tanks sitould be located as far from kiln Itoods and drier furnaces as is consistent with operating requirements. "That part of the building around tlic tiring e:d of driers ami kilns should be kept particularly clean of coal that might be carried, by wind or nbratiou. as dust to the fire doors. "Even locomotive sparks are a soursc of ignition, at shown by tlx fact that of 7S grain dust (very similar to coal dust) explosions and fires in 1929. 15 were traceable to tins source,*' `'Electrical equipment is an occasional source of ignition. In one plant a short circuit of one of the armature coils of a 2S-H..P. 500-volt D.C. motor ignited the coal dust accumulated inside the motor casing and initiated the explosion of dust through out the building. "Another explosion was caused by' an electric spark from a blown fuse on the switchboard at the very moment a cloud of dust was formed by the breaking of a 6-inch drive belt. "A $650,000 explosion in a Kansas Q'ty grain elevator in 1919 killed 14 nun ami seriously injmed 10 others. Evidence indicates that a short circuit was caused by a defective extension coid or by breaking an unprotected light bulb in a dusty atmosphere. ` There are any number' of case4; where light globes have been broken or exploded in coal tanks, the glowing filament then igniting the suspended dust in the tank. , "Several explosions in a plant, one of which seriously injured six men. resulted 446 Twentieth Congress--National Safety Council in the discovery that a 20,000-volt charge of static electricity was being built up and discharged in a cloth type dust collector. "Other causes of static charges are contact of rapidly moving parts of machinery, such as bdts, rollers, balls tit pulverizing mills, fan blades and particles of fine material being rapidly conveyed through chutes and spouts. "To reduce the fire and explosion hazards of electrical equipment, as just illustrated, it is recommended: "That as far as possible all wires and cables in the coal pulverizing department be carried in conduits; "That unless the coal room is kept free from dust, switches be placed Outside the building. If this is not feasible, they should be of the oil-immersed type; "That provisions be made to cut off the light and power at some remote point in event of explosion or fire. This avoids the need of entering the building. "That motors not properly enclosed or protected against ignition by sparks at the commutator have no place in the coal room. Motors of the non-sparking type, preferably squirrel cage motor, are the most nearly explosion proof now available. "That the bulbs on extension cords be protected by a heavy wire guard and that connections and insulation be inspected frequently. It is even more desir able that lights of the flashlight type be used instead of extension cords. "That where there is any possibility of the formation of a static charge, the equipment be grounded. This will dissipate the charge as it is generated. "That coal tanks, conveying lines or pipe lines should not be used as supports for light or power lines, except where such lines are carried in conduits." "back of evidence of explosions due to metallic sparking does not mean the hazard is unimportant. "Magnetic separators should be provided ahead of all pulverizers of other than bat! and tube mill type. Coal that has passed the separator should then be protected to prevent re-entry of foreign material. Separators should be protected by interlock or alarm systems to prevent passage of coal when not magnetized. In connection with sparking, it is interesting to note that the National Board of Fire Underwriters state that "Non-ferrous metals need not be used In the construction of fan blades or lining of fan casings." "Unsuspected fires in equipment have caused immense damage. "In one case the boilers were shut down and fire apparently killed for the regular weekly Inspection of the coal mill. The fan was started up to clear the mill of coal, the dust blown into the boiler. A few minutes later there was a terrific explosion, the dust ignited by some embers in the fire box. The shift engineer was blown into the air and killed, the superintendent and mill operator sent to the hospital for four and eight months respectively and the boiler room wrecked." "In another coal grinding department the building was wrecked and 12 men killed when the department was again started up after a fire in an elevator boot was thought to have been extinguished. - "In another plant an explosion occurred, burning 8 repairmen to death. While the mill was being repaired one of th men rammed a stick with some waste on it into the part he was cleaning. Smoldering fire apparently ignited the waste, which in turn ignited the dust created by the repair work. There was a flash in the mHI and then flames traveled back and forth several times across the room with a strange fussing noise, apparently the result ol dust shaken from overhead by the first flash so the milL "It is recommended: * "That when the fan is to clear the null of coal, the induced draft (an be placed Cement Section 447 in operation or the stack draft be wide open before the mill and exhauster fan are started; "That a lighted torch always be placed in front of the burner, even though boiler or kiln are down; "That the system be so interlocked that the mill and fan cannot be put iu opera tion ahead of the induced draft fan; "That all equipment he regularly inspected for smoldering- fires, particularly before being opened for repairs; a fire may smolder in the system m operation without damage, due to lack of air. Opening the system and starting repair work may create the proper dust su&penskKt for an explosion. "That when a fire is found in equipment, except tanks, it be carefully flooded with water and then shovelled out of the system." "Spontaneous ignition, though a serious problem, never causes an explosion unless the dust is stirred up, allowing suspension in air. To prevent spontaneous ignition, it is recommended: "That a study be made of the coal used at each plant to determine its susceptibility to spontaneous ignition; "That storage tanks be located as far as practicable from Ixjilers, kilns, steam pipes, or other sources of beat; "That they be regularly inspected inside and out when coal is stored for any length of time, to determine whether there is any increase in temperature or whether there are fumes irohi smoldering fires; "That whenever a plant is idle for more than two days, all tanks be tlioroughly inspected before resuming operations; "Whenever possible, all pulverized coal should be burned before the plant goes down; "That no coal, crushed or pulverized, be stored when it', temperature exceeds 150" F." "Now for the drier. There is almost no doubt that the keystone to safe operation oi a coal department is in the proper ojieratiun of this piece of equipment. The majority of explosions and fires can be traced directly or indirectly to overheated coal, which is generally caused by either too hot a lire in the drier furnace, or tin- continuance of the fire after the drier has been shut down with coal in it. "One typical case from the many will suffice. The pulverizing mill in a cement plant had been shut down for full kiln tanks. Just a$ it was being started a few hours later it exploded. The attendant slxxrk brought down accumulated coal dust from overhead which in turn exploded, wrecking the building. Two men were kilted. The investigation proved the explosion due to one of two sources Either some hot coal remained in the milt when shut down and grew hotter until it needed only the additional air supplied by the simultaneous starting of mill and fan, or, due to drier operator's neglect, the coal was practically red hot when fed to the mill. "To help in the safe operation of driers, it is recommended: "That equipment U* so interlocked that when the drier is shut down ther* is no continued heating of the coal: hat operation be controlled by temperatures taken of the coal at the discharge of Uw drier. Such control compensates for variations in coal moisture and feed. Usually 90* to 125" F. on drier discharge will dry most coals satisfactorily; "That there be a temperature indicator and alarm system in the range uf vihiou and hearing of the drier operator; "That if the coal is at all variable, automatic temperature control systems may be a good investment: "That when necessary to reduce drier temperature* this V>c dune by lowering air temperatures rather than air quantities; 448 Twentieth Congress--National Safety Council "That in direct driers, the gases of combustion should not come in direct contact with the coal before at least one-half way back in the drier, in no event within 12 feet of the fuel bed; "That the drier be run empty before shutting down; "That shavings or other light inflammables should not be used in starting drier furnace fires; "That operating schedules be so arranged that no dried coal is stored for more than 24 hours; "That the drier operator be a reliable man who thoroughly understand his business." "Overheating of bearings is another source of ignition. This hazard may be eliminated; By frequent inspection and oiling. By keeping bearings, in fans particularly, cat the outside u: equipment. In case of unusual hazard, by a bearing- alarm system." "A coal dust explosion can not be handled. It must run its course. If it is not prevented, the next best measure is to see that there is sufficient fire fighting equip ment to fight the subsequent fire, to be used only after at! dust has settled and after the cirenit breaker is knocked out "In case of bln fires: "A:--Cut off the coal supply to the storage bin, "B:--Shut off the carrier air supply to the bm. ' "C:--Close the bin vent damper. If the damper is automatic, make sure that it has properly closed. ` D:--Make sure that all other openings into the bin, other than the feeders, are tight. "EThe foreman, fireman, or person in charge should be notified at once. It is this man's responsibility to exercise his judgment and determine whether the fire can be extinguished by its own fumes. If the fire has not gained headway and the bin has been tightly sealed, the fire will die because of lack of oxygen. **F:--In some cases where the fire has gained considerable headway, the vent damper may be damaged or the seams may have opened. It is important that every effort be made to close these openings with water soaked non- combustiWe material. "G;--When all of the bin openings have been tightly closed and the vents sealed, this will prevent the circulation of air and will create an atmosphere high in carbon dioxide. Whet! all of the available oxygen in the bunker has been exhausted, the fire in most cases will smother out "H:--Live steam nr inert gases may be used to smother a fire if it gains headway. Steam and water should be used carefully as it may create a dust cloud within the bin. and thus set up an additional hazard of explosion. Water should not be used unless absolutely necessary. It has little value in putting out a fire in large quantities of pulverized coat and makes it practically impossible to use the feeders.' *T;--The bin sh<xx!d be emptied as quickly as possible, even while the fire is in progress, by feeding coal to the kiln. This emptying process should be car ried on regardless of the difficulties experienced in the feeders due to lumps of coke. "J:--If it is im{>ossib!e to feed the eca! to the furnace through the feeders, the bin should be sealed and the fire completely extinguished before the bin is opened. . "KCar# must he exercised in opening- a bin wluch has been scaled to extinguish Cement Section 449 a fire, so that any flammable gases which may have been generated during the time the bin was sealed will not be ignited when it is opened. "Lx--U all attempts fail to dear the feeders, men must enter the ben. In all guo. h shook! be thoroughly' ventilated to eliminate any fumes and to make sure that the fire is really out. This work should be in charge of responsible parties. Men catering the bin should be equipped with positive pressure hel mets or oxygen breathing apparatus, and also with life belts and life lints. Life lines should be In charge of a second worker outside the bin. and the man inside should be watched at all times. *'M :--ln some cases it will not be necessary to empty the bm after a fire, but when doing so. coal should never be discharged on the floor through the opening m the bottom. It should be removed either by disconnecting the feed ptpe and discharging into buckets, or by bucketing the coal cut through the (op manhole. Fire of bulk coal in other equipnyrnt may be fought by the same measures. "Even litough the coal pulverizing system is efficiently designed and the most effec tive safety devices are provided, much of the value of these safeguards is lost if plant operatives are not educated to note and avoid potential dangers. Several of the inci dents mentioned illustrate this fact, for example, the accident caused by the lighting of ' a torch in the elevator of a crushing plant and that caused by a fireman neglecting a drier furnace until hot coal was carried from tlie drier to the pulverizer. "It is of utmost importance that the men in the pbnt. and also those who are in and around kilns which are using pulverized coal, should be impressed with the idea that coal dust is explosive and inflammable when in a cloud and mixed with the proper amount of air, and that it should be treated just as carefully as natural gas." After having quoted so voluminously from Mr. Coleman, it seems pertinent to quote also from a tersely worded letter by Mr. \V. P. Rice which appeared in the August, 1931. Monthly Xeu-j Letter of the Cement Section of the Xattona! Safety Council. Mr. Rice gives some excellent suggestions; "Almost every one using powdered coal knows Us hazards, and that the explosions are caused by a proper mixture of powdered coal and air becoming ignited by some means. The methods of preventing these explosions fall in two general classes. The one, to eliminate the source of ignition, the other, to prevent the wixUffe of coal dust and air in explosive proportions. "The most obvious, easiest and most discussed is Hie first--the prevention of ignition. The rule against the use of open flames near coal dust is generally understood and enforced--so needs little discussion. Electrical sources of ignition are more apt to be overlooked. Faulty lamp cords that may cause a spark;.the breaking of lamp globes; arcing brushes on motors and electrical tools, are all means of ignition that need care ful watching. "The coal dryer is often the means of starting an explosion, and requires careful control. The use of temperature-recording instruments that will indicate the temper ature of Coal discharged from the dryer are highly recommended. The temperature should be kept well below the ignition point of the coal. "When a fire docs occur in the dryer the first thought should be to exclude the air, by closing the stack dampers or by other means. The obvious method to put out the fire to use water, but it is much better and more convenient to spray the water on the fire in the furnace, not the dryer, and allow the resultant steam to smother the fire in tire dryer. "The second general method of eliminating explosions is by preventing the proper mixture of coal dust and air, by keeping the dryers, grinders, elevators, conveyors and tanks as nearly dust tight as possible, and this is necessary for general appear ance as well as safety. "A study of coal dust accidents proves that tlte secondary explosion is the most disastrous. These are caused by the concussion of the first small explosion dis 450 Twentieth Congress--National Safety Council lodging tlie accumulated dust on the building ami machinery structure. This dust tit tailing becomes ignited and spreads (he explosion over the whole room, often wreck ing the building and burning men who would otherwise have been out oi range. When explosions result in the roof being blown off, windows, doors and walls being Mown out, itjs almost always the result of the secondary explosion. The only remedy for this is cleanliness, not only of the easily accessible places but every nook and cranny of the building. As a means to this end. the painting of the entire inside of the building white is strongly recommended. Then an accumulation of coal dun can hardly be overlooked. "If a coal-dust explosion were to occur in an open field, the danger would be greatly lessened. Therefore, to make the coal plant approach that condition is to make it safe*. The tendency of an explosion is to gn up. The roof should be high awl cquipjKu) with a large monitor open on the sides. In addition, the side walls should ka\c a wide opening between them ami the roof. Doors and windows should be large and kept open winter and summer. The best windows consist of wide metal louvers or shutters, rather than glass. Hie louvers as well as the doors should he closed only when it is necessary to keep out the rain and snow. "Then the draft through the building will tend to lessen the accumulations of coal dust. If an explosion should thou occur, it will have room to expand and often save tle building ami the men in it.** Conclusion In this paper an attempt lias Iwen made to analyse Mime of the fundamentals in the hazards connected with ilte use of pulverized fuel: *ome of the experiences and research information of the U. S- Bureau oi Mines arc given. When applying the data to specific recommendations as to tlic best mctljod* of avoiding nr of over coming tliesc hazards, it has been deemed advisable to borrow from recent data issued to persons within the cement industry uito are familiar with operating con ditions and practices and hence are competent tr make definite suggestions. For the material so presented, due acknowledgment Is givuti to Messrs Coleman aud Kiev. Discussion Chairman FoaTLt.s*: TStat certainly was a very tine paper, and I think we all should consider it of inestimable value to the cement industry. Arc there any questions anyone would like to ask Mr- Harrington or Mr. Cole man? Mr. Coleman is here, and as you recall, Mr. Harrington quoted from Mr, Coleman's paper. J. E. Caw.io\ (Universal Atbs Cement Company, Chicago. 111.) : It is rather hard to discuss a paper of this length njxm one reading. Will this paper be distributed later? Chairman Fortuik: Tl*e paper will be in the cement transactions which will be published about the first of the year. All of the discussion and the papers verbatim will be published m the transactions. They am be secured from the National Safety Council at that time. * Mu. Carlson: I congratulate Mr. Harrington for a very good paper on coal dust explosions which he seems to have covered very thoroughly. In the cement industry. I imdci stand that there have been explosions in the coal grinding departments mostly in the dust collecting systems. We have had *ama minor explosions, but none have been of any serious nature, and 1 hope wc will not have any. Dust explosions can be materially reduced by proper design of the equipment. What I have in mind ts to eliminate as much as possible all shelves for dust to lodge on. AH piping in connection with dust collecting systems should be of such a size that live speed oi the dust-laden air should Have a velocity of altout 4000 feet per minute. Cement Section 451 This will eliminate the dust settling in the pipe system which may at some time catch fire and be the came of a serious explosion and damage, or wreck the build- togs and equipment, and even result in fatalities or serious injuries. In the early days of the cement industry, not much drought ami study were given to the design"of cuvcraqg the coat grinding equipment to prevent explosions due to coal dstat settled on the truss members being shaken down by small explo sions resetting a a heavy secondary explosion. For that reason, buildings over coal pulverizing equipment should be so designed to prevent all ledgtng and sltelv- ing as much as possible. ^ Explosicu danger in real mines is minimized by rock dusting. Such a practice in coal grinds^ bwV&ag* might be employed with similar results. It b aho ha order to keep the grinding and conveying system m good repair and eliminate all possible leakage- It i also a good idea to use the vacuum cleaner at least once a day. A Method of Cleaning Coal Switches Jacx Dkmfstoi (Canada Cement Company. Ltd., Port Colborne, Ontario, Canada) : I would like to ask Mr, Harrington a question which at first wilt seem obviously unfair as he is not with the cement industry* but it will bring out a point. We will assume just a hypothetical condition as applied to a hypothetical plant. We have four or five switches in the coal mill operating four or five mills.These switches become coated with a very fine coal dust. Wc have a compressed air system to clean our coa! switches. Now these switches certainly must be cleaned, else the coal dust will get around them. I suppose right away you will condemn the method of using the compressed air to clean the coal switclws. because you willsay that raises a cloud of coal dust which may, just at that time, be in the proportion to cause an explosion or ignition to lake place, and there will lie a chance of a spark some way or other. What method would you advise to clean these coal mill switches? Mr. Harrington: T am afraid I am not going to be able to give you very much on that. Of course the obvious thing would be to cut off the current. If that cannot be done, you have to take the chance of the explosion. We have m mines a con dition which many of us ha\e mar veiled at as not having caused an accident thous ands of times. In the mining of coal, it is generally underground by machinery, and many, if uot most, of the machines arc run as we call "dry**--without the use of water. That throw* into tire air enormous clouds of dust. The dust is so dense that you cocrkJ not see me, or I you. at a short distance, and yet men work in those places with open lights and apparently without having caused explosions, at least we have never been able to tie an explosion to that particular thing, but many ot us have mar velled that it has not occurred. On the other hand, we can take a carbide lamp, put it into a small box such as wc use for testing purposes, do essentially the same thing as we are talking about, throw a jet of air into some coal dust, force that dust onto that carbide lamp, and we w2l get an explosion ninety-nine times out of a hundred, and that is with a flame which is less intensely hot than the electric arc. As to your problem, of course if you can`t do anything else. I would say your compressed air Is about as good as you can do, but always with the possibility that you may get that explosion. You may do it one thousand times without it. and then you might get it. J. J. Foeats (United States Bureau of Mines. Pittsburgh. Fa.). I want to have them used in closed switches. Chairman Fortci.v - 1 think, though, the suggestion that Mr. Dentpster brought out about cleaning the coal or cleaning up the coal house, and the various methods used in doing that, might be a good thought if we asked for the practice that var ious organizations are using. I sec Mr. Coleman Is t*re from Missouri, Mr. Powell 452 Twentieth Congress--National Safety Council from Medusa, and Mr. Hunt from Nazareth They are all engineers. Let's bear uliat your practices are. F. B. Hunt (Nazareth Cement Company, Nazareth, Fa.) : I think the answer to Mr. Dempster's question is to relocate your switches where there is no coal dirt. It is the safest plan to install an oil immersed push button and take your switches vut of the coal-laden dust. J. E. Carlson (Universal Atlas Cement Co., Chicago, III.) : How about the vacuum cleaner? D. B. Coleman (Missouri Portland Cement Company, St. Louis. Mo.): I think, hy alt odds, the vacuum cleaning method is the most satisfactory, although prob ably tlic most expensive. In our plant we have not been able to find the money to put in a vacuum cleaning system, so we are going back to the water can. We are moistening down the coal and the dust accumulated on the floor, before we sweep it up, but I want to stress tins point. Someone might object to the method, claim ing that if water is mixed with too much coal dust, it leaves a thin scum or film on tlvc floor. Our coal room is not allowed to become that dirty. It is swept up regularly enough so there is a very thin film of dust on the floor at any one time. Chairman Fortujn: Mr. Powell, won't yon say a word? Other Cleaning Methods W. M. Powell (Medusa Portland Cement Co., Cleveland, Ohio) : We keep our plants as clean as we can from day to day by the broom method, and on occasions by wetting the coal down. I believe the vacuum cleaning system would be good, but if you have to blow' it, why wouldn't it be possible to use a blower so that you could distribute evenly cement dust or rock dust with the air, and get the proper mixture 50 it would be impossible to igniter* Chairman Fortuin: In many of our plants we have enclosed the units of oper ation to such an extent that there is practically no waste dust; in other words, the mills !>a\e been sealed. Is there any reason why you could not extend that, with limitations, to the coal house? Isn't there perhaps a reluctance to go Into the coal mill and seal tlie mills because some one has said that the more air or drafts you hare running through your coal mill, the less chance there is of an explosion? Mr, Coleman: \Vu lad thu old ball and tube mill set up until about a year ago, and then wc switched over to a new kiln mill. To those of us not familiar with the new mill it looked like an ideal method of taking the roof off the building, but a study of it showed that tin.' quantity of warm air drawn hi off the furnace for drying and separating the coal, is not of sufficient quantity to propagate or sustain an explosion. A. J. R. Curtis (Portland Cement Association. Chicago, Illinois) : Isn't tliere a great deal les* dust going around than by the old method? Mr. Coleman: Yes. Chairman Fortvjin: May wc Hear from Mr. Stanley Owens. Stanlev Owens (Portland Cement Association. Chicago, III.) : The records over a period of years show very gratifying decreases tit the number of coal dust acci dents. and it: its lost time, and the aiiwunt of disability* because of such accidents. Wc have only had three or four cases 'this year, in one of which a man was killed. 1 understand that in all four cases the superintendent making the report reported the <uui|wi>cttl was not as fault but that the employee was to blame because he d*d not follow operation rules. Because of the ever present possibility of an explosion spreading disaster throughout die plant, it is necessary that wc give the subject serkxi? consideration all the time. Mr. Hunt: I believe in time the coal house will not be used. In die experiments wc have made vc have installed on one of our kilns a unit pulverizing system com prised of a tube mill five feet in diameter and seven feet long. We store no pulver ized coal but take tlic coal in from the coal mill, put it through this small tube mill. CVmi'it/ Section 453 where tlic coal u dried by means oi predicated air from under the kiln hood-.. The temperature of the air is about five hundred and fifty degrees, and it i< alttnhitriy impossible to create an explosion in that tube mill nr in any part of the pipe going from the tube mill up to the kiln. There is not sufficient oxygen m there to create an explosion. We Itave tried in a number of cases to cause an explosion in -uch a mill but have not been able to do so. There is no deposit of coal dust am wliore about. The unit is placed directly in front of the kiln. We are using tueUe men now to feed eight kilns in the coni house. On the new installation with the uml pulverizer mills, we will use two men to operate the eight kilns instead oi twelve men in the coal house: in other words, it is a saving from an economical stand point as well as doing away with the hazard of the coal house, and that of the dry ing and grinding equipment. Chairman Fortuin*: May I ask liow you use tlx: oxygen. Mr. Harrington? Method of Using Oxygen P. Harrington (United States Bureau of Mines, Washington, D. C>: The air h drawn m by means of a fan on the opposite end of the tube mill from the feed end. Th load in there is about two Hundred and sixty pounds of inch ami a quar ter balls. It is absolutely impossible, due to tle seal cn the feed end, to get enough 'oxygen for an explosion. H. H. Lauir (Universal Atlas Cement Company, Chicago, TlUnovO : One solution to the problem is the type of mill that uses fifteen to twenty per cent earlmsi dioxide gas heated up so there is no possibility of an explosion in the grinding of tlic mill. When you start or stop a milk you will have excess air going through the mill, and h spark will start an explosion, whereas if you have carbon dioxide gas, you can't get an explosion. Me Coleman: That seems to be logical because iu starling up a grinding null, naturally with all the things in operation, there Is such an excess of dust that an explosion ts impossible. On the other land, when you start up and shut down, you taper off, and at same point you get just the conditions for an explosive mixture. At the time it was started up and shut down, if the carbon dioxide were put in. it would prevent an explosion. Chairman Fortuin: One of the hazards in a cement mill is the lighting of a kiln which lias been off the line. Valuable information in regard to burning of pul verized coal will be found in Safe Practices Pamphlet No. 97, "Safe Operation of Pulverized Coal Systems." recently published by the National Safety CntmcH- Mr. I.a her : Some time ago in the coal mines, they started putting up shelves of powdered rock which would, in case of an explosion, fall down and tend to slop the explosion. Do they still do that, Mr. Harrington, and would that do any good :n the coal mill if an explosion started? * Mr. Harrington: 1 am inclined to doubt the feasibility of the barrier system a* applied to a cement mill, although it might work They do use it stit! in coal mines. There are certain inherent difficulties in dojng it, however. In tlic first place, the air must be fairly dry, or most of the rock dust will absorb moisture, and become a paste or almost mud. There are methods of preventing that, but after several years of quite a lot of controversy, research and experimentation, wc believe that while the rock dust barrier is something which might be of added value it is something which you cannot depend upon. There are some people who take a different point of view. If I were in a coal mine and responsible for the safety of the people in it, I might use some rock dust barriers. The probabilities are, however, that instead of spending the money neces sary to put in rock dust barriers--some would cost $500.00 apiece--I would spend the money in other ways, which would give better protection. Tliere are places you cannot get into on account of cave conditions, or unsafe conditions. to do the ordi- 454 Twentieth Congress--National Safety Council nary type oi rock dusting. In such places it Is advisable to surround them by these barriers with the idea that you arc placing the barrier simply because you haven't tlw possibility of doing the rock dusting as it should be clone. ADJOURNMENT Cement Section 455 Wednesday Luncheon Session October 14, 1931 Joint Meeting of Cement and Quarry Sections K. B. FORTUIN, Chairman Pennsylvania Dixie Cement Corporation, Nazareth, Pa. The joint meeting of the Cement and Quarry Sections was called to order by General Chairman R. B. Fortum of the Cement Section, who presided. Chairman Forruix : Wc have a very interesting speaker on our luncheon pro gram to-day. Mr. D. D. Fennell is a consulting engineer and resides in Chicago. Mr. Fennell has been giving safety talks for the past twenty years in cities all the way from Canada to the Gulf of Mexico and from th<~ Eastern seaboard to the home of the beautiful girls--Hollywood. 1 take plcasu u in Introducing Mr. Fen nell. Safety and the Interdependence of Men By D. D. FENNELL Vic*-Prud*nt, Turner and Turner, Inc, Chicago There is no subject more apropos to our present economic situation than the one 1 propose to discuss at this meeting. The safety of the world, of the com munity, of the individual industrial or commercial enterprise and of the individual himself, depends to a large extent upon the measure of our recognition of the necessity for true interdependence in the affairs of men. There is to be considered. (1) international economic interdependence, (2) in dustrial interdependence within an industry, (3) employment interdependence, (4) social welfare or the interdependence of the units constituting a community Of state. 1. International interdependence. Never in the history of mankind has the world been in such a state of flux and change as since the commencement of the Great War. To be sure the Napoleonic ascendancy brought numerous political and geographical changes in the countries of both the new and the old world but hardly to an extent comparable with those which liave taken place m the past seventeen years. A study of the geographical maps and political data of Europe, Asia and Africa and the islands about them, as of 1913 and 1931, will reveal such changes in forms of government, kinds and personnel of rulers and national bonier lines as have never occurred in a like period in the world's history. There is going an constantly such a contracting of distance in both the fields of transportation and communication that it takes to-day, one-quarter the time to go around the world that it once took to cross the Atlantic Ocean. The change of price m an important security on a stock exchange in America is published in the newspapers of England, Germany and France in the next edi tion. issued the same day as the change takes place. Many of us could not follow nor support the late president Wilson when ha proposed a covenant of nations to consider and act upon matters of common import in a crisis, yet when England abolished the gold standard the stock markets of America were immediately depressed and prices of securities fell abysmally. We did not want political interdependence but we find we certainly are inter nationally, economkally-interdepcndcnt whether we will or no. Without question, the safety of mankind, as men "move in upon each other," is demanding that they sit down and counsel together before they resort to the brutal, destructive instrument of war to settle a disagreement. 456 Twentieth Congress--National Safety Council 2.. Industrial interdependence within an industry. When the throttle-hold of politics is taken from the throat of industry and companies making like article* may confer as to the quantity of products the market can consume and are permitted to regulate scientifically that amount ad the character of it. a sounder economic structure will have been brought into being. Overproduction is the result of the extremely individualistic character of the manufacturer executive and has tad much to do with the bringing on ol the industrial depression of to-day. No in dustries have suffered more severely from this unwise eliarscter of competition than those you gentlemen represent. It is my unbiased opinion that the day is not far distant when manufacturers will be urged by government to better regulate their inter-company competitive relations rather than be forbidden by law to do so as at present. Safety for every industry--iis perpetuity--will be secured by such means--when men shall have become economically wise rather than politically astute. 3, Employment interdependence. The ideal in industrial relations is the recog nition by employer and employee of the essential place of each in the success of the company's program. It is only through team work that a company objective may be achieved. All the safety codes that may be written, in which effort is made to secure obedience to their provisions through force will fail of their purpose. The building into the organization of a spirit of mutual dependence, the men iokitig to the management for leadership and trusting it and the management looking to productive labor tor production and believing it will be secured, spells success and profit to each. In tile trying times we are experiencing, wish deplete] forces, and light demand for product, more than at any other time, is needed great candor, a fine quality of leadership and a constant checking up on all the accident preventives. It is an unusual time and opportunity for the putting on of a competent educational pro gram in plant methods In general and in safety work in particular, that a welloriented nucleus may be equipped to guide the augmented force that will soon be necessary to meet the production demands on the plants. 4. Social welfare, or the interdependence of the units constituting a community or state. Industry and its leaders are coming to recognize that part of theii job is not only to train men and women to produce things but to make possible lor them en lightenment, liberty, social happiness and the impulse to achieve worthwhile goals. The safety and certainty of a continuing understanding in an industrial group 5s predicated upon a recognition of real mutuality of interest between management and workers. After all, what character of purpose or career brings such satisfactory returns iu happiness of heart and contentment of conscience as the spending of oneself in the culture of a fellow man so that he may measure up to his possibilities and fulfill his destiny t The first safety engineer of whom I have heart! fc one John Woolmau, a Quaker, who was born in New Jersey ui 1720. When he came to manhood he at once commenced the instruction of the Quakers in New Jersey in reading and writing and later in farming, hygiene, in the "care of their homes and the care of their bodies. He later continued his efforts with the Friends of Virginia. No Quaker excepting Wiihsutt Penn has exerted the influence for good among h people as did this humble teacher-artisan who earned his living as a tailor white carrying on his beneficent enterprises. In the midst of hts work he one day stopped to take stock of himself and here the interdependence of the man and his associates stands forth. Said he in describ ing this experience: "Being then desirous to know who I was, I saw a mass of matter of a dull gloomy color between die south and the east, and was informed that this mass was human beings in a$ great misery as they could be and live, and Cement Section 457 that 1 was mixed with them and that henceforth l might not consider myself as a distinct or separate being.*' It seems as though the words f quote from a dialogue of Plato, so appropriate to my thesis, might have been written yesterday instead of centuries ago. He stresses our interdependence as citizens of a state when he says: "And can there be any greater evil than discord and distraction and plurality where unity ought to reigtir or any greater good than the bond of unity3" 'There cannot." "And there is unity where there is community of pleasures ant! pains---where all the citizens arc glad or sorry ou the same occasions ?" **Xo doubt." "Then when am one of the citizens experiences any good or evil. tl>e whole state will make his case their own, and cither rejoice or sorrow with him?'" "Yes." he said, "that will be true in a well ordered state/* Tbfe picture of men contributing of their interest and their energies lliat the fives oi their fellows may be rich and full is the new vision of social responsibility and qpfrortunity that our industrial and commercial leaders as well as the workers who follow them are gradually coming to acknowledge--this interdependence of men. If we carry thj*. doctrine far enough will il not of itself insure the success of the entire safety movement? Supposing both the automobile driver and the pedes trian might be taught to know the other was defending on him to play fair and take no chances; that the workman be made to realize that the guard was put on the machine to protect him and that the foreman depended upon him not to remove it; that the clean-up man was taught always to remove oily rags to a place free from the possibility of ignition because his supervisor depended upon him to do it? What efficiency would enter the field of safety if such interdependence could be made concrete t When lliat time comes in the economy of human affairs that the interests of our fellows shall mean, relatively, as much to us as do our own because "we arc all one body and members one of another," tiien shall the safety movement realize Us foodcst hopes and highest expectations in a creditable, intriguing record of achieve ment. ADJOURNMENT 45# Twentieth Congress--National Safety Council Wednesday Afternoon Session October 14, 1931 Joint Meeting of Cement and Quarry Sections R. B. FORTUIN, Chairman Pennsylvania Dixie Cement Corporation, Naxaretfi, Pa. A. L. WORTHEN, Chairman The Connecticut Quarries Company, Inc,, Haw Haven, Coon. fhc second session of the Cement and Quarry Sections convened with R. B. Fortuin. general chairman of the Cement Section, and A. L. Worthen, genera! chairman of tlte Quarry Section, presiding as joint chairmen. CiiAfRjfAX Fortuin : Our program this afternoon calls for what promises to be a very interesting discussion on "The Value of the Plant Magazine." The thought of the Program Committee in listing this item on our program was that everyone would take part in the discussion. This topic is strictly not a Cement Section nor a Quarry Section topic. It is an employee's publication topic, but since a number of the quarry organizations and cement organizations have gone into the matter of plant publications the Program Committee thought it would be well to get the pros and cons from the various people present. We have some pioneers in this phase, and I would like to call on Mr. Couehman of die Xorth American Cement Company to lead the discussion. The Value of The Plant Magazine By ALBERT R. COUCHMAH Safety Director, North American Cement Corporation, Hageretown, M*L The plant magazine or house organ, as it is commonly called, has an unlimited organization value. It provides the safety engineer with a kit of diversified tools which H properly applied will greatly facilitate the difficult problem of maintaining interest in safety, as well as organization interest. I repeat organization interest be cause no undertaking, within the boundaries of industry, whether It be safety or otherwise, can be successfully carried on without the wholehearted support and con fidence of the mass of workmen within the organization. Therefore, the composition nf the plant magazine may be paralleled with the work of the safety engineer. Everyone who is working in the safety field 1ms recognized the task of accidents an educational one. While there are various methods of applying this education through direct contact with plant activities, on the other Hand, however, the dissemination of literature designed to interest both employer and employee is an important factor. Ti>e plant magazine should be designed for such a purpose. It should be a medium through which the safety engineer can permeate the ideals of safety into the minds of the workmen. If tliis is to be accomplished it is necessary for the safety engineer to have a profound knowledge of the fundamentals of applying psychology to effect, through his magazine, the safety habit. There are many ways in which tins knowledge may be applied to interest men to think and act safely. It should be borne m mind that organizations are composed of various types of individuals, material that interests one group may not interest another. In our organization, i make periodical cltccks of the reaction of my material. If I find that i have hit the wrong key. I immediately take steps to correct the situation. Cement Section 459 It has been my experience that much good can he accomplished by looming personally acquainted with the entire organization. Aside from gaining a km'wk'dge of the characteristics and habits of an individual, it gives one ?t clearer conception of the kind of material that appeals to a certain group or groups of men. Illustrated sketches, poems and personal Items blended with wit and humor appeal to a cross section of the mass of readers, but real interest is shown if some twin of competitive material is published tliat refers to the interdepartmental or inter-plant activities. .. The safety engineer's pathway is not always strewn with roses; imariablv new ideas, new procedures and methods, relating to safety, are bitter pills; for some plant men to shallow. I have found. However, that the plant magazine lias been Mu.* key to unlocking the minds of workmen and plant executives to *ome oi these ideas which otherwise might have been a total failure. When 1 hit upon a new idea, or have the good fortune to borrow one. I always depend upon the plant magazine to put it across. If one department or plant accepts it, then I try to create an agree able public sentiment by giving them magazine publicity which creates a desire for other deparimer* and plants to fall in line for their share of recognition. If the scope o tl, .lant magazine is broadened to include the safety news of the entire organization, its value is materially increased for it can be used to stimulate a spirit of friendly rivalry. The workman m the quarry, the repairman in the mill, the salesman on the load and the executive all meet on a level as rontrilattors to its page?. This same spirit of rivalry if properly encouraged arid directed may provide the spark to ignite the fire of enthusiasm which is such an essential constituent of every successful safety movement. Through its medium of advertising it may be employed to rekindle this enthusiasm at the first indication of Sagging interest. I recall, near the close of 1930, a personal letter was sent out to all foremen and department heads, asking for their comments on. "What They Were Going Tn Do To Make The 3931 Safety Campaign A Success.*' The first replies received were published and within a short period replies came rolling m from all directions. The plant magazine not only offered a challenge but the spirit of rivalry was aroused. Bill Jones decided tliat Tom Brown was not going to get ahead of him; in this and similar instances the plant magazine has been a valuable asset in imdnwmiiiiy organi zation interest. Since the conception of the magazine of which I am editor. I have discovered some real talent; down hi the quarry we find a Shakespeare, in the mill we find a Mark Twain and throughout the plant many Byrons have stepped from the side lines to promote accident prevention through tlieir contributions N> the phut magazine. The plant magazine with its messages of safety is a subsequent factor in the pro motion of public safety as well as safety in the homes. While the National Safety News and other similar magazines have attributed to these important phase? oi acci dent prevention, oo tlie oUter hand, however, their distribution lias been limited, thereby leaving a gap between the plant and the home. TEie plant magazine can be utilized to fill in .this gap and with a proper distribution, it should produce a farreaching effect. The entire family is given an opjwrttintty to acquaint themsehes with the plant activities, that same safety habit which is gradually being engraved into the characters of the workmen will eventually have a psychological effect upon both family and community as a whole. * This, however. Is only ooe side of the picture that enahles us to visualize the value of the plant magazine. On the other side we find it a medium through which men and management are brought together in a closer relationship. It promotes good will and helps to obliterate indifference It leads men to appreciate and view the problems of management with a cooperative attitude; it helps to increase their per sonal efficiency and strengthen* their confidence in the organization with which they 4*50 Twentieth Congress--National Safety Council arc connected; all of which assists in building: a better morale, which alter all is the one essential cog in the wheels of industry. Again may I repeat that the plant magazine lias unlimited value. Chairman Fortuin: Who is going to be the first one to start discussion? 1). B. Coleman (Missouri Portland Cement Co., St. Louts, Mo.): There is no tlmibt that names appearing in a plant publication create interest. The more names of men in plants you can use. the more interest they will take. The only way i can see that you can do that is by publishing personal news of their trips, vacations, their new automobiles, or things of that sort. In a monthly publication when such news comes out it is stale. What other measures can be taken to get names in our papers relating to news that is fresh? Perhaps somebody here has had and settled that problem. *v Chairman Foirrurx: My answer to that is the March. 1931, issue of our plant publication. On the front cover of this and other issues is the following: "He brushed bis teeth twice a day. The doctor examined him twice a year. He wore his robbers when it rained. He slept with the windows open at least eight hours every night. He stuck to a diet with plenty of fresh vegetables. He relinquished his tonsils with several worn out glands. He did his daily dozen daily. He was all set to live to Ik: a hundred, He had forgotten about trains at grade crossings." Thai page carries a lesson- The first inside page carries the editorial comments which may cover anything from accidents tti the plant to general orders from the management, or a change of policy in our executive offices in New York. On the next page is an article reprinted from "Trained Men," by Irwin Brunt. The page following that has a message from our president to the rinployees. This issue happens to be ooe of those in which we have unusual things. We were going to `icnd two representatives from each of our two plants to the meeting in New York, and the ballot was included in this issue. The men lore oft the bottom third, or lire lower third of one sheet, as their ballot. The nest page carries news items. The seventh page is the most important part of our magazine. It is a summary of Accident Investigation Committee reports for the month of February'. Tltere is a detailed description of every accident, together with the extent of disability, who was responsible for the accident, the name of the injured person, and a suggestion for the elimination of similar accidents in tire future. The men don't want their names on that page, and they will be very careful they don't set on it- That is sufficient punishment, we find, in a great many cases. The next page covers departmental records, ami lire last page the plant records of all our eight plants- Tire last two issues published were dedication numbers of the two plants for which \vc prevented trophies and they carried He speeches delivered at those dedications. In the page of snapshots is one of men from one of our plants. We call them "Big shots from another plant." W. `M. Powell (Medusa Portland Orment Co.. Cleveland, Ohio): We started a plant magazine in July, 1930. Our magazine is about five by seven and can be conveniently slipped in the side pocket of a coat. In answer to Mr. Coleman's question^ to whether a man's name appearing in an issue after a month's lapse of time from the time the particular thing happened would be considered old news, I don't think the fellows look at it in that way. The majority like to see their names in prim regardless of low old the news is. We have found the boys like to see their name in print except in connection with an accident which they don't like so well. We feel the plant magazine is an excellent way to reach the men in the plant. The men arc anxious to get it. If it isn't there on the day it is supposed to be, there is an awful yelp about it. 1 have heard some say they would almost as soon miss their pay check as not to lwn c their magazine. We have eight plant* and we give each plant a section of the magazine. A local Cement Section 461 editor is appointed to cover the news from each plant. We have captioned the sections from these various plants with appropriate names, such as: "Wampum Warbling*. "Mews from Newaygo," "Talcs from Toledo," "Broadcasts from Bay Bridge," "Dixon Doings," Yodels from York," and "Manitowoc Music.* Oncv. c omitted these headings. Immediately wc got a letter from the chief clerk in lne North Carolina office calling our attention to the omission. Our magazine is primed on a fine grade of paper so that half-lm-e euls can be used. Wc get about 1,200 copies, which cost us about $90 a month. Ciiaunan Fortuin: On October 1, 1930, we started couipulsorj physical exam ination for all employees, from the general manager to the lowest laborer. That isoe oi our magazine with a full description of the physical examination by our general manager went to every employee together with a copy of tl*e physical exam ination report, so if there were any comments the men had ample lime in which to tmkr them, and we could adjust our plans accordingly. We bdieve the success of ^syskal examination program is in a great measure due to this preliminary work. Jack Dempster (Canada Cement Co., Ltd., Port Colbornc, Ontario, Canada); l 6*i't edit a plant magazine but I have edited for nine years an employees' publication. There a wide difference. I have always contended that an employees' publication will do rt?<U incalculable liarm by trying to put out a publication that will compete .with the Saturday Evening Post. I ctaha the employees* publication should be the means of bridging the unseen ^ between master and men. It should be a means of conveying orders or suggestions ftvn the office- It should be the means of conveying the thoughts and expression* of tfe* nwT to their fellow men, but it should be printed on such stock and so inexpen- iht when they have read it they can throw it away. Then there is no monetary ajad they are not compelled to take it home, put it away on the book shelf and never look at it again. Our paper has been put out every Monday for about nine and one-lutlf years. Ii j mimeographed. I type tire stencils, mimeograph the paper, fasten them together, put oe the cover, hand them out to the men, and get all the blame. 1 contend that as an inexpensive method of giving publicity to the policies oi the office, you cannot supersede the employees' publication, provided yon keep it in that field. Mr. Powell said his magazine cost* in the neighborhood of $90 a month. Probably <r$ costs $9 a month, but' of course we are only one plant. Our paper is for our alone. We print 200 or 250 espies, including those we mail out and, personally, we don't give a hang whether the recipients like them or not. Sometimes they don't Hke them because they criticize them, but our paper is intended for our gang and nobody rise, and our gang appreciates that paper because there is always a cry raised by the man we miss at the time office Monday morning. Our plant paper is a six-page 8^x11 magazine with a picture of tire plant on the cover. That is the only half-tone wc have. The rest of it is begged, borrowed or stolen outright from posters issued by the National Safety Council, and since our paper isn't sold and is given to the employees and there are no pretentions made for it. we steal wherever we can. If we can steal lots of copy, so much the better, but the main ihmg is that it goes over and reaches the men and they react very favorably to tL When there is anything special up, like balloting for employees to go to receive the Cement Association trophies, all the instructions are put ;n the paper. They ah know beforehand what they are to do and how to cast their ballots,, and so on. I don't agree with the policy of putting in personals. Sometime* tlrey are stale by the tune the paper comes out. I firmly bdieve that the little hit of money a paper costs is one of the finest invest ments our plant has ever made. It Is one of the finest ways of talking to our men without calling a meeting. It bridges the gap between the employer and employee and fosters tire spirit of camaraderie. Wc don't say this with any degree of vainglory 462 Twentieth Congress--National Safety Council or boastfulness (we are just part of the cement industry that has such wonderful safety record*), but our plant is now on its ume hundred and fifteenth day without accidents, and our paper is practically 7S per cent safety. Sometimes it is 100 per cem safety. We are criticised because they say we put too much safetv i,, iU You can't put in too much safety m any activity tlt you take up in our industry. Whether the paper ha* anytinn# to do with safety records or not, I don't know and never will know; nobody will ever know to what extent the spirit of fraternity and cama raderie displayed in old Plant 8 of the Canada Cement Company j,s intensely fostered. I believe, by a paper that costs about two cents a copy. Cff.AtftM.AV FofcTuiyr; 1 think I can say without any hesitancy that tlmse organiza tions that do haw plant magazines, or employees* publications, arc sold on the value of the publication. Perhaps the reason we atl don't have such a publication is because ihe individual to whom it would be put up to in the organization hasn't sufficient push to take the responsibility for getting it out. If you once get \c thinking about a magazine from the employee's point of view, you will appreciate the value of h. W. H. Baksr (J. E. Baker Company, York, Pa.): I know nothing about maga zines. J am anxious to get some information. I would like to ask Mr. Dempster what he puts in his magazine besides the safety literature? Mr. ;Dumpster I generally write on the front page an editorial, in which f discuss anything from the birth of a nation--with the exception that I leave out politics-- to what I think will help our safety cause. The rest of the paper i* taken up with a discussion of accidents or near accidents, some personals and generally a humorous story or two, a moral and one or more jokes, and a cartoon or two. It is composite. No two issues are alike. No real definite policy has been adopted. If you take a year's publications and look at them, you may sec a definite policy running through the fiftytwo issues. The only things we stress are safety, harmonious relations between em ployer ami employee and love for our country. :Chairman Koktuik Roll; the Quarry Section and the Ceiuent Section iuno monthly news letters. Would you be willing to give up those monthly news letters r (Cries of "No.") They are of value to you in your safety work. The same tiling can be said of your plant publication if you lie in each department and bring them all into a nucleus which forms the basis of safety work and the actual operation of your plant. J- A. Giqf.ksox {Bluff City Lime & Stone Co., Alton, III.) : Two years ago when 1 came to your meeting my main effort was to find out wmcthtnu about news letters. I started them and have kept up continuously since, a publication of the exact minutes of the safety meetings each ingotiu We have built up our record and reduced accidents. The publication so far has beer, purely a safety magazine coming from the safely department, Wc Have not attempted to include any message* from the management except those relating to safety. We send tlte publication with the National Safely Council "Safe Worker" into the homes, of the workmen, and I find wc have created an interest that I don't believe wc could create in any other way. Chaix&an Kortujn: We have about 3S to 40 per cent foreign horn employees and a great many of them cannot read or write or understand English. At various times we have asked several of these foreign born employees to tell us what was in the last issue of our plant publication and. believe it or not, tlicy gave verbatim everything in the publication the previous month. Why? Because they took the magazine home and their children, who are in the schools* read the magazine to them at the dinner table, and they were able to get the material in that way I venture to say they get more out of the magazine than the so-called American citizen w!x> sometimes uses it as something on which to figure an estimate, or a job. We have Mated that if at any time we found any of our plant publication issues laying about the plant, the publication would stop immediately. To date we have not found one faying about the plant. ' Cement Section 46$ A. J. R. Corns (Portland Cement Association, Chicago, II!.): Mr. Dempster didn't say so. but it has been hU custom for one issue of the mouth to give in his plant publication a resume of the statement of the Portland Cement Company on significant accidents. It isn't customary for us to supply copies enough of the statement so that each employee can have one, however we will be glad to increase your allotment If you want to get enough for the whole crowd, that would be hard on us, A better way would be to put a resume m your publication, as Mr, Dempster has done. ' Chairman Forn/Lv; For those of you who have never tried a publication at*! are thinking of doing so, it is well to start with the publication of the minutes of your safety meetings as Mr Giberson did. You can feel your employee* out tliat way and see whetlter they really want something of that kind. M. P. Greer (Marquette Cement Mfg, Co.. Cape Girardeau. Mo.) ; I would like la know more about how plant publications are passed out to the men, winu time of day, what days, or what method is best for doing that. Chaiuiax Fortuin: Our publication comes out on tlie fifteenth oi each month. However, the last two issues we have skipped a month n order lo make a combined dedication number, but on the fifteenth of the month it is published and given to the men as they punch out at the close of the day's work. W. M. Powell (Medusa Portland Cement Co., Cleveland, Ohio) ; We try t< arrange to get ours to the plant as near pay day as possible, and they are passed out to the men with their pay checks. Mr. Giberson : Our news letter is mailed to the home of each employee. Wc do that in five plants, and the number varies from SO in one plant to 125 in the largest plant A. R. Covchmai* (North American Cement Corporation, Hagerstown, Md) : Our publication is mailed to individuals in our sales departments and salesmen on the road, but those for the mills are sent to the associate editor who distributes them. Mb. Dempster : Every Monday morning stand at the time office window, and pass the publication out to the men when they get their time checks. At three o'clock 1 catch the other shifts. Every man who comes in to get his time check gets a copy. CfiAfxatAK Foktuix: It has been a pleasure, to have charge of the meeting up to this point, and \ want to congratulate the officer* for next year and wish them the best of success. With a great deal of pleasure I now turn the meeting over to Mr. A. L. Worthen. general chairman cf the Quarry Section. Chairmak WosTiiex: I am sure I voice the sentiment of liie Quarry Section when I say wc enjoy this opportunity of meeting jointly with the Cement Section at these annual gatherings. We realize we have some distance to travel before we can reach the record made by the cement industry, bui we feel we are rapidly coming within hailing distance and that we are traveling fast. Most of us know very little about the relation between the human mind and acci dents. Those of you who attended the joint session last year will recall the very interesting talk which Dr. Hulbert gave us, tn which he told us that it might be Important that a man should be thinking of safety when doing hazardous work, but it was still more important that no outside diversions should distract him from the work at band. Our speaker this afternoon is another prominent psychologist of the country. He is Professor of Applied Psychology at Northwestern University, Evanston, Illinois, and a member of the Psychological Corporation with consulting offices here in Chicago. His principal interest is in the field of management training and tlie selection of men. He is the author of a book on the "Psychology of Sales Management," and is continuously working on research and study in industrial psychology. I think we are fortunate in securing Professor S. N. Stevens, whom I wish to introduce at this time. 464 Twentieth Congress-National Safety Council Basic Principles in Planning A Safety Education And Publicity Program By PROFESSOR S. N. STEVENS Department of Psychology, Northwestern University, Evanston. 111. Kroadly speaking there arc about two fundamental questions which may be asked regarding human behavior. Why do individuals act as they do--that is, what arc the mechanisms and processes in behavior--and why do people act as they do? It is with the latter question that we are primarily concerned in the present discussion. Attempts to answer this question have been made since man first speculated regard ing the origin and causes of his own acts. A completely satisfactory answer would imply the ability .to predict individual action on the one hand, and the ability to control or modify it on the other. We must confess that such an answer is forth coming in the present state of our coming knowledge. The claims of the pseudo psychologist, the phrenologist and quackist fraternity are generally to the contrary notwithstanding. While the advance which the modern psychology has made in this field docs not enable m to manipulate individual action with certainty, it offers data which are suggestive to Ukjsc who are concerned with direction and control of public opinion and modification of individual action. What is the nature of those inner and outer factors which determine and control our behavior in given situations? Why do I turn my head to the source of a loud noise, stop my automobile when the traffic light flashes red, stand up when the national anthem is sung, vote for a particular candidate or read a paper before a scientific association ? The bUukct term "motives" may be applied to all U*e mechan isms in the organism which determine our response In these and other situations. The motivated response then is one which is determined primarily by conditions or factors in the organism. Knowledge of these factors is of the greatest significance to those interested in modes of effective appeal with a view of human action. Man's Nicely Tied-up Packages of Ideas There have been those hi wloni these inner factors or motives are primarily rat ional or logical in nature. H rs assumed lliat man is possessed of nicely tied up packages called ideas, as a result of experience in the world; and after a preliminary period during which these ideas arc compared and arranged rationally, determined actions result. Ftirtliermore. it is assured that some of these ideas carry with them a kind of inherent rightness or soundness, ax if they were certified checks which will be instantly recognized by reasonable and right thinking persons. For example we arc presented a poster which carries the statement that carelessness is one of the chief causes of accidents, with a suggestion that the elimination of carelessness will reduce the number of accidents. This statement is undoubtedly true, the informa tion is undoubtedly authoritative, but it carries no guarantee that the recognition of thi* fact will, of itself, make people careful. The idea that human action is moti vated basically by rational processes* is essentially artificial and unreal. A great many people tend to rationalize their ideal alter the act has taken place but it Is one of the most certain conclusions fit modern psychology that in tile vast majority of our actions there is a little sn tiw way of preparation that may be included in such terms as. rcann. judging or thinking. A safety program based on the assumption of rational motivation or human action cannot be expected m the long run to yield results that will be satisfactory. . A second common error regarding the control of the factors in human behavior is that the organism reacts in a more or less mechanical way to external stimuli. From the point ol view of this conception the "right" stimuli will ineviublv release the* Cement Section 465 right responses, that is to say, correct information concerning the proper safety procedure or positive instruction concerning it is expected to lead to positive and desirable reactions. This will not occur unless the information or instruction is arranged to appeal to motivating factors within the individuals to whom the appeal is directed. It is with the nature of these motivating factors that we are concerned in organiz ing and presenting publicity material designed to promote safety ami individual well being. My reaction to tlie names of Gandhi. Lenin or Herbert Hoover is not explained by the fact that these words arc auditory stimuli, but rather in so far as these actions present drive and intensity and determination, and the appeal which those names as symbols make to certain fundamental non-rational reaction patterns or tendencies to action. These reactionary factors, many of which were acquired in boyhood, furnish a background and are the source of the drive for most oi tire activi ties of the individual. Some of Ihese may be inherited but most of tliem arc acquired by a social conditioning. They arc catted attitudes and may be defined as the more or less persistent tendencies by reason of which the individual is rendered par ticularly susceptible lo certain kinds of situations. Attitudes of a more general type arc illustrated by one's reaction to prohibition* bolshevism, old age insurance, social ism or the like. Our attitude toward bolshevism may determine our behavior toward 'Russian art, the Russian ballet, Lenin, whiskers, Tolstoi. A striking characteristic of attitudes of the latter type is the facility with which they became attached to symbols These symbols or stereotypes as they are called, are illustrated by our con ception of the whiskered Russian throwing a bomb; long haired poets, excitable Frenchmen, the mysterious oriental, and so on. These stereotypes often symbolize the attitudes of certain individual groups or races, or they may represent our atti tude toward the idea or princple. The Story of a Prohibitionist My father was a prohibitionist. He was a prohibitionist, according to his mcllvod of rationalization, because of die fact that his father was a great drunkard and he felt that prohibition was a desirable state of affairs for the nation. In my humble opinion he was a prohibitionist because of the fact that he had been hungry since his father didn't have enough money left after lie had been at the saloon to take care of the family, because he had been beaten when he was a boy by a father who was drunk and wild; because he had seen himself and the rest of the members of the family go without shoes and riotlies because of the inroads of an unrestrained liquor habit on the domestic pocketbook. All of these emotional experiences rather than a rational evaluation of prohibition versus non-prohibition were the background for his attitude toward it. So wc might go on. Rut wc tend to stereotype and symbolize our attitudes, and to have a symbol or stereotype stand for the thing in general and in particular. The value of this idea, for instance, in terms of a safety program is this* When safety can become a stereotyped idea and symbolized in such a way that an individual's attitude toward it is the product of an emotional reaction to it, then that campaign can become a motivating stimulus pattern because it works on inner rather than outer factors in the life of the individual. They axe of great significance to those who-are concerned with tins control or modification of individual action for the reason that by means of pictures or m other wavs it is possible to appeal to the attitudes of the individual through his stereotypes. This appeal is possibly caused, to a larqe extent, the stereotype which tile individ ual holds determining the nature of the impressions winch he gets from tlie world about him. My stereotype of the Irishmen expresses my antagonism or iiatred or tny affection or respect. At any rate it acts as a factor so far as my impressions of an 466 V U'Ciificth Congress--Naiioual Safety Council Irishman. These stereotypes may be formed as a slow accretion 01 impressions over a long period of time or tlicy may be a result of a long program of systematic propaganda. With that impression a collective attitude of a group may compel the object of tbc stereotype to conform to the picture. The creation of Utcse stereotypes is one of tile great games of the publicity agent. We may briefly summarise the characteristic attitudes and point out their signifi cance to those who are trying to modify the conduct of men, women and children. Attitudes as factors in human action may be characterized as follows: 1. They tend always to express themselves in action. Attitude leads tn action of a very definite kind. For instance, here is an individual who believes in the sanctity and the inviolability, so to speak, of Republican policies There arc still a great many who still believe that. They wouldn't vote for any other individual. They would vote only for U*e party irrespective of the individual. Their attitude determine* conduct. You can predict it. Know their attitude with regard to a certain thing, and you can tell tlie land of behavior tliey arc going to indulge in. It is a characteristic of attitudes lint they tend toward fixed action patterns whenever the timuh is presented which produces, if you please, the arousal of the emotional stereotype or symbol which i* the inner machinery for the outer reaction. " 2. They tend to have a strong emotional coloring. Xg one lias ever set the world on fire by just a cold idea. Someone said that every great movement is the lengthened shadow of a man. If was an idea plus fire, plus an emotional drive that liad become wrapped up and had engulfed the idea itself. Slavery, for instance, was looked upon in a more or less abstract, cold, logical way by thousands and thousands of people, but when somebody got the idea hot enough, because of the emotional contacts, to get active then slavery became not a political issue but a moral and a social and almost a religious issue. In other words, the atti tude has the emotional coloring. The idea with the coloring produces the attitude. The Dynamic Motive Toward Safety llicreforr. with rcgaid to building up a safety campaign, an attitude towards safety that is casual, abstract, and theoretical has little value. The attitude towards safety that possesses not merely a rational appreciation of the good that safety involves, but either an emotion of fear or insecurity on the negative side, or the emotion that comes perhaps in the sense of love for one's family and desire lu keep well and *mmg. motivated by that larger social emotional background, then tlie safety idea becomes dynamic in action. Someone said that the individual didn't like to fiiid his name in the paper associated with an accident. In t*her words, the attitude toward safety there is motivated negatively by a distinct feeling of unpleasantness, when hie personal achievement is related, to something that Is undesirable socially, industrially and economically. The attitude toward safety which that individual has developed is colored by a strong desire to get away front a feeling of unpleasantness which a failure to maintain the safety rule* would ncccsHariJy entail. 3. They do nor Involve rational processes as an antecedent to action. 4. They may be conscious or unconscious. Nowadays we arc connin' t appreciate the role the utwonscious plays fn deter mining much of our behavior. 1 am not one to make any fetish of the unconscious or to think in terms of something esoteric or mystical, or something of that kind. To me it is a perfectly natural part of our total mental and emotional make-up. We arc not alwavs. adjusting to our world on the highest level of consciousness. A* we sit in this room we are stimulated by a whole range of stimuli, many of Cement Section 467 which are being attended to acutely, a vast range of which, however, arc just licing absorbed and adjusted to us on an unconscious level. You are not always aware of how comfortable or uncomfortable the seat is, but you arc aware of my voice. You are aware of a lot of other things and perhaps are attending to them. The lights are what they are, hut if one of these bulbs were to suddenly go out you wcukl he aware of the difference, but for the most part it isn't specific stimulus tn which you are attending. The lower luvel of sensory awareness, the lower level of adjust ment is continuously going on and is being maintained as a very important basis, in my opinion, for much erf the rich and full types of behavior and experience which we enjoy. Attitudes Associated With Symbols 5- Attitudes are associated with and are easily released by symbols, signs, slog ans, phrases, catch-words and pictures in individual cases to build up a stereotype or mental picture in which tlie attitude is personalized and characterized in graphic form. Here is where the value of cartoons, posters, slogans and the like, which are freely distrilxstcd throughout plants and in journals and in the trade papers and in the plant papers and employees' magazines play a role, because one never can tell when a picture will become a stereotype for a safety attitude, or when a slogan will become emotionally tied up in such a way that it becomes a dynamic source of power for regulating safety behavior. The signs and symbols and stereotypes which can most frequently be built up over a long x<r*od of time are, of course, the chief instruments or mechanisms which, the safety educator can indulge in. My little boy came home fmm school the other day and he had a puster which he had designed for the safety campaign they were carrying on in the school. It was so interesting I went aiound to the classroom to see the designs of all tlie other children. Here is a child naively building up his conception of the safety attitude in a symbolic form, and my little boy had a picture ol* a street, an automobile and a little dog tlmt lout been run over, and at the bottom he had written across it. "Ail boys must keep their dogs off the street if they want to have a lot of dog babies." The point was that he had had a little female dog that was about ready to have a Utter, and he had been looking forward to it with much anticipation. She ran out in the street and got run over, and it was a very emotional shock to him. In a very real sense the symbolization of a safety attitude operates in various industries perhaps in a different way with different symbols, but nevertheless with a compelling motivating effect once it has been established and the emotional ac cretion is developed. Newspapers make large use of this mechanism in appeal to group attitudes.' Slogans almost always appeal to attitudes.' Whoever stopped to analyze a slogan? It is what the slogan implies or suggests that makes it effective. 6. Where fundamental attitudes are involved the response is used in proportion to the intensity of tlie stimulus. 7. Attitudes may be developed as a result of a single experience #r they may be established by a systematic and persistent propaganda. An example of the first is the establishment of an intensely negative attitude toward an individual or race as a result of a single experience. In the second case our attitude toward safety may be established as a result of a continuous presentation of materials arranged in dra matic and dynamic settings suggesting health, well-being, efficiency and the like. By that I mean our fundamental attitudes center around the maintenance, the development of a feeling of personal well being. Secondly, they center around a need for and an attitude of social adequacy with regard to oilier men. Third, titey center around our concept of ourselves as an effective instrument in the economic. 468 Twentieth Congress--National Safety Council social. and political life in which wc live. The fear of insecurity, the need for % loving experience that centers both in the family and in society as a whole, and the need for complete self expression that gives one a sense of power and a sense of personal well being; these drives tend to crystallize easily in attitude ami as such are most effectively worked on by the safety operator. For instance, when an individual makes a mistake and has an accident and is re ported for it. ami his name does appear in the paper, he has a very definite lowering of self esteem. To a certain extent lie is not merely endangering the lives of others, but he is reducing that particular quantum of "I-ncss," tliat sense of complete ade quacy as an individual which is a very unpleasant experience and one which he strives to get away from as quickly as possible. The significance of attitudes to those interested in a program of safety is obvious. The objective of such a program is the modification of conduct of men and women which may be termed as "sifety behavior/' Such a change m conduct cannot be effected except through a change in attitudes. We may apply the term propaganda to the technique involved in bringing about such a change. Propaganda has been defined as the manipulation of attitudes by means of significant symbols and has for its objectives an arousal of action in specific situations. Tlx: most effective modes of propaganda appeal are those which refer to established stereotypes. Tliese take graphic form in pictures and symbols or tlx: written form iit slogans. One must always be certain that there is some assumed causal connection between the picture symbol or slogan and the attitude or stereotype at which the appeal is made. Safety behavior which you purpose to estab lish must he demonstrated in dramatic form and present in settings which connect it with the stereotypes and symbols oi well-being, efficiency and so on. From a psychological point of view the function of propaganda and publicity organizations may ! generalized as follows: Publicity Functions Generalised They are concerned with the development of tendencies to action, namely, atti tude*. In- the manipulation of significant stereotypes and the arrangement of satis factory situations which permit the completion of actions thus initiated. 1'ropaKauda campaign* may be divided into three classes: first the campaign may lx* directed to already existing attitudes; second, the objective may be the estab lishment oi ut*w* attitudes: and third, opposing altitudes must be overcome. All pro paganda agencies make some assumption concerning the psychological makeup of the constituency toward whom their appeals are made. A fundamental problem has to do with a nature ami kind nf fundamental attitudes which may be assumed to be present in the beginning. What tire fundamental attitude* ? TIk* answer to this question is exceedingly hard to discover. It is exceedingly likely that no answer can be satisfactorily determined witliout a great amount of careful research. This is particularly true in the case of fundamental attitudes to a safety program. In other words, wc assume wc arc going to deal with a group of people wJw either have an attitude wc want to change; an attitude which is opposed to the attitude which we hoped they would have, or certain emotional reasons for the presence or absence of the attitude. These assumptions you have to make. When you are starting a campaign in your quarry or in your factory or industry, you are assuming the prc-tencc or absentee of a desirable or undesirable attitude on which you arc going to build your safety program. Generalized attitudes are dangevious to talk about and are very uncertain in char acter. However, there are about three attitudes of a sufficiently general character to be present in almost any group of men and women. One is the attitude which Cement Section 469 grows out or our desire for an adequate experience of selfhood. This often may be experienced in terms of pouer sell preservation, it is the attitude toward which most of the successful safety programs have been directed. A second attitude is our desire for social approval. Scan the advertising in all ot our magazines and one discovers that the fear motive is the pouer of the appeals toward social approval, social well-being and social experience. In the safety field at the present time too little ha* been done in establishing stereotypes or symbols on the basis of which this generalized appeal could be made. The third type of generalized appeal based on a fundamental attitude apparently common to great groups of people is that based on insecurity. Whctlier that inse curity be a mental, physical or social- attitude, much use has been tmilr of this generalized attitude in most of the safety campaigns that Irave been carried on. Its success has been in direct proportion to the manner in which such insecurity lias been symbolized through slogan or stereotype or symbol, which permitted a large range, of emotional reactions to become aroused by tin: principle which the stereo type represents. In conclusion, it will be w*e!l to point out dial no safety campaign can be expected to produce permanent results unless the modification m tlie behavior of individuals, which it produces, can become sufficiently stabilize*! to furnish the basis for the development of definite habit patterns which will function even in the absence of the stimulation which the symbol and stereotype tend to afford. Discussion Chairman Woktue.x : It is quite possible that there are some here \*Sk> might like to ask a question regarding tins paper. R. B. Fortuix (Pennsylvania Dixie Cement Corp., Nazareth, Pa.) : What do y-m mean by psychological inference as to personal responsibility tor accidents? *Professor Stevens The strongest basis of appeal in a safety campaign is going to rest equally between two of the basic needs, and therefore the sources of drive in individuals. The first is: The individual's own sense and need for a feeling of security; secondly, his need for the social approval of the men with whom he work*. These two things seem to me to be very important considerations, ami appeals should be marie from both attitudes and with equal forcefulness. The statement made here about a plant magazine, in which a man who was re sponsible for an accident had his name mentioned and didn't like it, was eloquent evidence of the thing I am suggesting when I say that every man wants to have and needs to have a sense of personal well being. To use a technical term, he must have an egothic experience. He must feci for himself that he is an adequate, satisfactory person. Any time you reduce this, you arc going to get a negative self feeling. In other words, the man is going to get away from the thing that is unpleasant, and when his responsibility for an accident has brought this negative self feeling to his doorstep, he will try to be more careful in order to get away from the condition which has produced that lowering of his own self esteem. Similarly, the individual who cannot function effectually in regard to his fellows, who doesn't have their confidence, trust and good will, is going to have a very definite drive toward the establishment of an attitude that is positive on the part ot these workers. When safety as an attitude is symbolized in some such social terms it bccmv.cs a very definitely positive motivating factor toward t!>e elimination of accidents. J. R, Boyd (National Crushed Stone Association, Washington, D. C) : I have heard it btated that it is a very dangerous thing to disturb a man's self respect, that lie becomes less confident and somewhat resentful. When a man has an accident elm is given puMicity in the paper and he is licld up in a way to ridicule and his 470 Tu'cniictli Congress--National Safety Council self respect in relation to his own fellow men is disturbed, l wonder it he perhaps doesn't harbor in his mind some little resentful attitude as to the nghtfuluess of the company in going so fas as to center attention upon him? Professor Stevens : I would say that very likely the individual does have a cer tain amount of resentment. He feels less effective as a person because of the social publicity that his failure has presented. But it seems to me, in spite of the fact that that condition is present, it is a stronger motivating stimulus toward more care ful acting on his part than if he were patted on the bade for having done something that was positively careful. In other words, the whole argument as to which is more effective, reward or punishment, has never been settled, but in the long run in dealing with men in industry I have observed that both are effective; but where the reaction is to be one that in a sense endangers (I don't mean to put it in terms of safety exclusively) and where the reaction Is one which involves other people as well, it seems to me in genera! that the negative conditioning is stronger than the positive one. J. A. Gibersok (Bluff City Lime & Stone Ox, Alton, 111.): Two years ago I brought up the question as to whether it was a good idea to carry the whole plant question of safety, the troubles and the bad situations, into the families of the men. and I didn't get much satisfaction on the floor, but two or three men afterward talked to me about it. I went away Iron) here with the idea that every man who talked to me said, "For God's sake, don't carry the plant into die homes; it is bad psychology. You don't want to get the women worked up." In spite of that advice, 1 have for two years through our plant publication carried plant safety news into the home, and through the wife and through the children to the man, and have gotten results from that action. Is it bad psychology to get safety into the family and into the man in that way? Professor Stevens: My reaction is this: After all is said and done, the man as he goes to his job, whether we would like him to do it or not, takes his family with him. There is no question about it- Sometimes that has positive and sometime* negative results, depending upon the kind of family tlie man lias. The Western Electric Company here in Chicago has introduced a method of what we might call psychological interviews with different employees, i have been very much interested to learn that the positive stimulation which the family has given, has worked in very desirable ways to reduce accidents and prompt strict attention to work. The company believe* the talking of a worker with his wife and family about his work, the problems involved, and why he must go to work in the morning with a positive attitude toward his work and safety, has all produced very positive results. Of course, the important thing to remember is, that to most socially minded men-- and I imagine that classification includes both men who work with their hands and heads, and all the rest of us from the lowest laborer to the highest paid executive-- the anxiety with regard to the social and economic welfare of their families is one of (be most factors in what they do, say, and think during the course of their working day. To have built up in the. home a positive safety attitude based more on a feeling of confidence that everything possible is being done to promote safety within the factory, rather than the negative one of fear or anxiety lest something should happen, would have a very positive and beneficial effect mi the worker when he left liome to go to work. - As I understand this news letter of yours, it tends to reinforce the attitude that the company is exercising every possible energy toward tlie reduction of accidents and the promotion of safety. Mr. :Gjbirson That is one thing back of the safety campaign. The company has done everything in its power. In two years' time, we have cut down the Cement Sectiou 471 number of accidents but we -still have 50-odd accidents a year. There lia\e txfiv been two mechanical accidents a year. Failure of mechanical cquti*em has happened only once in each of the two last years. What tinther* us is the personal equation in the accident campaign. With that thought in mind wc have been getting results. ADJOURNMENT TWENTIETH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Chemical Section Officers 1930-31 General Chairman,--John S. Shaw, Hercules Powder Co., Wilmington, Del. Vice-Chairman in Charge of Program--John Roach, Deputy Commissioner of La bor, State of New Jersey, Trenton, N. J. Vicc-Chairmmy--A. L. Armstrong, Kastman Kodak Co., Rochester, N. Y. Secretory--H. C Moucey, General Motors Corporation, Detroit, Mich. jZhairuuiH Posters, Slides and Safety Kinks Committee--Georgs If. Miller, E. I. du Pont de Nemours & Co., Wilmington, Del. Chairman Membership Committee--J. M. McVey, Hercules Powder Co., Wilming ton, Del. Chairman Publicity Committee--S. D. Kirkpatrick, Chemical and Metallurgical Engineering, New York City. Chairman Statistics Committee--lt\ V. Keener, Pennsylvania Salt Manufacturing Co., Philadelphia, Pa. ^ Chairman Engineering Committer--Wm. E. Helmstaedter, Celluloid Carp., New ark, N. J. Chairman Health Committee--Da. Leonard Grkenrurc. U. S. Public Health Service, c/o Yale Medical School, New Haven, Conn. News Letter Editor--R. O. Keefer, Aluminum Co. of America, Massena, N. Y, Executive Committee--Tut. Officers and L. A. DeBlois, Consulting Engineer, New York City. C. F. Whjttemohe, Western Electric Co., Chicago, 111. F. E. Clancy, Jr., Mathieson Alkali Works, Inc., Niagara Falls. N. Y. H. L. Miner, E. I. du Pont de Nemours & Co., Wilmington, Del. S. E Whiting, Liberty Mutal Insurance Co., Boston, Mass. Fred M. Rosseland, Newark Safety Council, Newark, N. J. E. J. Smith, Underwriters Laboratories, Chicago, 111. Dr. H. E. Howe, American Otcimcal Society, Washington, D. C. Tuesday Morning Session October 13, 1931 Joint Meeting of the Chemical and Refrigeration Sections JOHN ROACH, Chairman Deputy Commissioner of Labor, State of New Jersey, Trenton, N. J. The joint meeting of the Chemical and Refrigeration Sections was called to order by Mr. John Roach, vice-chairman of the Chemical Section. 473 474 Twentieth Congress--National Safety Council Vice-Chairman Roach; On behalf of the general chairman, Mr. John Shaw, who is unavoidably absent on account of illness in the family, 1 want to welcome you to the Chemical Section. We will commence with a paper by Mr. George H. Miller, of the E- I. duPont de Nemours and Company. Wilmington, Delaware. Mr. Harold Miner will read this paper. ** Safe Practices in Entering Tanks By C. H. MILLER Safety and Fire Protection Division, Service Department, . I. duPont de Nemours 9c Co., Wilmington, Del. Work inside of tanks or other confined places is always more arduous and difficult than work in the open. This may be due to limited working area, insecure footing, poor light, excessive heat, or any one or more of numerous causes. But when the tank or enclosure contains substances which, by virtue of any of their character- istics"-toxicity, flammability, corrosiveness--may be harmful to human beings, or which contain machinery such as agitators or insufficient oxygen to support life, then the work in these enclosures is not only arduous and difficult but may be actually dangerous to life and limb unless suitable and sufficient precautions are taken. While this discussion will concern itself principally with tanks or enclosures which arc now in service and must be entered from time to time, the purpose of this paper would not be approximated if attention were not called to the necessity for more careful consideration, in future installations, of designs which will permit ai least routine cleaning and repairs to be carried on from the outside wherever practicable If possible, manholes should be installed in both the top and bottom of tanks to facilitate cleaning and draining and to provide ventilation for cleaning or repairs. The six of manholes should also receive more consideration. There are in service today many tanks with fourteen inch manholes, whereas eighteen inch manholes should be the minimum and preference should be given to twenty inch. ' The subject will appear to confine itself to tanks, but it will be recognized that the scope of this discussion actually has a much broader application and should include all enclosures such as tubs, vats, barrels, tuts, and even rooms under certain conditions from which safe exit may be seriously retarded. However, to jermit brevity in future references to the Subject, the word "tank" will be used. Instruction and Supervision No person should ever be permitted to enter a confined place where hi* life may be endangered until all hazard has been removed or protected as far as it is practicable to do so, and then only with suitable protective devices and with adequate means of exit for any emergency which may arise. This is the principle from which safe practices in entering tanks are drawn. It is necessary, wherever it is required for men to enter tanks, that a man selected for his competency be placed in chhrgc of this work. He should be thoroughly familiar with the hazards of the process and not below the rank of supervisor. One operating official on a small plant, or one operating official in each area of a large plant, provides a satisfactory arrangement He should be specifically designated to supervise all tank work in his area by whomsoever performed and he should be given full responsibility. At least once each month, the supervising official should personally satisfy him self as to the completeness and condition of all equipment necessary for this work. He should supervise the designation and training of a sufficient cicw of work men for tank work, and the men should be selected with due consideration to their stability, good judgment, and physical fitness. They should be able to speak and Chemical Section 473 understand English and be without recognized susceptibility to any of the hazards, likely to be encountered. Before being assigned to tank work, they should be given a regular physical examination and should be re-examined with reasonable fre quency thereafter. When unwell they should not be permitted to cuter tanks, and after sickness should be re-examined. ' Tank men should be trained through regular drills: (a) In resuscitation by the prone pressure nwtliod. fb) In the fireman's carry.. (c) In the adjusting and using of gas masks, hose masks, life belts and the other necessary protective devices. . (d) In removing the body of a man from the bottom of a tank and through a manhole. (e) In the characteristics apd dangers of fumes, gases, poisons, etc., likely to be encountered. On large plants, one or more lank squads should be organized and drilled in this work. On smaller plants, or those where there is little of this work to be done, process men may be used if properly trained. The use of unskilled labor in this work should never be permitted. , Preparation before Entering Tanks Conditions \ary so that it is not possible to prescribe a procedure which may be definitely followed in all cases, but the following will apply to conditions in general. (a) Place a sign on the tank containing the following warning: "Danger--Do not Enter." (b) Next, the tank should be cut off. This may be aecomphsltod by locking the valves shut or by disconnecting the lines and placing blank flanges over the tank inlets. The latter method is preferred. If the former method is used, it is better to provide an arrangement of double valves with bleeders between, in which case both valves should he locked closed and bleeders locked open. If the tank contains agitators, or other such machinery, the belt or other drive should be disconnected. The practice of merely pulling fuses and particularly the practice of hanging signs on starting equipment of electrically driven machinery are not sufficient precautions. However, fuses may be pulled if the switch box is locked. This is often necessary on equipment directly driven. ' It is not only important to see that the connections to the tank arc blanked off. but also important to see that there is no possibility of harmful substances entering the tank from any source. An example will serve to explain the necessity of this precaution. Two men were inside of an open vertical tank which stood partly beneath another one. Due to improper operation of the pumps supplying acid to the overhead tank, tlic overltead tank overflowed, spilling into the tank tit which the men were working, with the result that they were severely burned. (c) The tank should be cleaned as far as it is practicable to do so. This may mean washing with water, steam or some neutralizing agent, depending upon the previous content*. Residue may be washed out with long handled implements. Tanks should be vented at both top and bottom if possible. (<!) After the tank has been washed and if necessary filled with water to drive rnit attv Mmor* and drained. 5* should be determined what the conditions inside the tank actually are and what eltcy are likely to be while the tank work is in progress, because certain substances may cling to the side of the tank and give off harmful tapors after tlx: first tests have shown the tank to be free of them. There are instruments on the market today for measuring the toxicity and flam mability of atmospheres. The conditions within the tank will determine what pro tective devices arc necessary; bit, wherever there is any doubt about the contents 476 Twentieth Congress--National Safety Council of the tank, the maximum of protection should be provided, and in all eases an oxygen deficiency must be guarded against. Entering the Tank Before granting authority to enter the tank, the supervising official should him self inspect the tank anti determine what procedure is to be followed and wlt equipment is to be worn. In respect to the Utter, while having sole authority, he should take no dunces with the safety of the men. The supervising official should first see that all proper equipment and the requisite number of men are provided and then remove the "Danger--Do Not Enter1' signs. He should remain until the tank has been entered and long enough afterward to assure himself of the safety of the operation. On leaving, he should see that a competent foreman is left in charge. He should leave directions as to where he, himself, may be reached in case of an emergency. Under these circumstances, the person left in charge sltould not leave so long as tltcre are men in the tank. Wiwu the men are withdrawn, he should replace the danger signs or close the manholes. No one who has not been trained should enter a tank. Furthermore, no one should enter a tank without permission and direction from the supervising official or without knowledge of the foreman in charge. No one should enter a tank which does or may contain harmful substances without tf*c following equipment; (a) Standard life-belt and line (except only in case of shallow open tanks or pits less than four feet deep and readily accessible.) (b) Standard gas mask or air mask when and as. prescribed. (c) Rubber boots, goggles, gloves, or other protective clothing as prescribed. A duplicate set of equipment should be brought up and made ready for emergency use. Under these circumstances, there should be in the vicinity within cal! at least two men in addition to tltose at work on the tank. Men should be assigned to tend life-lines, and no man should be assigned to tend more than two lines. These tenders should remain at the manhole and should perform no other duties while men are in the tank. Tenders should watch their men closely, and, if necessary, be protected from fumes at the manhole by masks. Masks should be tested and put on outside the tank. If men enter without this protection, but require it later, they should leave the tank in order to put it on. No mask should be taken off inside tanks. If this is done, the foremao should at once order the nan to leave the tank, and, if he falls to do so, should immediately have him drawn up on the line. If a life-line or belt is removed, the man should be ordered out. and, if necessary, brought out. Any hilarious or otherwise irrational conduct should be cause for instant, and, if necessary, forcible removal from the tank. Men inside the tank should occasionally assure themselves of the presence and watchfulness of their tenders. In case of doubt, they should leave the tank. If masks are supplied from hand-blowers, a separate man should be assigned to operate each blower. Care should be taken to see tliat the air supplied to air masks is not contaminated. * Tanks should be entered by means of ladders, and such ladders should not be removed while there are men in the tank, except only while drawing a body through the manhole. If there is a tendency for a ladder to slip, it should be secured so as to remain stable without being held to place. Special ladders with hooks may be used. The use of a compressed air hose discharging fresh air against the face ns a substitute for masks should be prohibited. No tools or other articles should be thrown or dropped into tanks in which men are working. Chemical Section 477 These same precautions apply to conditions brought about by substances which may be introduced into a tank for any purpose, such as for painting, rubberizing, etc. It is sometimes possible to ventilate the tank by discharging fresh air into it or l>y exhaushng vapors and gases to keep them below the explosive range. Equipment and Its Condition Life-lines should be 95-inch roanila hemp rope in good condition. Rope should be kept coiled in dry, well ventilated boxes. If wet, it must be thoroughly dried before being replaced, and if subjected to acid, etc., must be washed, dried ami tested. When new, this rope should carry 4,000 pounds. If it falls below i,200 pounds, it should be discarded. Substitution of light chain for rope is acceptable lor use in acid tanks, but not where flammable vapors may be present. The free end of a life-line should be made fast to a fixed object and the slack should never be allowed to drag on the bottom of a tank. Life-belts should be kept in good condition. To retain its Ufc, the leather should occasionally be treated witn uamess snap or dressing. Under no circumstances should a life-line be attached to any other place but to the ring on the cross straps between shoulders. The use of an ordinary belt or a rope knotted around the waist should be prohibited. Rope should be attached to ring of belt by* thimble and spike. Gas masks and air masks should be of approved type. Under no circumstances should the use of government ex-service masks be permitted. Equipment should be kept clean and in first-class condition. Face pieces and hose should be discarded as soon as rubber or elastics have lost their life or fabric is broken or rotted. Face pieces should be adjusted to fit wearer and withstand deflation test. Canisters far gas masks should be of approved type, and great care should be taken to see that special canisters are used for only those gases for which they are intended. No canister gas mask should be used where gas concentrations exceed 2 per cent or where an oxygen deficiency may exist. For this purpose, an air mask should be used. Masks should be kept hung up in dean, dry, dark, ventilated cabinets, properly labeled. (If subject to fumes, they may be placed in paraffined paper bags.) After use, the interior should be washed with soap and hot water, and aired for at least one hour. Extension lights used in tanks should conform to requirements of the National Electrical Code for Hazardous Locations, Class I. These requirements include outside vapor-proof globe, guard, insulated keyless handle and approved three wire cord, which should always be protected from the sharp edge of manholes, etc. Before the light is lowered into a tank, the strength of connection at the receptacle and at the socket should be tested. Portable electric tools should receive the same rigid inspection. The frames of electric drills or other electric took should be electrically grounded before they are taken into the tank. The use of a cable carrying a ground wire-- three wire cord--is recommended for this purpose in order to obviate the necessity of another separate wire within the tank. - No lanterns, or flashlights should be used in tanks or brought near their manholes except those approved by the Underwriters* Laboratories, Inc, or the Bureau of Mines for use in flammable atmospheres. General Where flammable vapors are likely to be present, no hammers, drills, or other tools likely to strike a spark should be taken inside tanks. Riveting, electric or gas welding or cutting and ordinary soldering should not 478 Twentieth Congress---National Safety Council be performed on the interior or exterior or near the manholes of tanks which contain flammable substances or vapors. The possible hazards from gas leaks from torches or flames, the evolution of carbon monoxide from charcoal furnaces and depletion of oxygen by torches, flames, or furnaces in closed or partially closed places should be understood and guarded against. Men who hare been exposed to gases or fames, or appear weak, nauseated, cough ing, intoxicated or with aose-bfeeds, or cramps, or who exhibit other unusual symptoms, should be placed at once under competent medical supervision. We realize that the details of this discussion cannot be applied as they are to the individual requirement* of the varied industrial conditions to be found today. Yet. it is hoped that they will be useful as a basis upon which practices may be founded for each plant or perhaps smaller unit. Tiie National Safety Council now publishes a safe practices pamphlet, "Pe troleum No. 6--Safe Practices in Cleaning Petroleum Stills,*' hut it is fell that a pamphlet on the more general subject of safe practices in entering tanks and other enclosures might well receive the consideration of the Council at this time. Our recommcudaliou is established practices for each local condition with definite rules to follow. Vice-Chairman Roach : We have a few minutes for discussion. In our slate where large quantities of chemicals arc produced and large numbers of tanks arc used, we know by our statistical records of fatal accidents that improper tank practices are common and very dangerous. " As Mr. Miner was reading the paper, my mind went over a period of the last five years and I thought of at least six fatal accident cases that might have been avoided if practices similar to those recommended by this paper had been followed. Only two weeks ago the foreman in a plant in northern Jersey went into what he called a snur tank. He was an experienced man. He had been employed in the plant for mam* years and he understood perfectly tlte nature of toxic gases. For some reason, when he went in he lad no life line on, nu rrask, and no air line, and when they dragged the man out he was dead. This instance can be multiplied many, many times, so much so that I feel we ought to give the very* widest possible publicity to a paper of this kind that outlines safe tank practice. The floor is open for discussion. C- L. Jones (Hercules Powder Co.. Wilmington, Del.) : In connection with Mr. Miller's recommeodatiou for the drafting of a safe practices pamphlet on this work, I think it would be advisable if we could add to that pamphlet some sort of case his tory of tl>e accidents that have occurred. We read a general treatise, which is of a great deal of value to us. but fur the man who is just beginning to consider a problem of this scut, if we can prepare a brief history of a number of the more serious acci dents that have occurred it will mean a great deal more and enable him to visualize what it means in his own plant. Take the experience for a period of five or ten years, or any period you anav like. I think it would add a great deal to the value of the pamphlet. P. W. GUMAEa (Consulting Engineer. New York City) : A similar problem that wasn't emphasized so very much was the painting of interiors of tanks, particularly where entry has to be made from the top. Very often they are painted with a bitu minous paint where gasoline or benzine or some other hydrocarbon is used as a sol vent. Tliose vapors are heavier than air and lemain in the bottom of the tank. Many, mam cases or acute poisoning have occurred from that source. W. D.. Patton' (North Continent Utilities. Chicago. III.!: I recall an accident which ! witnessed some years ago. A Mexican was painting a dosed redwood tank about five feet high and about twenty feet in diameter. Hr was given a bituminous paint dissolved in naphtha and told not to carry any matcltes or anything inflammable into the tank with him. He was given soft slices to wear. Chemical Section 479 Contrary to orders, he lad taken some matches and some cigarettes, and after he had painted fur a while he sat down and lit a cigarette. Naturally, there was an explosion, and a jet of gas came from the top of the tank followed by the Mexican scrambling hurriedly out. The accident was not fatal, although it might have been, but every exposed portion of his body was severely burned. Even where he had a hole in his shorts or pants, that spot especially exposed was very severely burned and his hands and face swelled probably twice their normal size. It took months to cure him. j Such an accident could have been prevented by the supervisee searching the man and seeing that those who are liable to disobey the rules do not carry materials which may cause accidents with them. Vick-Cha.trm.an Roach : It is loo bad we haven't unlimited time to discuss this paper because I think it is one of extreme importance, but we have a limited amount of time to give to each subject. The next paper is by Mr. D. H. Killeffer, of the Dry Ice Corporation r.l America. It will he read by Mr. George C. Cusack, of the same company. The Safety of "Dry-Ice" By D. H. KILLEFFER Dry-lee Corporation of America, New York City Experience covering a period of five years and the use in refrigeraium ..i tens of thousands of tons of solid carbon dioxide, best known under the trade mark, "Dry-icc" has definitely proved its safety. The introduction on a large commercial scale of a material having such unusual properties, its use in the hands of thousands of unskilled workers in the fcc cream and meat industries, and the development of a program of manufacture from nothing to hundreds of tons daily in the short period of six years has provided a basis for sane conclusions as to the safety of the material itself and the adequacy of methods of handling developed to meet its peculiarities. In the experimental development of equipment we have had two accidents, but records of our own company show only five lost-time accidents, doe to the peculiar nature of the material handled, in the six year period ending June 30, 1931. The only real source of accidents in this new industry has been the practical joker whose whims and overpoweringly perverted sense of humor are beyond human control. Of even these there have been only a half-dozen serious enough to be re{>orted. This highly satisfactory record proves that fears entertained by some when "Dry-ice'* first appeared on the market were liazards only and unwarranted in fact. For example, general distribution of a material having a noma! temperature of --I09.6*F. was looked upon as a probable cause of wliolesale frost bite; the generation of huge quantities of carbon dioxide gas at high concentrations as a result of use of the new refrigerant was expected to be a source of danger on account of smothering or drowning of persons by the gas; and the pressure generated by tire evaporation erf a solid directly to a gas when accidentally or intentionally confined within refrigerators was believed by some to be a possible fruitful source of dangerous explosions. None of these possibilities has materialized, thanks to simple, safe, obviously logical nwthods of handling. To understand the circumstances, it will l>e necessary to review briefly the basis of this new industry and its recent rapid growth. Although many previous attempts to commercialize solid carbon dioxide for refrigeration purposes had failed, a new effort launched in 1924 on the basis of material advances in the method of using it has finally reached a position of considerable commercial importance. The material itself is the same healthful gas used to give vitality and piquancy to carbonated beverages, converted to the solid stale by intense cold. Not only is it the same gas prepared and purified in the same way as that used for food purposes but at the 480 Twentieth Congress--National Safety Council present time touch <* that used for refrigerating purposes is manufactured. purified and solidified in the name cquipoaeal and at Ok same plants as the food product. The cmpem*ure of the solid is the lowest of any commercial material and is below those met by Cocmoaodcr Byrd and others in the long polar nights at the lop and bottom of the world. Solid carbon dioxide is manufactured in cubical Modes ten todies oe the edge weighing fifty pounds. Each block as made is packaged in an individual knrft jmt*s bag bearing the trademark and a warning notice calling the user's attettUua to the inwmely low temperature of the material and warning him to landW tx ith gloves to prevent frost bale. From iix pkust ut view ta fro* bate, the manufacturing operation takes place in iu vuige* m o*r older iilamm and in ooc in oar snore modern installation** In the two vtage jitultm, uid Ikflrid carbon dioxide is fed into a chamber wher expands to turthcr mu) it*eH to furs snow and this snow is shovelled out j hand into nx4dv to Lr j*x**d m hydraulic presses to solid blocks. In the late,, process the otntrtr >pcratJuM ti tolkkficariuo a&d pressing is done In the same vessel, thus lirevruimg tlw kv* freon handling. In either case the pressed blocks arc immediately put miu jiaper hags and afterward are handled Into storage and to the point of use wnh this jictiteciRjcL At the time of use, the bag is removed and frequently it is necessary to cut the blocks into smaller sixes to adapt them for particular purposes. This cutting operation is carried oat with either hand or power saws, and the smalt pieces may be bagged again if circumstances require it. The xmzmman handling through which a Mock of "Dry-ice" must go is once from the press to the customer's storage box in which it is delivered to him and a second time from tins box into the refrigerator where it is used. In practice the blocks must frequently be Handled as many as half a dozen times, exposing someone to the possibility of frost bite at each handling. During 1929, some 15.000 tons of "Dry-ice", equivalent to nearly three quarters of a million blocks, were made and handled a probable average of four to five times each. Nearly double this amount was pas to use in 1930 and it is probable that this year's total will be even larger. It is obvious from this that there has been plenty of exposure to develop any real hazard to an extent satisfactory for observation. It is also pertinent to note that our manufacturing and distributing program lud developed from three plants and a ringle distributing warehouse in 1928 to eighteen plants and twenty-seven distributing points in 1930, 111 addition to these, storages capable of holding 23 million pounds of "Dry-ice" are in operation and a fleet of forty specially designed refrigerator cars has been actively transporting "Dry-ice" Itself from point to point throughout the country to equalize production and demand from Coast to Coast Such rapid development has required assimilation of untrained labor in large groups as new plants and warehouses have been opened and this with the haste always accompanying new operations has supplied the most favorable conditions for increasing industrial accidents from any specialized conditions inherent in the operations of this new industry. No question can exist as to the value from a safety study standpoint of the data to l>e gathered from our own safety records extending back over a period of five and a hal f years into the earliest commercial exploitation of "Dry-ice". Xu five and a half years only four cases of frost bite have been serious enough to require an employee to be sent to a physician, and only two of these required that the employee lose any time from his regular work] That record b submitted with a sense of real pride, but it also must be admitted that it could noC hare been achieved had the actual hazard been really great. Of course, there have been many smaller casualties, unpleasant and annoying but not serious enough to require more than first aid. Three injuries have been canned by rapid escape of carbon dioxide gas from snow making machines caused by stoppage, and none of them caused a loss of more than three day's time by the worker. Chemical Section 481 To get a clear picture of the situation, it is desirable to study carefully the actual hazard and the conditions surrounding it. The temperature of "Dry-ice" is farther from the temperature of the human body than that of steam and the effect from a purely physiological point of view of exposure to one is very nearly the same as to the other. Danger from serious scalding by steam or hot water is primarily due to the inability of the exposed person to remove himself from contact quickly enough to avoid damage. A person drenched with hot water or steam is in immediate, intimate contact with a temperature sure to injure him even though he makes an immediate effort to escape. In the case erf water escape is sure to be unsuccessful if coe is already wetted with it. . Solid carbon dioxide, being a solid, permits easy escape because it cannot now 4 * hot gas, steam, or a hot liquid, water, can. Also its essential peculiarity, that of evaporating directly from a solid to a gas, prevents intimate contact of a warm with it on account of a cushion of evolved gas which is continuously maintained trend it by evaporation. The low specific heat of the evolved gas makes it practically harmless as a possible source of frost bite and it is only when contact with tbc solid itself U established by breaking down the gas cushion with pressure that iojory can result. _, With in mind the protection required is simple to devise, AU that is necessary is to insure the continuity of this gas film-between the person's flesh and the "Dry- ice". This can be most easily done by wearir^ gloves of any ordinary variety. Whale even the customary paper wrapping is helpful, thin canvas or cotton gloves offer sufficient protection to a person intermittently handling "Dry-ice* for short periods arwl workmen whose occupation brings them in contact with it continually are amply protected by ordinary leather gauntlets. . The real hazard from tlw low temperature, if indeed there is a real one, comes from the handling: of metal which has been m contact with "Dry-ice *. For this reason particular care is taken to provide wooden handled tools to be used where accidental contact might cool them to a dangerous extent. When accidents do occur from contact with "Dry-icc," the most effective treatments are those ordinarily prescribed, for bums. The similarity to burns is so great that it is quite customary to refer to such accidents as "burns" rattier than as frost bites, since the result is localized as a burn ordinarily is rather general as most frost bites arc. Ungueutiue, picric acid gauze, bicarbonate of soda, carron oil, and all the otlicr burn remedies are effective as first aid. The hazard from carbon dioxide smothering is almost non-existent so far as our experience has gone. Unlike carbon monoxide, carbon dioxide is in no sense a poison. Actually, according to authorities on respiration, it is the change in carbon dioxide concentration in our lungs which keens us breathing when we arc asleep. The lungs are sensitive to even the slightest change, especially an increase, in tlus concentration of this gas produced either internally or introduced from the outside, and it has even been suggested that the exhilaration from drinking carbonated beverages Is the result of the stimulating effect on breathing of the gas inhaled from above the bubbling drink. The only effect upon a human being which high carbon dioxide concentrations can have Is stimulation of breathing in an effort of the lungs to void the gas and if so much of it is present as to limit or cut off the customary oxygen supply a person may be smothered by it No after effects are produced and the residue of carbon dioxide in the lungs after being brought into the air is its own best cure. The use of carbon dioxide to stimulate "the breathing of persons overcome by breathing foul air las become general to replace the more harmful and unnatural pulmotor. ^ Under ordinary conditions the quantity of carbon dioxide introduced into the atmosphere from a "Dry-ice" refrigerator is negligible and can be easily handled by even the most inefficient ventilating arrangements. To be specific, an ordinarily active person will exhale an average of about two cubic feet of carbon dioxide per 482 Twentieth Congress--National Safely Council hour, while a five gallon package of ice cream refrigerated with "Dry-ice*' will under ordinary condition* exhale less than three and often as little as two cubic feet of the gas per hour. It is thus obvious that die ventilation required by a person mil readily take care of such a refrigerated package without allowing an increase In the carbon dioxide content of Use air to take place. At the present time paper packages of this type and refrigerated automobile trucks consume practically all of the "Dry-ice" manufactured. _ In some cases it is desirable to fill the refrigerated body of a truck or other re frigerator with carbon dioxide gas of high concentration. The anticipated danger to persons entering sue!', spaces has also failed to materialize. The effect of the gas on breathing is immediate and is so evident to the person that be wUl not enter a high concentration of it. Tlie gas being much heavier than air immediately rushes out and is dissipated. Our own experience in the storage handling of immense quantities of "Dry-ice" in storages which must be frequently entered has resulted in no single instance of trouble from this source. Where storage spaces have been built with the entrance through the top, workmen are provided with gas masks con nected to fresh outside air and are aUe to supply their own air without the use of pumps or oilier means to bring it to them. When a person is for one reason or another exposed to too high concentrations of the gas, the remedy Is simple and extraordinarily effective. A minute in the fresh air and all trace of the exposure is gone. The danger from explosion of refrigerators in which carbon dioxide is being con tinuously given off is also quite non-existent. In spite of the best efforts of refrigerator builders no practicable structure has yet been built whose natural leakage of gas is not amply sufficient to allow the escape of gas at a rate ample to prevent the creation of measurable pressure. Au automobile truck for the transportation of 500 gallons or so of ice cream consumes about 60 pounds of "Dry-ice" in twenty four hours. The gas generated from this amount of solid is abut 510 cubic feet, a httle over twenty cubic feet per hour. This can easily be vented through a hole a quarter of an inch in diameter without the generation of any measurable pressure. In ordinary* construction practice the difficult problem is to prevent the escape of this gas before its full usefulness has been realized, and not to get rid of it without creating dangetcus pressure conditions. Vice-Cjiauimav Roach: I think before we discuss this subject, we will hear from Professor Ward V. Evans, Professor of Chemistry. Northwestern University, Evans ton. Illinois, who will present a paper on "Other Refrigerants". Then we will have discussion on both papers. Other Chemical Refrigerants By PROF. WARD V. EVANS Chemistry Department, Northwestern University, Evanston. Hi. Great strides have been made in thf art of refrigeration in the past thirty years. Many of us can remember when the milk can was hung in the welt and the day's supply of drinking water was cooled by evaporation in an unglazed jug. The general principle of refrigeration, however, has not changed, only its mechanical application. The chief principle in refrigeration is the utilization of the latent heat of change of state far cooling purposes. Absorption is simply a modification of the same principle. Refrigeration is secured by allowing a substance to change its state and mechanically arranging the mechanism so that the latent heat is supplied by the substance we wish to have cooled. The substance changing its state is the refrigerant, and this change of state may be accomplished by motor driven machinery, thus necessitating moving parts, or as in absorption machines by the use of heat supplied usually by a gas flame. Chemical Section 483 Artificial refrigeration, both in transportation, iu storage ami in the home, is an achievement deserving die highest comroendaiiou. The greatest advances m this art have occurred in the past ten years. It has been only recently that any substances other than carbon dioxide and ammonia were used as refrigerants. Recently however, with the advent of the household machine, a demand for other refrigerants that would have suitable diaraciei istics to render them applicable to small machines, has arisen. The research sources of our industries lave been taxed to find substances with suitable boiling points so that they could be liquified and evaporated without (he use of great pressure or vacuum. Reviewing the history of refrigeration, we find that more than fifty different substances or mixtures have been at times used in compression and absorption machines. Tabic 1 gives a list of some of these substances, and other substances that might be used. TABLE I Substances that May Be Used as Refrigerating Mediums Glycerin Pentachlorbcnzcne Trfchlorbejizene * Ethylene-glycol Methyl aniline Aniline Phenol Dichlorbenzeaie Dccane " Chlorpydridinc Chlortoluene PentachtoretaViC Nonane Acetylene tetrachloride Xylene Dichlor methyl ether Heptane Ethylene trichloride Hydrogen sulphide Trimethylenc Methyl ether Methylamine Trimethylamine Dimethylamine Methyl ethyl ether Ethyl ether DieHomicthanc Carbon disulphide Dietbylamine Acetone Amyl alcohol Chlorobenzene Octane Tetrachlorethylene Methyl alcohol Hexane Carbon tetrachloride Ethyl alcohol Butyl alcohol Benzene Pyridine Propyl alcohol Toluene Triethytaminc , Taylor, R. S. : Hrat Operated Hefrigeratin* Machine* of -the Absorption Type. Relngerathur Enetoecr 17:13$ (May) 1929. ................................... . .. . . .i Most of tlie substances named in this table, however, are unsuitable fc. Ito-iseholu refrigerants, chiefly because their physical constants are such that their latent heat cannot le rendered available without the use of special machinery. Table II includes a list of the present day refrigerants. TABLE II Refrigerant - Carbon Dioxide Ethane Ammonia Propane Methyl Chloride Sulphur Dioxide 6 Isobutane Butane Ethyl Chloride Symbol CO, OH, NH, C*H, CH,CI SO, C.H* CH,, CjITsCI 484 Twentieth Congress--National Safety Council - Dlchloromethao* CHtCU Djchloroethylene CaHCt -Trichloroethylene CiHCh TWi is tbo list of rdnferub ntesUonctl In tbe Safety Cod* for Mochaateal Rririicratica sponsored by ibo American Society of Refriteratit'K Enjincers. Those refrigerants marked with a circle are used chiefly in the small household units. The ones marked with a dash are high boiling refrigerants used for air conditioning. One other Quite recent refrigerant may be added to this list. It is dichlorodifloromethane. Its boiling point lends it to use m the smalt machine. Since the application of chemical refrigerants (that is refrigerants other than ice, water, and air) to all phases of our Industrial and domestic life, the requirements for a refrigerant have vastly changed. All the refrigerants in common use are toxic substances so if we are to have them in our home we must know their properties. Their regulation becomes a health problem of first magnitude. Before the advent of the small machine the specifications for a refrigerant dealt only with its physical characteristics. Today the chemical and physiological properties are of at least as much importance. Also its cost of production must be considered. Now what are the characteristics of the ideal refrigerant? 1. It must be non-corrosive. 2. The larger its latent heat the more possibility of its being efficient. 3. Its bolting point must be such that it can be liquified and vaporized without great pressure or excessive vacuum. 4. It should be non-toxic. 5. It should be non-flammable. - 6. It should be non-explosive. , 7. It should have a characteristic odor. 8. It should lend itself to detection of leaks. 9. It should be stable. 10. It should be incapable of forming toxic or obnoxious substances if exposed to flame. 11. It should have a low cost of production. We have here a list of chemical, physical, and physiological characteristics for the ideal refrigerant to approach. It is a very large order, and we can safely say tlrat the ideal refrigerant, like the ideal gas or ideal solution, is purely a figment of the imagination. If we attempt to rate the chemical substances that can be used as refrigerants we find that they all fail in at least one particular. They are all toxic and cause discomfort and even death if in sufficient concentration. Even carbon dioxide is harmful. Air and water arc not possible because of improper boiling points and hence require excessive pressure on the one hand to cause liquefac tion. and high vacuum on the other to produce vaporization. We can construct a table of the substances whose boiling points and critical temperatures enable them to be used easily and economically as refrigerants in household units and state the quali fications we have outlined. We will have seven substances in our table if we include the latest discovered refrigerant dichJorodifloromethane. TABLE III Latent heat Btu/lh at 5* Boiling Point l atm. Corrosiveness NH. 565.6 28.03 Corrodes copper SO. 169.4 14 CHaO 178.5 -10.65 Cor rodes if water present No C.H.C1 CH. 177.0 53.9 169.5 33.1 No No CO, CCIjFa 115.3 71 ? -109.4 -22 No No Chemical Section 485 Flammability Explosiveness in air Odor In cer tain propor tions Slight ly Yes No No Yes In cer tain propor tions Slightly No In cer Ye* tain very propor tions Slight Yes ly No No No No No No No No Toxicity (im mediate) 5 64 31 * il Toxicity (de layed) 1 Leak Detec HC1 tion , easy Stability 500 almost completely decomposed 16 1I NH, Cu and easy flame Cu flame No Stable 500 de Deeotn- Stable to composed posed to 2000* slightly 520" 600 to to C>HC1* Ethylene 55* 11 No Cu flame Stable to 2000 Formation of No No HQ gas HC1 gas No No HC1 HF Toxic sub stances in flame The toxicity of these au&*l*necs >$ rated Iron* 1 to f. No. 1 being leatt toxic. We note from our table that the boiling point limits of the ideal refrigerant for small machines is from about -30* to -f30\ We also discover that two of our common refrigerants are corrosive, four arc flammable, and three are explosive in a degree. Only two have a marked odor and, as previously stated, all would be toxic in certain concentration. We also note that two are easy to detect, three would be recognized only by an experienced person, and two only by a chemist. In regard to stability, two are very stable and the other five would be rated as unstable. It is also notable that while four would form no toxic substances in a flame, three would very Kkely do so. ... , Another table rates these seven refrigerants in order of tbe*r conformity to certain desired characteristics. The lower the score, then, the nearer a given refrigerant approaches the ideal standard. TABLE IV Ammonia Immediate toxic effects Delayed toxic effects Flammability Efficiency Pressure 6 1 4 2 6 Butane 1 1 7 5 2 Carbon Ethyl Dioxide Chloride 23 1i 16 62 7 I Methyl Sulphur Chloride Dioxide 57 71 _. 51 41 43 Dichlorodifloro* methane 1 1 ,,j 3? 5 developed 19 16 17 13 25 13 11 Tourcal of Ue American Medical Association. June 7, 1934. VeU 94. 90. 1832*1838 and 1842 and 1843. 486 Twentieth Congress--National Safety Council So averaged, none of these substances achieves a perfect ratios, and it must be remembered that this rating may be very deceptive since one characteristic is omitted; namely, the chemical behavior in contact with an open flame. Carbon dioxide is little used in small systems because of the heavy machinery necessary to liquify the gas. In other words, too great a pressure is required on the high side, ceie thousand pounds per square inch is not uncommon. It is non-corrosive. Its toxicity is small. We find from .03 per cent by volume to as much as 20 times this amount in crowded rooms. This concentration produces no ill effects. The only effect of excessive concentration snch as 3 to 7 per cent is to augment breathing and produce fainting. When the oxygen content of the air lias been reduced to 14 to 15 per cent, ill effects appear, and a reduction to 8 or 10 per cent becomes dangerous to life. Carbon dioxide is not flammable. In fact smothers fire. Is quite stable to 2000*, and is non-explosive. Leaks, on the other liand. are difficult to locate and there is no warring odor. It is easy of production, quite cheap, and cannot possibly be a fire hazard. Carbon dioxide would be a desirable refrigerant if it lent itself 10 use in a small machine. Methane, propane, butane, and isobutane are hydro-carbons, belonging to the paraffin series. They arc simply asphyxiants with possibly some anaesthetic properties. They are stable, non-corrosivc. have suitable boiling points, and are non-toxic. How ever, they are flammable and explosive in proper air or oxygen contact. They have no odor aud are hard to detect. These substances are far from ideal. Ammonia ranks high as a refrigciant and is largely used. This gas i not par ticularly stahle, is corrosive only to copper and brass,,and has a suitable boiling point. It is easily detected, has a warning odor since it is highly irrespirabte. and is quite toxic. It is combustible when mixed with air in the proportion 16 to 26 per cent by volume- It is unstable. High heat above 500* will decompose it to Ns and H> and increase the pressure and an explosion under such conditions will liberate Urge quantities of H*. a highly explosive substance. It is easily detectable and economically feasible. With hydrogen chloride gas leaks could be readily located. Sulphur dioxide is the most widely used refrigerant and has the best rating of the accepted refrigerants. It is stable and has a suitable boiling point. From the point of view of refrigeration efficiency it ranks first. It also stands first in ease of detection for it is a violent respiratory irritant and gives warning of the slightest leak. It is corrosive if tu contact with water, forming adds that act vigorously on iron and steel; therefore, it must be carefully dehydrated. It is quite toxic and there seems to be no foundation to the theory of its being a cure for respiratory lesions. It is known to aggravate bronchitis. Its leaks are easily located with ammonia. It is stable, inert to flame, and non-explosive. ' Dichlorodifloromethane seems to rate very high as a refrigerant. Its production is a tribute to the research chemist, producing in his laboratory a definite substance having proper physical characteristics for use hi a certain capacity. Its thermodynamic properties and its physiological properties seem to mark it as an ideal refrigerant. Its toxic properties have been investigated and at present its performance seems entirely creditable in tills respect. However, there is one aspect on which further investigation seems desirable before tips substance is adopted as a refrigerant that might be placed in quantities of as much as 1000 pound* in apartment houses aud similar places of human occupancy. That is, the matter of its chemical properties-- its stability, and conduct in flame. It is known that carbon tetrachloride, a we!) known Are extinguisher, is not a suitable substance to use in hot flames. This sub stance will extinguish a small flame, but in a hot flame gives quantities of COCls and HC1. Its use has bad to be prohibited in fighting laboratory flames, for instance. Now CClsFa escaping in the region of a fire will produce quantities of HC1 and HF. These are extremely toxic substances. To lave a large quantity of any chemical refrigerant except CO; located so tltat it may escape in time of a Are is a hazard. Small machines give less trouble but large quantities should be introduced certainly only after careful investigation and thorough safeguarding. Chemical Section 487 In regard to the introduction of warning substances into otherwise odorless re frigerants we can only say that this is a doubtful expedient at best and should he used only after thorough investigation. A small amount, say 10 per cent, of sulfur dioxide introduced into methyl chloride for instance; any water present may cause this percentage to become so low that no warning will be given and a false sense of security lead to disaster. Suppose, for example, that the original 10 per cent becomes 5 per cent If the solution contains 5 per cent SO, there is no reason to suppose that tlse content of the escaping gases will be 95 per cent methyl chloride and 5 per cent SO*. In fact wc are quite sure that the gaseous phase will contain less than 5 per cent of the high boiling constituent which is SO*. It might contain nr> more than 2 per cent of the SO*. Now a toxic concentration of methyl chloride will contain only a very small concentration of SO* and since this gas is heavier thau methyl chloride and diffuses more slowly, it would be found in the greatest con centration near the floor. It might be quite possible to be so poisoned with methyl chloride that the warning gas. would be of no avail. Again there seems some basis for the opinion that small amounts ot sulphur dioxide mixed with methyl chloride corrqdc pipes very badly. The use of other warning agents without proper research is not to be recom mended. Some of the substances recommended polymerize readily and in the course of time would very likely cease to function, giving again a false sense of security. With the ordinary refrigerants in common use, of course the grave danger ap pears only when large quantities of the refrigerant are involved, as in multiple systems, where a leak in one unit may precipitate at that point the entire gaseous content supplying many such units. Vice-Chairman Roach: The next paper was prepared by Mr. E. B. Besselievre, of the Sanitary Engineering Division of The Dorr Company. Inc. It will be read by Dr. G. F. Edwards, chemist, Sanitary District of Chicago. The Hazards of Chemical Wastes and Their Safe Disposal . By K- B. BESSELIEVRE Sanitary Engineer, The Dorr Company. New York City Pure air to breathe, pure water to drink and clear skies for clear vision are the natural heritage of mankind. Any encroachment upon these prerogatives is not consistent with the spirit of true civilization. In the tenseness of modern life and the urge to forge ahead in this industrial age ad nation, these things have been forgotten, or perhaps we may better say side stepped. This attitude is not intentional or with malice aforethought, but is an un conscious contribution of our fast moving times to the problems and perplexities of life. In the face of keen competition, industries have striven' to live and grow, and in order to show a profit to their owners and stockholders, have at times neglected to consider public comfort or the inherent rights of others in nature's products. The human body was conceived on the basis of pure air to fill our lungs and main tain the purity of our blood* Those of us who reride or work In localities where the air is unsullied do not think of the dependency of our health upon this factor. But to those who arc forced to live in those localities where the air is tainted with the fumes of industry, the shorter life, the prevalence of diseases of a pulmonary nature are mute evidence of the danger* that exist. Pure water is another necessary fluid that was provided by Nature to flush our systems of waste products. Until comparatively recent years, little tlmught was re quired to procure this "Adam's Ale" pure and safe to drink. Increasing density of population and the indiscriminate discharge"^ human and industrial wastes into the waters of our streams has made it necessary for munici palities to spend millions of dollars to install filtration plants to prepare the water 488 Twentieth Congress--National Safety Council for fit use as a beverage. Before tills widespread adoption of filtration, hundreds and thousands of lives were lost in the typhoid toll, due entirely to drinking of polluted waters. Modern science has made it possible to remedy this condition and make the waters safe to use, but this is wrong in principle. The common law prescribes that a man is entitled to a supply of water pure and of sufficient quantity to supply his needs, and calls upon the man above him on the stream to return the water to the stream in that condition. But rarely does he do this. The manufacturer takes the water from the stream, uses it in his plant in the numerous and complex processes of manufacture, and discharges it to the stream again carrying its unholy burden of poisons, color and other matter obnoxious to the nasal and visual senses of man. The man downstream says nothing, thinks a lot and spends his good money to filter this water and make it fit for use. Since our first days, we have been taught to look upon the clear blue of the sky as a criterion of all that was pure and beautiful. In the early history of our country one could go out and look at the sky and really appreciate its beauty, but in many sections, now, it is a myth. Even on the clearest of days, when the skies are un clouded and the sun should shine through with its beneficial effect upon our health and the life of our flora, some sections are overcast with a drab, dense, impenetrable cloud of smoke or fumes from nearby industrial plants. Regardless of the proven lack of harmful effect of leaden skies on health, the sunshine and clear air are synonyms of health, activity and the joy of life. The mental attitude. of one living in such an environment cannot help but be stilted and warped. Crimes and vice are the outcome of depressed and mentally warped humans. I repeat that this pollution of our air, our water and the defiling of our atmosphere and vision are not deliberate on the part of our industrialists. On the otlier hand, I know from experience that many of the high-minded men who have developed these giants of our industrial age deplore this condition and are willing to do tlxfir share toward its alleviation. But measures of remedy cost con siderable, and frequently it is a question of continuing a given factory at a profit by allowing the pollution, or of stopping the pollution at an expense which may force the offending plant to close down. Localities depend for their continuance upon their growth, for their prosperity upon local or contiguous industries, and to shut them down blindly would be to reap irreparable damage to many. No. the remedy is not indiscriminate demands for cleaning up pollution, regardless of expense or without regard to the best things for the majority, but it rests in the intrtHgcnt study of these problems by those with knowledge of all the determining factors. It calls for the whole-hearted cooperation of those in power to compel action with those who are the offenders, unwittingly or not, and with those who are qualified to advise as to means of remedying these problems at a cost consistent with possible con tinuance in business. . Modem medical science has demonstrated tiiat the direct rays of the sun are beneficial to health, but in many industrial centers the pall of soft coal smoke mollifies the strong actinic rays and makes tlie wan sunlight of these places less beneficial than seashore or mountain resorts. The dangers to health attributable to industrial pollution are legion, and in the short period allotted to this paper one cannot do mere than give a brief resume of these dangers and a suggestion as to their remedy. Industrial wastes are discharged m three general forms: solids, gases, Hqutds. Each of these has its definite effect on the health and comfort of those resident nearby. There is a fourth sub-class of wastes that are chiefly liquid, but carry a certain proportion of solids, both components being deleterious in different ways. It is best to take each one of these classes separately and consider the sources and components, and thrir effect. Solid wastes are usually tlie scraps remaining from the process work in the plant, or by-products of the plant. Some are thrown out in a solid form and remain stable, the problem of their final disposal being a place to put them out Chemical Section 4S9 of sight. Combustible wastes in the solid form may be readily burned in municipal or private refuse incinerators, depending upon the quantity, the proximity of the public incinerator to the plant and the charges made by the municipality. Some solid wastes, such as saw mill refuse, may readily be used as fuel and some revenue be derived from them by savings in the purchase of otlier types of fuel. Usually, also, wastes of this type may be suitably disposed of by dumping in low spots and covering with earth. Wastes of a solid nature, that arc in themselves decomposable or contain decom posable elements, are a far more serious problem and require different handling. If such wastes are allowed to He around in uncovered piles, they will soon cause ob noxious odors in the vicinity and arouse complaints and causes of civil action. Organic solid wastes may be adequately disposed of in some instances by putting them in closed receptacles and allowing them to undergo their natural process of decom position. Under certain circumstances, such solid wastes as cannery refuse, meat packing plant waste may be thus digested, and in the process of this digestion produce a large volume of gas. This gas has a high calorific value and may be utilized in producing power or used as fuel under boilers, etc. Solid wastes, such as slag from furnaces, scraps of iron and other metal, tailings , from metallurgical operations, may be disposed of as fill. If this is done sensibly, low, swampy places may be reclaimed and be the source of considerable revenue for factory sites. Judicious piling oi this material to a height consistent with the sur rounding ground elevatiou will neither cause obstructions to traffic nor be obnoxious to the eye, and, on the other hand, may open up new avenues of approach to land developments, thus saving time for those who reside or work in the vicinity. A noteworthy example of this type of disposal of a solkt waste is at the plant of the Martin Dennis Company, at Kearny, N. J,. where, by means of a system' of in dustrial railways, they liavc reclaimed a number of acres of swamp land adjacent to their plant, thus making for themselves and their neighbors a much more presentable terrain, reducing mosquito nuisance and adding valuable building areas. Their potential disposal grounds arc immense, as there are thousands of acres of the low land dose to thetr plant, and it is probable that the owners of this land will be glad to grant the Dennis Company the right to fill their swamps on the same basts. Indiscriminate piling of wastes serves no useful purpose. The huge piles of waste phosphate rode in Florida, the tailings piles at the copper mines, the waste piles at Syracuse, N. Y., are mute, evidence of misplaced disposal. There is low and waste land in the vicinity of any of these places that could be restored to useful and productive purpose by careful and studied dumping. Health officials can have no jurisdiction over such affairs, but municipal authorities can logically, and should exercise some measure of control over these waste damps. Gaseous wastes are those emanations of plants which are usually the result of processes involving combustion, either of fuels for power and heating purposes, or for roasting of ores, smelting of metals, gas manufacturing, acid manufacturing plants, mdoerators and the like. In many of them the gases thrown off are visible, being colored the familiar yellow of sulphur, black when soft coal Is used, and the white ash4adcn smoke of an incinerator improperly operated. Flora in the vicinity quickly show the evidence of such pollution, trees and plants dying, and soon there is a dearth of foliage round about. Seeing the effect on foliage, one must needs ap preciate the great danger tliere must be to the human system from such fumes and gases. Pulmonary diseases are always intensified in such places, where the air is sntHcd. Children show the result in stunted growth and mentality, and the ratio of death is high. Inhalation of these noxious fumes cannot be helped, and surdy, the inhabitants of a vicinity should not be compelled nor expected to go around with gas masks damped to their mouths all the time because a manufacturer is either too short-sighted to see the advantage of protecting public health or is too avaricious. -190 Twentieth Conyress--National Safety Council Thi* i* one field where the Health authority may. and usually does, assert hi- juris diction. and the result is a clcan-up. Municipal refuse incinerators are in many cases notorious performers in tl*e dis charge of smoke carrying odors of tutcoasumed garbage; many small particles of ash which settle in a pall over the country-side and constitute a fire menace, as well as a menace to comSbrt and health. Where tiie incinerators arc one of a recognized group, this is doe entirety to faulty operation. Experience has proven that when the furnaces of municipal garbage and refuse tociaerators are kept at a heat of between 1200 and 1400 degrees F, perfect combustion of the refuse will result, there will be no smoke, no odors and no powdery ash. Allowing the heat to drop below the danger point of 1200 is due to carelessness, insufficient combustible material to maintain the heat or lack of care in the mixture of garbage and rubbish. All gaseous wastes may be readily controlled. Frequently a check-up in the phut iueli will disclose leaks and sloppy operations, which, when corrected, will modi!) the trouble to a marked degree. Odor-destroying devices have been developed and are in successful use. Washing of gases and fumes will frequently suffice to remove solids in suspension in the gas. A number of successful plants are now functioning where plain settling tanks have been employed to recover flue dust, and several types of scrubbers are in use in gas plants that will reduce the odor nuisance. The use of chlorine has been found effective tu a number of cases in preventing stack odors. Usually, a scrubbing or washing operation will remove sufficient of aof Liquid wastes are, of the three main types, the worst to handle, are the greatest in number and present the greatest problems to the engineer "and chemist. Because the nearest stream is usually the means of disposal first considered, the pollution is im mediately transmitted to an innumerable body of innocent humans and animals who either depend upon these streams for their source of potable water, or for industrial purposes or for watering stock. What may appear on the surface to be a small volume of waste from a relatively small industrial plant may easily destroy the value and safety of a water supply for thousands of people. This entails great expense on the part of the officials of these communities in which those people live, to provide filtration plants to remove the pollution and the danger. Fortunately, our health authorities now recognize that the inherent rights of the mu!titt*le are the governiig factor in such cases and do not permit a single industry to endanger the health and well-being of a large population. Liquid wastes are usually large in volume and contain a great array of materials which may be classed as pollutants. Some of these elements are in suspension, some in solution and vary in color and concentration. It is not necessary that the large volume of water usually discharged from industrial plants be diverted from the stream because of pollution, but, rather, it U essential that the pollution be removed. Large volumes of water taken from s stream and used in the various industrial that line its banks should logically be returned to that stream after use. The Lw says that it must be in the same volume and condition. An example of this policy of diverting water from a stream was evident in the Passaic River, in New Jersey, until recent years. The large textile mills at Passaic. Fatersuu and the other towns along this river required enormous* volumes of water each day, one plant alone taking IS millions ui gallons each day. enough water to satisfy an ordinary city of 150.000 people for its normal uses. The total redaction of the river flow the pipe line used by these textile suits was so great that, except at flood tuoes, when the dun overflowed, the river bed ran almost dry and was a sore sight, being the re* ctpient of all manner of debris. Regulation of this by requiring the users to return a certain proportion of the water used to the river has again resulted ta the Fassaic being riassablc as a river. It is trc that in many plans* a large volume of water Is used in cooling and other purposes which may not entail contamination. This water can be, and usually it. Chemical Section 491 discharged directly to the stream. If found to be safe. On the other hand, it is sometimes mure economical to treat wastes which are highly charged with pollutants than a highly concentrated waste, and in a number of instances it has been found advantageous to combine some of this clear water with the wastes, in order to obtain the reaction, that an alkaline water will product on an acid waste- This method may be shown in certain cases to save considerable money for a client. For instance, where color removal is the desideratum, and as in dye manufacturing wastes or textile plants, it is difficult and expensive to remove the last trace of color by chemical means, the lighter shades of color may be entirely dissipated in a large volume of clear water, so that the resultant discharge to the stream is safe and unnoticed. To overlook this when advising a client on treatment is perhaps to put an unwarranted burden of expense on the client. Many liquid wastes arc mcuaces to health because of their content of organic solid*. These settle out in the stream, and, due to their avidity for oxygen, soon make the stream odorous and destroy the use of the water for potable purposes. By reducing the oxygen content, fish life is endangered or destroyed and bi-valves are rendered unsafe to eat. Many of the famous oyster beds of the country have been closed down, due entirely to pollution, either from industrial plants or municipal sewage. < The wastes from tanneries, meat packing plants, glue factories, canneries and milk product5 plants are notorious offenders against the purity of streams. Usually, tlrtse industries concentrate in given localities, so that the pollution problem is intensified, due to excess concentration. Until recently, it has been the custom for tanneries to locate in country and. wooded districts, mainly because of the need for oak and chest nut bark for tanning materials- Consequently, most of the small streams of those states, such as Pennsylvania, Wisconsin, Michigan, Massachusetts and Virginia, which are the tanning centers, have been rendered useless for drinking purposes or for fishing. Steel and wire mills, coke plants and large textile mills are polluting in that their wastes contain large quantities of mineral salts, acids, chemicals, dyes ra solution, and not only do they pollute by discoloring the streams, but they actually poison the water. Cool mines produce large volumes of pollution known as "acid mine water", which, flowing through the opened veins, gets into the streams and renders them unfit for steam purposes. To neutralize these acids, large quantities of alkalies are needed, and these in turn harden the water, thus entailing a second operation of softening to render the water useful for (sundries, boilers and even for human consumption. Mine drainage is a natural function and is expensive to control, and it seems a travesty of fate that some of the worst offenders from this source are abandoned mutes. Having no one interested in them, there is no one to sitend the money to cure the disease, and unless public funds arc available, nothing is done. A noteworthy effort to centred such pollution was worked out in Pennsylvania by a number of mines whose discharge eventually found its way to Indian Creek. a stream used by a large railroad system for Its water for its engines. Faced with suits and an adverse decision in the courts, the companies banded together, and, instead of putting in neutralization plants, they constructed a tunnel quite a few miles long, through a mountain, at an expense of over $100,000, and thus eliminated the particular source of trouble. But alt they did was to transfer the pollution from one stream to another--a temporary expedient. Sooner or later the pollution m the stream now used will increase to the danger point, and it will then be necessary to spend more money to go elsewhere, or in the end treat the wastes. Where there is concentration of industry in a given locality, splendid result* may be obtained by tiie provision of a common fund, by the members of the industry, to finance the experimental work necessary to develop a succesful and economical method of treatment for the wastes of a given industry. Cooperation of these groups with state health officials is usual, and it is a wise move, as it serves not only to forestall 492 Twentieth Congress--National Safety Council action, but to call the attention of the state to the problem and to keep them posted a*; to the efforts of the polluters to find a remedy. The tanners of Pennsylvania, in combination with the State Water Board, have done a noteworthy piece of work in investigating- the treatment of wastes from tan neries located on small streams. The coke manufacturers, due to the intensified pollution caused by the phenols in their wastes, have spent large sums In endeavoring to find means of relieving this trouble. Processes of absorption and evaporation have Iktcii the result. The paper and paper pulp manufacturers, who have a problem of large volumes containing high percentages of waste fibre and sulphite liquors, have been working for years under intelligent guidance and in harmony with the officials of Michigan and Wisconsin, and have had marked success. The meat (ackers have done a great deal of work in Chicago. Fort Worth and other places to develop a means of handling their wastes. In one instance'this has resulted in the development of a method of treatment which, at the plant where it was originally developed, shows a considerable annual profit in the recovery of valuable by-products and tlteir use as hog feed and fertilizer. More and more of this concerted action will undoubtedly be done in the course of time, and eventually all large industrial organizations will be brought to see the advantages of research properly conducted. The ramifications of methods that may be employed to treat wastes of a liquid nature arc so wide tliat it cannot possibly be more than touclted upon in a broad manner in this paper. It must suffice to say that in the writer's experience m dealing with a total of several hundred waste problems of all kirjds, he has never found it ini|os5ib)e to treat a waste to produce the desired result. However, it is the writer's belief that success in waste treatment is only success when it is economical. Many times it has been found that wastes could he treated to reduce the color or the suspettsa to a minimum, but that when all the figures were cast up, it would be business suicide for the plant owner to attempt to carry out the treatment. That is why intelligent investigation of a problem is so important, research is a cardinal factor and thorough cooperation between the health officials, the plant owners and the consultant will eventually produce a result satisfactory to all. In general, it may be stated that wastes containing fibrous matter, such as tannery, cannery, glue, textile, beet sugar, etc, may be treated primarily by means of screens to remote these fibres. The solids in suspension may be readily reduced by means of sedimentation basins, usually mechanically cleaned. The solids in solution usually must i>e precipitated chemically or filtered out. aiul this entails equipment for adding chemicals, mixing and the following quiescent sedimentation period. Some waste containing fibres, suspema and dissolved materials may require a plant embodying all three methods of screening, sedimentation and chemical precipitation. The main effort should always be to produce the desired result at a reasonable cost. Reasonable cost means a price that will be considered within the range of possibility by the plant owner. A .sum that would sound small to ooe man would be a consider able item to another. AU of these points are taken into consideration by the con sultant or technician who goes in the right direction--toward the light. The problem of wastes from industry,- and their effect on health, is a great one for the safety engineer to face, and the writer considers that it i$ as much a part of the work of the safety counsellor to an industrial plant as it is to see that the fire-escapes are safe or elevator doors are closed or machines properly guarded. An epidemic or disease or illness caused by pollution of the air or the water may cause time loss in a plant which, in the long run, will be more serious in a financial way than one or two accidents within the plant. Cooperation between the safety engineer and the public official, especially the health official, to work out solutions for this phase of safety work, will result m wide spread satisfaction to a greater number of people--lives will be saved--homes pro tected and in general everyone will be better off. Chemical Section 493 Vice-Chairmax Roach: Is there any discussion? Da. W. D. McNally (Consulting Chemist, Chicago, 111.) : 1 *anl di^cusr the phase of the excellent paper given by Dr. Evans on tracer gases. I want to give yon some figures from the actual use of tracer gas m the city of Chicago, where we have had so much trouble from tire refrigeration industry. Elec trical refrigeration is here to stay and we should encourage safe chemicals, safe ap paratus. and the refrigerants now in use should be made safer by any means at our disposal. , , ,_ . One of the things at our disposal is the addition of a tracer gas. such as sulphuric oxid and acrylic aldehyde. Sulphuric dioxid when mixed with methyl chlorid can easily be detected in the air in parts two per one million. Five parts per million in file air is an irritating gas. I itave a drum of methyl chlorid with acrylic aldehyde which h now two and one* half years old. and there is still enough acrylic aldehyde in there to drive you out of the room. So it does not polymerize easy in the presence of methyl chlorid. It will polvmerize in the presence of moisture and some metals and other substances, but in the refrigerating system it has proved a very efficient means of the manufacturer checking up his apparatus. . I will give you some figures to illustrate that from a practical standpoint. From .November, 1928, to November, 1929, in the city of Chicago we had 205 people made ill by refrigerating gases. There were ten deaths. There were 879 people driven from their homes. This included 539 leaks reported to the Fire Department and to the Health Department. In contrast to that, for tle period of 1931, lacking one month, there have been only 88 calls or alarms on account of leaks in electrical refrigeration. There have been no deaths and dtere have been no serious illnesses, This I attribute to the safer use of electrical refrigerating equipment, made safe by the use of tlese tracer gases. Vice-Chairman Roach: I hope you won't let that paper on chemical trade wastes pass by without some discussion. \Ve have been trying for seven year* to get some body to write a paper of that kind, but the subject seemed to cover such an exten sive field that we were never able to do it until this last year. Most of us who have lived a normally long life know tire stigma that for many years has attached to the chemical producing industry because of careless and unwise and thoughtless production practices that permitted corrosive gases to pass out into die air to injure people's lungs, foul fluids, to pollute water courses that made people sick, and last, but not least in my judgment, these obnoxious, unsightly heaps of waste, trade refuse, that were just as offensive to an ordinary persons sense of fitness and beauty. We have a right to a decent landscape, and I question the right of anybody, ethically or legally, to pollute the air or the water or the landscape. During the war m our state, when industry was speeded to its highest pitch, trade practices in the chemical industry in many places were far from being above criticism, and only the exigencies of our situation at the time permitted the authorities to allow those practices to continue. _ There Is no reason why chemical plants can't be made orderly if not beautiful. There w such a thing as orderliness in the arrangement of industry. I have in mind a plant that ten years ago was a most unsightly place for anybody to see. They dis charged their gases in the air, their waste fluids out into a field, and their waste solids were permitted to accumulate into heaps. But that condition changed. Along the entire front of the plant they have graded and beautified with landscape gardening on the premises so that one of the oldtimers wouldn't really believe it was a chemical plant ^ I can take you to tanneries now that are operated in such a clean way that they are no more obnoxious than a well-run kitchen. But twenty years ago there were tanneries in the city of Newark that were so unsightly and obnoxious to the ordinary run of people that no one would live in their neighborhood, except the workers who were accustomed to the odors and waste heaps during the course of their employment. 494 Twentieth Congress--National Safety Council Tliat i* an important subjects because civilization in our country is becoming more complex all the time. We can't discharge -waste products out into a stream and expect the water to carry it out into the ocean. That is not possible any more. We have to use scientific, intelligent, chemical engineering to recover these wastes betore they become obnoxious to anybody. I should like to hear the members of our Section discuss that subject now. A. H. ZiMMEfcitAN (Ventilation Engineer, Chicago Health Department, Chicago, 111.) : Along that line, I think it might be wise to say that within the last five or six years we have had some very satisfactory results in Chicago in reducing atmo spheric pollution from industrial processes, aside from smoke pollution. 1 think one of the outstanding industries has been in metal smelting, or the recov ery of waste scrap metals;-that industry jjarticularly handling brass, copper, and lead. They have always been a source of contention because of the fumes especially i rum the metals and acids winch are given off. and it has been quite a problem to know* just how to collect these waste products. The main thing was to get someIxjdy started. After we got one or two of the plants started, things went along rather smoothly. Today I would say most of the larger plants either have complete installations or arc m tne process of putting in installations for the collection of these waste products. I can name one plant in particular where the biggest item was the smelting of brass and copper which produced immense amounts of zme oxid that was given off as a waste product. It was located in an industrial neighborhood, but there were quite a few people living there. Not only were the residents complaining, but the industries were complaining. Tlcy worked on the problem, and now have installed a collecting system whereby the zinc oxid is filtered out.Wc don't know how much was dis charged in the air three ur four years ago, but we do know that within the last year they have collected over 1,000,000 pounds of zinc oxid that has a market value, when times are right, of about one and onc-half or two cents a pound. I believe their tta! installation amounted to about $35,000 or $40,000. When they are going full blast, that system has more than`paid for itself in a short time. Since they have started, the others have gone along in the same manner. Of course, some have had a little different problem, as in the case of a battery company where they have the acid. There were two problems there, collecting the lead oxid and also some of the acid fumes, but they have installed acid neutralizers which use straight lime, and they arc now collecting lead oxid which will pay for the installation. J*a V. Ker*E* (Pennsylvania Salt Mfg. Co., Philadelphia. Pa.) : Mr. Chairman. I wish to move that inasmuch as our Chairman, John Shaw, is demined at ltome on account of the severe illness of his wife, we send an appropriate telegram to him expressing our sentiments. Vice-Chairman Roach : A motion has been made that we send % telegram to Mr. Tuim Shaw expressing our regret at his absence from Use meeting. (The motion was regularly seconded, was put to a vote and carried.) Viie-Ckaixman Roach: Mr. Kepner, will you prepare Hk telegram? ADJOURNMENT Chemical Section 495 Tuesday Luncheon Session October 13, 1931 JOHN ROACH, Chairman Deputy Commissioner of Labor, State of New Jersey, Trenton, N. J. The luncheon session of the Chemical Section convened with Vice-Chairman John Roach presiding. Chairman Roach : I regret very much to inform the Section that Dr Cliarlcs M. Stine, Vice President of'the E. 1. duPont de Nemours and Company. Wilming ton. is unable to be present on account of sickness. He has written a very interesting paper, however, and Mr. Stephen Whiting. Liberty Mutual Insurance Co.. Boston, lias kindly consented to read the paper. Science and Civilization By CHARLES M. A. STINK Vice-President, E. I. duPottt de Nemours ft Co.. Wilmington. Del. A few centuries ago if a man happened to be of a scientific turn of mind--that is, if his thoughts were based on the observation and study of natural phenomena rather titan on the existing traditions and superstitions--be was classed as a trifler, a heretic, or an imbecile. From observations made by the use of his telescope, Galileo concluded "that the sun is at the center of the universe and is immovable, and that the earth is not the center and is movable." This doctrine was contrary to the existing beliefs and for this meddlesome intrusion into the domain of a presumably sacrosanct belief with a desire to subject It to experimental proof and bate con clusions upon observations, Galileo was Imprisoned and persecuted. As lie rose from his knees after being bound by oath to adhere to the doctrine that the earth docs not move, it is said that he muttered under his breath, "nevertheless, it moves." Galileo was right; the world does move; it moves not only physically, but it moves spiritually and materially. It Is at present a popular belief that it advances materi ally in direct proportion to the success of science in unraveling the law* which, when understood, enable us to progress. This is partially true and. like all half-truth*, may lead to grave error, as wc shall presently attempt to point out. The application of science and scientific methods had been for many years pre scribed by the established power* of church and state and the progress of material civilization m all those centurie* was practically at a Standstill. Even after the lan of political and religious authority vras lifted from scientific discovery, our material civilization advanced but slowly, because of the backward attitude of the people in general in applying science to their problems. Even as late as the 19th century, when Faraday discovered a means of producing electricity by mechanical movement, hi* work was looked upou as trivial, such a man a* Gladstone commenting; "But, after all. of what use is it?" Faraday's discovery, because of the prejudices existing in his day, was not practically applied in the form of an electrical generator until fifty year* later. The science of agricultural chemistry probably had its inception in the latter part of the Jttb century, when Priestly discovered that green plant* breathe in the eartxxuc add from the atmosphere, retaining the carbon as a part of their own struc ture and rcleasiog the oxygen to the air. This represented the extent of scientific knowledge on the subject of plant growth at the time. Simply to have this fundamen tal information seemed of no particular importance, and, while the troth of the dis covery was generally recognized and admitted, it was applied to no useful purpose, and no advance in agriculture was made until about 1840 when Liebig, the renowned 490 Twentieth Congress--National Safety Council German chemist, began his studies in connection with problems of soil composition and fertility in an effort to increase the productivity of the soil The importance of the chemical composition of the soil In relation to plant growth was definitely estab lished by him, and the principle of replacing, by artificial means, the substances ex tracted from the soil by growing crops had its scientific foundation in Liebig's work. Liebig actually accomplished the feat of making two blades of grass grow where one had grown before. The agriculturists, for the most part however, classed the idea as impractical and it took many years of educational work to get them to realize the practical and economic benefits of artificial fertilizers. Think of the toll which for many years was taken by epidemics such as typhoid, smallpox, cholera, rabies, diphtheria. As long ago as 1756 Jenncr, an English medi cal student, successfully performed the first inoculation with cow-pox which proved to be successful in preventing smallpox. His discovery, however, met with the usual opposition to scientific discoveries and his views were opposed ami misrepres ented ; editorials were written condemning inoculation and medical authorities of the day scornfully condemned it. For many years, although the scientific means to extinguish the scourge of smallpox existed, this dread disease continued to exact heavy toll because of the prejudiced public attitude. We cannot know to what extent the advancement of our material civilization has been retarded because of the inability or the unwillingness of mankind to understand and accept and develop the scientific discoveries of our early scientists, as well as hss failure to sponsor and encourage scientific work. The accelerated pace in the development of our so-called modem science dates from the time that men began to go into the laboratory in order to subject to ex perimental proof the theories which they evolved. Although the scientific truths discovered by the pioneers in science were not at lhe time applied to the amelioration of civilization, the scientific facts were, never theless, recorded. As time went on, these "eccentric scientists" accumulated in creasing amounts of scientific data, building more and more upon the discoveries of their predecessors in their coordination of new observations. Men desiring to study the phenomena of nature and, with what we would call in modern parlance *'a scientific bent", journeyed to a lew great cities of that day in order that, by living together in the same cities, they might come into contact with one another for discussion and study. This really was the first application of our modem university methods and, eventually, resulted in the development of those earliest institutions of learning which we now know as universities. Men possessed of a scientific bent began to band themselves together into societies in order to correlate their work, and finally scientific universities were actually established. For many years all the pure science research was carried out in the universities founded under the auspices of these early scientists, and many of our present day developments are but extensions of the basic knowledge created in those days. About the beginning of tlie 19th century, people generally began to recognize the truth of these scientific discoveries but the application of them to any useful end was considered extremely remote. Industry, iu those days, was based ou rule of thumb methods that had been in existence for centuries. The owners and workmen were not receptive to new ideas and new methods, and thus the application of science to industry, because of this prejudice, was further retarded for a long period. Little or no assistance was rendered by industry to scientific work, but the workers in pure science persevered and through the years, in the face of incredible handi caps, these pioneers laid the foundation of pure science which, when recognized and applied to industry, enabled our material civilization to progress as it has in the last fifty years. Doubtless the first applications to occur to us are the many contributions of the mechanical and electrical industries such as the railroad, the telegraph, telephone, the dynamo, the radio, etc. Fifty years ago the electrical industry was almost en tirely a thing of the future, and the application of mechanical power in maumfaetur- Chemical Section 497 ing and transportation, which has produced such a revolution in our mode of living, was just beginning. ...... , , I should like to attempt to trace the development of our material civilization dur ing the last hundred years by means of the chemical developments which have taken place- The application of the developments of modern science actually responsible for such industries as the automobile-tire industry, modern quick-setting cement, commercial High explosives and safety explosives, the fixation of atmospheric nitro gen, the manufacture of synthetic dyes axl plastics and molding compounds and tnanv valuable pharmaceuticals. While glass had been made since the earliest times, and 'the spade of the archaeologist seldom fails to turn up some example of man s early efforts in the manufacture of glass, such special glasses as heat-resisting glasses, plate glass and optical glasses, glasses showing varying degrees of trans parency to various portions of the spectrum, are all very late developments. The development of the modern metallurgical chemical laboratory and the applications of metallurgical chemistry have resulted in very important developments in both the ferrous aud non-ferrous metals and alloys, such as acid-resisting sled and light, strong, non-ferrous alloys. The fundamental importance of the assistance which the chemical and bio-chemical laboratories have rendered to agriculture, sanitation and public health--many of the problems themselves tlie result of our modern urban civilization--is, no doubt, com pletely recognized One has but to read one of the medieval treatises upon medi cine to note the barbarous methods employed in the practice of medicine and surgery of the day, and to peruse a list of the nauseous doses prescribed by the rudimentary pharmacopoeia of that by-gone, unscientific age to realize the f.reutcntlous steps for ward which this fundamentally important science of medicine has made. Even today, it is still true that just in proportion as the medical practitioner lays asiilc his frock coat and silk hat and betakes himself to the laboratory--in just that proportion do the hopes of mankind increase that its diseases and its fatal illnesses may be better understood and more specifically dealt with. _ While the developments of the electrical industry have been primarily responsible for bringing about the revolution m the iliummaiinn of otir modern cities and of our homes, nevertheless, chemistry has played a very important part in this con nection. The candles, the soap, the coarse, clothing, the porcelain, glass and domestic crockery of a by-gone day would find no ready market today, altltough the fine Chinese porcelains and a few other ancient fine porcelains arc notable exceptions to this statement. ^ The refrigeration of foodstuffs worked a tremendous change in the diet of man in civilized countries wltcre cold storage is available for perishable foods, and a further revolution impends by virtue of the development of modern quick-freezing processes. No longer is scurvy the despair of the sailor, and the significance of (he old expression "a lime juicer" is lost to the modern man. You are all sufficiently familiar with the developments In modern transportation, bnt I cannot forebear to point out that the internal combustion engine: the avail ability of cheap, abundant high explosives for grading and quarrying and road con struction and for the mining of metals; the electrification of steam railways; the new metallic alloys of special properties; all these have chemical developments in timately interwoven with the tangible results which arc so much a part of our daily life. Wc might summarize this by the statement that because, science liad not yet pene trated industry, our material comforts one hundred years ago had not made appreci able advances over the living conditions of many prior centuries. So long as man was dependent upon the horse for transportation, upon vegetable and animal fats for illumination, upon animat and human labor for prime movers, upon the wind to blow his ship to the far away Indies, upon stone and wood for the construction of his houses and upon hewn stone blocks for the paving of his highways, upon vegetable dyes and & few mineral pigments for coloring and beautifying his clothing and His 498 Twentieth Congress-^--National Safety Council dwellings, upon wooden wedges for breaking out stone, upon animal manures for fertilizing his fields, and in surgery had to subject himself to the heartbreaking torture of an operation without anaesthetics--through all these centuries material civilization and the amelioration of living conditions made no appreciable progress. Let us amuse ourselves by recalling the birthdays and the age of a few of the essential components of our modern living conditions. Charles Goodyear discovered his process for vulcanizing rubber in 1839. Before rubber was vulcanized it was *'r u b-b e t \ i. e., an eraser. Petroleum was discovered in Pennsylvania in 1845. It had been known as "Indian Oil'* and ``Seneca Oil"; in other words, it was a part of the American Indian's pharamacopoeia of a by-gone day. Perkin made the first synthetic coal-tar dye in 1856. Thomas A. Edison is said to have invented the in candescent lamp hi 1880, but approximately 1900 is given as the time at which the use of incandescent electric lighting bad become well established. About this time the telephone came into fairly general use. Think of it--only 31 years ago! I, personally, remember when gas lighting in the home began to eliminate the use of the kerosene lamp and -when the electric wiring of modern homes began to displace gas an illuminant. Many of those in this room used to ride on horse-drawn cars instead of electric cars; most of us remember the first time we saw an automobile, and all of us remember our first airplane, our first wireless telegraphy, our first radio and our first moving pictures. I think all of us recall the days when carloads of ice, dripping on ine local sidetracks, were the distributing centers for the local ice industry. That ice usually came from New England. Most farmers tried to harvest the ice on thetr ponds, and large storehouses of ice have even today not run completely to ruin. Modern household refrigeration with individual refrigera ting units is only a few years old, and I suppose the next step will be economical refrigeration for cooling and dehtimidfying our bouses in summer, which will be as important a step In some of the tropical portions of the earth's surface as the appli cation of domestic heating has been in home comfort for the inhabitants of the colder zones. I hope that new serums, new pharmaceuticals, new specifics lor various diseases will make notable progress in the next decade. Certainly, such progress might be safely predicted if the establishment of well equipped laboratories, manned by a staff of competent scientists trained in biology, chemistry and phvsict, were as im portant news items in the public mind us homicides and other forms of over-ad vertised crime. XotaUe advances m all branches of science have been made within the past year and, since this happens to be a gathering of men interested primarily iu safety. I shall mention a few of the developments which have a direct bearing in connection with safety. In the field of aeronautics, Dr. \V. C. Geer of Cornell University, an outstanding rubber chemist, has developed an expanding rubber leading edge for airplane wings called "airplane overshoes'* to prevent the formation of ice on the wing* which has always constituted a grave flying hazard. The United States Bureau of Standards at Washington has developed a radio landing beacon which enables planes to land safely in darkness or fog. An important chemical development in the interest of human safety was the discor eiv of a new ga* for use m electric refrigerators. This gas is said to be non- poisonous and noo-mfiparoable- It is a compound of carbon, chlorine and fluorine. <*ev*t*' fov resnoring carbon monoxide from the exhaust gases of automobiles by means of a catalyst urns demonstrated at the Johns Hopkins University. The practical apfforatw of this scientific device may result in saving lives. A new device know* as the "electric eye4* has been developed within the last few *"* *JT*.rVB* * 90 i****tve *h** *t responds instantly to slight changes the wnewtst? f bgi*. Uwr owsl applications of the device have been demonstrated. fj "*r.*** its use in fine protection as demonstrated b 1929 by John \ . Bneslcv of the \laiwhotH EWtric and Manufacturing Company. A Chemical Section 499 pan of gasoline was lighted with a match, and as the first wisp of smoke passed a pboto-ckotric smoke detector, the light-sensitive apparatus responded by releasing carbon dioxide from a cylinder and the fire was instantly extinguished. Thw method of fire-protection represents quite an advance over present metliods m which alarms are sounded or sprinkling systems are turned on only after the fire has gained sufficient headway to operate these devices by temperature changes. You are all more or less familiar with "safety glass" which, while not quite so recent a development as the examples which I have just cited, has only in the past few years come into extensive use. It is now used almost exclusively in five wind shields cf automobiles. While safety glass looks much like ordinary plate glass, it is really a sandwich composer! of a thin sheet of transparent Pyraiin cemented be tween two panes of plate glass and is shatter-proof. It is a product of many years of scientific research in which all sorts of problems had to be solved iu order to produce a glass sandwich that would be satisfactory from the standpoint of trans parency, resistance to light and heat, etc., as well as have the important feature of being non-shatterable. In many automobile accidents the only injuries received by the occupants of the cars are caused by flying glass. The development of "safety glass" lias been an important factor in decreasing the number of injuries caused by such acoideuts, and with the extension of its use for the side windows, as well as for the windshields of automobiles, the "cut by flying glass" hazard will be almost completely eliminated in automobile accidents. . And so, we move on apace. From the same basic raw materials which have always been available to man, new finished products arc constantly being made. The finished products of industry which enter into our commerce today are quite differ ent from the finished products of our industries fifty years ago, or even ten years ago, and science is the tool which enables us to fabricate these new and more com plex finished products to meet the growing demands of our advancing civilization. Today our industry, our agriculture, modem transportation and communication, the public health--in fact, every phase of our modern material civilization is largely dependent for its existence upon the application of scientific principles- The recog nition and application of science is practically complete in what we call the civilized countries. In direct contrast to the man who dared express his scientific thoughts a few centuries ago, the man of today who docs not readily recognize science as the base on which our modem civilization is built is the exception. It is charac teristic of our age to be "scientific". Science has served us so well that it has created in us a sense of material security, and there arc many who believe that science holds the solution to all of our problems--that science Is not only the master of matter, but the molrter of spirit. We have just been considering the advancement of' civilization by means of the material values which accrue to mankind as a result of his advance in physical knowledge. I have said also, that the world moves spiritually as well as materially, but probably because of the emphasis which has been placed on material advance ment in the past fifty' years, we have been lax in appreciating that our spiritual advancement is also important, if our civifizatioa is to continue. Wc arc a people of attitudes; we may develop an attitude of greed or conquest, or we may develop an attitude of unselfishness and charity and these attitudes may become national in their scope and taprewoo. Our individual attitudes ot greed find expression on our roads today. Notice the great number of motorists who "bog the rood** and drive to gain a few ntistttes time for themselves, often with a complete disregard for the rights and safety of others. These motorists have at thezr disposal and under their control a powerful machine a triumph of modem science. Used with a properly developed moral sense it is a boon to our civilization; used with an attitude of selfish disregard of others k becomes an implement of destruction. Today, m the face of ail our material progress, we find our world civilization facing a grave crisis--* crisis that we cannot call upon science to prevent. Every 500 7 jp--cA atwmai Safety Council day c hear <i r**tc wurld ^r.ttkwin *jWwg ar--iftitr. reparations, economic depression aod jwilfral amd *uOm4 vuk--wo, wuf c*v*fcc*tioc is actually challenged. But certainly thc*r gmU--ii km** mm arwm hoeMMr d a lack of scientific material advancement. President Omtfuft. mi Hv*->iwcd Cutter:, hsu recently mid:-- ^ **Our ac ** cbaraeeMrwwd by * gwa* mmgkumim mm physical things and Is distinctly non-spiritual. The W*t **<. aw agagad wugwrd KMt for the further utilization of puwer and the advance wi mmcbmam&l tecHamm. There are. however, other values in life such as omomk, twnk, cmt.oW*oa. fiddly. love, which are not attainable through mechanical naefn MI wsefcooc which mat), who t> a thtaking being and who has a soul, is unhappy. . . . U'fcat, then. is wrong wads our age? Two things may be mentioned. (1 > \V< are tryirq; to prudocc happiness exclusively by mechanical means. These touch only the grosser layers and leave the soul untouched. Well might we be said to have a "reHgkm of bells". (2) Our contact with physical things is second hand and we have lost the exercise and discipline from effort put forth to attain things." George Santayana. Professor of Philosophy at Harvard, writes in "Character and Opinion in tlie United States":-- "Civilization is perhaps approaching one of those long winters Uiat overtake it from time to lime." President Glenn Frank, of the University of Wisconsin, writes in tlie Century Magazine"I believe we shall inevitably enter a new dark age, a period in which civilized values will go into decline and die race be thrust back into the precarious existence of its primitive ancestors, unless we begin with promptness to remove tisc legitimate grounds for these fears." Francis Gribbk in tile Nineteenth Century says:-- "The historian of the future will write that `some time in the early part of the twentieth century, tlie last ami most highly organized of the world's civilizations deliberately committed suicide!'" Dean Inge, the English Dean, writes:-- "We are witnessing the suicide of a social order, and our descendants will marvel at our madness." Ferrero says:-- "We are traveling, step by step, back toward paganism." Alfred Russel Wallace said on his ninety-second birthday:-- "Our science Has outstripped our moral development. We have become possessed of greater forces than wc arc morally fit to use. We have not sufficient self-control or good will to use these gigantic physical energies for the well-being of mankind, and are daily turning them into weapons of destruction." If material knowledge could be applied to the solution of these world problems, as it can to the solution of physical problems, they would soon disappear. These arc problems arising from undeveloped spiritual character and requiring for their solution a renewed grasp of spiritual values, Hewing from an appreciation of de pendence upon divine providence. The- solution of these problems is beyond the scope of science because the foundation of all respect for law is reverence for divine law, and Christian charity between nations is only an expression cf the same attitude among individuals. It is undoubtedly true that our happiness is, after all, not dependent upon science. It is true that science can. and should be, an aid to our happiness, but when we use science solely for the advancement of our material civilization to the exclusion of, and at the expense of. our spiritual development our lives and our civilization become unbalanced. Our civilization today is out of balance because our spiritual and moral development has not kept abreast of our material development. We have been living in an age of material riches and spiritual poverty. The solution of great world Lkemuai Satiott 501 ffi fciWiij. of aH, -r a Wh o4 spiritual development in the hearts and minds hur ImA ami Christian charily, is no* keeping pace with the w,diaries jf-j tW prniiiimii rwimnag a high degree of sdenii6c, material develop- atdK. TW ruinrii wmetnai developments, used without die proper spiritual gtadaJkoc, may hrwg ita rnsmnn to our civilization is not beyond our imagination, but the <n lit juniwnr oi s&cnce, applied to the amelioration of mankind under the gw Are* mi a Sgirfy devtiufcd spiritual and moral sense, the product of Christian Hnthi~. aNghe bmfct toe rat a well-balanced civilization in which universal struggle and strife g**c way to reversal peace and happiness, the highest ideal for universal tkimty. Cnuuxsmx Staten : That was- a very wonderful paper. I am sure you all enjoyed it a* much at I did. 1 would tike to hear some discussion on the general subject matter. SxjecLcv Wakzala (The Calco Chemical Company, Bound Brook, N. J.) : That was indeed a paper to provoke a great deal of serious thought, a paper that one could writ afford to take with him and hide somewhere away from Ue telephone and other everyday distractions, and give thought to it. It is my impression that while wc have made stupendous progress in material matters, if we are not standing still wc arc going baric spiritually. . I wonder if that is the fact. I wonder if the author of the paper hasn't been overwltclmcd somewhere by materia! accomplishments, by the implications of tlxyn. ami has not had as complete a view of matters spiritually as be might have. He says there that science is the master of matter and the mover of spirit. Is it not just that? Have you not seen his own quotation there of what science has done; for instance, in the matter of safety in rubber expausiun for ai;plane wings, in the oon-shatterable glass for automobiles, and other things? in fact, science docs not produce anything unless at the same time it carries with it somewhere the matter of safety. It would be useless to produce anything materially which, lor instance, would annihilate us. We simply couldn't use it. Mankind couldn't make use of any such things. Therefore, whatever is produced carries with it somewhere the matter of safety, so that a man is able to take advantage of all these scientific accomplish ments, put them into good use, and I think lie is simply advancing both materially and spiritually. Here we have in the city of Chicago, meeting in the biggest hotel in the world, a group of men who left home hundreds, perhaps thousands, of miles away tn come here and consider industrial and other safely. Where will yon credit that--to material consideration or to spiritual consideration? T do say that, paralleling the progress that has been made materially, wc are certainly doing as well spiritually. . Chairman Roach ; Those were very interesting observations. 1 feel, myself, that the chemist is coming into his own, if he hasn't been coming into it for the past 150 years. I come from a great feather producing center in Jersey. Our people were nearly all engaged in the leather business, and I do happen to know that one of the great early chemists, Sir Humphrey Davis, was one of the first men ever given governmental recognition on account of hi accomplishments in the field of science when he was able to produce perfect leather after a period of six months' work. Today, in the cities of Wilmington, Philadelphia and Newark they take a batch of skins, and by the application of scientific knowledge and. research work that came from the laboratory, start the process on Monday, and the next Monday you will find those same skins trotting around the streets of our cities on the feet of the people. That U a tremendous accomplishment. It has created more cottsfort in the world, and I think it has given us more time for spiritual thought. Tn the old days there wasn't very much spoken about the spirit. In the early days I think the only people 502 Twentieth Congress--National Safety Council who were given public recognition were the great soldiers and tltc great destroyers of the race. Of late years, we notice that it: the hails of fame wc don't find so many people waving a sword in the air, but we do find men of science, men of deep re search who have dedicated their iives to finding the truth, and who are the ones who will perpetuate and not destroy the race. My good friend, Steph Whiting, suggests wc call on Dr. Leake. Dx. J- P- Leake (U. S. Public Health Service) ; I feel out of place at a chemists' meeting, although I admire the science very much. I think I can agree with and appreciate what our chairman has said, but 1 think I can also agree with ilw senior discussant and the author of the paper. We do need to pause and think where we are going. I do believe, though, that alt of us who look around, even in this period of depression, will think the world is growing better and we are planning more scientifically. Scientific thinking and morals go together to a certain extent. Possibly that is one reason we are all here, because we arc Interested in compensation and so forth, but the financial situation alone, insurance rates, and that sort of thing, wouldn't bring u* here. It it the human Interest and regard for our fellowmen that really is the impelling thing that brings us here, whether we come as individuals or as representatives. I believe we should look broadly for the other fellow. ADJOURNMENT Chemical Section Tuesday Afternoon Session October 13, 1931 503 Joint Meeting of the Chemical and Industrial Health Sections JOHN ROACH, Chairman Deputy Commissioner of Labor, State.of New Jersey, Trenton, N. J.; Vice-Chairman, Chemical Section# N, S. C. The joint meeting of the Chemical and Industrial Health Sections was called to order by Mr. John Roach, vice-chairman, Chemical Section. VjCE-CsAmcAH Ro>ch: The first number on the program this afternoon will be a paper written by the late Dr. Eugene L. Fisk, of the Life Extension Institute. Inc. It will be presented by Dr. Louis W. DesPrez, Medical Director, Life Exten sion Institute, Chicago. The Care of the Older Employee By DR. EUGENE L. FISK Medical Director, Life Extension Institute, Inc., New York City In my view, the health problem of tlie older employee does not differ materially frees the health problem of the younger man, except perhaps in degree. Nor is the question of industrial health unique or unrelated to the question of tlie fundamental physical status of civilized man. The subject of this paper, however, limits con sideration of the problem to the older man in industry# concerning whom so much soliestode is felt nowadays. Perhaps I should say at the outset that I am not attempting here to offer a solu tion of this very Important question but rather to offer a statement of fact, and a diagnosis of the ills to be treated. The so-called older employee--the man over forty--is not a fixed quantity. Wc find him a certain type merely because certain average factors have assailed him in the course of his existence in a certain average degree. That the man over forty was bora some forty years ago, according to the calendar, does not explain the man or why he is what he is. He Is what he is---this man in early middle life-- partly because of attributes passed on to him by his ancestors; partly because of the character of Ins nutrition not only from the hour of his birth but in his prenatal existence; partly because of infections that have assailed him from childhood on; partly because of suggestion absorbed from his environment--and so on and so on to include a vast number of factors which cannot be discussed within the compass of a brief paper. I have expressed this otherwise--that we are not chased to the grave by an old man with a scythe and an hour-glass, but by ignorance, apathy, poison, infection and acute and chronic disease. The man of forty Is what we find him because of the factors that have molded him in his lifetime. Men In the age period 45 to 65 are never considered witliout some emotional Mas. The verdict of military leaders is conclusive in this matter as applied to war service. Pershing has given us his views on tlie "softness" of the elderly military officer, and in the World War rigid lines were drawn in order to screen the older officers from service across the seas. Oftentimes this exclusion was practiced for 504 Twentieth Congress-National Safety Council the good of die army on the general principle that there must be no physical liabil ity carried to France, and undoubtedly such ruling was for the greatest good of the greatest number. There have been notable exceptions, however, even in this field, and Pershing himself, as well as Foch, Pctain, Oetnenceau and Lloyd George arc examples of aged men who have carried tremendous responsibilities with con spicuous success during the years of late middle life. Military service, of course, is not completely comparable to industrial service. In the field of industpr, however, the quality of health and physical fitness and the endurance to life strain spread over the years of early maturity and middle life are intrinsically bound up with the continuity of labor and the productivity of the worker. What arc these average conditions that we find in the average man over forty? I am reminded of the remark made by a leader in industrial medicine a few years ago to the effect that it was unnecessary to examine men over the age of forty-five for employment because the game wasn't worth the candle. Too many were found physically incapacitated to warrant the expense and trouble I Such a conclusion could only be justifiable on the hypothesis that the source of workers is inexhausti ble, and also that the average industry can secure enough physically fit men under age forty-five to run the works. This is ty no means true. While interest in war figures is not so keen at the present time as formerly, it is well for us not to forget the lessons that were drawn from those studies. We are all familiar with die fact that approximately one-third of the men between ages IS and 31 examined in our own draft were declined for active service. This did not mean that tlx?sc accepted were perfect. It merely-meant that they had no dis abilities which rendered the risk unduly heavy during the period of war service. In Great Britain where the higher age groups were entered, more informing data were found as to the state of civilized man and his progression in deterioration with advancing years. For example, representative groups showed a rejection rate for ages 18 to 42 of 64 per cent. Estimates based on the examination of about two and one-half million men showed only 36 per cent acceptable in Grade f as eligible for lull active military service; 22 per cent in Grade 2 in which grade men were grouped who wete regarded as incapable of any physical exertion involving severe strain; 31 per cent in Grade 3 which was made up of those presenting marked phy sical disabilities; and 10 per cent in Grade 4 which group men judged to be totally and permanently unfit for any form of military service. Important information and statistics bearing upon the physical status of Industrial workers have been made available through tlie physical examination of large num bers of employees from the point of view either of eligibility for employment, or periodically, for the improvement of their health. In more than one hundred plants, where periodic examinations of supposedly well employees were made by the Life Extension Institute, for the purpose of detecting early signs of physical impairments and offering counsel as to their correction, the following conditions were found in representative groups of more than 10,000 people actively engaged at work; Average Age 34 . Percent Class 1. Class 2. Class 3. No physical defects or errors in hygiene............... .......................... 0 Very minor defects requiring- attention or observation.............. . 10 Minor defects requiring hygienic correction, or minor medical, surgi cal or dental attention........................................................... ........--* 41 Class 4. Moderate defects requiring medical supervision as well as hygienic correction. Impairment influencing longevity.............................................. .. 3S Class 5. Advanced physical impairments requiting systematic medical or sur gical attention........... .................................................. ..................... *.**; ^ Class 6. Serious physical condition requiring immediate medical or surgical attention ................................................................................ ............................. 5 Chemical Section 505 It should be noted that the average age of the groups studied was only 341 The testimony of the draft, whkb is supported by sickness surveys in industry and the general population, clearly mdnattn that a great opportunity exists for im proving the vitality and productive power at the younger as well as the older ages. There is much evidence available to show that the average human being under forty is by no means a perfect physical specimen. The industrial worker does not, with out previous physical impairment or ill health, suddenly, at a given age, become a liability on the plant. A higher rate among the younger age groups has been shown in certain sickness surveys made, which is rather inconsistent with the testimony of other researches Into the subject of disability and absenteeism as various age groups. The accom panying chart on what I have called "silent" sickness sheds some light upon this matter. SILENT SICKNESS PWWVVW. SoeScDsitaeit mostr TO i cfamjaapaataoUityarag tottvhitepgvblud&gsfcKi^ (Jhuasamr*a tun smm) This chart presents graphically the results of a sickness survey made at Hagers town, Maryland, by the United States Public Health Service, which disclosed that while the sickness rate from respiratory diseases was 59.7 per cent, these diseases constituted only 19.6 per cent of the death rate. On the other hand, while only three per cent of the reportable sickness rate was contributed by diseases of the heart, blood vessels, and kidneys, these maladies contributed about 35 per cent of the death rate. The outstanding feature characteristic of the man over forty is the prevalence in that age group of "silent" sickness--that is, chronic deterioration of the organic tissues of the body which does not manifest itself to disability until the organs fail in thetr function; in other words, sickness which may be present for many years without "speaking*' in terms of disability or obvious illness. When I tell you that one authority has claimed that 50 per cent of the kidney tissue may tie destroyed before the kidney function breaks down, you will readily appreciate the situation. Many of those who battle with this "silent" sickness over years of time may sur vive into the later ages and constitute the problem of the elderly employee, with which industry is so much concerned at the present time. In my judgment, so-called industrial fatigue is closely related to this condition of underlying pathology. How much fatigue is really silent sickness? Can we charge up to mere work what is really due to infection or poisoning or frank physical de- 506 Twentieth Congress--ATational Safety Council ficiency? How much of the fatigue problem would disappear if we could remove a major part of the 53 per cent of defective vision that exists, or the 85 per rent of focal infection, or the !3 per cent of overweight, to mention only a few of the physi cal impairments which periodic health examinations reveal in any industrial group? What is the part played by these chronic maladies in lessening the efficiency of the industrial worker and shortening his work cycle? It is impossible to consider the question of fatigue without being at once led into the question of tlie longevity of the worker, bis physical efficiency at the various decades of life, and therefore of the final problem of why the worker in industry is assumed to be more or less a liability at middle life and later. There ss a certain naivete in so carefully discussing all of these fatigue states as a reflection of woik Itself. We have not as yet secured satisfactory answers to two questions which seem to uk fundamental and important: Does the output fall because the worker is tired or because he is physically de ficient? Is the worker ill because he is tired or tired because he is ill? The testimony of the periodic health examination in industry which reveals a high percentage of "silent" sickness among supposedly well people active at their work, is particularly important in considering the problem of the older employee. The fact should not be overlooked that workers reporting sick suffer mainly from minor disabilities. A large percentage of workers, especially time in die older age groups, with unquestioned chronic and progressive diseases, carry on, conscious of no need for medical attention. It is often stated that men reach the peak of their efficiency and are considered to be in their prime between the ages of 35 to 40. The roost elementary figure in vital statistics is the death rate, which finally answers the question as to the quality of any particular group. And it is a significant fact that for the past twenty years there lias been a general trend in this country toward a higher death rate at middle life and later. The loss in the expectation of life in tlie United States Registration States from age 37 onward is indicated in the following table: Ag 1921 37................................. 32.86 47.................................. 25.01 S7................................. 17.72 67................................. 11.50 1927 31.47 23.68 16.57 10.60 Loss U9 years 1.33 years US years .90 years What is the explanation of this sapping of vitality at the ages which are common ly looked upon as die most vital and productive in the life cycle? The problem is evidently one related to American civilization since we do not find thb rising mor tality in elderly life in any other civilized country. There is no use saying that the nun over forty-five is not adaptable to industrial employment, because he is there--millions of him--hard at work and doing good work. The peak in the age distribution in industry is between ages 25 and 45, where we have approximately fifteen millions' among tlie gainfully employed. In attempting to arrive at a solution of this problem we must have clearly in mind the standards by which we judge a man to be in his prime. If we are con sidering the physical state of his body, and the death rate which continues to increase decade by decade, he certainly is not in his prime at those ages. Nevertheless some of his deficiencies are compensatory in a measure. His waning vitality makes him more conservative. His training and experience count for a great deal, and he is more stable in his attitude toward employment titan is the younger worker. What shall we do with this man who does thirty-four per cent of the world's work? Surely we cannot lay him on the shelf at forty or forty-five even though we know that every day in every way lie is nol getting better and better. Chemical Section 507 DO EXAMINATIONS PROLONG LIFE? A tfuty f 6000 tf the Mrfrc**lit*i LH* Inmrtam Co. ahew* 18% REDUCTION IN KCfttAUTY **ng tfcM mmmmU irpm 1914 to 1924 ly LIFE EXTENSION INSTITUTE szrc REDUCTION IN UNEXAMINED EXAMINED M0RIMJTY .ir im t( Ac MlroyoJi<civ In the course of periodic health examinations we find a systematic and orderly analysis of this human picture and coincidentally important evidence of tlie efficacy of such examinations in meeting these sociological deficiencies. Confronted by this evidence, we arc challenged by the question, Is tins progression in deterioration according to a fixed law? Is there any escape from it? There are some people who hold to the view that tlie life cycles of living organisms are fixed. My claim is that this could only be done by supernatural edict and decision. I have disclosed my own philosophy as holding that a man's condition at any age period, his death rate, and his life cycle are governed by physical factors in his environment, and that as these are subject to modification and control, ergo his Hie cycle, hts work cycle, and his health cycle are likewise subject to modification and control. Some proof of this is offered in the experiences in our own field of life extension. Prolonging tbe lives of their policyholders is a matter of great interest to in surance companies both from the point of view of human service and economic DO EXAMINATIONS PROLONG LIFE? A of 3&3 p6^hddtr* of th Guardun Ltf* Insurance C America than 23% REDUCTION IN M0RXMITY"* mens those wramined from 19)4 t 1925 by the LIFE EXTENSION INSTITUTE UNEXAMINED EXAMINED MORTALITY hCMkrik* ofootiw roAchM * 2SK CM Sfcy.* Ultimate Reurit* ,o Lifr-Sowc* MxyMltm f 4c Oiurfta* Ufr- 508 Twentieth Congress--National Safety Council STUDYOFGROUP OF KXX) INDUSTRIAL WORffERS SHOWING GAM IN GOOD HEALTH BY CORRECTION Of DEFECTS NEEDING KHNCAIATTBITION AS REVEALED IN PERIOOfC HEALTH EXAMINATIONS 1923 1924 1925 ns i n&.l 063 Egl spesents the total numlwr of ckfectsfinad ingroup onfust aamimticm..(gegl for correction. then. impress!uponwnkexj fig.2.Qfthcsexkfects.38%vibe oonectedl 1r tl time of fgaminatiaxinBat. (Attention again oaikxL to uiroanoctei defects.) J^aAjBarlar.50tcfddisli^ fain. Direct testimony os to the dollars and cents value of these examinations in the insurance field has been made available in actuarial studies on large groups of policy holders examined by the Life Extension Institute for their insurance companies, with a view to prolonging their lives. These studies reveal savings in mortality of from 18 to 23 per cent on the groups as a whole; and--significantly in so far as tins discussion is concerned--a saving of mere than 50 per cent in the older age groups where the impairment rate and death rate are so high. That this is not an accidental thing but the reflection of a scientific mechanism that works, i$ shown in another chart herewith reproduced, from which it will be observed that the impairment rate is cut in half in the course of three years under the influence ol these examinations. It ts an interesting fact that study of a group taken at random from the industrial field where health examinations were made by the Institute shows exactly the same ratio of corrected disabilities. At one end of the scale we have tlte mechanism at work; at the other, we have the product of the mechanism reflected in the lowered death rate. i Chemical Section 509 STUDY OF GROUP OF KXX) POUCYHOLDERS SHOWING CAIN W GOOD HEAUH BY ttRTONOF defects Hsmmmmm/6revealed in PERIODIC HEAUH EXAMINATIONS 1923 1924 1925 tIU *f6X *63 Kfl iq?iesajtthet0tdmmibcrrfdefect5fc)uad, ingroup anfirsteomination.(Need, for conectkm than impressed.upon TBnrtfir \ Bgl Of these ddbcts.30%raaHiecte<i by tl tingcfaammation.ia.B2it. (Attention again called,to unccmectedUdefocte) Rg3. AysrlaterSOlLofddrotsladlleenoonectied. SMN39M**v,n>7flwlt*c. ' What shall be done with this man over forty whom I have endeavored to picture? Obviously, the first and most dewxrrrtary step toward decreasing the liability in this group, is to approach him early enough and keep him on this side of forty as long as possible--that is, this side of forty in a physical as distinguished from a calendar sense, litis may be done by careful examination before employment--not so much with the idea of excluding a man from employment, as adapting him to employment within his powers--and by subsequent health examinations in order to protect him from the development of unsuspected latent silent sideness or other disability. Dr. W. Irving Clark has shown that In groups accepted for employment, notwith standing certain defects which in many plants are considered ground for rejection, the disability rate was lower than the general sideness rate. These men, knowing their disabilities and safeguarding themselves, reflected the principle laid down by Oliver Wendell Holmes that in order to live long one must acquire seme incurable disease that will compel one to take care of one's health and keep out of danger. That U a philosophy which can easily be misapplied and misunderstood, but there 510 Twentieth Congress--National Safety Council is a certain measure of truth in k. Certainly a man with undetected hernia taking reckless chances is in greater danger than a man with a known hernia who keeps away from unusual strain. In ever}' unexamined group there will probably be at least three per cent ot men with hernia. There are many conditions the correction of whkh will take men out of substandard jobs and fit them for standard jobs. We have lately beard that there is no known reason why men in later Hie can not show initiative and originality and tlie ability to learn. This theory has not yet been placed on a quantitative basis and it cannot be said whether such capacity is latent only in exceptionally endowed individuals or disseminated throughout the mass. Professor Edward L. Thorndike in his studies covering the learning ability* of elderly students at Teachers' College has found the middle aged and elderly, superior in fact to tlie adolescent. However, h might be necessary to modify and relax these judgments wlwm considering die mass of industrial workers and their adjustment to the work tn hand. DO EXAMINATIONS PROLONG UFE? S3* SEDUCTION IN MOREAUIY iMf Dm* enamiixd Inam IW4 to 1*20 % tfce LIFE EXTENSION INSTITUTE r"K5U**'* W Sim BEDUCnONW unexamned examned mckdujty Whether or not there is found in the man over forty the uuv plawtickr and learning ability as that found in younger men. may- still be problematical so far as tlie mass of industrial workers are concerned. But that the working period of men in these later age groups can be prolonged by systematic teaith eperrmoo, the early detection and correction of physical impairment and bygseak; guidance m the matter of living habits, has been established beyond any doubt. We slvould not. therefore, view the situation with discouragement bat rather view ourselves with a degree of discouragement because of our failure to apply to the great masses of workers existing scientific kaowledge which would unquestionably influence the ageing of the human body and the gradual impairment of ks efficiency. In the interest of increasing human`power and ^tl****-*^ m living the first step is the conservation of the health of the worker and the prolongation of hH working period. In any constructive health program we must consider not oefiy the mas who appears on t!e sick list, but the man who. while reporting regularly for work, b in reality one-half sick or one-quarter sick or even one-tenth side. At I have already pointed out, few people can be said to be in a cooditioQ of perfect health. They may be able to draw upon their resources and overcome certain disabilities for a certain length of time, but these disabilities are liabilities and their cumulative effect is whal dctcuniue final physical incapacity and breakdown. As suggested in tlie beginning of tny remarks, it is no pare of my tbetfc to offer Chemical Section 511 a final icmedy or to enter into a discussion of the economic aspects of this question. However, having considered the extent of this liability, it may not lie out of place to offer as a possible solution a combined health and thrift plan that will set the worker on his feet, protect his health so far as may be, anti land him in old age, n>t the recipient of bounty from the state or from his employer, but rather a small capitalist, quite able to take care of himself. An>' program that compromises with the situation and consents to the adjustment of working conditions to men wlio arc physically more or less incapacitated, is fundamentally unsound and without constructive merit. On tlie other hand, any pro gram that seeks to aid the working man to detect the earliest signs of a bad physical trend and correct this trend, is wholly on the constructive side. It may be said without exaggeration that a thorough-going program of prevention along tlie lines discussed here, especially one joined up to tlie mutual benefit associ ation which brings the employee into partnership in the business that he serves, will produce infinitely better results than the segregation of sums of money from tliat business to a mere interest-bearing fund--whether tlK worker contributes to it or not. Harold A. Ley, president oF the Life Extension Institute, has for many years in terested himself in this problem and lias worked out the details of a plan, which piay be of interest to some of you. I have here a small supply of one of Mr. Ley's addresses in pamphlet form winch is available to any one who may be interested. As in community hygiene, progress in the solution of the problem considered here today can only be made by courageously facing the facts. Knowing the movement of mortality in these older age groups, it is to be hoped that those sociologically conscious will be moved to act constructively in tlie matter of preventing the organic troubles which we know' are increasing year by year and creating a special problem for the middle-aged man in industry.. Vice-Chairman Roach: It seems to me this is an important subject, because industry is gradually accumulating a tremendous number of by-products in broken men. Somebody must care for them, either the state or private resources, ami what is to become of them seems to be a good deal of % problem. Most of us know that now that we are going through a period of intense in dustrial depression, many iu the older group who are not altogether fit front the modern standpoint of production are being dropped. Someone must care for them, either society as a whole or private philanthropy. I thought someone Here would like to discuss that phase of it. Stanlkv Warzax.a (The Calco Chemical Co., Bound Brook, N. J.): Doctor, you mentioned tlie fact that there was a survey made in 100 plants of employees of 34 years of age. Have yon the figures showing the number of employees that are involved ? Da. Lot'is W. DesPxhz : That study was taken from a group of 10,000 em ployees of the average age of 34. Wills Maclachlax (Consulting Electrical Engineer, Toronto. Ont.): In tlie public utility industries we Have been interested in the periodic physical examina tion. In one public utility that 1 liappened to have something to do with over a period of seven or eight years, instead of starting with the average employee we started with the senior executive and carried out that periodic examination every six months, with rather wonderful results m improving the health of those men. In speaking as chairman of the Health Committee of the National `Electric Light Association. I just wanted to advise that through the good work of Dr. Sappmgton and Dr. Hart E. Fisher, and other doctors, and some laymen, we have prepared a report dealing with building and conducting a health pregtam. jarttco!arty with reference to the public utilities. Wc have also brought out a manual on health en titled "Your Health and Your Earning Power," I think at this time, to the em ployee. the fact that there is a very definite connection between his health and Ms earning power should he etrspliaiuzed IEis manual is just off the press, and it can 512 Twentieth Congress--National Safety Council be obtained by writing to the National Electric Light Association, 420 Lexington Avenue, New York City. D*. W. R. Ruksk (Cleanlmesj Institute, New York City): I don't like to bear diseases that occur in people after forty referral to as degenerative diseases. Bade in 1923 I reviewed ail the cases of heart disease that came to the Massa chusetts General Hospital that had been unfortunate eaoqgH to die and go to autopsy. I reviewed that for a textbook on heart disease which Dr. Richard Cabot published the following year. In checking through we found that at least 75 per cent of those fatal heart diseases had their origin in infection anywhere from five to twentyfive years prior to that time. Anyone who has a notion that the heart, as such, just wears out has no conception of the ability of the heart muscles to continue, providing the individual goes along and lives a fairly* normal, active, physical life. There is much more danger of degeneration of the heart when there is no work than there is when there is work. In other words, even among athletes h is considered there is no such thmg as an athlete's heart. I base my statement on what a physiologist at Harvard said to me when I was writing an article on resuscitation. This brings me to the very important matter of the correction of defects, many of which arc due to infection. Take the teeth, for example. In the state of New Jersey they have cured a number of people of insanity. For a while it looked as though they were going to clean out the insane asylums, provided they did enough corrective work on teeth. At a dental congress m Michigan, a notable dentist from New York City said one individual who had recently been married committed a theft for the first time in his life. Investigation outside of the court, and later revealed in the court, showed that he had an infected tooth, and the psychologist, dentist and medical officer in dicated that the man stole because of a bad tooth. The situation waa cleared up and the man went along for ten years without any showing* of mental deviation from normal. Then he again stole. He had been forgiven the first time by both his em ployer and his wife, and had gone on happily. I say he stole a second time, and the same process of reasoning was carried through. The individual was released on parole, the defect cleared up, and the individual had gone on for at least eight years without any further stealing. Yes, we laughed at it, but if just cleaning up a few teeth in the matter of focal in fection will do that sort of thing in the correcting of a man's mind and his social attitude toward a community, what may it not do for ears. eyes, and brain in the prevention of mental deterioration, or that old arteriosclerosis that comes along and rings down the curtain long before its time? I can assure you I have given this careful consideration, and the degenerative diseases as such, especially when a bit premature, are usually due to some underlying infection or something other than just simply the wearing out of the machine. Yes, you lose half your kidney supply and still go tut, and you can lose two-thirds of your liver and still go on and function satisfactorily without looking yellow to the rest of the community. So. if we industrialists are interested in the welfare of the worker who, because of the length of his employment, becomes more valuable to us, wc are going to be inter ested in the failures that have been shown here this afternoon. They are among the most important I have seen. I asked Dr. Dublin in the Public Health Association meeting in Montreal last month how much time was lost due to actual industrial hazards as compared to the total time lost due to sickness, as such, and he said. "Infinitesimal; you can't measure it But I will tell you one thing: the industrialist loses eight years of life, which is cut right off. as compared to the other fellow of the same age group throughout" Eight years of life somewhere I How does he lose it ? I think if we conduct medical examinations at the beginning: of employment and as many times as possible there after, we may after ten, fifteen or twenty-five years discover die elements that are Chemical Section 513 playing a part in the loss of eight years of life to the worker who is most important to industry. Vice-Chairman Roach : I agree with you perfectly. That is the kind of discus sion that enlivens a meeting like this. J. F. Green (Western Cartridge Co.. East Alton. Itt.): Inasmuch as the gentle man at my right stressed infection of the teeth, I should like to have your opinion regarding 1Q0 per cent examination of each employee. ' Da. DesPrez : That is a question that is rather hard to answer because compara tively few industries have gone so far as to even give them a physical examination. We have one small group here in Chicago that we have had opportunity to study rather carefully because they have made the physical examination a condition of pro motion. They do not compel anybody to be examined, but anyone who is eligible for promotion must first have a physical examination. This physical examination includes everything we can do physically, blood count, and X-ray examination of the teeth. From the X-rays of supposedly well people where they had no dental complaints, we found 63 per cent infection. Mb. WAJtzAix: When you speak of blood count and so forth in the examination, what would such an examination cost per employee? Dr. DesVkez: A thing like that can only be worked out on a numerical basis. Obviously, the larger the group the less it will cost. We do about 100 examinations a year for this particular company, and they pay us 20 per cent less than the average individual would pay for that examination. This physical examination, which includes a specialist for the eyes, ears, nose and throat, X-ray examination of the teeth, blood test, and complete physical examination, costs the firm $20 per capita. NHarold uu (Kansas Electric Power Co., Lawrence, Kans.) : I sltould like to know the experience of interesting employees in having examinations. That is a problem on our property. We have employees who need examinations. They have bees examined when employed, but subsequently Iiave net been examined. I should like to know what the experience has been in other concerns in getting them to come forward to be examined, and find out how other companies meet the matter of expense; whether the employee pays It, or whether the company pays part Da. W. J. McConnell (Metropolitan Life): I would say in 90 per cent of the industries the employer pays for the physical examination. Regarding the examination itself, in Philadelphia some few years ago the Philadel phia Health Council undertook to make physical examinations of the employees in the smaller industries; that is, industries with employees numbering from 20 to 500. These examinations were made on a voluntary basis, and I think 95 per cent of the employees of these various industries volunteered for a physical examination. So I do not think it is any longer much of a problem to convince the employee of the neces sity of a physical examination. I flunk if presented to than properly a large per centage of employees will voluntarily report for a physical examination. Mr. :Maglacblax In certain groups we have found it an advantage to start at the top and go down through the organization. We find the employees come forward more quicldy that way for their examination if they know the boss got through. Vice-Chairman Roach: Do you find the employees are afraid that this examina tion will be ed as a means of depriving them of their employment in case they are found to be defective in some way? Ur. :Maclachlax The medical department of the organization to which I referred has the same type of ethics regarding its employees that the family physician has with his patients. No information goes out from that medical department, and the employees know that, so there is no trouble in that respect. Da. A. S. Gray (Connecticut State Department of Health, Hartford, Conn.) : Are those oanwatwat voluntary ? Mr. :Maclachlax Entrance examinations are compulsory, but periodic examina tions afterward are volantary. 514 Twentieth Congress--National Safety Council Y'jce-Cuaikmax Roach : There are large groups opposed to physical examination of workers because they fear the examination will be a means of depriving workmen of tl: opportunity of obtaining employment, or of retaining it if they have it ] am very much in favor of physical examinations properly conducted, with tl ktei of discovering physical defects and of correcting them and making the man a better and more competent man physically. If I didn't believe in that I wouldn't have taken advantage of the service this gentleman here has over in New York. It hasn't given me back my boyish figure, but I feel a lot better for knowing there arc certain physical conditions that might affect me, but that don't. The examinations must be made, and tltcn, with a view to bettering the man. mak ing the man a better and a more wholesome worker and citizen, and disabusing the mind of the public of the idea that it is going to be a medium of hardship for the worker. I feel rather strongly on this because we liad a meeting in Harrisburg some months ago at which this matter was given a great deal of discussion. I look the position that physical examinations were good, while some of my associates at the convention were of the opinion that it was an infringement on tile man's natural right to sanctity of person. I think we will have the next paper, by Major General Harry L. Gilchrist, Chief of Chemical Warfare Service, War Department. Washington, D. C # The Effects of Chemical Gases By MAJOR GENERAL H. L. GILCHRIST Chief of Chemical Warfare Service, War Department, Washington, D. C. It is indeed a pleasure, a privilege and an honor to he permitted to take an active part in this important Congress, and I want to thank the Executives of this scientific body who made it possible for me to address you. I have been asked to talk to you on the effects of chemical gases. Now. this i an extensive subject for a novice to attempt to discuss, especially when it is considered that there are over two hundred thousand chemical compounds, most of which exist in a gaseous state, and even if I were capable of undertaking such a gigantic task, to do so would require any time to be measured by the calendar instead of the clock. Gas has occupied a strategic position in the study and the development of chemistry ever since the beginning of time, and I believe it can be said without fear of contradiction that much of the theory of chemistty has had its origin in the study of gases. Otic reason for this is the fact that gas is the most rcndily amenable to laboratory manipulation. I believe, however, the real subject that you wish me to discuss today is the military and industrial application of some of the more important gases, to gether with their effects, and for that reason T will confine myself accordingly. During my talk I shall use illustrations when possible, for the reason I have found that the bringing into play of two of the special senses, that of sight as well as hearing, will better enable my listeners to comprehend the subject. Some of these illustratiors were taken during the war-others since, and the statistical data to be presented are correct, having been taken from official government records. Prior to the introduction of chemicals in the great war as weapons oJ offense, the average physician seldom encountered a case in which they were involved, unless he was closely associated with some chemical plant. But since tl*at 22nd day of April, 1915, when five thousand cylinders, each containing one hundred pound* of liquid chlorine, were suddenly turned loose on the unprotected Allies, gases have gained a large amount of press notoriety which has continued up to the present. Chemical Scclion 515 As a icsult of the many misstatements concerning the action of gases. all sorts of ailments are being attributed to them, and for this reason they arc being credited with more dire iniquities than have ever before been associated with any condition. It is true there are certain pathological changes which can be traced to the action of gases, but to what extent they should be held responsible for the great train of symptoms of which so many complain is still open to debate. Bccausr of their questionable after effects, it is believed that many cx-scrvice men and industrial workers are taking advantage of them and arc endeavoring to attribute to gas every conceivable kind of ailment. Today there is scarcely a functioning organ of the body the disturbed action of winch, either during or since exposure to gases, has not been laid at their door. There is no doubt that a large number of persons who became incapacitated ami who claim gas as icsponsible for their condition, were actually exposed at some time or other. But who is there in this room who has not faced the same condition? On the otiter hand, it must be remembered that a large per* centage of these same individuals were also exposed to other conditions or circumstances, any of which could produce the same effects as gases. A few words about the effects of gases in general. They may be very complex, and a number oi different organs in the body may be simultaneously affected to degrees that vary with the concentration of the gas and the duration of the exposure. Fre quently, however, their action tends to be specific in the sense that it is immediately limited to some particular part of the body, at least when its concentration is low. It is possible, therefore, to classify gases into four groups, according to the most prominent physiological effects they cause, but it must be remembered that many of them, to a certain extent, overlap one anotlier. First, there are what vve may call true gases, for it is an anomaly of chemical war fare that many so-called poisonous gases are really liquids or solids. Chlorine and phosgene are typical of the first group and were tire first chemical agents to make thetr appearance in war in quantity. They are actual gases at normal temperatures; they are poisonous when breathed but do not affect the skin and eyes in concen trations which might be deadly jf drawn into the lungs, which are principally affected, and for (hat reason they are known as lung Irritants. All lung irritant gases cause, essentially, the same type of pathological effect, which is most pronounced in the air cells of the lungs and the smaller bromchta! tubes, and the. great danger to be ieared is the onset of acute pulmonary edema or flooding of the lungs. It is, in tfie main, this condition which in the acute stage of poisoning endangers the life of the subject, for if abundent it causes death by asphyxiation, the patient. In fact, being drowned by his own exudation. The rate of onset and the degree of this edema ure dependent on the particular gas and on its concentration, the length of exposure, and the body resistance of the individual so exposed. Tlie second group is the vesicant or blistering group. The principal gases here are mustard and Lewisite. These so-called gases arc really liquids, the vapors of which are poisonous when breathed, and they produce severe burns and blister* wherever they come in contact with the ckm. A drop ot mustard on a man's clothing vrill penetrate through the doth and cause a bum, the effects of which will last for several weeks. Because these gases evaporate slowly they are called persistent, and areas contaminated by them may be dangerous for t*c or three weeks. As an example of the persistency of mustard gas, I might mention the following t Daring the war. I visited fifteen batteries of French Field Artillery, which had brromced overnight in a woods that had been bombed with mustard gas ten days before. Of the personnel of these batteries of artillery, 60 percent became causalties free* this lingering gas. Aaocber dangerous feature of mustard gas is its lack of immediate effects. On oqu.inn; to the vapor, or even cn contamination by the liquid, no signs or symptoms are apparent immediately. The only clue to contamination may be by detecting a 516 Twentieth Congress---National Safety Council faint, characteristic odor, or by actually sector the liquid or a stain. There is no pain or other sensation in the early stages; m fact, we rmilH ptaTM. * heavy coocen- tration of mustard gas in this room and we could carry on for the ***** two or three hours without experiencing any inconvenience. However, after this period of signs of injury would appear. The eyes would first show signs of irritation; they would smart and water. The nose would commence to run, resembling very much the beginning of a cold an the head. Sneezing would develop and later the eyes would become reddened; then nausea and vomiting would appear, the voice become husky, and exposed surfaces of the skin would take on a reddish appearance, with a burning sensation. One of the marked effects of this gas is on the upper respiratory tract, which becomes greatly inflamed, and in severe cases, the throat resembles very much owe of a diphtheritic type. Tbe third group are the arsenical poisons, or sensory Irritants, of which dipbenykhlorarsine Is typical. These gases have a very powerful irritant action on tbe mucous membranes of the eyes, nose and upper respiratory tract and they also produce pomful blistering of exposed skin. They are dangerous for those working with since tbeir vapors cause respiratory embarrassment, faintness, more or * paralysis of the lower limbs, together with marked anaesthesia. After exposure their effects appear within a very few minutes and develop hi rapid sequence; intense pain In the gums and jaws, aching in the eyes and gret frontal headache, tightness and burning sensation in the rfwi*, nausea and voimticg> followed by loss of sensation over certain areas of the. extremities. If the gas is absorbed in tbe circulation it causes destruction of the red blood corpuscles, die development of anaemia, jaundice and destruction of the liver and kidney cells. A gas which might be considered with this group is hydrocyanic add gas. The dangers from this gas in the open air have been greatly over-estimated. Of course, we are all familiar with its action in confined spaces. It was used extensively by the French throughout the war as an offensive gas known as "Vincenttite/* but it did not produce many casualties for die reason that concentrations sufficient to do so could not be built up Id the open. Professor Barcroft, an eminent chemist of Eng land. has proved by personal experiment that a concentration of one part of gas in two thousand would have to be obtained before much effect could be produced on troops m the field. When death occurs from hydrocyanic acid gas, It is attributable mainly to tbe direct paralysing effect on the respiratory center and tbe heart The substance tem porarily stops all oxidative processes in every cell of the body to which it has access, but the tissues may recover their full vitality if the circulation and respiration can be maintained. The poisonous substance is quickly eliminated. _ Cyanogen chloride, a war gas, is so closely associated with hydrocyanic acid that it will be mentioned at this time. Until recently ships were fumigated with either sulphur dioxide or hydrocyanic acid, but both methods had numerous disadvantages. This ted to tbe adoption, by the Public Health Service, of a gas now used, a mixture of hydrogen cyanide and cyanogen chloride. This cyanogen chloride is an excellent fumigant, combining as it does, the toxic effect of the hydrocyanic add with tbe warning effect on operators of cyanogen chloride, which acts as follows: A very weak concentration causes lacrimation m a few minutes and a stronger concentration causes, irritation of the throat and nose, in addition to lacrimation. Long exposure to low concentrations produces only slight conjunctivitis, hoarseness and occasional digestive disturbances. The fourth group contains the so-called tear gases or lacrimators. They consist of a group of chemical agents which, in low concentrations, produce watering of the eyes, and m greater concentrations, they produce pain and smarting of the eyes, together with spasms of the lids so that It Is impossible to keep die eyelids open. The consequent interference with vision is quite sufficient to put a man temporarily out of action. Chemical Section 517 As the concentration of the vapor increases, further effects show themselves. The irritant action of the respiratory passages and lungs is rendered evident by a burning sensation in the throat aad a burning pain or discomfort in the chest, and unless the affected iT^n ctp withdraw from the contaminated atmosphere, there may be retching, Mgr** and vomiting. Lacrimators seldom cause any serious effects, their striking feature being the rapidity with which patients recover soon after being removed from the contaminated atmosphere, and the symptoms of those who are more severely affected usually abate within eight or ten hours. Tear gases or lacrimators are used today quite extensively by the police depart ments of the various cities for the purpose of dispersing mobs, quieting uprisings, etc., and the advantage of their use is that they accomplish the purpose without leav ing widows and orphans. Certain gases interfere with the respiratory properties of the blood. Carbon mo noxide is an example. It is not a war gas and cannot be so classified, nevertheless during the war many casualties resulted from it. This gas formed in large volumes upon the detonation of explosions and was carried through the porous soil into the deep trenches and dugouts. The great danger from carbon monoxide lies In the fat . that it is colorless, odorless and non-irritant, and that the onset of symptoms is so insidious that very often the 'first effect of its presence is failure In the power of the limbs which often prevents retreating to safety. This gas owes Its poisonous properties to the fact that it com bines with the hemoglobin to form a dissociable compound. _ Because of the importance of oxygen, its strategic value in the realm of nature, and the fact that many deaths attributed to the effects of carbon monoxide are directly doe to a lack of oxygen, brief mention will be made of it at this time. It is quite common to attribute early deaths in connection with fire hazards to the effects of carbon monoxide; in fact, this point is so generally accepted by the medical pro fession that it is never doubted. As a result of research in connection with our activ ities, sufficient data have been obtained at our laboratories at Edgewood Arsenal to lead us to believe that many of these early deaths in connection with fire hazards are not due to carbon monoxide, but to a lack of oxygon. This point was well brought out a few years ago when we investigated the cause of many deaths resulting from a fire and explosion accident which took place m a modem building In one of our large cities. In conducting this work, a replica was made of the building in which the explosion occurred and detailed attention was given to proportions. The fire and explosion resulted from the burning of 8,500 pounds of films stored in a room of 4,250 cubic feet capacity, or two pounds per cubic foot. This ratio of weight to volume was adopted as standard in atl our group of experiments. Thus a sixteen pound charge of film was used in a two cubic foot chamber, and tbe gas and flame resulting from the combustion of this amount of film were thrown into a horizontal cylindrical steel tank adjoining containing 910 cubic feet for gas ond animal study. Animals were carefully examined before exposure to determine the percentage of hemoglobin in the blood as an index of the degree of lung edema developed. They were also examined to determine the degree of saturation of the blood with carbon monoxide. After exposure they were again carefully examined and symptoms noted. In some Instances animals which appeared normal were sacrificed and autoosied to be sure that no injury had been received. The organs of practically all of the animals dying or sacrificed were sectioned and examined microscopically. As a result of these tests, it was fotmd that the immediate deaths were due to three things: carbon monoxide, lade of oxygen and nitrons fumes. Animals that were brought out unconscious from carbon monoxide poisoning and revived, later developed lung edema from nitrous fumes. A few words about befittm gas. You have afl heard of helium, that new non-com bustible gas used for inflating dirigibles and balloons. Tbe spectacular rise of helium 5lH twentieth Congress--National Safety Council itvui a subsuuce rarer than diamond* to a strategic source of peace and war forms ajj interesting chapter ill the romance of chemistry. This gas has other values beside those nimuuttcd. it is used for the purpose of preventing bends. that condition so prevalent among men who work at great depths, and wlto are compelled to breathe air several times its normal density, as a result of which it becomes dissolved in the blood. Hciciofore, these workers, before coming back to normal atmosphere, were obliged to spend from two to four hours in decompression chambers; with helium much of this inconvenience is averted. The breathing of a mixture of oxygen with helium, in which tire latter takes the place of nitrogen in the atmosphere, reduces this decompression period about 7C per cent. Our Service has recently had its attention called to the alleged toxic effects of sul phur dioxide. While the general impression prevails tliat moderate concentrations of this chemical are more toxic for the botanical kingdom than for the zoologic world, there is nevertheless insufficient data for use to make positive statements. Our Medi cal Research Section at iidgewood js now engaged in trying to establish the actual facts concerning the toxicity of this material. Wc have only quite recently started this investigation; however, I can outline to you the nature of the problem and our plan of attacking it Wc intend to study the toxic action of this materia] when exposure is for a com paratively short period to comparatively high concentrations; also to investigate the effect of long continued exposure to low concentrations. By this. I mean the daily exposure of aminals for six or eight (tours to minimum concentrations, tar below that required to produce symptoms at a single thirty minute exposure. Wc have started this experimental work and wc believe that we are already justi fied in reporting that for single exposures to comparatively high concentrations the results appear to indicate that the animals are killed or make a complete recovery. Thus far I Iravc confined my talk to a discussion of the immediate effects of the more important gases and were I to stop here and say nothing about the after effects, or residuals of chemical gases, I would be doing the subject an injustice. . Because of the large number of ex-service men claiming disability as a result of having been exposed to gas during the war, a special board was appointed a few years ago to go into the subject and make a tlmrongh study of U>e residual effects of these gases. This Board was composed of Chairman, Dr. Allen K. Krause, Associ ate Professor of Medicine, Johns Hopkins University, Dr. Philip B. Matz. Chief of the Medical Research Division of the Veterans Bureau, and the speaker. The prob lems confronting the Board were tlie following : First: To establish whether any or all of the several gases used during the war left residua, cither anatomical or functional, several years following exposure: and if such reridua existed, to determine their nature and relative importance. Second: To obtain the impressions formed by military men, sanitarians and others as to the after effects of warfare gassing. Third: To conduct an analysis of the present disposition of those men who had war records of Haring been gassed in the service. ^ Fourth: To carry on an exhaustive analysis of the entire medical histories, includ ing all "sick and wounded** cards, together with diagnosis tags, of a fair cross sec tion of men disabled by the various gases, from the date of gassing, through all the various contacts with the Veterans Bureau since then, and up to the present time. While a definite report lias not been made by this Board, it was impressed with the following probabilities: First: That ten year* after gassing there was a small percentage of patients who were gassed and who exhibited definite residua, either anatomically or clinically, or both, that were due to either one or a combination of gases. Second: That not in frequently there has been a complicating respiratory infection, which, as is well known, might potentially lead to the same effects. Third: That chlorine gas. when used alone, is much less likely to leave residua than mustard or phosgene. CUewkul Section 5U> Fourth. Tliat the most common organic residua ns the result oi guying arc pul monary. Fifth: That the most frequent pulmonary residuum is a bronchitis oi varying degrees of severity, usually expressed more prominently clinically than anatomically, and prooe to exhibit recurring and asthma-like features. Sixth: That active pulmonary tuberculosis is not a prominent residuum of the effects oi any of the gases. _ in coDelusion, the tendency to blame all sequelae on the effects of chemical gases is believed to be due to the contusion of sequence and causation. Many feel that they have a claim against the government, or a claim against industry, and it is very dif ficult tor this claim-bound mental complex to make a recovery. No man is so hard to cure aa the individual who is not sick. No man is so liard to cure as the man whose cure will react to his financial disfavor. No man is so hard to correctly dijuuubC as t!>e man who has an axe to grind. Possibly this gives us the best insight into tlic differentiation of chemical injury from certain constitutional conditions, and possibly more important, the differentiation of chemical gas injury from the so-called case of compensatiomtis. Chemical gas injuries have one characteristic that may be of great value in differentiating them from coojpensationttb- Chemical gas injuries lend to improve or get worse. They tend to he progressive, either toward a favorable or an unfavorable outcome. ' Do mt misunderstand me--I do not wish to leave you with the impression that chemical eases do not present a very serious and important problem I do not believe any one has had a greater first-hand evidence of the fact tliat gases can and do pro duce casualtie*. However, since it is impossible for me to discuss the symptoms pro duced by the different gases and the varied disease process with which they are likely to be contuse*!. I hope this general statement of this important differential factor will fumi>h y'u food for thought Discussion Vtcr-Cit.uaMAX* Roach: We have been splendidly instructed and entertained by Major General Gilchrist. I was wondering if any of you had questions von would like to ask him. Dk. K. E. WittiMN (American Red Cross. Washington. D. C.) : In medical work, carbon monoxide is one of the big problems. You brought out quite well the value of bodily resistance in these other gases. Do wc have any information on the value of bodily resistance in carbon monoxide poisoning, or does it have any effect? Matos Grxeral Gilchrist : I really don't know. I am sorry. I might say regarding the clinical changes due to carbon monoxide, wc examine these animals very carefully to find if there is any sign of carfmn monoxide, and then we examine later on. We took the weight of these animals Iwforchand, and made a very, very careful analysis. The animal was pot down as dead and taken out for the effects of carbon monoxide. We examined the blood and found there was no sign of carbon monoxide. They died from lack of oxygen. Some of them died from nitrous fumes. We found a great many of the early deaths were due to nitrous fumes. Carbon monoxide is a problem. We are not doing very much. It is not a war gas. but It is an important problem. The Russians have an element to combine with carbon monoxide to hold it down, and sf they do they have a wonderful weapon. We haven't gone into carbon monoxide very extensively. 1 don't sec why bodily resistance wouldn't be of as much impevtance with carbon monoxide as with any other gas. Dr. \V. D. McNauv (Consulting Chemist. Chicago, III.) * On the subject of car bon monoxide. I was interested in what Major Gilchrist said regarding the lack of oxygen: that a number of these deaths were due to lack of oxygen. Having examined many thousands of cases of people who had died of carbon monoxide where it was alleged there was a deficiency of oxygen, I found these people died of carbon mo- 520 Twentieth Congress--National Safety Council noxtde, (covering a period of about seventeen years in the coroner's office here in Chicago), So I do not believe it is a lack of oxygen. With other gases, like carbon dioxide that we had a discussion on this morning, death occurs there due to a lade of oxygen, especially when the percentages of car* bou dioxide are over 23 per cent. ADJOURNMENT Chemical Section Wednesday Morning Session October 14, 1931 521 JOHN ROACH. Chairman Deputy Commissioner of Labor, State of New Jersey, Trenton, N. J. Chatkmax Roach: The first paper will be presented by Mr. C. L. Jones, of the Hercules Powder Company. Accidents With Tanks and Pipe-Lines--Preventive Measures By JOHN S. SHAW nd C. L. JONES Hercules Powder Company, Wilmington, Del. Safe Practices Pamphlet Chemical No. 1 embraces a very large field, namely 4'Ppe-Ltes and Tanks as Causes of Accidents." It is practically impossible to cover fully this field in a safe practices pamphlet and a great deal of ground is covered in a very limited space. Between the lines of this pamphlet, one must con stantly read the " ords. "Use common sense." For although the type of construction and installations ' t ipment may be as safe as we know how to make them, there is probably a higher percentage of the human element problem in a chemical plant than in most other lines of manufacture. In this paper we shall not attempt to discuss in detail, step by step, the items included in Safe Practices Pamphlet, Chemical No. 1. A brief effort only is made to give you a synopsis of experiences with accidents with which the authors have personally had close contact or first hand knowledge during the past twenty-five years. Tanka No. i. Mixed acid department. Mixed acid was blown from tank cars into a vertical steel tank, the acid entering the bottom of the tank through a stand pipe in order to introduce the mixed acid at the lowest point of the tank so that it could rise through sulphuric acid previously placed in the tank. This was a gravity mixer. The air compressor in the power house broke down and, as there was a slight stoppage in the vent of the tank, acid backed up into'the air-lines through the coil agitator. The air receiver in the power house was inadequate, so when the com pressor resumed operations mixed acid was distributed throughout the air system on the plant The acid was then blown into nitro-glycerm pre-wash tank where nitro-glyccrin was being washed at the time, the air containing the acid being used for agitation of the charge. So violent was the action that the bottom of the wooden tank was charred. Fortunately, the nitro-glycerm was not permitted to become hot enough to cause trouble. It was a narrow escape. REMEDY: Ample vents for mixing tanks and large air receivers and the ahr-llnes drained daily. No. 2. An operaior was getting ready to pump mixed acid from ihe scale tank co the ground level to an overhead tank containing 100,006 pounds of acid. The scale tank had alt valves set, both in suction and discharge ends of the pump. The ae to the overhead tank was equipped with a quick opening valve and entered the bottom of the tank. This valve was kept closed to hold back the flow of acid from the tank. The operator started the pump and attempted to open this quick opening 522 Twentieth Couyrcss--National Safety Council valve in order to deliver acid into the overhead tank. The valve stem and handle pulled away from the valve, causing the acid to spray over him. He was severely burned about the face, neck and eyes. REMEDY: The line from the pump should have delivered the add into the top of the tank, and a suitable type of acid cock is preferable to a quick opening valve. It is always bad to attempt to open any kind of a gate valve with pressure on the line. Xo. 2. An explosion occurred in the nitrate of ammonia evaporating pan. The evaporation of nitrate of ammonia solution was about complete and a charge was l>eing drawn into the crystallizing kettle. When the crystallizing kettles were charged there was a small heel of molten nitrate of ammonia remaining in the bottom of the evaporating pan, and it is supposed that the steam coils in this pan were only partially sttfmtergwl, which resulted in superheating the free! of nitrate of ammonia and causing the explosion. It was determined afterward that there were impurities in dte nitrate of amnxmia which could have caused the rapid decomposition of this salt. One employee was killed and t!c supervisor severely injured. The total expense incurred due to this accident was over $21,000. REMEDY: All hot salt solutions should be protected from superheating by preventing the exposure of the heating clement above the surface of the salt solution. The operator should have shut off the steam immediately aixl opened the bleedcr-linc between tile steam valve and heating coil before charging the crystallizing kettles. Immediately on completing the charging of the kettles, dilute solution should have been* run into the evaporating pan. X<K 4. Operator was standing on top of an 8 foot x 17 foot tank while agitating a 3 inch depth of arid mod with an air-pipe 14 feet long. As he stood over the manhole, stirring the acid mud with tltc air-pipe, the acid spurted into his eyes REMEDl : Suitable acid mask, or at least goggles, always should be worn in performing a task of tins kind. A o. A A repairman \va> removing the bride lining from a dcnitraitng tower and, although the tower had l>ecn waslied, the acid fumes; contained in the brick were Miflicicnt to irritate his respiratory system. As the tower was open at both the top and ImttOfn it meted as a flue and acid fumes drifted Into tint tower from a nearby operation. The combination of the two sources of acid fumes was sufficient to cause a very scrums injury to the operator's health. Compensation and Iwspital expenses alone ran over 5225. and the man was fortunate to recover. REMEDY: L-c of air jets, exhausters, or electrical fans for this kind of work. A gas mask, with air-io*c extending to imeontaminnted air, should be used and, it over 20 feet away, an air pump employed for delivering air to the operator. X<> 0. The repairman was welding inside of a scale tank at a sulphuric acid plant. Tank was nut thoroughly and properly cleaned out prior to making the repairs. The employee wa< earned an injury amounting to several days of lost time doc to mhnlaiiun m* fuuurs. h'LMEDY: Avid tank- should be filled to overflowing with a strong solution of ->& a>h after washing them out with.a stiff stream of water. The tank should enntam the soda a*|j fur several hours before it is drained ami anyone permitted to g> in-!<lc it. Gas mask', avid Hfe-hrlts iltould he held in readiness and used when r.vce>>ar. V. .**. Acaui an injury similar to Nos. 5 and <5- An employee vvlto wits a nitric acid ton-man inhaled nitric oxide gases which caused a diffused bronchitis. The acid tank, a mechanical mixer. Itad been filled ami washed out four times. This employee entered the tank to see if it was safe for a machinist to enter in order to do some repairs: while lie was in the tank he did not notice any Tumes so he ctoaned out two buckets of mud which wove in the bottom >f the lank. The mud contained Chcmicai Section 523 some acid and when disturbed, the tunic* were set free. The foreman inhaled a sufficient quantity to cause him a very serious dines*. He narrowly cxapcil with his life as a result of nitric oxide poisoning. REMEDY: Tanks should be inspected with strong drop light* before men enter them. It should not be assumed that tin: wash is sufficient cr complete, and if any mud at ail is left within the tank it is clearly evident that there U danger u> anyone entering tlte tank. Here again a gas mask sluudd liave hern used. Xo. 8. A rosin solution wash tank collapsed under partial vacuum, broke away irom its supports and connecting pipe-lines and fell to the ground. The vacuum was caused by unintentionally drawing hot solution frxan tl>e tank and tlte vent on the top of the tank was not large enough to take care of the sudden contraction. Tins was practically a !>arometrie condition. The tank was a complete wreck and a* it ruptured and fell to the ground the operators reported a Inixl whittling sound. The whole thing took place so quickly that the operator in charge bad just time enough to jump clear of the falling tank. REMEDY: Larger vents should be nsctl awl when calculating tin- size vent i<-r tank, one should consider the kind of liquid used in the tank and the probability of partial vacuum caused hy condensation of gaseous contents. .Vo. 9. A horizontal storage tank, with a capacity of 17.5(H) gallons. suddenly collapsed so that tltc two sides flattened and touched together. The tank had been cut oat hot and not vented- It contained light petroleum solvent and, on the cooling and condensation of the sapors, a partial vacuum was mused, resulting in tlx- csllap*e of the (art*c. The damage in tins case amounted to $2.OOP This accident was considered so violent and surprising thU tests were performed lu determine luw great a vacuum might be obtained in such a case. Wc quote from the bulletin winch wc later published: * "The tank was 9 feet in diameter by 36 iect lung and of M inch Imiler plate and liad a capacity of I7.50U gallon*. The tank was filled to within te luH of tie: top with a solution having a temperature of approximately 250 degrees F Following this tlie tank was immediately pumped out to a depth of 22 inches and then cut out of the system. During the pumping periods, vapor went to a jet condenser and thence to tlte atmosphere but tins vent was closed after the lank was {tumped out. Ot course, it should have been left open. "At the time of the accident the atmospheric temperature was about 75 degree- F. and the temperature within the tank about 85 degrees F. The cooling and condensing of the gases from 210 degrees F to 85 degrees F formed a vacuum of approximately 22 inches and possibly higher--determined by the follqwing experiment: "A 12 inch piece of pipe alxiut 4 feet long was used. The ends were wc-tded amt pipe connections made for filling the tank with hot gases from tlte same source as those which caused the collapse of the large tank. This experimental tank was con nected to a recording pressure gauge and a recording thermometer. The gases, similar to those which caused the collapse of the large tank, were passed through the ex perimental tank. When all of the air in the small lank was displaced and the temperature of this tank was approximately the suite as the source of the g.-ses. i' was closed and allowed to coed, with tlie following results: Temp. .Mercury inches (a) When first sealed full of hot gases 210 degrees F 0 fb) 1hoars later 100 degrees F 22 (below atmosphere) Tanks should have ample vents. In connection with this accident we were fortunate that a spark did not occur due to the rupturing of a seam or the friction of a rivet as the tank contained highly flammable gases. Xo one was injured, Xo. 10. A circulating tank into which mixed acid was pumped became corroded and leaked. The contents of tlte tank were lost but no injuries occurred, although a spill of hot mixed ackl containing a high percentage of nitric aetd is a very serinui 524 Twentieth Congress--National Safety Council accident The operating; loss was around $700; not including the consults of tht tank, as the spalled acid did much damage to the plant. REMEDY: Rigid inspection of tanks at regular intervals. ; No. 11. A boiler maker entered an oleum tank to make repairs. The acid line, which was used for delivering acid to the tank was not disconnected nor was a danger sign hung on the valve of this line. While the boiler maker was making re pairs there was a change of shifts and an operator, without knowledge of the presence of the boiler maker within the tank, pumped hot oleum into the tank. The boiler maker lived, but suffered terrible burns, especially on his tegs and back. He was left permanently disabled. REMEDYt It is quite obvious that all pipe-lines should be disconnected from tanks and blanked off before operators or repairmen are allowed to go within the tanks. In addition to this, die free use of danger signs should be adopted. No. 12. Mixed acid arriving In a tank car was to be Mown from the car into a storage tank. It was cold weather. There was no air receiver in the air-line. The valve controlling the air was inside a building near the track. When the air was turned into the car the tank ruptured and the mixed acid flooded the building which immediately took fire. The lives of two men were lost and the fire alone caused a damage of over $100,000. It is thought that water in the air set up a sudden pressure in the mixed aetd which caused the tank to rupture. REMEDY: Air-lines should be equipped with large air receivers and should be bted before air is ever used for blowing mixed acid aid .any other chemicals where heat is generated as a result of the action of water in the chemical. No. 13. An operator permitted spent acid settling tanks to overflow. He attempted to wash up the spill before his foreman got around and detected his error. He worked fast and in a partially enclosed building. Nitric oxide fumes poisoned him and he died within eight hours. REMEDY: Such storage tanks should be equipped with overflow lines either leading to a sewer or a catch tank. No. 14. A tank was used for circulating strong oleum over tlte absorbtioc towers located m an acid pit. the floor of which was below high tide. The plant was located on the shore of a salt water bay. During high tide the salt water would rise sufficiently high to submerge the outlet nozzles on the bottom of the circulating tank and the bolts and flanges became sevcrly corroded. In spite of a weekly in spection. the holts corroded much faster than the acid mechanic realized and one of the blanks dropped off of one of the nozzles during operation. The sodden evolution of steam resulting from the action of water and oleum drove the operators from the building and. as the steam made the belts on the circulating pumps ao slippery that they did not remain on tfieir pulleys, it was impossible to pump out or to save the acid. The loss of the oleum was rather severe but no ooe was injure!. Up to that time the plant for that year was holding first .place in tlie prize competition for highest yield. Owing to this accident the prize was lost to another plant. REMEDY: Outlet nozzles of tanks in* such locations where corrosive liquids might destroy the bolts and flanges of the tanks can be protected by submerging them in lead saucers and filling these saucers with hot asphaltum. Such seals are readily removed if it is desired to empty or repair the tank at any time. No. 15. A man had just gone into an empty tank, which contained a gasoline solution when in operation, adjusted his gas mask, and asked for an extension cord lamp to be handed him. Another employee handed him the lamp which was properly equipped with all gaskets and a vapor proof globe, but as he did so a spark ignited the solvent vapors. The man got out of the tank but received bums about his hands, forearms and legs. His burns were more or less serious and resulted in the loss of 98 working days. Chemical Section $25 REMEDY: Tbc tank had not been thoroughly steamed out. This of course should have been done. The extension cord lamp, while vapor proof, was not grounded. Upon examining this, lamp it was found that die insulation on one of the wires had chafed through and the wire had grounded on the metallic part of the fixture. As the tamp frame approached or touched the tank, current must have jumped from the lamp to the steel tank, and it is presumed that this spark ignited the solvent vapors. Had the extension cord lamp been grounded the circuit fuse would have blown immediately and it is probable that no accident would have occurred. We have since installed three-wire equipment which automatically grounds all portable extension cord lamps and electric tools when they are plugged in. No. 16. A laboratory employee, working on an experimental digester had just finished a charge and was removing the cover when it popped off. He failed to release pressure in the digester and was removing a nut on one of the two remammg bolts that were holding the cover In place. The bolts snapped off and the steam pressure blew off the cover. The man was burned on Ute hands, arms and legs by escaping steam. As a result of this accident, the employee lost 18 days from the job. . REMEDY: The work of loosening bolts or fastenings on nozzles or manholes of pressure vessels should not be commenced until pressure within the vessel has been entirely relieved. This, of course, is very fundamental; however, ^ supervisors, foremen and others in charge of work must see that the man on the job actually understands the purpose and meaning of such instruction, and they must also see that such instructions are carefully followed out. No. 17. An employee was working near a tank containing a 2& per cent caustic solution. The top of the tank was fitted with a steel cover plate welded in place and the tank was vented with a 2yi inch vertical vent pipe 15 feet high. Apparently, the tank was entirely filled with solution, normally filled with 18 indies from the U>. and liquor rose in the 2% inch vent pipe. The static pressure and the agitation (solution was being heated) were sufficient to cause a rupture of the welded joist and hot caustic solution mid steam sprayed out on the man. He was burned about the face, and back and was knocked down, dislocating his shoulder. This accident caused a time loss of 11 days. REMEDY: The 2$4 inch vent was not large enough to prevent pressure building up on the tank. This was due in part to crystals depositing in the vent pipe and probably completely plugging it. This particular vent was later replaced with a 10 inch one. The deposit of salts or crystals in small vent pipes frequently plugs them and it is important to provide a vent pipe of large enough cross section to prevent this occurring. Pipe-Lines We have had several instances where operators have walked under pipe-lines Mid equipment while dangerous chemicals were contained or being circulated in them. No. 1. A bricklayer was severely burned while passing under nitric acid circula ting lines. The acid was concentrated and hot, just coming from the stills. The repairman's scalp was burned off and he has suffered permanent injury for the past 25 years as a result of a painful condition set up by the burn. One ear waa severely affected. We have had several experiences similar f. this and wc will not take time to cite them because the remedy is so obvious, name.?, that guard rails or barriers should be set up to prevent workmen from passing under apparatus and equipment engaged in active operations where dangerous chemicals are being handled. Every case roust be studied and solved as a separate problem. No. 2. So many accidents occur through ignorance ns well as a disregard of the consequences of carelessness. An operator hammered on a frozen spent acid line and the uitro-glycerin contained in the frozen spent acid exploded. The object in 526 Ttccniivth Congress--National Safety Council hammering on the spent acid line was to determine whether the pipe was drained or still contained frozen acid He [ost three finger* and one eye and has been a cripple tor over 20 year*. The thawing ot of chemical lines should be carried out after careful study and instruction. The procedure of the operator should be definite and standardized. So. 3. In another case we had an explosion m a nitroglycerin spent acid line where tlic line passed through a lead sleeve going through the roof of a car barn. A steam hose was used for thawing the line but* the operator had a narrow escape, and the building was set afire. Mixed acid and dangerous chemicals should not pa** through buildings where it is not necessary to have them. Frozen chemical lines should be thawed from extreme open ends, working the steam hose from an open cjkI backward. The ends, of course, sifould drain. The usual way is to open the lower end of the line ami start from that end thawing upward. It is obvious that d thawing is attempted at an intermediate point the frozen chemical, on becoming a liquid. vxpB'Kl* and with additional heat will rupture the line, often wtlh serious consciences. ' Mo. 4. An operator was starting to pack a discltargc valve on an acid circulating pump, and upon removing the stuffing box gland the valve opened and the acid came through the stuffing box. striking him ami burning him about the face, amts and legs. REMEDY: First be sure that the Hues arc drained as much us possible before opening them, and use an acid mask for doing such work. No. 3. There have been several instances wliere employees have received acid hums in their eyes while scraping flanges preparatory to making new connections or repairing old ones m the pipe-lines. There is absolutely no doubt that fresh water should be at hand in clean buckets before repairmen arc allowed to do work of this kind and goggles should be used. We make goggles compulsory wherever the need is indicated. Xa. 6. An employee was picking up a piece ot duriron when he stepped back against a chcmieai-warc spigot in a scale jar which contained nitric acid. The spigot was oinrueii and escaping acid severely burned the employee on the legs below the knees. REMEDY: Prior to making repairs, if possible, such containers should be drained. If tliis is not practicable a foreman or responsible person should stand by to guard and watch the repairman while be is working around chemical apparatus while it is in operation. This illustratin') will serve to cover hundreds of instances or such accJdentj. 1 No. 7. An employee was burned with hot nitrate of ammonia solution which was blown on hi* am*, neck, and slnnilders and back while he -was blowing out a nitrate of ammonia solution line with live steam. The salt had become crystallized in the pipe, and the operates opened the outlet cack of the line while the line was under pressure. If crystalHn salts plug a line, the line should be broken at an elbow or MT" and an open drum or container be placed under the break in tin* line. The operator may then introduce steam into the line in the open end, permitting the dissolved or melted salt solution to drain into the drum. Operators should wear goggles and. if necessary, acid masks when doing this work.. If, on the other hand, the contact of steam with crystalliin sah i* undesirable, the same method may be foltowcd but. instead of using steam, external heat may be applied to the pipe. No. 8. Here we have an illustration of the improper selection of materials. Cast iron elbows and fittings were used on hot circulating lines containing boiling gasoline. The strain on the castings was too great; as the result of expansion and contraction a 6 inch cast iron elbow snapped and a piece of <3 inch pipe, 12 inches long, blew out of the line. Boiling gasoline was released into the building and it was most fortunate Chemical Section 527 that nothing caused a spark or a fire. 5,500 gallon* of solvent gasoline were Inst. Engineers should study such conditions and prescribe proper metals to withstand the strain and the action of the chemicals involved. No. 9. Through negligence on the part of a repairman, the pipe-line leading to a storage tank had been opened for repairs and left open at the cud of the shift without his reporting it. The succeeding shift operator, not knowing of the opening in tin? line, proceeded to pump liquid through the line. 72.800 gallons of paint thinner were lost before the situation was discovered- Tlie lire risk was enormous Fortunately, there was no fire. Tlx* rented}- for such a case as this is plain It starts at the plant manager's desk. No. iO. An operator and repairman had been changing a nitric acid circulating tank submerged pump. All connections but one were completed--a flanged nipple which was missing and which connected the discharge side of the pump with the cooler. The repairman, in his haste to try out the pump sliaft bearing, attempted to throw* the belt on the idling motor pulley after shutting off the current of the motor. He stated afterward that he did not think one or two revolutions of the pump would cause the acid to rise to the discharge outlet at the top of the tank. The trouble was, he really did not think and the result was that his fellow worker, the operator, received a shower of strong mixed acid over his face and body. He tost one eye and was terribly disfigured. The mechanic also was burned with acid and received quite a severe injury. This unfortunate accident was the result of poor foremanship and lack of proper supervision. No. 11. An employee was making necessary repairs to equipment when he broke a glass connection in a nitric acid recovery. He received severe burns on one of his hands, arm, and left leg. REMEDY: Glass and chemical-ware lines should be Ruarded against breakage. Xo. 12. The acid pump had failed to deliver acid into the sulphuric absorbtinti house. It was considered that the pump needed priming and tlic operator proceeded to open the cap on the priming chatntier. The chamber was under pressure and acid splashed into the operator's face. The pressure was caused by a faulty valve at the end of the long discltargc line in which the gate of the valve had fallen off of the valve stem, leaving the valve closed. REMEDY: Positive instructions to operator* never to go r.cnr apparatus without first preparing for such occurrences as this. A system of inspection and maintenance control will prevent untold miml'cr* of accidents of this nature. Had the operator been taught that he should allow at least five minutes for any pressure in the line to equalize, and then when opening the pump that he sliould take the same precaution* which are taken when breaking any flanged joint, he should not have been injured. Attain the use of an acid mask is indicated. .Vo. 13. An engineer engaged on experimental work put lard oil into a pressure gage *'U" tube or gooseneck which was in turn connected with the mixed acid pumping line. The idea was to protect the gage against the corrosive action of mixed acid and. of course, he did not know that mixed acid as well as many chemicals will react with animal or vegetable oil*. When the mixed acid was started and came into contact with the lard oil there was a violent explosion and the engineer can still re member l>ow the gage whistled as it passed near his liead. He also understands that vegetable or animal nils should never be used around mixed acid It should also be mentioned that some kind of iniuera! oils are also nitratablc and react with many chemical*. Therefore the careful checking up of the lubricants u*ed around circula ting pumps and riicmicat machinery should be made, for the use of improper lubricants has caused many injuries, fire* and even explosions. Xo. 14. Again, as in the illustration above, we have a case where a vegetable oil or a mtratable mineral oil was used a* a lubricant for packing stuffing boxes on 528 Twentieth Congress--National Safety Council a mixed acid pump. When the pump was put into operation a violent explosion blew die top of the pump away and showered the surrounding area with mixed acid. The operator was fortunate to be behind the wall in the adjoining motor room and escaped bums. No. IS. Here is another food of accident which cm occur in spite of good management in the training of men. One midnight a harry call was sent to the pipe shop from the nitric acid plant to send the pipe fitters over to diange a circula ting pump. At the time that the stills are priming it is a very anxious moment with the nitric acid crew. If the circulating ptanp fails, the nitric acid then will flow by gravity into the circulating tank and not sufficiently mix with the sulphuric acid contained therein, owing the specific gravity differences of the two acids; Le., pump agitation is necessary to obtain the mixing. Without agitation the nitric arid will float on the sulphuric acid and immediately attack the steel tank. Hence the hurry call on the pipe shop. It so happened that the pipe fitters were elsewhere in the plant and all busy that night. A millwright in die adjoining shop, on hearing tl>e call, volunteered to go to the assistance of the nitric department. Here is where the unfortunate combination of circumstances arose. The millwright was not a chemical plant pipe fitter and therefore had not had the training which he should have had to undertake such a job as dunging a nitric arid pump. He was a handy mechanic and, of course, understood the use of pipe wrenches, etc., but he <d not know what he was dealing: with. Error No. 2: Ur. Foreman was not on the job in order to warn the millwright of the danger. Error No. 3: The circulating line operator did not check his lines to see that they were drained before pcrmHthv the millwright tv remove the flange bolts Connecting the pipeline to the pump. On parting the flanges, the acid spurted into the millwright's face, completely destroying the sight of both eyes, besides which be was very badly burned and in the hospital for over six months. The millwright didn't have goggles. He didn't even know that they should be used on that kind of a job. There is no use to moralize further, but this is certainly an illustration to which we should give a great deal of thought* Some injuries are worse than fatalities. No. 16. Here is a message to the salvage crew. A blacksmith was forging a piece of pipe, attempting to draw it to a point. The pipe had come from a scrap pile and contained some TNT. When the end of the pipe was heated in the forge nothing happened, but when the hot end was laid on the anvil and the pipe tilted from the opposite end, molten TNT ran down into the hot end as the blacksmith struck It with his hammer. The blacksmith was painfully and severely injured for a large portion of the muscles and flesh was tom from ooe of his thighs. Mr. Salvage Man, watch your materials and scrap piles, and see that apparatus which contains dangerous or explosive chemicals is first thoroughly cleansed by steaming or boiling or by burning on a burning ground, before such materials are allowed to find their way into the hands of innocent and umnspeetu^r workers such as the blacksmith. - No. 17. Here is another one. Scrap lead was being melted and poured into pig. Nitrocellulose was in some of the lead pipe. Nitro-cellulosc is usually a high ex plosive when in the dry state, while in foe wet state It is classified as a flammable. There was an explosion in the melting pot and hot lead was spread over a radius of 20 feet. No one was injured as the men had just stepped away from das pot to get more scrap lead. No. 18. In this case an accident occurred to an outside wrecking and salvage crew, who were cleaning up a war plant in oar neighborhood. They were loading steel pipe on a motor truck and this steel pipe had been used in the manufacture of nitro cellulose. Some of this flammable material was in one of the pipes and evidently had dried out When this pipe was dropped on some other pipes in the truck there was a violent explosion, resulting in one death and severe injuries to two others. Chemical Section 529 Often men take chances in an emergency. They should be thoroughly prompted in their training so that they will not take unnecessary chances. Spilled arid and destroyed apparatus can be replaced or repaired, but life--never. It seems that in their excitement men will do things that on second thought they realize they would not do. You and I have seen tins among fire fighters as well as the ordinary workman. The following accident could have been avoided if the men were properly trained and prepared. No. 19. During a heavy prime in one of the nitric acid retorts the bleacher receiving the hot distillate cracked and it was necessary to brace it by barring It back Into place and holding it with a supporting wedge in order to continue running the rest of the retorts which were approaching the "prime." While making this emergency repair die fumes encountered by tbc operator were inhaled with injurious molts. REMEDY: The fires should have been cooled and fire doors opened under the retorts so that the distillation would haw subsided and the repairmen, equipped with gas masks, could have done the work at leisure without danger to themselves. The delay to the operation would not have been more than 20 minutes. No. 20. A bucket elevator was used to raise molten nitre cake. The elevator had been shut down for repairs and when it started up it was presumed that the housing had shifted. Thu made an unusual noise which attracted the attention of the operator and he went to investigate. When the second bucket came up it caught on the housing and when it let loose there was a jerk which splashed nitre cake on to the man, burning him about the face and caused a time loss of twelve days. REMEDY: While tins is not a pipe line accident it is somewhat similar to opening a line containing corrosive liquid or chemicals without properly draining the lines. This injury could hare been avoided K the elevator had been turned over by hand and without molten nitre cake m the buckets. No. 21. A ptpc fitter was putting a 2 x 4 brace under an elevated hot water line and an old 4 x 4 brace four feet long was hanging to the line which became dislodged and fell 15 feet and struck the fitter on the head and resulted in a fractured skull. REMEDY: Loose materials, equipment, and tools should never be left lying overhead on any job. A comparatively small object falling from* even a moderate hdght can cause a very serious injury. Some men. are particularly careless in this respect. They will park bolts, nuts, tools, flanges, etc. on most any convenient surface. This practice can be broken up by supervision and constant inspection and education. No. 22. An operator was attempting to open a quick opening valve of the straight lift type. It was stuck and he bad to jerk at it a number of times to get it started. This jerking caused the nun to strain his left skle and this resulted in a hernia. REMEDY: We have since changed the type of valve, substituting a slow motion valve which avoids any straining action on the part of the operator. The quick opening valves had been installed only a short while. Had the men responsible for the selection of the valves been familiar with the difficulties of operation, this type would not have been selected. No. 23. The tail pipe of a sterling type boiler had burst and the steam and water had wet the ashes in the bottom of the ash pit up to the door level and to a higher level around the tail pipe. The wet area around the tail pipe acted as a dam to bold back a pool of hot ashes. The man was sent into foe pit to clean out the ashes but he did not realize the con dition in'the pit and when be broke the dam the hot ashes caused bums to his ankles, knees, hand, and forearm and resulted in a time loss of 71 days. REMEDY: The man could have avoided the injury had be investigated foe conditions before commencing work, however, the responsibility for this injury rests 530 Tti'Cuticth Cor. yress--National Safety Council oo the* foreman. He should have personally investigated before sending the man into the ash pit to start the work. Had this been done the injury in all probability would not have occurred. Xo. 24. A chemist carrying out some work in a plan? building was burned by nitric acid on the face, hand*, and legs when he removed plug from a section of pipe. The section of pipe on which he was working was shut down, however, back pressure from two adjacent sections caused acid to spill irtan the hole when the plug was removed. REMEDY: The entire unit should have been shut down before work was commenced and should have been relieved of pressure; Itowevcr, the seriousness oi this particular injury was increased by the sketchy working platform around the equipment. There was not sufficient room for the man to jump out of the spray of the add and while he attempted to escape he slipped and tell and the acid sprayed on him, A permanent platform was to be installed around this equipment but "due to the press of oilier work'* the installations had nm been made. This lack of a well constructed platform with ample working space, no doubt, contributed to the severity of the injury. .Vo. >. An employee wax disconnecting an acid line which stood about six tcet from the floor and when he attempted to unscrew the union, the pipe line broke and remaining acid in hie line ran out and dropped into the employee's eye and on the lefi side of his face. This injury occurred over two year* ago and during that time the etnjdm-et* has been receiving htedteal attention, the vision of one of his eye* being affected. REMEDY: Tlicrc was a sag in this particular line which did not permit all the acid to drain out; however, tl>e injury could have been avoided had the man exercised greater rare. He should have worn goggle* or a mask. In addition he should lave worked from above the line and not from below. Chaikman Roach: I think wc owe a debt of gratitude to the Hercules Powder Company. Mr. John Shaw and Mr. Charles Jones for what 1 consider an epochal contribution to safety in chemical plants. I feel if this paper were placed in the hands of all tint people m the chemical in dustry that have to do with tanks, pipes, and equipment of that kind, and they would stiiily it carefully, many of the accidents we do record now resulting from inattention, lack of projxjr knowledge, carelessness perhaps, and improper supervision might he avoided and workmen saved from a great `leal of human suffering, and industry -aved from considerable financial loss. Ir.v V. KKrxr* (Pennsylvania Suit Mir. Co.. Philadelphia. Pa.); I was a>ktd if it would be possible to get a copy o{ Mr Jone*' jwper. M. Joxrs: We would be very glad to supply anyeme who wishes a copy v-mc time in llie future. I haven't enough copies with me. If you will write me. I will !< delighted to send them. \V. S. nttMijnrx* (Hercules Powder Co- Wilmington, Del.): I think I '>light t say n few words about Mr. Jones' paper in justice to the Chemical Section. We arc licre to get all the information we can. -The accident he speaks of. where the rnaa turned the current >>u tlvc motor and Slatted to pump, mid connection- ha) not tcn completed. that happened ?< t*c the master tiKihauk *! tliat plant and his acchferrt record previous to that time had been exceptionally good. It also lias been good ever *mce. In fact, t think it is true that Ik ha* a \er> favorable accident record. He certainly got punishment enough in tliat accident to last him a lifetime. We wonder iwrhstps why that wra*. and Uat Is why 1 am telling vnu almut thi* The mnn had jju-t ljccn made master mechanic. There had been mxdc difficulties and some hhxh-Uavuicti work there n-. the pl-mt. I happened to he superintendent oi' the plant a! the time, so I am quite familiar with the whole thing. Tins nmn had lce a specialist and. in fact, in the district where he was he had 1k.su a disgruntled worker for a number of years, especially during the war. I cue** Chemical Section 531 Ik: wa* a Bolshevist. Nubovh would hire him. I liappencd to need u specialist ami hired this man, but I gave him to understand that he was lured for his work and not ior his agitating ability. When this agitation came up. I discharged some men and called hint in and asked him what he was going to do. whether He wax going away with them, or not. He said. "I suppose 1 am going to walk the plank, too.'* 1 said. "No. you haven't Ixguu any agitation. You are going to stay here as master mechanic.** The discharged men felt he had double-crossed them. As a matter of fact, he had not. He was worried about it. He was in a hurry to get hi* job dune liecuuse he wanted to make good. It was simply a psychological proposition entirely dial earned that. The mrm had good judgment, awl has had since, hut it was just one oi those cases where his mind happened at that moment to be on something dsc. After live accident be assumed all responsibility and said his mind wax wandering to his family troubles and troubles with the other employees. I thought probably you would like to know about that, because that was a definite case wltcre the* mental attitude of the man contributed to Ins accident, and probably was 100 per cent responsible for it. K. E. Yanukll (Standard Oil Company of New Jersey. Elizabeth, X. .1.) : Mr. Jones has referred to t!w lead lining oi acid drums: the petroleum imhrdrv finds it necessary to utilize lead lined or concrete lined acid containers. ' I am juxt wondering what Inis been the experience of those present in the chemical industry as to the best means of coping with the problem of ga between the lining and the shell. We ht-.ve had some difficulty in that. We have had auv number t minor explosibns. How arc you going to gas-free the area between the shell and the lead lining? Cwatpivax Roaih ; Mr. Hrimijoin. would you care to answer that, or Mr. Junes? Mr. Jonhs: Oi tom>v, during all these year* a great deal of the acid uf the strength you are having trouble with has been handled, transported and stored, hut the mtrobv of accidents that have occurred, according to the data I have been able to collect, are relatively few. According to some determinations wc have made recent, ty. the hazard is there all right. In one case, l think, we found that wc had about up to 70 per cent hydrogen concentration in the tank. The explosive range of hydrogen is from 4 to. I guess, 75 per cent, ami of course you have a very real hazard. Wc haven't yet reached a definite conclusion as to what shall be done, but opinion seems to be that we should use nothing but lead storage tanks: for transportation, that probably mean*. At least the ideal condition would be lead lined tank cars. There maj be other means of eliminating that hazard. I tiiink that is a very worth while subject for discussion, and perhaps, sonic of the other men have had experience on it and can tell ns what their experience has been and what corrective measure* they have pur in force to trike core of tin- condition. I don't know whether my comments have added anything. Mr. Yanpru.; Wc have replaced our lead fined tanks with the cutKTftc lined. I *.* wondering wljat the experience of those present has been mi that. The indica tion* are such that we will continue to cliange a number more from the lead lining to. the concrete lining, A. I. Armstrong (Eastman Kodak Company. Rochester. N_ Y.) : The only safe method of doing that. I believe, is to remove the lead lining I know it is a pretty rxpen-ive proposition, hut is it more expensive than an explosion? Mr. Ya spell : From the manager's point of view. I think you are quite right. The mamtenance on tliat would be great, of course. A few times removing amt replacing rjW. within a short while, render the lead lining rather useless. E. C. Rouers (Grasselli Chemical Company, Cleveianrf. Ohio) : f was glad when Mr Jooer mentioned Uk iiuestion of tlie saeema of a line Just how far do standard m>tmeticais go? Most of us have standard instructions for draining the lines before they are repaired. , If you hand that to a workman he 5* apt to take ?o,i literally and go out and drain 532 Twentieth Congress--National Safety Council the line, but any line is apt to have a sag at times. That is where the supervision ewnes in. Youshouldnt leave tiiat work solely to a workman. You can't give him al1 the instructions in detail. He might follow your general instructions religiously, and still that may not be enough. It is not unusual to find a sagging line. It causes a Jot of trouble. I believe every line that is connected with a bottom outlet storage tank should not only have a valve at the bottom of the storage tank but it ought to have a bottom outlet plug in the tank. You open a line and rely on the one valve, and that valve is apt to leak. With a plug in there, you avoid the danger of that heavy head of acid COnung out on you. You ought to have double protection. We always equip our bottom outlet storage tanks with plugs and rods, and we see that the plug is down before the valve at the bottom of the tank is opened Wc then raise the plug after the valve has been manipulated. Mention was made with regard to the use of valves, iron, and lead. Of course, with any weak acid, iron should not be used. Anything below 60 or 55 ought to have kad absolutely, because a weak acid goes after iron very quickly. In these days we sometimes wonder why we. have lines, especially lines used for filling tank cars and shipping containers. In other word*, many of those lines are now standing idle. There is a considerable difference of thought as to whether those lines should remain empty while not being used, or whether they should be filled with acid. There is argument both way*, and I would like to hear what other people tlunk about that. Of course, when the Ime is empty you are apt to get rap'd deteri oration of the line, and when you come to use h you are going to have trouble. Some times in warm weatlier J Itavc known lutes to blow up. On a short line coming immediately from a storage lank to a filling rack to load tank cars, it isn't such an important matter, but on a loug line it might be a serious matter. I am just wondermK. what others do with a long filling line coming out of the bottom of the tank which is either filled with acid or is empty, especially when the line is laid up and is not in use for a long time. M*v Armstrong: I think there been enough experience with that sort of thing to prove that there is just one thing to do with tltoae lines, and that is to take them down. I don't think any acid line that is left for any length of time unused, whether it is full of acid or not, is a safe proposition. Chairman Roach j Would that be a week or a month? Ma. Armstrong: I would say a line that is going to be laid up for two or three months. William Baxter (Newport Division, E, I. duPont de Nemours & Co.. Carrollvilie, Wis.) : While we don't have any large quantities of acid, probably 400 to 1000 gallons at the most, for measuring tanks wc do drain the lines after the acid is blown. We open the valve and drain them. That is the only thing we do. Mh. Jonrs : This hasn't anything to do with taking down lines, but I want to men tion the experience wc have had with a type of pipe hangers. I think it has some thing to do with the sire of your lines. I don't know who makes grabbler iron, but most of us are familiar with it. We liave found that when grabblcr iron is used around an acid pipe, corrosion takes place. Perhaps there aren't enough threads to hold the grabblcr iron to the point of attach ment on the pipe line and sooner or later* the stove bolt goes and a sag occurs in the line- Then something more serious takes place. A couple of years ago a line bad just been put op a couple of months before and a lot of men were working. They were pumping mixed arid along this line. Either corrosion or insufficient purchase of the tint on the stove bolt let that line go down. The joints opened up and acid squirted all around those men. We could have had twenty or perhaps more men burned with mixed arid, so that in general we are op posed to the use of grabbler iron. A forging of solid bar attached with half-mch or better bolts is the safest thing, and it probably is the most economical thing becausegrabbler iron is light. The bolts are'light and it leads to constant maintenance, and Chemical Section 533 I imagine over a period of tune your maintenance cost with grabbler iron exceeds the cost with the more sturdy and stable construction and, incidentally, you wit! get away from some of the siding and picketing in acid lines aod other chemical line*. Mr. Rogers: Mr. Armstrong, when you take your line down what do you do with it? Do you treat it? It corrodes just as much m your scrap pile or in storage as it does any place, unless you treat it. Mr. Armstrong: It goes into the jtmk pile. We are probably situated a little different than most people because our plants are not shut down. Mr. Jones spoke of what to do if you shut down an entire unit for a year. We don't have that ex perience. I would like to have somebody tell roe what is done in regard to venting mixed arid tanks. We run spent arid back into a balloon tank, and it carries back with it considerable nitrite compound, sufficient to start decomposition. The vent out of the tank was plugged from corrosion. The decomposition started in the tank and all the tank crew men ran out. The general foreman ran up the stairs and opened a vent on the top of the tank. That balloon tank stretched about three inches all the way around.* Instead of being round, it straightened right out. To prevent a recurrence of that, we have put in each tank a piece of one-eighth inch aluminum about two feet in diameter and that is scored very nearly through so it will blow out with very little pressure. * Chairman Roach: The next order of business is the report of the Nominating Committee and the election of officers. Mr. Whiting. Report of the Nominating Committee Stephen E. Whiting (Liberty Mutual Insurance Co.. Boston, Mass.): Gentlemen, we have just finislied our slate. Your committee is Mr. Ira Keptser, Dr. Leonard Greenburg, and myself. We present herewith for your approval the following list of officers and executive committee: General Chairman--John S. Shaw. Hercules Powder Co., Wilmington, Del. Vice-Chairman nt Charge of Ptoyrow--Joh^ Roach, Deputy Commissioner of Labor, Trenton, N. J. Vice-Chairman in Charge of Membership--A. L. Armstrong, Eastman Kodak Co., Rochester, N. Y. Secretary and News-Letter Editor--Ralph O. Keefe*. Aluminum Company of America. Massena, N. Y. Poster Committee Chairmans- H. McKentv, The Atlantic Refining Co., Philadel phia, Pa. Statistics Committee Chairman--Ira V* Kepser, Pennsylvania Salt Manufacturing Co., Philadelphia, Fl Engineering Committee Chairman--G. H. Miller, E. I. duPont de Nemours & Co., Wilmington, Del. Industrial Poisons Committee Chairman--Da. Leonard Greensv*g, Yale Medical School. New Haven. Conn. Members at Large-- William A. Baxter, The Newport Co., Milwaukee. Wis. F. E. Clancv, Jr... Mathieson Alkali Works, Inc-, Niagara Falls, N. Y. \V, A. Coox, Connecticut State Board of Health, Hartford. Conn. L- A. D&Blois, Consulting Engineer, New York. N. Y. Da. H. E. Howe, American Chemical Society, Washington, D, C S. D Kirkpatrick, Chemical and Metallurgical Engineering Co.. New York, N. Y. H. L. Minus. E. I. duPont rie Nemours & Co., Wilmington, Del. G. E. Rice. The Dow Chemical Co.. Midland. Mid). E. C. Rogers. The GrassriH Chemical Co.. Cleveland, Ohio. 534 Twritiiah Congress--Xationul Safety Council K. J. Smith. Underwriters' Laboratories. Chicago. III. K. C. Strattox, The Trav elers Insurance Co.. Hanford. Onus. Ma.vlev Warxala. TIig Calco Chemical Co., Bound Brook, K. J. S. J- Whiting. Liberty Mutual insurance Co.. Boston, Masi. C u \rftitAx Roach : Gentlemen, you have heard the report of the N.nmu:itimj Cuiinuttet*. The Chair will receive a motion on the report to either accept it or re bel rt \f. Armstrong: I make a motion that we accept the repent. iThc motion was. regularly seconded, vt< put to a vitc ami can'icti.) < it vjrma.v Roach: Will the members ot the Committee <>t tlic General Officer. meet after this session is over? 1 he next number cm the program will be a paper by Mr. Stanley Warzala. Accidents in the Chemical Industry and Their Prevention By STANLEY WARZALA . . The Caico Chemical Company, Bound Brook, N J. Aliy attempt to classify the accidents which occur in the chemical industry may. at fir>t sight, seem as baffling as an effort to define that industry, and. by the same token. tle prevention of such accidents may appear to present a problem equalK a.i defying; and yet both tasks readily yield to the solvent of the same principles which arc applicable in iliese matters to any other industry. It is quite true tfiat we have no common definition of. the chemical industry, and perhaps some fixed determination. if such were possible, would be very helpful m a number of wavs. At present everyone has his own interpretation of that term. and. undoubtedly, this latitude of meaning, to paraphrase a common saw. even more than politics, has made some strange bed fellows. In our own slate, New Jersey, for purposes of the Statewide Safety Contest, which b conducted annually under the direction of die State Department ot I^ahoi. with increasingly successful results, there are grouped in two classes, of light ;md heavy chemicals, as comprising the chemical industry, the following manufactures: '`Distillation of light and lieavv chemicals, explosives and fire-works, alkalis, soda ash. dyes, fertilizers, petroleum products, artificial leatlier. manufacture rf all heavy chemical*. Bakelitc compounds, pyroxylin compounds, dmjis and medicines, soap*, paints and varnishes, extracts and perfumes, glue awl paste, inks, polishes, baking powders and sodas (except soda ash) all light chemical manufacturuig. pyroxylin fabricated goods (combs, brushes, etc.)** It is the best classification that could be devised, and yet, as you see. we have m it ink. soap. dye. paint, varnish, and polish makers, together with glue, explosive*, fertilizer, artificial leather, and other manufacturers. However, notwithstanding this heterogeny. there arc many problems, due to the similarity of operation* employed or materials handled, which arc more or less common to the more closely allied among them. Accident prevention may be mentioned as one of the more important ones, hut I maintain that, in this respect, the chemical industry i* on the same plane with any other industry. Intelligent direction, supervision, education and training and care fulness in this, us in any other industry, wiil solve the problem of accident prevention. The chemical industry, giving it as broad or as narrow a definition as we desire, is. in its present state of development, practically a new field of-business in this country. Prior to tin? World War it was almost non-existent except for very few manufacturers of explosives, and still fewer producers of acids, dyes, and kindred commodities. Today, after surviving some of the vicissitudes of tlic post war period, and notwithstanding- the problems which every year presents lor `it. it ranks seventh in point ot value of its products among die industries of tl>c country. In jxjint of safety, a* represented hy the frequency and severity rates, it rank* tenth and fourteenth, respectively, in a group of 28 major industries reported in "Industrial Accident Sta Ciwtuical Section 535 tistics ', of 1931. This record of accident prevention, winch places it so near the lop of the list of older industries which have attained 4 very favorable accident experience, is a tribute to the men and women engaged in tl*e cltetnical indu%Uy. and to the interest and ability of those directing its destiny. When a new business like the chemical industry, which, despite its struggle for existence and the thrues of the development of its own technique, is able, in a little more than a decade, to surpass the record of accident prevention of the food, metal products, ceramic, paper and pulp, petroleum, the public utility, woodworking and lumbering, railway car and equipment, refrigeration, construction and mining industries, there can be only one conclusion, and that is that either the industry t* not 8* hazardous as it is generally presumed to be, or that it lias committed itself to safety in a manner calculated to produce successful results. Bom in the stress of the war. when'production was the only consideration, the cltcmical industry, under these circumstances, naturally fell into ill repute with the working population on account of hazardous and disagreeable working enuditions, and it made bail friend.* in the localities in which the factories were established because it paid no attcutou to the feelings of its neighbors. Chemical plants ftecame eve and nose abominations. Even if perfume were discharged into the air as constantly anil voluminously as were the noxious or disagreeable fumes, in very many case*, objection would be justified. However, a steady and gratifying improvement has taken place in the industry in this respect, and particularly in regard to accident prevention; anil it is this latter feature which has given it the favorable position, among the older Industrie*. The vision and ability which have established, and later developed it during tlic difficult period since the war, and which arc sustaining it today, have been responsible for this progress. In 1930, for instance, it* frequency rate of 15.50 and severity rate 01 1.94 compare very favorably with \$47 lost-time injuries for each million hours winked in the industry as a whole, ami with 1.97 days lost for every thousand hours worked. It has reduced the frequency of lost-time injuries 20 per cent, and their severity 6 per cent, from 1928 to 1930, and even though this is somewhat less than the reduction attained by all industries, it is nevertheless a remarkable performance which permits the statement that this industry crc long will become one of the leaders in accident prevention, and. consequently, one of the safest industries in which to work. I make this confident prediction because evidence abounds of individual earnest effort on the part of the different companies to eliminate accidents in their plant* In a recent issue of one of the publications of the National Safety Council, recognition is given this effort in one case in these words: "For the third month within the past seven months all Hercules Powder Com pany operations were, conducted without a lost-time injury. Eleven explosive* plants, a nitrocellulose plant, a cotton purification plant, two naval toru* plants, four woods camps, and two experiment stations worked throughout; the month of May without an accident, repeating the performance of February, !931 and Noveudier. 1930. Dynamite plant at KcnvU. N. J. complete* two years without a lost-time accident." I know of different plants of the great DuPont interests which have operated months on end without a lost-time accident, ami there are companies with equally excellent records. My own company, which is cited only to indicate the trend, despite 39 lost-time accidents, aggregating 1.000 davs lost, has shown in 1950 an improvement of 47 per cent in the number of lost-time accident*, and 32 per rent in the number of days lost, over 3929. H- T. Gammon, assistant works manager of the Monsanto Chemical Works, recently delivered an inspiration ami a challenge to the industry bv .1 reference to the experi ence rf hi* company, in the following word*: `If a chemical factory can ojcrate 3.500,000 man hems without a lost time, acid burn, accident, you ton can.*' 536 Twentieth Congress--National Safety Council Accidents in the chemical industry appear to be produced by the same causes that are responsible for them in any other industry. In a purely machine accident we will find, regardless oi the nature of tlic industry, the same failure of the machine, or the guard, or the absence of the guard, responsible for it; and, similarly, in the nan-mechantcal acldent, identically the same failure of the human element will appear to be answerable. Obviously, tlierefoir, there seems to be no difference between the causes of accidents in tin; chemical industry and those which produce them in Other industries. Can the same assertion be made with reference to the nature of the injuries? In this respect it may seem that there are some injuries which may be said to be typical of the chemical industry, but the similarity with respect to the other industries extends even to this phase of accident experience. It is true, of course, that we have our skin affections, poisoning by inhalation and absorption, burns by acids and alkali, scalds by hot liquids, and, finally, explosions; but these, singly or otherwise, can also be identified in a large number of other industries. It seems that only their natural predominance in the chemical industry has led to Ute belief that they are peculiar to it. I will not attempt to point out to you the industries with hazards similar to those found in tl>e chemical industry because die list, which would probably include almost every field of production, would prove more cumbersome Uian inter esting. Those with hazards involving the use of adds and alkali alone would form a goodly number. Let me therefore, recite to you a few cases of accidents which occurred in strictly chemical manufacturing plants, to support the claim which I have made that accidents as well'as their prevention, whether in the chemical or other industries, hare verymuch in common. (1) Five ebcrmsU were working in a laboratory room, 30 feet wide and SO feet Jong. It was of modern construction, very well lighted, and ventilated. In the center of the room s double laboratory table, of soapstone and sted, was installed, designed for five chemists to work at it at one time. It was equipped with the usual gas jets. water pipes, sinks, etc As it happened to be a rather warm spring day, all doors, and windows were open. At about 11 a- m. one of the chemists decided to secure a sample of petroleum ether, for testing, from a new 5-gallon container before it was placed in a fire proof storage building outside the laboratory. As soon as he loosened the cap of the container he noticed that considerable pressure had generated there due to hot weather which forced the gas out of the container in a spray, carrying with it considerable liquid. The chemist immediately sensed the danger of this condition and tried to replace the cap on tl>e container but before he was able to do this some of the vapor retched an open flame Trom a Bunsen burner on the table and a violent explosion instantly took place. Another chemist who was working at the table, a short distance from the container, was directly m the air current from it. The flame of the explosion developed and burned him so severely about the back, neck and head, that, despite Immediate and best medical attention obtainable, be died three days later. Can it be maintained that the accident was peculiar to the chemical industry and consequently different in any respect because it occurred in a laboratory of a chemical plant? Responsibility for it must rest, primarily, upon supervision, because, having provided a safe, fire proof storage for such liquids, it failed to promulgate and enforce a rule that quantities of highly flammable materials, as large as that involved in this accident, should neither tie kept nor handled In the laboratories. Safe working condi tions, surrounded by definite rules of safety, duly enforced, must be considered to he the duty of supervision as much as are efficient operating methods. Of course the chemist who poured the sample and provoked the accident, acted thoughtlessly, but conditions in this laboratory, which are the province of supervision, permitted this lapse o( discretion. Chemical Section 537 (2) A masker tncdumic selected a crew of men, mostly riggers, including pipe fitters and an electrician, to remove a centrifugal pump from the sulphuric acid storage building. It was the electrician's job to disconnect the wires leading to the motor operating the pump before the other men could proceed with their work. He removed the fust 'from tiie starting box, and commenced disconnecting the wires leading to the motor. While thus absorbed In his work upon the wires, tlx pipe fitters disconnected ti>e discharge line of the pomp, and the riggers were installing tackle overhead. The concentration of men and activity on and about the pomp was sufficient to prevent clear observation by any one craft of the action or accomplishment of the other. After the electrician completed his share of live job, lie stood looking at the motor, and tlH? thought came to him that he had failed to mark the direction in which the motor rotated before the pump was removed to tisc sltop. He had not tried the motor when he started the job and did not know in what direction it turned. This, however, was a detail of no importance and could have been determined while tire motor was repaired in the shop. Without any intimation to the others of his intention, he attached the wires lie Itad just disconnected, walked over to the starting box and replaced tlic fuses. One of the mechanics, observing this, asked what he was doing, hut instead of an explana tion received the usual answer from a strong headed person. "I know wliat 1 am doing.'" With this bluster he started the motor, expecting the motor to turn very slowly at first and to be able to check the direction m which it turned. However, since the pump happened to be of high speed type, it started off with a roar as soon as contact was made. The open end of the discharge line which previously had been disconnected, was not far from the starting box, and pointed in the general direction of it. Th result was that the electrician was splashed and sprayed with acid about the face and body. He became panic stricken at this, fought off the efforts of two of the mechanics who attempted to get him under one of the emergency showers. three of which were in the buildiilf. within lea* than 25 feet square. and dashed outside and into another building before he could be seized, controlled and given attention. After several weeks in the hospital h became necessary to remove one of the eyes. The vision of the other was also impaired, not to mention the bums on other parts of his body. Obviously supervision was responsible in this case, because it failed to provide, first, the superintendence which was quite essential, from the standpoints of safety and efficiency, and. second, mechanical safeguards in the form of locks, for the starting box, and of proper flanges with which to blank off the arid line after H had been broken. These have since been added to the measures of accident preven tion. Such lack of safeguards and proper control of men invariably wilt be found to lie fraught with hazards for the workmen in any industry. (3) An employee wearing rubber bootees, gloves, and a mask was engaged upon special work in an aniline product vessel. Noting that his clothing had become soiled with the residue,, and that accident, through poisoning, was imminent, he suggested to the foreman that he be relieved and permitted to bathe and change the clothes. The latter, who had permitted his personal feelings to influence his official attitude toward the workman, replied, "You can't get away for a smoke that easy. I'll tell you when you ought to change your dpthes" By the time he was relieved the workman had become cyanosed, and another lost-time accident, due entirely to the failure of supervision, was charged against the chemical industry. (4) An employee was instructed to empty into a sink a nondescript assortment of bottles containing unknown samples of chemicals. One of them happened to be phosphorus oxychloride which, with the water running into the sink, produced a very natural reaction which burned his face severely, goggles saving hts eyes. Such lack of judgment ([supervision again) not to say ignorance, will probably also be found in other than chemical plants with equally disastrous results. 538 Tuicnitcth Congress--National Safety Council (5) As a new idea, h was decided to weld, instead of rivet, a tank for the storage of 93 per'Cent sulphuric acid. The tank was provided with a safety valve set at 30 lbs. which was tested weekly. There was no pressure in the tank at the moment of the accident. Three workmen had just passed the tank, when the whole end of it blew oat, caus ing a loss of more than 130,000 lbs. of acid. Of course the elcctrolitic action of the acid set up by the difference in metals between the weld and the steel of the tank caused the end to part from the tank, but failure of supervision to obtain proper advice in the matter cannot be douhted. The workmen escaped injury or death only by mere good fortune. (6) Report reached an operator that a certain valve on an add line of which he had charge developed a drip. 'Hie valve was from 7 to 8 feet above the ground. The leak was so small that there was hardly any evidence of it on the ground, which was covered with cinders. In his effort to ascertain whether the report of the leak was correct or not, the operator took a position directly under the valve, and, as the valve was some distance above his head, he was compelled to gaze upward. As he did so a drop of acid fell from the valve straight into his eye. Ol coarse he had goggles on his person, but did not wear them because the supervisor established certain free zones in the department where goggles need not be worn. This had the effect of weakening throughout the department the rules regulating the use of goggles. Fortunately it was possible to save the eye by prompt and appropriate measures, but the accident involved considerable loss of time. Had the position of the valve been on the level with the eyes of the operator, condition which has since been corrected by a suitable stairway and a platform, the accident would have been avoided even with the disregard of goggles. (7) Si* inch bulls-eyc sight glasses were equipped with gridiron safeguards on all tanks of a battery of six, except one. The superintendent knew of this condition for some time but neglected to order the sight glass protected. The line immediately below the unprotected glass became clogged one day. and to ttew it out, i, e. clear it. the department mechanic applied steam pressure which was stronger titan the sight glass. The otatruction failed to yield, with the result that the glass burst in a veritable shower of glass shrapnel. A piece of it deeply imbedded itself in the thigh of the mechanic, disabling him. The several accidents which I have just described have not been selected with a view to illustrating the failure of any special phase of plant operation. They were taken entirely at random, but even so. they indicate, very definitely, that to a very large extent, we must look to supervision and more thorough training for any material improvement in our accident experience. The share of the responsibility of super vision in almost every accident occurring is strikingly clear and direct. Systematic education and training of employees in safe methods of work, and the stimulation and development of thrir interest in accident prevention are very useful and helpful, and, indeed, indispensable, but upon supervision must rest the responsibility for eliminating hazards and maintaining working conditions which will enable individual plants to eliminate accidents now' needlessly occurring in many cases, and as a whole to make further jrfogre** in accident prevention. Chaisv iv Roach : I think Mr. Warzala has done a good job this morning. I never thought the rbctniflil industry was much more hazardous than any other if properly conducted. I think the records of the large plants that have carried on successful safety work all go to prove that rates, citlter in human suffering or in dollars and cents, should be no greater in the chemical industry ihan in any other allied industry where work of a similar kind is carried on. We can't get away from the fact that m this industry we handle very poisonous and corrosive *uh*tances. but thrir nature or natures arc well known. Methods of handling in a safe way arc becoming common knowledge, and with the diffusion of Chemical Section 539 this information that is collected in this great clearinghouse, the Gtemkal Section, there is no reason--l say it most earnestly--why the compensation rating boards should attach higlier rates to the chemical industry tlian tliey do to any other. I would like to hear some discussion from the experts who are present. Ira V. Ketksr (Pennsylvania Salt Mig. Co.p Philadelphia, Pa.): I would like to say one word with reference to supervision. H is not always supervision Out prevents accidents- Just to give you an illustration : Our plant at Philadelphia had a record of 436 days without a time-loss accident, an excellent record. We put in a new acid pump that had never been used, had it all connected Up myself, and the superintendent was there just a few minutes before the accident hap]>cned. We hardly got out of the building. The lorcman of the department was there, the electrician, and the electrician's helper when this pump gave way, which was due to a defect m the pump. It was a brand new pump, and it looked perfectly at] right. The first time it was turned over with the acid in the accident happened. The fellows had goggles on which prevented them frotu getting any eye injuries, but they were all burned, and we broke the best record we ever Itad- Mr. Warzala ; May I make a slight explanation, that when I said "supervision** I also intended to include management's technical ability to make certain that work ing conditions are safe. Mr. Kcpner speaks about a pump giving way. We also had a pump give way, but if we had given thought to it we could have foreseen the circumstances under which it would give way. and under which it dd give way. Structural delects and things of that sort are one thing, but when different equipment is put into use in the plant, con ditions tor which perhaps the equipment isn't altogether suitable may make a great deal of difference. Therefore, in that question of supervision the technical ability of the management is also involved. Ml Kfcvxcft; May I say this was a brand new pump ami showed every sign of being absolutely correct? It was a defect tn the pump that couldn't be found or seen. It was on the inside, evidently, bat the pump appeared all right and the specifications were right, and under other circumstances the pump would have been all right. Stevhk.v Whiting (Liberty Mutual Insurance Co., Boston, Mass.) : What broke the pump? Mr. Kkpxer : The box. Mr. Armstrong: TJc speaker talks about proper education. I wonder if he would tell us exactly what he means by proper education and how far we should go, and what methods arc best for educating the employee. Mr. Warzala: Proper education would embrace acquainting the individual entirely with the hazards of his own job, so that he knows exactly what He is about, just what be has to face, just what he may do to protect himself against those hazards. Mr. Armstrong : How would you go about doing that? . Mr. Warzala: Explain the job to the individual exactly. That is what we attempt to do when we take on a new workman Mr. ~Armstrong Do you think it is possible to take an average individual into a chemical plant for the type uf labor you have, tell that individual the hazards con nected with his work and get him to believe them? Mr. Warzala : Unless you do that I don't see how you are going to have an in formed worker cut the job. How could you explain to him the chemical processes which are more complicated and more intricate than the protection against hazards? Mr. Armstrong: He learns tlvose by working with people who know those things. Mr. Warzala: That is quite true, but it takes too kmg a time. By the time he has gained that knowledge from the other workmen, he may be injured. So the thing to do is to get at him right from the start and say, "This is so-and-so, and this is so-and*o.`! You have to tell him, ``Protect yourself in this way, and this way, and this way.". It is quite a job, but it can be done. We are doing it. We are making a serious attempt to do it. 540 Twentieth Congress--National Safety Council Mr. Armstrong: i am absolutely in accord with you. I don't think there is any organization that is doing any more educational work than we are. We do our work by demonstration. We don't tell the individual what will happen. We show him vrhat will happen. You can take the accidents in Mr. Jones' paper, if you like, and rig up some very fine demonstrations. You can show failures of equipment, you can show explosion tests, and you can show what takes place when different chemicals are mixed together and water gets in, and you can show different types of reactions. You can show the seriousness of not taking care of acid burns by using good strength sulphuric acid, putting it oq your hands and washing it off immediately, and things of that kind. I am not endeavoring to tear down your thought, or anything like that. The thing 1 am trying to get is more knowledge in regard to educating the employee. 1 am of the opinion that it can't be done successfully by taking the employee out ami telling him that certain definite hazards exist, and in some cases you can't do it by show ing him. -If we could, we wouldn't have any automobile accidents. Ml Krpver: I think the mental attitude has a great deal to do with it- We have employees who have been with us twenty-five, thirty and thirty-fire years and yet they do Itave accidents that they know will happen, because they probably didn't think. They might have been woolgathering. We endeavor to educate them. As Mr. Armstrong says, they get the education through the plant and the people they work with. We have our safety meetings and talk to them, and have personal educational work tint we carry on- As a rule, it isn't always tlie new man who comes in who has accidents. You can't always anticipate au accident. You make an investigation or an inspection of a certain department, pipe lines, or wlutever it may be. and it looks perfectly all right, but two hours after you may find an add line has sprung a leak, and somebody may have been sprayed. The only thing is to let them know what to do in case of an accident. Chairman Roach : If It is something that hasn't been foreseen, you have nothing t reproach yourself with, but if you put an ignorant man on a dangerous process it i* like putting a high-powered gtm in the hands of a simple child. Mr. Kepxer: l don't think anyone docs that, not in these days. Chairman- Roach: I am not so sure about that. I do know that distressing acci dents occur in well run plants. One man said. "I have leaned backwards trying to run this place safely." and he was almost discouraged because of those unforeseen things that we can't anticipate by any knowledge we possess now did occur. I tokl him. **( wouldn't let my conscience bother me about that particular catastrophe. It was something yon couldn't foresee. But reproach yourself with your shortcomings where you haven't done all that an ordinarily intelligent, reasonable, thoughtful man who knows his business would do. If you do that, then you have done your part." But these accidents that wc have heard about today, and have had analzyed for us. were in the main accidents that might have been prevented bv remedies that were indicated in the paper. ' I do not think it fair to coni[arc automobile accidents with those that occur m the chemical industry. It is estimated we have about 25 million automobiles in our country, many probably operated by people who have no mechanical instinct, possess poor judgment, and who in industry would not he trusted with machine responsibilities that involve human safety. Although motor vehicle departments test drivers for efficiency and issue certificates to those who pass the tests, it must he remembered that these test* arc of a most elementary nature, not at all conclusive as a measure of the judgment discretion and thoughtfulness possessed by the driver. The con sequence is that mdny people are on the road operating high [towered machines who arc a menace to themselves and other motorists. Automobile insurance is therefore high, which indicates the character of the risk involved. If that were true in Industry, then I think I would do what our friend said mirht be done, cancel all policies in the chemical industry. But that isn't true even in the Worst run plants. Men are given some instruction about the quality of the work Chemical Section 541 they arc to do, and the nature of the materials they arc to handle, it Uc that after a time they grow careless and calloused, and want to take a short-cut, and that is the thing Mr. Warzata's program is trying to anticipate, li that were nt done successfully, then some of the large groups that run millions ui man hour* without an injury wouldn't be able to quote those records. Ala. Armstrong : 1 would like to say in defense of what you said in regard to the automobile, it was not my intention to make a comparison of the two. The thought l lad was this: Is it possible to take an individual into the chemical industry, put him on a job, and tell him that certain definite hazards exist, and tell him if he does certain things certain tilings will happen and lie will get hurt? Is it possible to make that man believe it? ..... Chairman Roach : What do you think about it. Air. Brimijoin? You have had a lot of experience in handling high explosives wlierc a man could send himself away in a second. _ W. S. BaiMijott* (Hercules Powder Co., Wilmington, Del.) : I k>n't think it i* possible to impress hazards upon a titan 100 per cent. You may l>c able to do it par tially. 1 think it takes years of training. In the high explosives, wc arc always very careful not to place a mar. in the danger zone until he has had more or less training and has become familiar with the conditions. Pcraonallv, l think it is impossible to take a raw recruit and tell him all the condition*, 1 agree with Mr. Armstrong. You can probably tell him some of them, but I don't think it is humanly possible for any man in the chemical industry to sec all tlic conditions and combinations that may arise. C. W. Greenfield (DuPont Viseoloid Co., Arlington, N. J-): We come to meet ings ami talk about education and say how it should be done, hut do we go hack to our plant* and absolutely put it into operation? Do wc attempt to tell each and every employee under our jurisdiction tlie hazards to find out whether he does absorb that information ? Tliat is the point that seems to bother nw a whole lot. Wc realize tin: hazards many times. We might tell a man once. Do we assure ourselves that we liavo positively educated that man, and then put him to a test" 1 am firmly convinced, whh the author of the paper, that tlie lock of education is the cause of a great many of our accidents, but we are not following out the policies that wc firmly believe hi. We do it occa sionally but don't keep it up continuously. , C. G. Smith (Lever Brothers Company) : There arc three points in the education of a man on a job, as I see it. You might take him into the office and tell him about the job. but if you tell a man about a job he is only one-third educated. He goes into the plant and sec* a man operate on the job, stands by him and watches him work, ami after he sees that workman complete tlie operation be is two-thirds educated on the job. Then he must use his own hands and complete the job to the satisfaction of his superior, whoever he may be, and then he is educated on tlie job. So it seems to me that a man's experience is his education. We have our safety meetings and we pick out the men who have helpers, and wc try to instill into the minds of these men that they must tell their helpers the correct operation oi every job they do. It seems to me that is the best point about the con tact. The man who understands tlie job should pass on the information he has already acquired, and give the fellow working with him a chance to learn. Of course, often times rnu find a case where tlc man who is working ou the job is given a helper whom he dorsn't like and he isn't interested in him at ah. If that condition exists, it should he corrected, but I think it is a man's experience that gives Min his education on any job. Ala. :Armstrong I would like to tell you what we do as long as there has been so much discussion tn regard to this. A new employee comes into our plant and of course gets general instructions from ihe employment office- Two weeks after he goes to work he comes to the safety department and is given a quiz to determine exactly how much he knows. If he 542 Twentieth Congress--National Safely Council doesn't know the ibmg he sliould know, it is not the safety department's fault; it is his foreman's fault. We take minutes of those meetings, bat we do not take the melt's names. The foreman, superintendent, and general manager gets a copy. Once each year those employees come back for that same quizz, and me do not try to tell them what will happen. We show them by actual demonstration. I can't go into that now because it would take too long. * If it is possible to educate a man, without going to all that expense, in some other way I would certainly like to know how it can be done. Personally. I have tin: feel ing tfiat is the only possible way to let the employee realize you are absolutely in earnest. Those fellows come back once a year and spend a couple of hours, or two hoiirs and a half with the safety department, and we get very valuable information in regard to conditions which exist in tlte plant of which we have had no knowledge, and a great many, times of which the foreman has had no knowledge. ADJOURNMENT Chemical Section 543 Thursday Morning Session October 15, 1931 JOHN ROACH, Chairman Deputy Commissioner of Labor, State of New Jersey. Trenton. N. J. The last session of the Chemical Section convened with Vice-Chairman John Roach presiding. Chairman :Roach The first order of business will be a report on die trend of accidents in our industry, by Mr. Kepner. Accident Experience in the Chemical Industry in 1930 Br IRA V. KEPNER Chairman, Chemical Section, Statistics Committee While it is very difficult to find something new about accident statistics, it is a topic of vital importance and never-ending interest to those of us who believe com plete, permanent and reliable records and statistics are a necessity in the conduct of present day successful accident prevention work--which, more ami more, is leading us into fields of science, experiment and research--all of which is eminently worth while, for it is by just such development ami progress that many organizations in the Chemical Industry have not only made new accident records, but reduced acci dents to almost the vanishing point. Your Statistics Committee and sectional officers were very much pleased by die excellent response of members to requests for 1930 accident records. Through your cooperation the 1930 accident experience is based upon the largest number of plant* ever to report, and gives, therefore, a more reliable picture of the accident situation in the Chemical Industry than has been indicated by reporting companies in any previous year. During 1930 your Statistics Committee received reports from the following estab lishments : 15 plants manufacturing carbon products 26 plants manufacturing explosives 11 plants manufacturing industrial gases 15 plants manufacturing acids 13 plants manufacturing chlorine and alkali products 9 plants manufacturing'dyes 16 plants manufacturing paints and varnishes 15 plants manufacturing pharmaceutical and fine chemicals 16 plants manufacturing soap 9 plants manufacturing and distilling coal tar, and 66 ether plants not classified. This makes a total of 211 establishments reporting, in comparison to 172 for 1929; hours of exposure, however, were slightly less in 1930, as was the case in most *he 0"*1 "whwtrfe*. the figures showing a decline of about 17 per cent from L29 to 1930. Tne increase in the number of reporting plants. I believe, is ample evidence of the interest which many members have in their accident record*, and m toe efforts of our section to develop reliable statistics. According to the man-hours worked, operations in chemical plants during 1930 did not decrease as much as m some other industries. But in spite of the recent depression and a drop below a full schedule, the chemical industry bad a good year. loJ-r averaged 15.50 per million hours worked In comparison to 18.47 for all industries. This taie gave us a rank of tenth in a list of 28 major 544 Tu*fHiieih Congress-National Safety Council American industries. However, we cannot Overlook the better records of the cement, steel, and machinery manufacturing industries, whose operations involve many haz ards as great as our own. Our showing from the standpoint of severity of lost-time injuries was not quite as good as for frequency. Lost-time averaged 1.94 days per thousand hours worked; our severity rate, consequently, was slightly lower than the rate of 1.97 for all indus tries and our standing among tl>e 28 industries was fourteenth. Even this rate, how ever, was considerably less titan for steel, cement, and machinery manufacturing. Injury rates in different branches of our section vary widely. Plants manufactur ing carbon products had the lowest frequency rate, 5.05, whereas coal tar distillers had the highest. 44.72. Paint and varnish manufacturing establishments, pharmaceu tical and fine chemical manufacturing plants, and soap factories were other branches of the Section to have higher titan average frequency rates. Serious injuries, how ever. occur more frequently in other divisions.. Dye manufacturing and acid plants, with better than average frequency rates, have permanent partial disability rates exceeded only by soap manufacturing. Explosives plants, also with very low frequen cy rates, have the highest severity rate, due, of course, to the unusual hazards of their operations. The experience of our own as well as other industries shows that small plants usually have higher frequency and severity rates than larger ones. In general, as plants increase in size, their injury rates decrease. The average frequency rate of 78 chemical plants employing less than 100 people was 25.94, in comparison to 13.04 for 17 plants with over 1000 employees. The difference.in thrir severity rates was equally striking; these rates being 3.72 and 1.63 respectively. Some good records have been made, however, by small plants in ail branches of the industry. A tar refining plant with 36 employees went through 1930 without a lost-time injury; this plant had a frequency rate of 33.65 and a Severity rate of 0.58 for 1929. A record of two-years without a lost-time injury was made by a plant producing carbon products and employing 64 people- Also, our smaller establishments liave made, in many instances, much better records than larger ones in their divis ions. For example, a small plant employing 39 people led the explosives division with a no-accident record during 1930. These are only a few of the illustrations that can be cited to prove that safety can be achieved in small plants. In discussing our injury experience during 1930, I have indicated where we should look for improvement in the future. Many of u$ are particularly Interested in comparing our 1930 records with those of previous years because of the business depression. We have 106 plants in our Industry with an exposure of approximately 145.000.000 man-hours that have reported in each of the last three years; the records of these identical establishments most accurately measure our improvement during this period. The 1930 frequency rate of this group was 20 per cent below their rate for 1928--a reduction which was, however, somewhat less that the decrease of 28 per cent for over 1500 Identical establishments in all industries. This reduction in fre quency included a decrease of 34 per cent in our fatality rate during 1929 and 1930 in comparison with 1928, but. unfortunately, the frequency of permanent partial disabilities lias risen steadily in the past two years. The decrease in our general frequency rate is largely due to the decline in the frequency of temporary disabil ities. While the decline in the fatality rate of our identical plants is much larger m many oilier industries, our experience with other types of injuries is much the same. The rise in the frequency- of permanent partial disabilities during 1929 and 1930 was largely responsible for folding down our decrease in severity to only 6 per cent. The reduction in this rate was less tlian the 8 per cent decrease made by all industries. The permanent partial disability rate doubled during 1930 in comparison with 1928 and 1929. The Urge drop in the frequency of temporary disabilities, on the other hand, resulted in a decrease of 25 per cent in the severity of these injuries. Chemical Section 545 Several explanations have been advanced in the Council's Annual publication on "Industrial Accidents'' to account for the large difference in the reductions of tem porary disabilities and the more serious injuries. It is thought that an undue pro portion of effort may have been devoted to minor hazards with the result that the more serious ones may have been neglected. Also, the increasing use of machinery may have eliminated some minor accidents but introduced new hazards with more serious consequences. It is also possible that more accurate reporting tended to increase rates, particular ly for permanent partial disabilities with their arbitrary scale of time charges. More libera) compensation awards in recent years may have had the effect of increasing time charges for a permanent partial disability; and furthermore, an injury which may have been a temporary disability several years ago might now be considered a permanent partial. We need, therefore, to give special thought to the reduction of our serious in juries. The importance of knowing the frequency and severity of accidents which are happening in our industry each year is apparent to anyone seriously interested in safety. The fact that we have never been able to ascertain these figures from all the members of our Section is regrettable. We have yet to get the most out of the use of statistics in tlx? work of preventing accidents. Tlxe more they are under1 stood and studied the better are we able to apply protective aixl corrective treatment. 'Statistics to a safety man are just as indispensable as the compass is to the mariner. They give him the range and scope of the hazard. They eliminate the guess work and a great amount of time ascertaining for himself that which statistics can give him at a glance. Several industries follow the practice of exchanging full details on fatalities and other serious injuries. Many such cases result from accidents whose causes are nnusua! and difficult to control. With this plan, however, there is no good reason for a similar accident otcuring from the same cause in other plants. In conclusion, I desire to emphasize the value of reporting your annual accident records to headquarters. In spite of the steady growth of plants reporting from year to year, and our particularly good showing this year, we are getting accident re ports from only slightly oyer onc-half of our members. Every member should take advantage of tins opportunity to check up on his accident experience from year to year and then compare it with other plants in his industry. A good record is always gratifying and stimulating to the officials and employees of a plant An organiza tion whose record makes a poor comparison with others in its division should cer tainly learn the reason for it and take necessary steps for improvement. Furthermore, every safety man should feel it his personal responsibility to con tribute his accident experience for the benefit of the Section. Our non-reporting members are certainly not supporting the efforts of our Sectional Officers to advance the development of full information on the problems and progress of our Section in accident prevention work. Our Section is exactly what we make It, and wc get out of it in proportion to what we give, and the growth of the Chemical Section statistics depends on the support from its members. In closing I wish to take this opportunity to thank the National Safety Council Staff, the Sectional officers, members of the Chemical Section Statistics Committee, and ali members reporting, for the help they have given me in making this report possible. Chawman Roach: That was a very excellent report, and I certainly hope that during the next year the other half of our membership that has not contributed acci dent experience will do so. I know of nothing more stimulating to the Interest of tfo safety committee and men interested In accident prevention than a correct listing of accident experiences. 1 know of nothing tint causes more enthusiasm on the part of all of us who are interested in this human conservation work than to learn 546 Twentieth Congress--National Safety Council of splendid plant records, covering liundreds of thousands of man-hours without injury to anybody. P. \V. GuifAEft (Consulting Engineer, New York City) : I would like to ask the author if there have been any statistics compiled concerning industrial poisoning cases, particularly chronic poisoning? I contend that there is scarcely any chronic poisoning in the chemical industry; that in firms manufacturing chemicals, cases of acute poisoning occur occasionally. Those statistics would be of extreme value to the chemical industry of the country, and I was wondering if they have not been compiled if there was any possibility of securing them in the future. Mr. Kepne* : None have been compiled, to tny knowledge. Wje are very fortunate to get the number of accidents, even if we do not get the details of the accident. The name of the company in all cases is kept absolutely in confidence, and we have no way of knowing what causes the accidents or what the accidents were. I do not know of any way we could do that It could be arranged between ourselves in the Chemical Section, if the firms would sanction it; but I doubt very much if-the firms would care to do so. I know the National Safety Council has no records at all as to the cause of the accidents. Mk. Gumaer: There is no thought of getting the names of the firms; just the total number of the accidents in industry during the year. . Mtu Krfner: They do not report what the accident was at all. It would be nice if they would do it, as a matter of statistics, but they arc not available that I know of. Chairman Roach: I wonder if the chairman pf the committee had ever called upon the Industrial Health Bureaus of the several states for tint kind of information? Mr. Kepner: Not to my knowledge. The best information you get is that some have died by poisoning. That does not have statistical value. Chairman Roach: 1 think in most of the states they differentiate between cases of that kind. It may be their statistics might not be very accurate. I am inclined to tlnnk the chcmkal industry has nothing to be ashamed of, so far as health conditions bo. in comparison with other sectional groups. Probably if we really knew the truth of the matter, there is very much less poisoning in the chemical industry than was the opinion some years ago. When we do have poisoning cases of course they attract attention- It may be the thing is over-emphasized, hot if you are to compare the toll paid by workers from industrial poisoning and that paid by industrial accidents n the chemical industry, I think all of us would be more or less surprised. C L. Jo.vks (Hercules Powder Co., Wilmington, Del.): The thought you ex pressed a while ago opens up a possible avenue for discussion. Take your own state, for instance; are the files of the Accident Commission open to the general public or the persons Interested in compiling statistics, such as Mr. Gumaer thinks of? Chairman Roach : 1 think they are. We would be very glad to give any in formation that is there. As a matter of fact, at the end of each fiscal year there h a report printed of compensable occupational disease cases. That probably only covers a "[Kart of the cases that might be reported, because many of them would not be con testable ; but it gives ymi some idea of the sickness in the chemical industry. Mr. Jo.ves: In other words, a review could be made of all such cases that oc curred and with sufficient detail? Chairman Roach : I think we could get our statistician to throw out the cases that might be charged against the chemical industry, once we could determine the limitations or the extent of the industry. Just what industries are to he included as chemical would be one of the difficulties. Mt. Hefner : See what Pennsylvania does. Mr. Ainsworth was here a moment ago. I wondered if they had any special statistics. Dr. Elizabeth B. Bricker (Pennsylvania Department of Labor and Industry. Harrisburg): Pennsylvania's workmen's compensation law does not cover occupa tional diseases. There arc a few ca3C5 reported in conjunction with the accident re ports that come Vu, but they would not give a fair idea of what is occurring- ? am -tire, and I do not think they ought to be used. Chemical Section 547 A. L. Armstrong (Eastman Kodak Company, Rochester, N. Y.): I think the difference in the compensation law makes that almost impossible. When you take the states where compensation covers occupational disease and compare that with states that do not. it is unfair, and you get reports that are not at all consistent in statistics. I think perhaps that is why some of our Pennsylvania concerns make such good records. Chairman Roach: Mr. Armstrong, you are a brave man to make that statement here. The next on the program will be a paper by Dr. Elizabeth B. Bricker. of the Pennsylvania Department of Labor and Industry, Harrisburg, Pennsylvania. Volatile Solvents--Their Health Hazards / By DR. ELIZABETH B. BRICKER ' 1 Chief, Hygiene and Sanitation Section, Pennsylvania Department of Labor \ and Industry, Harrisburg, Pa. The past ten years have witnessed a new interest in a certain group of solvents- I refer particularly to those solvents having rapid volatilization as one of their .properties- A number of causes have contributed to arouse this interest- But if one factor were to be singled out as being the most significant, it would undoubtedly be the introduction and the adoption, in many processes, of nitrocellulose lacquers. Tin? accompanying economic necessity for the development of better, cheaper, and more universal solvents and diluents in the manufacture of these lacquers led naturally either to the introduction or to the widened application of these some volatile solvents for oilier purposes. In addition to their use in lacquers, enormous quantities of solvents are employed in the manufacture of artificial silk, in the production of artificial leather, in the dry-cleaning industry, and m many other branches of business where, though possibly not used in large quantities, they play an essential part in the process of manufacture. Unfortunate experiences involving explosions and disastrous fires first directed public attention to the necessity for careful handling of these products. Before methods for control of the fire hazard had been universally agreed upon, illness in some of the persons exposed to these compounds was being discovered. The far sightedness of the Chemical Section of the National Safety Council in sponsoring the study of the health hazards in the use of benzol was an early and an outstanding demonstration of the fact that iudustry is Interested In more than Us product and its property; and that the health of tle men and women who produce the output of a factory should receive the same careful consideration as does their safety. . Knowledge of the effects of volatile solvents on health may be acquired in two ways: by laboratory Investigation, involving controlled experiments on animals and or. man; and by the study of workers who Itave become ill while using these compounds. * In the past much of this work has not come to the notice of industry, as the reports Have, for the most part, appeared in medical journals And other scientific publications closely allied to medicine. A departure from this procedure lias ap peared, however, within the past few years. Many companies arc now appropriating funds for the study of the physiological effects of tlseir products, and in a number of instances have published the results of their investigations. This information may reach the industrialist through popular presentations in the newspapers or in uon-technical periodicals, or in the form of reprints from scientific journals dis tributed by the manufacturers of the compounds studied. The actual case reports of illness produced by exposure to volatile solvents, and of many oilier health-liazardotas compounds in common use in industry, continue to appear almost exclusively In medical journals. It is the compilation of some of these reports that I have been asked to present to you. C "' G CuS-dLo-*- - Lc*. i.-. ..... G*' v*-1-1' - 548 Twentieth Congress--National Safety Council Accounts of the effects of the newly developed end the more widely advertised solrents are undoubtedly the ones which have the greatest interest for the manu facturer. Thus far, practically no cases of ill health due to these substances have been reported in the literature. Whether this is due to the harmlessness of these compounds, or to the greater care exercised in their use, is not known. Whatever the cause, this apparent immunity should not lead to relaxed vigilance In discussing petroleum distillates in one of the 'German medical journals, Floret reported two unusual cases. One was tliat of a girl who suffered from epileptiform convulsions for a year after an acute poisoning from benzine fumes. The other case was that of a man who, while Ailing cans with benzine, lost consciousness. He developed high fever and became acutely ill. Later, sores appeared on his body and in his mouth and throat which. Floret believes, were caused by the excretion of the benzine through the skin and the mucous membranes. The man died five weeks after the accident- Another author, Stiefler, described the case of a man twenty-one years of age who fell unconscious after emptying a can of benzine. He was treated in a hospital and was disclmrged as recovered after ten days. Later he also developed convulsions which recurred every four or five months and were epileptic in character. It would seem that the great amount of publicity given to benzol and its physi ological effects should insure adequate protection in its use. However, cases of illness continue to be reported. Among those from Germany was that of a workman who entered an empty vessel which had contained benzol. The vessel had previously been washed out with water six time*. Nevertheless, the man lost consciousness shortly after entering it and all efforts to revive him foiled. As several plumbers had worked in the same vessel it was thought that benzol could not be the cause of death, but at autopsy considerable amounts of benzol were found m the brain and other organs, so this case must be regarded as one of unusual susceptibility. A report from Vienna gives details regarding a group of cases of benzene poisoning occurring in Central Europe. Fifty cases appeared among the women workers in a rubber-goods factory within a few weeks after beginning employment. Seven of tlicse cases resulted iu death. It would be of great interest to learn the exact composition of the compound used by these women. Unfortunately that was not published iu tlie report, benzene, evidently one of the ingredients, being re garded as tlw toxic agent. Carbon disulphide has been held responsible by certain French observers for a case of neuritis in which the muscles of the legs and the arms were affected. This man had been employed for five months iu the making of mustard plasters by spread ing on paper a mixture composed of rubber, benziue, and carbon disulphide. Injurious effects arising from the use of the chlor compounds continue to be reported. The German factory inspectors* report for 1927 carried accounts of several cases of poisoning from tricblorethylene, most of them being merely loss of consciousness with no lasting effects, although two important cases were included, one of very serious eye Injury and oe of death, A report from Paris describes two cases of poisoning from carbon tetrachloride. The first case was that of a man who, on showing slight symptoms, stopped work and recovered in a few days. The second case was of greater severity. This non bad been using carbon tetrachloride in a `small, poorly ventilated room in a cleaning establishment. At the end of his second day's work he became acutely ill, developing vomiting, headache, dizziness, abdominal pain, and a temperature slightly above 102 degrees F. He became unconscious and was removed to a hospital for treatment. His symptoms indicated involvement of the liver, spleen, and kidneys but he was discharged from the hospital after two months, very much improved in health. A physical examination one year later showed htm to be completely reeovered- Tbc recent controversy on the permissible uses of methanol apparently quieted down following the publication of the agreement between the manufacturers of methanol ami the United States Public Health Service, which agreement went into Chemical Section 549 effect July first of this year. While a targe number of deaths and some cases of blindness itave been reported as being caused.by the drinking of methanol, no recent fatalities have been reported from its industrial use. At the present time several investigations are being carried on in weU-knrm-ti laboratories for the purpose of increasing our knowledge as to tlie toxicity of this compound both by inhalation and by skin absorption. With additional data on these two points methanol should assume its proper place in industry. Certainly with what is known of its physi ological action at the present time, it should not be used as a solvent for general purposes. In the preparation of this paper assistance was solicited front a number of com panies manufacturing or using volatile solvents in large quantities. The questions asked referred exclusively to the kind of protection used by these companies for conserving the health of their workers. The replies brought out little that is new. The points emphasized were those which have many times been presented at meetings similar to this one: the handling of volatile- solvents in closed systems; the use of positive pressure helmets or hose masks, with an adequate supply oi fresh air, by persons cleaning tanks or repairing leaks in valves or pipe lines, (this type of work i*evrr to be done by one man alone) and, in the case of a tank, only after it has been thoroughly steamed or washed out; adequate ventilation of workrooms; alternation oi jobs for workers exposed to volatile solvents with jobs in which there is no such exposure; periodic physical examination of workmen; and substitution of nrmtoxie. or at least less toxic materials, for toxic compounds. As exhaust ventilation at the point of evaporation of a solvent is the procedure usually recommended, it was a surprise to learn that three large companies, when using benzol as a solvent, axe depending upon general room ventilation alone. Two of these companies specified that this ventilation was by means of blowers at the floor level of tle room. One company stores moat of the volatile materials which are kept wdhm the plant, in underground tanks, or. in the case of especially volatile materials, in re frigerators. The latter procedure seems to be an admirable method for conserving material and also for eliminating: a health and a fire hazard. . Another company, which has as a special hazard carbon disulphide, conducts its process almost entirely under water seats. In cases where escape of this vapor is inevitable it is ignited and burned to sulphur dioxide. Education of the worker* concerning the potential health hazards of the materials they are handling is most important. Such education gives them a definite reason as to why certain rules have been formulated and why they must be obeyed- One company emphasizes the importance of constant and close supervision by technically trained men. This is regarded as particularly necessary in the case of operators who use piping, pumps, etc. and are inclined to apply personal ideas which might prove dangerous. ,, At intervals during the past two years "The Robber Age" has published a senes of most interesting and instructive articles by Dr. P. A. Davis, Assistant Medical Director of the Goodyear Tire and Rubber Company, dealing with toxic substances in the rubber industry. Many of these ankles carry a section which should be of great help to the plant physician and the personnel department in the selection ami placement of workers. In discussing the subject of physical examinations Dr. Davis specifies in detail the kind oi person who should not be employed when such cm ployineut involves exposure to the particular substances under consideration. The volatile solvents on which these details are given arc carbon tetrachloride, carbon disulphide, amyl acetate and other amyl compounds, and acetone, In conclusion, I should like to make a plea for the reporting of cases of ill health caused, or suspected of being caused, by volatile solvents. I am sure that the files of the medical departments of many companies contain records that should have 550 Twentieth Congress--National Safety Council wide publicity in scientific journal*. A large company, with its corps of chemists, physicians, and safety engineers, can make any plant safe. These men are Tamiliar with t)ie hazardous substances with which, they are dealing, know how to recognize their toxic effects on the human being, and how to provide for the safe use of these compounds. But what of the physician m general practice who. for example, nov he treating a cobbler, ill because he has been using a cement containing hmzol? His knowledge of industrial processes and materials is limited. Without aid from iodustrv itself, he cannot be expected to keep accurately informed as to the physi ological action of the many volatile solvents which are being developed and utilized in rapid succession. But he does read his medical journals, which carry occasional items on tltc subject of these important industrial Itazards. The average physician has some knowledge of the effects of the more commonly used solvents. It U ill effects from the group of newer solvents therefore that should be brought to his attention by frequent and detailed reports. The sooner we 'have general knowledge of the toxic action of these substances, the better prepared we shall aU be to combat it. The American Public Health Association v% attempting to compile records oa just such cases. The committee having this work in charge depends largely on published records. It would welcome informal personal communications, carrying reports of cases, to embody m its report. With such cooperation from industry itself these reports would soon be built up mto a useful source of information for reference. For tlie more we know about the health hazards encountered in the handling of volatile solvents the better able we shall be to employ these compounds with safety, and thus retain for use valuable materials which would otherwise be outlawed. Chairman Roach: The floor is open for discussion. I would like to hear from Dr. Greenburg on that paper. Dr. Lkos'ari) Greenburg (United States Public Health Service, Washington, D. C.): I have nothing to add to Dr, Bracket's excellent presentation of the subject. 1 think this is a field which is continually enlarging, and Dr. Broker's review is certainly an excellent summary of the present status of the problem of some of the industrial poisons. Mr. Gtunaer made an interesting suggestion last night, namely, that some organiza tion should continue to compile the literature on each of these substances that come* out. and keep a running file of tl>e literature, particularly the toxic doses of these newer chemicals and solvents. He suggested that the National Safety Council dc tltat. f do not know of any mechanism by which the Council could, but I think it wa? an interesting suggestion and perhaps some of the members may know how. Charles Crickskieli* (DuPont Viscoloid Company, Arlington, New Jersey) : I would like to ask Dr. Bricker if, when carbon tetrachlorid comes in contact with fire, the fumes are more dangerous than when it is simply inhaled or there is contact with fumes from an open tank. Dr. Bricker: I think Dr. Hamilton, in her bock on Industrial Poisons in the United States, has gone into that. It is not so much the carbon tetrachlorid itself, which is dangerous when used on fire, but the products of its decomposition. She considers phosgene is the compound whjch is so dangerous under those circumstances. Dr. Howard G. Whiter (Assistant Chemist, U. S. Bureau of Mines. Pittsburgh) : The Bureau of Mine* is making tests of the use of carbon tetrachlorid on fires, and when it is used on fires, phosgene, chlorine and hydrochloric acid are the poison sub> `stance*. If you write in to the Bureau ol Mines, ti>ey will send you the information. Chairmak Roach: I wonder if we have any records of fatalities or injuries, at fire*, caused Ijy carbon tetrachlorid? . Pk. Mrrrr*: Tins reason for this investigation by the Bureau of Mines was the Fatality of two* navy men \v!k> were working in a compartment where a fire started au<l they were using carbon tctrachlorid and were killed. Then this investigation was made. C/icmtcdi Section 55i Me. Greenfield The investigation also covered the gases tltat came iu the New York City subway, when that cable came out. Somebody squirted a Pyrene extin* guislier on it and the Bureau of Mines found phosgene was one of the decomposition products at that time. Da. W\ J. McConxell (Metropolitan) : Just a few weeks ago there was reported a death of a janitor, who was using % wax comauiing tctrachlorid. Tile wax was rather hard, and be put it on the stove to melt the wax and the tetrachlorid was liberated and he died after ten minutes exposure. Da. AlbeRi S. Gray- (Director, Bureau of Occupational Diseases, Connecticut State Department of Health, Hartford): I was very much interested in Dr. Prickers discussion of carbon tetracblorid They are using it now in household cleaning machines, and I consider that extremely dangerous, because the literature sent out with tltese machines does not dwell sufficiently upon the toxicity of the material. I know of three cases rendered quite ill by the use of this material. They arc using it and sending it out for use in small hand cleaners, and they also Iwvc a very nice electrical cleaning device. In which the individual is furnished with about five gallons of this material, largely carbon tctrachlorid, and instructions for using and cleaning the carbon tetrachlorid after it becomes dirty. They furnish them with a canvas bag and Fuller's earth, with instructions to pour the material into the Canvas bag with the cleaner and pat the Fuller's earth in and pour it out into the original can two or three times, until it becomes dean. You see the possibilities of danger to the woman working with that material, using it in a poorly ventilated room. They do tell -you it should be used in a room preferably where there is. cross ventilation, with a door opening outside- They read those directions and they do not do it. I know of two cases where it was used In a basement and one case in which it was used in a kitchen, with very unfortunate results. We know the vapor is about five times as heavy as air. I think there are going to be some tragedies there. It is suggested that children and animals be not permitted on the floor during Us use, but wc are bound to have children crawling on the floor while this work is going on. I think if the companies selling that do not make morp definite statement* we are going to have unfortunate accidents. Dr. Bricker: I have asked the Pennsylvania Dry Cleaners' Association to keep i informed of any cases of poisoning from carbon tetrachloride that conic to their notice, but evidently none have appeared as yet. I shall be glad to learn of any occurring outside of the state. Chairman :Roach Would you care to say something about the absorbent prop erties of the fluid? . Dr. Bricker: I took that matter up some time ago,- and as far as tl>e literature would indicate there is no toxic effect from skin absorption, although you have tint skin irritation which you always have when a substance is used which removes the fat from the skin. Since carbon tetrachlorid is used to remove the fats from clothes or other substances, it may produce dermatitis. P. W. Gusiaer (Consulting Engineer, New York City) : In owe caws you men tioned where a man was overcome with acute poisoning in a tank, after it was supposedly cleaned and after other men had worked in there--I would like to explain about that. You take a ten thousand gallon tank car and supposedly clean it out; it does not take very much liquid solvent to get a concentration which will cause acute poisoning. Now there are certain gums that are slowly deposited on the inside of tank cars, that have carried solvents for a long time. They are on the inside of the car, and if you could steam the car out, some of them would come out, yet not the full amount. Suppose the car stands for a considerable time after It is steamed out, and then the men go in; there has been time then for the solvent to escape from the gum into the atmosphere of the car. On a ten thousand gallon car you get a concentration of two thousand parts of a inHUon, which might cause acute poisoning; it only takes one 552 Twentieth Congress---National Safety Council Cupful, and it is very conceivable Hat that amount of material might be distributed over the whole surface of the car, inside the car film, although it might be very very thin. I make this explanation in order to emphasize the fact that no one should ever go into a dosed tank for any purpose, without gas mask and attendant, even though it has been supposedly cleaned beforehand. Chairmav Roach: I think that point has been well emphasized and I hope it will Ik more strongly emphasized. In the last seven years we have had many tragedies in Xew York sufficient to warn us, in backing up the experiences by Mr. Gumaer, about some of these tanks supposedly clean and free from vapors. 1 would like to hear from Dr. Winslow. Da. C-E. A. Winslow (Professor of Public Health, Yale Medical School, New Haven, Connecticut); I was very much interested about the publication of our current comments on industrial solvents. Dr. Sappington and I have discussed it a great deal; certainly if the Industrial Health Division did that work of publication of oar current comments on industrial solvents, there would be such a protest from manufacturers of some of the products as to reasonable standards, and such a protest and such fear on the part of industry that these figures would be quoted on com pensation cases, that the Industrial Health Division would probably be wiped out. We have to recognize quite frankly that there are certain things the National Safety Council can do quite well No other organization has the ability to get the things into the actual daily works of the industry; on the oilier hand there are certain things wc can not do in our organization, and I think that is one of them. When there is a tremendously big issue like benzol, we have to face it and take our medicine; but if we were to start out and give a general list of solvents and their dangerous concentrations, I can assure you the reaction would overbalance the benefit. There are Other organizations that can do that. The American Public Health Association can do that kmd of thing. They are not responsible to industry; they can do it and we can use it, but I am afraid it would be a very dangerous thing for tw to do the thing we ought to do, unless it was big enough to make you believe you had to stand for it and have a big fight I was very much interested in another point, particularly the small plant. I listened the other day in the Governmental Officials' Section to an illuminating ad dress hy Colonel Rcninger. He faced well the fact that where we are following an entirely practical ideal, if we expect to solve the small plant problem it most be through the small plant. He said the only way to solve it was through action by governmental official* and insurance companies. He suggested, I think very wisely. tlat it would be very well if our officials in accident prevention--I would say the same with those concerned with industrial disease--should devote a very much larger part of their attention to the small ptant. The big plants can take care of themselves, as he put it, in the accident field. What is the use of an inspector visiting at regular intervals a big plart.that lias not had a lost time accident in three years, and ignoring three or four smaller plants in the neighborhood that are having them rather constantly? I think the most useful thing to do would be to persuade the governmental horfic* 1o devote a much larger share of their attention to the small plant tlian they do. ^ Da. C. O. SAPriKcrox (Director Industrial Health Division, National Safety Council, Chicago) : May I make a few remarks supplemental to what Dr- "Winslow skid? Tiie basis upon which information is given out by the Council, particularly in regard to industrial poisoning, is largely through correspondence. We write probably 3.000 technical letters during a year, endeavoring to answer some of these questions. It seems to me "significant that 60 per cent of those inquiries arc on chemical health hazards. As you arc a chemical section, you certainly must be interested in that trend. In other words, there ar about 1,800 Inquiries on chemical health hazards that wc receive. Chemical Section 553 Now', m addition to that, you might also be interested to know that approximately 90 per cent of these inquiries do not come from physicians or nurses. They come from safety engineers or safety supervisors, which of coarse is what you would expect in an organization built up primarily of safety people. We have been recently asked for the safety precautions necessary in storing fifteen one-tun drums of chlorine in a large city. Ixa V. Krrxrx (Pennsylvania Salt Company, Philadelphia We *tore probably a'dozen times that much at the plant, keeping it in a coni pUte where there i> venti lation. Dm. SAPnxGTOK: It would be all right in a large cm : Mb. Kepnce: Yes. I do not know of any place where they <xijUI h*\c re-trx-tuma. That is only one tank car or two. Mr. GumAt*: la reference to Dr. Winslow's remark* regarding tiwtpdinfr in formation on toxicity. 1 think it would be a great benefit to indnutry. *ate depart ments ot health and labor, and also engineers, to have th> i#*ewat**s available Before 1 can do any work on ventilation. I have to know Hw toxic a material *>. how many particles of material a workman can breathe withiAst nvfcusKrrmtr hi*> health. A firm endeavoring to use a new solvent warns u> know b<*w *afe rt * to u*r The ideal thing would be to carry* on research and determine the toxicity of all these materials; but that is obviously impracticable and would rvuusre a h**. km# time for that work. However, there is information on many material*, and n a great many materials there is no information at all. Some of the mfivmati*m i* in obscure foreign journal* that the average person would not have access to. My thought that I discussed previously with Dr. Greenburg was that we <*uld compile the information that IS available--not publish it, but possibly have it on file for Dr. Sappington to give to any one asking for information on toxicity. It would he a great saving for everybody m that work, if he would give the references, establish a good biography on the subject. The American Chemical Society. Paint and Varnish Section, is preparing a mono graph on lacquer raw materials, and they are giving the protierties cm the very many* solvents mid materials used in lacquer. It seems as if industry' would benefit from such knowledge. Dr. WiNsunr: That is a practical suggestion, and I think Dr. Sappington will confirm me when I say he is quite ready to do that. One of his principal values to the Council members is Ms readiness to give any such information in correspondence. Dr. :Sapmncton* I think, if I may be allowed to say another word, there is a distinction which Dr. Winslow has made between documentary evidence, which is broadcast over the entire country, and the other method which wc use through cor respondence when wc discuss specific problems; there is a distinct difference between the interpretation of information given in those two types of media. Now there is much more chance for misinterpretation in printed documentary evidence of the kind that we put out in our pamphlets, than there is when a member writes in tor in formation on a specific problem, and gives you exactly the problem he would like to know about. I think that should be emphasized, and probably that is exactly what Is tn Dr, Winslow's mind. Dr. J. P. Tkakk (United States Public Health Service) : This Is all very inter esting, and I think very profitable. In regard to carbon tetrachlorid, to make the record complete, probably several of you know of instances that were cited, in Kansas City, with affidavits, and so on, with fatal results, supposedly, from the use of one of these cleaning machines, using carbon tetrachlorid. From what I saw of the data, it did not look conclusive that that was die cause of death or probably some toxic effect Chairman Roach: Mr. Timm, do you care to join in the discussion? E. A. Tram (Standard Oil Company of New Jersey. Bayonne. New Jersey) : I just wanted to state we had an electrician who was cleaning a motor with carbon -tetrachlorid, spraying it in there, and the man was using a gas mask at the time; 554 Twentieth Congress--National Safety Council but he took oft the gaa mask and he was slightly overcome. Of course we took him to the first aid and gave him the necessary treatment and he came around all right. I wonder, m spraying that carbon tetcachlorid, if phosgene is generated there without the application of heat? M*. Gumaek: If your commutator Is sparking very badly you have intense heat at the sparking point. Mu. Timm: The motor was shut down. Chairman Roach I was very much interested in that part of Hr. Bticker's paper that dealt with the possibility of toxic poisoning from benzine, that is the petroleum distillate. 1 wonder if we have any American eases on that. We certainly make enough of it to have had some experience with it. Da. Leake: I know of one fatal case of gasoline poisoning. K- R. Yanoelu (Standard Oil Company of New Jersey, Elizabethtown, New Jer sey) : The last speaker commented that he knew 6i an occasion of death doc to gasoline vapor. Just what manner or nature was that? Dr. Leake: Of course it is not the same thing as petroleum benzine, but quite similar. This was a boy cleaning a car off with gasoline, spraying it all over the car in a tightly dosed small garage. We know that it is toxic and that apparently was the only possible cause of death, at the autopsy. We kitovr of a lot of cases, particularly in our southern refineries, where tramps go in a long string of tank cars in a train, a rain comes up. they find an empty one and go in and the tramp is always found dead when the tank car reaches the refinery. Chairman Roach: Gentlemen, the floor is still open for discussion. I doubt whether the subject has been exhausted. 1 was very much interested in what Dr. Winslow said about frequent plant inspection of small plants. I tliink that practice is carried out in most states, to give very much more attention to small plants than to very large ones where they have such engineering services that the police inspec tion made by the departments of labor is not very helpful. After all. you must remember that our authority is based upon police power. When we go in, we do not go in by asking permission of anybody. The state commands a certain thing be done, and while we try to `'soft pedal" that particular aspect of plant inspection we would rather go in there, if we have the ability, to give consulting advice on matters. Primarily the authority of a state inspector is a police authority, and we do very much better with that kind of service in medium and large sized plants than probably we do in plants only emx>loying a few people. It is much more difficult to convince a man employing ten or fifteen people, that the plant requires a great deal of safety attention, than h is to convince a very large plant employing a large number of people that the safety program is an important part of their operating program. It is possible to go into the small plants and see that plant premises are reasonably safe, structures, buildings, equipment arc safe guarded, and if those were the major causes of accident, there would not he any problem about it at all, because we would not ask the help of anybody to make plant premises safe so far as buildings and equipment arc concerned. However, if you look over your records you will find that unguarded machinery nr dangerous structures are not the major causes of accidents in industry, but that the unseen things that are not altogether visible at the moment when an inspector is there, are die ones that we have to guard against, and that is where this safety eaucatkmal feature comes in. If we* were to inspect small plants once a month (which NO state does, mi state. I am sure of that, they would not have an inspec tion force large enough, and I do not believe they ought to have it large enough to do that) I doubt even then if it would make the plant very much safer, unless we can sell the thought to the man that operates the plant, tint is on the premises all the time, so that he becomes safety conscious. Down in onr state we are trying to tic* that through annual state-wide inter-plant safety contests, that will permit an employer having ten or more people to enter the contest. 1 have in mind an accident in a tank that cost three lives in a small plant. No Chemical Section 555 kind of factory inspection could prevent that type of accident. One man entered the tank that was sour, was overcome, and another entered, and He was overcome; a third went in, the superintendent of the plant was the third man. and he was over come by the vapors, and then a fourth man went In and brought out the other three. The three of them died. The superintendent of that plant certainly was not safety conscious, because our rules are printed, published and posted, that NO person shall enter a tank without a life line, and a fellow workman on the outside at the end of that line. But these rules were disobeyed, and probably had never been followed out, for the reason that in that small plant the non who was responsible for the operation of the plant was not safety conscious. We can do a little to sell safety in a plant. The insurance carrier can do a great deal, and most of them do a great deal, in selling safety in the small plants; but I am not a bit sure that we are going to solve the problem of the small plant until we can educate the man employing ten or twelve people, that he has Just as grave responsibility resting upon him for the safety of those men. as has the man who employs five hundred or a thousand people. Mr. Gumaez : I spent about five years in studying a particular industrial poison ing and giving free service to plants where that particular chemical Is used, in en deavoring to get them to use proper precautionary measures, and it is my opinion 'that m industrial poisoning, die problem of the small plant is even greater than in the case of accidents in the large plant. I infer that die only solution to that, as Or. Winslow mentioned, is better state supervision. Now the larger plant is being penalized by the poisoning of the small plant. The small plant docs not take the interest that the larger plant does. In most cases I have never encrxsstered any difficulty at all in getting the larger plant to make changes in their rcntOatkct for precautionary measures. They are willing and anxi ous to do k- It is very seldom that the small plant follows recommendations will ingly. 1 have even bad to get the firm I represented tn state that they would refuse to sell theta the materia] if they did not make changes. That shows you the im partial attitude or the attitude of large producers to protect the health of individuals even at the of their own sales. In Mr. Roach's state abort a year and a half ago. I happened into a plant, and a man was using the solvent in cleaning off tires, just before they were wrapped. He was down in the basement, in a corner of the room, where there was absolutely no ventilation. The man looted anemic. I warned them at that time, that it was a very dangeroczs condition, and that they should put in exhaust ventilation. They had been in financial difficulties and did not do it. A month from that time the man was dead. ' The problem is the small plant. 1 think there is room for improvement in the state inspection. The inspection of these solvent toxic materials is left to routine factory inspectors. Very few of them) know about proper use of these solvents and the ventilation. Jf each state would have at least one man especially trained in this particular line, and they had gradually acquired--like Dr. Gray has in Connecticut-- a list of all the plants in the state that are using chemicals, and this particular man made inspection of that plant, and of the amount of the air necessary, it would go a long way toward solving the problem. A. V. BettQursT (Youngstown Sheet & Tube Company, East Chicago, Indiana): I am interested in a steel plant hut we also are associated in chemicals in a w*y- Jt strikes me that nothing was said about the use of self-contained apparatus m the rescue of men who had been overcome from poisonous fumes of some kind, ammonia gases or fumes from oils, and the like. I would like to hear an expression from some of the members as to what they do in the training of men as to the use of self-contained apparatus for rescue work. Chairman Roach; Is there anybody here that can answer the question? Mr. Yandell: I might answer that Wc are in the petroleum manufacturing industry' and wc realize it h hazardous. You are more or less constantly in contact 556 Txventieth Congress--National Safety Council with gases. Not as an answer, but as a preventive, I might recommend the very Close scrutiny of the possible dangers and want the men against entering into gaseous areas without the necessary equipment. We also try to emphasize that to employees particularly in our process operations, by giving them at least once a year instruc tion in the pressure prone method. You can always get a capable instructor. We emphasize the pressure prone method of resuscitation. We usually catch the men after their shifts and reimburse them for coming there so there is a considerable number of the men entering into that training, and after they have that it makes them more couscious of that danger. .In case of necessity, although there are plenty of them 1 have seen get out of there, I would hate to have my life depend on their ability, but it does make them safety conscious and in a number of cases it is advantageous. M*. Besquist: We may have a break in the line in the ammonia building; the men in there possibly may be overcome. How do you get them out? M*. Timm: As far as the self-contained apparatus Is concerned we find we can add the fresh air hose line to the gas mask; that is, if the man is overcome. If the nan is overcome in the first place, we can get to him with a twenty-five or fifty foot length of fresh air hose. We have not discovered airy case yet where we have to use a self-contained breathing apparatus, either a Gibbs or McKay. We use the ammonia canister type of gas mask, with a fifteen hundred or two tiwusand c. c. canister to k. . Ma. Besqcist: I think any plant, of any size, ought to have a man drilled in McKay or Gibbs apparatus. We recently had a Bureau of Mines man. Mr. Greaef of Vincennes. Indian*, come up and train some of out men. It seemed we eouM do with green own; in the use of McKay apparatus, yon can train them in a short period of time. We trained them in a month. They can go through the process, take the machine apart; we held competitive drifts With those men after one month training, three teams; we put them through a smoke room for three minutes, chang ing the apparatus, sterilizing, shutting oft the bottle, sterilizing, putting on the goggles, made a complete change of four men in twelve minutes. Ma. Timm; If you have use of that type of self rescue, it is a fine thing to train a man. We did back in 1920 train a man in the use of the McKay machine. We found it was a two hour machine at that time; a man trying to get into die car would have an awful job on his hands. Ma. Bcagvisr: In a tank car it is impossible to do that. We also use a power blower. We have a little different situation than you prob ably do in-a chemical plant, because with the gases and carbon monoxide being pre sent yon may have them spread around. With the power blower, if you do not set them down in an atmosphere that is absolutely pure, you are liable to blow gases or draw gases into the blower and blow them to the men. Da. Euwaan G. Mciraa (United States Bureau bf Mines. Pittsburgh. Pennsyl vania) ; There is a representative here with the Bureau of Mines, with * gas mask exhibit. I invite you people to write in and tell your experiences and ask what suggestions we can give to solve your difficulties. There are a great many of these difficulties we never hear about and nafurally we cln not improve the equipment Paa.vK Scott (Hamlin and Company, New York): I am representing the Con solidated Gas Company in New York. In connection with this question regarding rescue work, they have cars equipped for emergency service. They have on them the two hour apparatus and also the half hour oxygen breathing equipment; we re cent]}- have installed one hour apparatus on obr larger holdings. I do not think it is generally known that they have the one liout- oxygen breathing apparatus. The ` ADJOURNMENT TWENTIETH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Construction Section Oficrn 1930-31 General Chairman--Gcmkz WtKA. Brothers Construction Co., Lincoln, Nebr, yice-Chairmam--W. G. Wheels*. Bolding Trades Employers' Association, New York City. Secretary--Chamlss H. Black, Stone and Webster Engineering, Corporation. Boston, Mass. Chairman Poster Committee--Ronr McKiNtxv, General Accident Fire and Life Assurance Corp_ Ltd, Detroit. Mich. Chairman Program Committee--W. F. Tvsemng. W. F. Tubesmg Co., Milwaukee. Wis. Chairmen Membership Committee--JoPerH S- Ruble. H. K. Ferguson Co.. Cleve land, Ohio. . Chairmau Publicity Committee--F. A_ Davidson, Chesebro, Whitman Co. Inc.. Long Island City, N. Y. News-Letter Editor and Chairman Statistics Committee--John Russell, J*l. United Engineers and Constructors Inc., Newark, N J. * Chairman Engineering Committee--). W. Follik, Philadelphia Federation of the Construction Industry, Philadelphia, Pa. Executive Committee--The Omccas and W. F. Austin, W. E. Wood Company, Detroit, Mich. \Y. R. RrcHAEDS. The Associated General Contractors of America, Inc., Wash ington, D. C. J. \\\ Cowpejl The John W. Cowper Co. Inc, Buffalo, N. Y- Tuesday Morning Session October 13. 1931 GEORGE WIDUA, Chairman Woods Brothers Construction Company, Lincoln, Neb. The first session of the Construction Section convened with General Chairman George Widua presiding. Chairman Widua : It is a great pleasure to see this large assembly and I hid you welcome. I want to say that I think the chairman of our Program Committee, Mr. Tubesing, has arranged a fine program, one of the finest that I can remember in the Section, and I think we will atl learn considerable from the speakers who are to deliver the papers. . 557 558 Twentieth Congress--National Safety Council I am sorry to announce that our secretary, Mr. Claries Black, is unable to attend the Congress this year, but he is sending in his report which will be read later. We will call on our good friend, John Russell, for his report. He has done a very line work for the Section the past few years. What We Learn From Reporters By JOHN RUSSELL, JR. Chairman, Statistic* Committee Insurance rates for any industry are based on the actual accident experience of that industry* Individual companies obtain better than manual rates by improving their accident experience. Just as lower rates may be secured under mass buying, so favorable mass statistics exert a force toward lower insurance rates. Your statistical committee bends every effort to encourage construction companies to report annually to the National Safety Council, using standard methods which are satisfactory to all insurance carriers and to the majority of industries. We are indebted to the 392 reporting firms who node possible the comprehensive survey of accident experience for the year 1930 upon which I wish to comment briedy. . Construction Industry Statistics Briefed from Injury Records of Individual Establishments, 1930, Arranged Accenting to Frequency Xo. of Firms Report ing 392 Average Deaths & Per- Lost Employ- Man Hrs. manent Time ee*. Add 000 Disab. Injur. Days Lost ENT1RE INDUSTRY 42,797 93,783 39 4,836 514,500 Fre- qoenev ' 51.57 Sever ity 5.49 . J7 HEATING & PIPING CONTRACTORS 1.522 '3,149 0 41 504 13.02 .16 PAINTING & DECORATING CONTRACTORS 641 1,305 0 18 3,633 13.79 325 1,147 MARBLE CONTRACTORS 2.344 2 39 13,124 16.64 5.60 CARPENTER CONTRACTORS 14 315 652 0 15 174 23.01 TILE CONTRACTORS 8 219 466 0 11 . 260 23-61 .56 WINDOW GLASS CONTRACTORS II 131 268 0 7 155 26.12 .58 ROOFING & SHEET METAL CONTRACTORS 19 538 1,069 1 48 6,865 44.90 6.42 BUILDING TRADES NOT OTHERWISE CLASSIFIED 58 4,703 10.099 20 473 52.625 46.84 5.21 PLASTER CONTRACTORS 17 526 1,060 1 52 6.722 49.06 6-34 GENERAL BUILDING CONTRACTORS 99 19.399 41,534 20 2.228 46.858 53.64 4.84 ERECTION DEPARTMENTS OF ALLIED BUILDING METAL IXD 30 4 1,560 3.446 1 191 14459 55.43 4.17 CONSTRUCTION WORK OTHER THAN BUILDINGS 32 10.295 24,763 26 1,436 200.292 57.99 809 Coitffrurffou Scfum 559 PLUMBING & PIPING CONTRACTORS 21 1,144 2.405 0 146 3.058 00.71 3.27 COMPOSITION ROOFERS 9 259 469 0 44 775 93.82 1.6? CEMENT WORK CONTRACTORS 9 393 754 2 87 13.090 115.38 17.36 TabU I. Increase in the number of firms reporting accident figures to the Construc tion Section of the National Safety Council during the last five vears. 1926 1927 1928 1929 1930 51 65 250 397 392 Table IL Trend of severity and frequency rates in the construction industry during the last five years. 1926 1927 1928 19>9 1930 Frequency rate ..................... 57,70 65.07 59.37 $0.41 51.57 Severity rate ......................... 5.44 7.13 5.79 4.62 5 49 Table HI. Accident frequencies of construction, mining and quarrymu during the last live vears. 1926 1927 1928 1929 1930 Construction......................... -.57,70 65 07 59 37 50.41 51.57 Mining........................ . .............82.91 87.60 67.78 74.43 49.34 Quarrying ................................... 57.01 53.72 39.57 2671 23.46 Table IV. Accident severities of construction, mining and quarrying during the last five year#. 1926 1927 .1928 1929 1930 Construction ............................. 5.44 7 13 5.79 4.62 5.49 Mining ......................................... 8 65 11 27 10.67 9-99 8 94 Quarrying ................................... 7.04 5.21 4.76 6.11 3.30' The first table shows the increasing interest in reporting annual experience. That this growth should continue is of importance since we know {here are still several contractors who operate with lower frequency rate# than that shown in this year's report. If they would report 1 feel sure the frequency rare for tlie entire industry would be lower than 51.57. The second table needs a word of explanation as it is considered. 1st---It not weighted to compensate for the varying number of firm# reporting from year to year. 2nd--It is not weighted for the varying number of man hours worked from year to year. 3rd--It is the result that would ordinarily be graphed by a layman and docs show a rapidly dropping frequency and a severity which lias amounted to a point higher thaa in 1926. While the drop in the frequency rate of our construction organizations rs only 560 Twentieth Congress--National Safety Council Charting Tables 1 and 2 about one-lalf of tlte decrease for identical establishments, in all industries during this period, there has been a marked decline in severity over a five-year period. This improvement 5s due to reductions of 18 percent for fatalities and S percent in the frequency of permanent partial disabilities in a two year period. t Through individual efforts, together with the organized accident prevention activi ties of our trade associations and the work of this scctkni of the Council, many construction organizations are showing marked improvement in their accident ex perience from year to year. But as an industry we have the doubtful honor of heading the injury rate list of 28 major industries. This rate is the highest shown in the "Industrial Accident Statistics*', a Council publication. In this publication, lost-time injuries at the rate of 51.57 are charted for each million man-hours worked and there were 5.49 days of lost time per thousand hours worked. This indicates that insurance rates for construction coverage will be con siderably higher than those for the cement industry, for instance, that has a fre quency of 650 and a severity of 2.43. Construction work lias much in common with quarrying and mining, or at least much more in common than with laundering or petroleum. For several vears quarrying, mining ami construction were bracketed as a triumvirate--the three most hazardous industries But what has happened? Remembering that construction must be done with due regard to factors of safety, both of buikhng materials and considerations of tlic human beings who accomplish the building, we turn to Table 3. Here we have charted the frequency curves of the throe industries, mining, quarrying and construction. - ' Mining and quarrying are making very decided progress. Quarrying has left us in disgust and gone to the green light district. Construction and mining continue to walkm* in the <lager zone, but it is my firm conviction that unless the construction industry gets going in an organized way. we are liable to have the hottest finger of public derision pointed at us. with the attendant rush to attempted improvement by force rather than hv natural healthy growth of .safety consciousness. Gentlemen, the situation.is serious. Table 4. showing severity figure*, is not more encouraging if we compare our selves with quarrying. There is one factor that must be taken into consideration in tlic study of Tables Charting Tables 3 and 4 3 and 4. The figures are not entirely comparable from year to year because of the variation in reporting companies and bouts. Consistently repos ting companies give a much better and fairer picture than the intermittent type. Of particular interest are the trends of 146 construction companies Out have re ported consistently for a three year period as compared with those of the mining industry who have consistently reported for the same period. The construction group shows annual reductions in both frequency and severity of lost time injuries since 192&. The total decrease for each rate amounts to 14 percent. Suppose we try to visualize the accident experience in different phases of the construction industry. Table 6 lists them from the lowest frequency to the highest and in sequence. It clearly indicates that some of the trades are more hazardous than others, which prompts me to ask whether our problem of reduction lies with a concentrated drive on the cement work contractors or greater effort all along the line. I incline toward a belief in the merits of the latter course, and the first step--the must obvious step--is o system whereby wc can follow the safe worker from place so place and make use of him whenever he applies for a job. This is being done now oo a small scale with mutually beneficial results. Certain companies certify their safe foremen by different means. When it comes to pass that such a foreman needs to make another connection lie carries hts credentials with him. Construction work .is dependant upon roving labor. The reason for high frequency rates is explained in great measure by this fact. If we must use roving labor we can at least*gradc the supply so that we have certain knowledge of the assets that an employee will bring to our jobs. Hazards in the construction industry are not limited to the construction of build ings as shown by the frequency rate of 57.99 and the severity rate of 8.03 for other types of work than building. Unfortunately, we do not have sufficient figures for different kinds of jobs, like dam construction, for example, to even approximate the average experience of companies engaged in doing such work. In this connection, I urge all companies that are engaged in doing many types of work to make a separate report for each when sending their annual experience to headquarters, if possible to do so. This procedure would add much to our knowledge of the hazards and the results that are achieved on different classes of work. 562 Twentieth Congress--National Safety Council V--i. Identical -- CcO e^-- WWW i.l ll* Kf" * ^waanuaMor CCtoSTftfCTIOM 6 P &&SSSS5. 5s ^-tz . t'. It* t lAl"g_iu*lla>~mnwiJ|IfiW MA 1W Ul (OMsnwnoN and minins h ^`anuBiSEINr I| iw-gS^rakl, *M IM >.* M tM* W.W fcW . 2 '^"r--irvsl 2 t'/jarf/w^ TdWry 5 j/d 6 Jn Table 6 two groups have been underlined. In each there were an insufficient number of firms encaged in the construction of any one class of work to make separate classifications of practical value. It would be of interest and value to us to know, for example, the safety records made by firms engaged in the erection of electric transmission and distribution systems, bridge and dam foundations involving caisson work, pipe line construction, highway construction, bridge erection, and similar jobs, because average records of companies in such types of work are standards which we can expect our gangs to attain. Two companies, for example, engaged in tlie construction of electric trans mission lines had frequency rates of about 20 and 80 respectively. Although ton- ditions under which their work was done may have varied widely, it would lie worth while to each to know the best records obtained in such work for the year and to know the experience of other companies similarly engaged. Several of our larger members have adopted a plan for reporting their experience in different classes of work and your sectional officers urge others to do so wlien reporting their 1931 records. Reports are sometimes written to gloss over undcrsirable facts. We have not compiled this in any such vein. Consider these facts l In every classification sltown, (Table 6) many individual firms operated with a frequency below forty; he.-- Trenquemy te/aw Total No. 40 % Reporters Erection Departments of Allied Building Metal Industries.. IS 00 30 Carpenter Contractors ........... 11 78 14 Cement Work Contractors................. 3 33 9 Composition Roofers Contractors ........................................... 5 56 9 General Contractors .................... Heating and Piping Contractors ................ 45 49 99 16 94 17 Marble Workers Contractors ........................... Painting and Decorating Contractors . .................. Plaster Contractors ...................................... 20 83 2s 23 96 24 10 SO 17 Plumbing and Piping Contractors ................................... 11 Roofing and Sheet Metal Contractors ................................ .. 12 50 21 63 19 Tile Contractors ......... 5 62 8 Const ruction Section 5oJ Window Glass Work Contractors .........................................- 9 Building Trades Not Otherwise Classified ......................... -II Construction Work Other titan Buildings.............................. 12 81 70 37 11 58 32 Front an address made by Mr. W. R. Richards, safety director of the A. G. C in Newark, N. J.f we draw the following figures: "Twenty-one competitors in the 1930 Accident Prevention Contest of the Asso ciated General Contractors had no lost time accidents during the entire year.... Among them were-- Firm James . Ca&hman ........... Kaiser Paving Co................ Armstrong & Latta........... Oakwood Construction Co. Johnson Pepper Const. Co. Boehm Bros.......................... Frank N Cooper Co.......... \V. W. DeLange Co........... Letutane Co. ...................... J. F. Russel! Co.................. Struck Const. Co................. T. J. Pardy Constr. Co...... F. j. Romer Constr. Co...... J. C. Nelson & Son -------August Cederstrand Co. .. L. W. Batimeister & Sons' Meilert Constr. Co.__ .. .. Earl E. Garber & Co. ....... Webb-Clarke Company ...... Wortham Constr. Co . ___ Frank H. Davis Co.......... Lost Time Accidents ........... 0 ........... 0 ........... 0 ........... 0 ........... 0 ........... 0 ........... 0 ........... 0 ............ 0 ........... 0 ........... 0 ............ 0 ............ t> ........... 0 ........... 0 ........... I) ___ ... 0 ........... 0 ........... 0 ........... 0 ........... 0 Hours 211.926 118,651 89.085 75,788 41,476 149.858 21,584 26.974 40,695 77.339 33.433 272,972 96.602 15,965 15.680 52.609 26,692 41,292 16,780 15.440 17.814 Total hours without a lost time accident .458.655 : committee on Accident Prevention, Building Trades Employers Association of the City of New York, we find in Table C the following Trade Group Honrs Frequencv Severity Allied Building Metal Ind............ ................ .. 3.0S9.961 38 56 2.00 Carpenters Contractois Asso.......................... .. 887.470 41.69 1.28 Cut Stone Contractors Asso. ........................ .. 1.076.080 General Contractors ....................................... ... 12.083,555 1858 42.53 .22 3.62 Glass Association Stained and leaded .................................. ... Glass Dealers Asso. 86.720 00.00 0.00 Window and Plate .................................... ... 181.310 3850 .85 Heating and Piping Contractors .................... 3.171,939 12.92 .15 Marble Industry .................... ....................... .. 2,342.802 1664 5.60 Painters and Decorators ................................ 1.324.991 14.33 1.26 and others amounting in all to 310 firms working 39,456.552 man hours with a frequency of 42.50 and a severity rate of 3.82. What can he done by a consistent persevering accident prevention program is dearly shown In the ten year chart of a Boston contracting organization. In 1921 Stone Ik Webster Eng. Carp, started their program with an 85 frequency. 564 Twentieth Congress--National Safety Council The chart shows marvelously sound advancement to a frequency of 27 for the year 1930. The year 1931 has been brought up to September. This is one of the finest examples of accident prevention progress 1 have ever seen. Gentlemen, if we strive sincerely enough, we can operate as an industry with a frequency below 40 for 1932. You are members of this Construction Section. E\ cry one of your officers is ready to go to almost any length to give assistance, if he is permitted to do so. Too many millions of dollars have already gone to waste. This is bad from economic, mental, and moral points of view. It is time for the industry to awaken and to energetically conduct a campaign that shall place us in a position in accident prevention work, comparable to that held by the construction industry in other respects throughout the nation. It means profits, fewer delays, better public relations, better industrial relations and will attract higher grade workers who in turn will make still greater profits possible. Consti uctkm need not be the ignoble waster of money and lives that it has been! Ch airman Wuhja: Thank you, Mr. Kusscll. Would anyone like to ask any ques tions? ' C. W. Wacnek (Safety Engineer, United States Fidelity and Guaranty Company, Chicago); I wonder if Mr. Russell has any data on nail punctures in major construction jobs, such as reinforced concrete where the forms are being used, and if so, what is the percentage. Ma. Russel : In the reports going to the National Safety Council each year such a classification has not been set up because not enough people have sent in reports of that nature, but it is possible to obtain if if we Invite the construe* tion companies to report their figures on such accidents at the end of the year. Chaixsian' Wioua: I think this b a good suggestion. VVc will now call on Mr. Hendra to deliver his paper. The Insurance Organization's Attitude Toward Accident Prevention in Industry By T. J. HENDRA Manager. Detroit Branch Office, Central West Casualty Company, Detroit, Mkfcigaa This is a subject which suggest* a question, the answer to which comes readily to my mind as a casualty insurance representative; and the answer as I have it is alx>m as follows: The insurance organization's attitude toward accident prevention must be favor able. as it has been very definitely proven that the experience on any given tine of industrial operation may be controlled by application of accident prevention means. Those of you who have had experience with the rates paid by your firms for Workmen's Compensation and Public Liability insurance have your own answer when you make comparisons of the rates charged on some two periods, one with successful accident prevention, and the other without accident prevention; and the reduction in rates for tlie period of successful accident prevention will indicate in a most material way the insurance organization's attitude toward accident preven tion. This being true, it is. I believe, very definitely shown that the insurance organiza tion's success in .the handling of insurance covering operations which are susceptible Co accident prevention treatment depends very largely upon its ability to promote and maintain interest on the part of its clients in accident prevention. Many rules and regulations have been adopted for use in manufacturing plants, these consisting Construction Section 565 of certain types of guards built according to specifications; and in your construction industry you of course have somewhat of a mobile operation and guards used arc usually for the guarding of a temporary hazard which, within a short time, will be entirely removed by the progress of the job, and as the hazard is eliminated by per manent construction, the guard becomes scrap, unless (as is the exceptional case) other more recently developed conditions might make possible the use of this par* tkular guard at other poiots as the work progresses. These guards can be made just as effective in the prevention of accidents as the most highly developed permanent type of machine guard, and this is accomplished through means of safety education which is that means by which we are quick to note a dangerous condition, and are alert to the extent that a remedy in the form of a practical guard lor the elimina tion of the hazard will immediately come to our mind. 1 mention safety education as the most effective means of accomplishing the ob jective of accident prevention, and this scheme of education must be carried to those who design and plan the work, tlxwe who contract for its completion, those who superintend its many operations, and m addition to this, all journeymen and their helpers; and it may be truthfully said that accident prevention will not be accom plished in any appreciable degree unless safety education is effectively implanted .in the minds of all persons having any part in the operations, even tlwngh their part in it may be but a minor one in the undertaking. This thought seems most reasonable, as man's most natural and sacred duties are his own self-preservation and the welfare of his fdiowman. Safety education is at times very difficult to get started, but it has been very definitely shown that it can be accomplished, and where it has been effectively carried on the favorable results obtained amply pay those responsible for its development in the knowledge that the result of their effort is the fulfillment of a duty in the interest of humanity. Many of us recall construction operations in connection with which the injuries to workmen and members of the public were appalling, and we get a great deal of satisfaction from comparison of these operations with similar ones which were com pleted with a surprisingly small number of accidents. While some may he unreason able enough to claim that this improvement was the result of just luck, 1 would say that it would be safe to assume that somewhere in the organization carrying on the latter job was an influence which made itself evident in accident prevention by means of safety education; this may not have been as much in evidence art are our present day methods, but nevertheless the objective of the ones exerting this influence for good was accompHslied. Many of you remember the old accepted remark of not so many years ago--a fata! accident for each story as the construction of a new building progressed. While this ratio held true on many projects of construction, it is good to note that it did not bold true oo all; and 1 would say that those persons who were responsible for the defeat of this more Or less accepted thought have had their reward in the saiisiac* tsoa which comes to those who have done something worth-while. We must give a great deal of credit for the improvement in accident history to the various legis lative bodies which have enacted laws creating departments of Labor and Industry sad F*Bc Safety bodies, some states and cities having drafted very specific safety raprcmciitf. and we must give modi merited credit to the various contractors' and wrficturers* organizations for their effective safety development; and I believe that tbe attitude of the insurance organization toward accident prevention has been very definitely shown by their whole-hearted cooperation in the promotion of safety ataetficin. 1 believe that their attitude may be summed up in the words of a departed authority on safety and welfare whose memory we, of the insurance pro fession. will always respect. He stated that an accident compensated is an apology. km car prevented is a benefaction; and the attitude of at least a majority of the wwurMxv companies indicates clearly their belief in this thought. Twentieth Congress--National Safety Council Chairman \Viua: On Ixrhalf of the Construction Section I want to tltank you. Mr. Hendra. Is there any discussion s W. W. Williams (Safety Engineer, Employers Reinsurance Corp., Kansas City, Mo.): Why are insurance companies interested in accident prevention? It is l>ccaue accidents cost money. I was asked by an employer why insurance com panies arc so keen to keep down the accident, costs. "Doesn't it reflect in your rate, and isn't our insurance rate much better if we have a better experience? Doesn't it operate to bring to you an insurance premium?" It certainly does. We handle less money with a reduced premium, but more of it stays with us. What advantage is there in collecting a large premium on a job and spending it all and possibly more? We handle less money, but if we can keep a little of it we are better satisfied. Edgar N. Goldstikz (Safety Engineer, Barrett 4 Hilp Co., San Francisco, Cal.); I am interested in accident prevention, and feel that one of the things that wilt bring the facts of accidents to the minds of superintendents is to list very care fully those that occur on cadi job. with the names of the men. the nature of the accidents, and the costs, when they occur. Insurance companies can do a great deal more than they have done so far in getting the necessary statistics to construction organizations so they can pass them on to their superintendents. Chairman Widua: I might state that in our company we have twelve or fifteen jobs going at one time and we get that report every month, showing the name of the man who has the injury, the foreman, amount of time lost, nature of the injury, and the costs. I think it is very valuable. . H. W. Heinrich (Assistant Superintendent, Travelers Insurance Co., Hartford, Conn.): This discussion has dealt with cooperation between insurance com panies and construction men. I would like to tell you what our company does to cooperate. Each employer is furnished, cither weekly or monthly, (depending upon the activity, turnover and size of the job) a sheet whereon is reported each individual unsafe practice that has been observed by the engineers and inspectors cither as the result of accidents or as the result of observation without accident. It is reported in a specific manner. The type of accident is given and the unsafe practice is worded In a manner that is very definite. For example, standing under suspended loads, riding on material hoist where it is improper to do so and not wanted by the employer. Whatever the particular practice is, it is worded in such a fashion that it indicates that the man was doing something lie was paid not to do. In addition to the type of the accident and the unsafe practice, the reason that the man persists in violating a practice is also given. Those two points, then, constitute a pretty complete picture. At the end of the month the employer has that set-up. Every unsafe practice is Hated on that sheet. From that point on, the job is one of issuing and en forcing instructions as to the elimination of those practices. Chairman Widua : Gentlemen, the next speaker hardly needs any introduction as he is one of the fathers of safety in our Construction Section. Mr. Greensfelder is president of the Frum-Colnon Construction Company of 5t. Louis, and also president of the Associated General .Contractors of America, Inc. It gives me great pleasure to introduce him to you. ` Construction Safety Insures Dividends. By A. P. GREENSFELDER President, The Associated General Contractors of America, St. Louis, Mo. Dividend is an arithmetical term designating an act of division. In finance it applies to a division of profits: m life, to a participation by two or more in the results of joint activities. I x I . | ! i Construction Section 567 Before there can he a dividend there must first be a concrete accomplishment or result. Fortunately, all results need not be tangible. Intangibles frequently outweigh the tangibles. When one saves a life, be it spontaneous or the act of a life guard, the motive is never financial. There is rather an evidence of inner sanctity which responds to the emergency call for help. Finance does not enter into that equation. The spiritual influence is overwhelming. Life in reality is merely more or less a collection of events, perhaps more hapless than made to happen, if we would face the truth. Business, life is just that portion of our total existence which we purposely or unconsciously devote to commercial pursuits. Our ostensible objective is to earn a livelihood for ourselves and family. Construction Industry Food, clothing and shelter being the three essential needs ol mankind, the greatest number of business people devote their lives to supplying the demands fui these necessities of all people. The ever expanding needs of civilization continually broaden the variations into functions beyond these three primary requisites. Life has become more than just mere existence. Through physical discoveries and mechanical inven tions. man's conception of life and its values has widened tremendously. Agriculture today is more than just the tilling of soil. It involves social and economic problems and personal independence of far deeper consequences. Farming is more than insurance against famine. It is the means to an end. Mining, manufac turing and transportation are more than just large or small problems of production and distribution, creating and supplying ever expanding desires of mankind. They increase the opportunities for leisure, education and travel. Construction, too, the second largest industry in the country, does more than provide shelter from the elements, it is the forerunner of the world's development-- the pioneer of progress. It is preeminent in its position and unlimited in its possibilities. It ia the function of constructive minds in any Add of endeavor tc guide that industrial group. Construction is no exception to this. The leaders, whether tliev be voluntary or selective, brilliant or mediocre, roust assume obligations within the limits of their powers. They must conserve the resources, minimize the wastes, expand the program of construction forces and lead onward to greater speed and effort than ever before, . Construction Safety It is our specific allottment today to consider the safety dement in construction, We are assigned the problem of analyzing and developing safe practices through collective group*. The National Safety Council, as its name implies, acts as a nations! assembly to increasingly guard mankind in peaceful pursuits. It appeals to the unselfish and the selfish alike with its sole objective of minimizing tlic toll of accidental deaths and preserving the human family unmalned and healthful. Council implies group action. Individuals can be careful of themselves and others, but through cooperation they can so tremendously multiply the fruits of their endeavors tliat collective planning is now granted as essential. Life has become very' interdependent and Is becoming more so very rapidly. It therefore behooves all of us to combine our intelligence to preserve our business and personal families. It is just self preservation modernly applied. Man's Safety In considering the most essential safety--that to mankind--one must think not only of one's employees, but of the public as well. This difference is recognized by 56 Twentieth Congress--National Safety Council insurance companies in their public and employers' policies. The more safety, tl>e less insurance premiums. ` Constructors, as individuals, have seldom been publicity minded. The public is always greatly attracted to construction work, due to motion, noise and color as well as to each human being's ancestral trait of building inherited from the cave builder. Why not capitalise this public interest and erect safe platforms where visitor;, can watch construction work in progress? Safety to employees would certainly seem desirable not only from the viewpoint of interest in our fellow-men whom we select as our business partners, but in self defense as well. Wherever one works safely, he will work with a great deal more joy and speed. Likewise, when the individual workman knows that his immediate superior* arc safety minded, he rapidly becomes so himself if he stays around long enough.. Safety Engineering Oi*c of the great hardships which confronts field construction forces is the fact that an employee is likely to work for many employer*. Men follow the work rather than the employer. In every targe community there are pools of construction labor from which are drawn particular craftsmen by various employers as work of their specific craft is reached on a structure. If one of these employer* tries to educate the men on safety and the next one does not, it makes for confusion in the employee's mind. A suggested cure for this situation is the employment of a common safety engineer by construction employer* in a community cooperating with the various insurers. Hither through misunderstanding of the need, or from jealousy, insurers have yet to cooperate in providing a joint safety engineer, who can go from job to job in a city and check up the safe practices of the workmen. When better cooperation displaces tlsis stupid jealousy or whatever you may call it. safety work will progress more speedily than ever. There are many instances, recently published, of job* where excellent records have been made on safety work. Great credit is due these employers and their staff for such intelligent leadership as well as to the employees for their excellent cooperation. Through the courtesy and generosity of a number of prominent constructors in our own association, prizes have been offered for safety performance by A. G. C. members. Right years ago active cooperation was brought about between the National SaScts- Council and our own national organization. Ever since (hat time our association lias been rapidly selling its membership on safety work in cooperation with the National Safety Council. As chairman of the first safety committee of The Associated General Contractors of America at that time. I made a study of the safety programs as practiced in the various states. As a result I suggested Ten Commitments which are appended hereto, as they seem just as pertinent today as they did then. fn recent years the A. G. C. has had a Safety Director and has followed a definite safety program. Through the efficiency and faithful services of our Safety Director, W. R. Richards, we have -been gradually expanding our program of safety work. Our Safety Manual has been issued by the hundreds and its increasing demand ts very encouraging. Physical Examination In Order that men may not be unduly overtaxed, perhaps more frequent physical examinations might become the rule. Men wlio are not tn the prime of condition should not he `assigned fo certain work. Certainly the near-sighted should not be permitted to walk steel beams in raid-afr. An employee who is raptured should not be pitted at heavy lifting. Men with deformities sltould not be entrusted with the operation of machinery, if others are depending upon it. Men who are not quick- Construction Section 569 wilted should not operate Hoists, nor should men he forced tu undertake work beyond their strength or endurance. Apprenticeship tests should pcrlvaps be not only applied to apprentices who are just beginning to learn, but to the older employees who are novice* at certain work. The improvement of safety equipment i> progressing very fa*t. Monoxide detectors, safely alarms on hoists, amplifiers with loud speakers at operators* elbows are just a few of the more recent contrivances which tend to more safety. Safety signs, painted guards and other devices arc rapidly becoming standard practice, which employee* are taking to as readily as the employers. Machinery Safety Unless machinery is operated safely, great losses can occur through careless operation. The derailment of a locomotive on a passenger train can create a great public catastrophe. At the same time the loss of the loenmntivc and tars may add up into a large sum. The same applies to dirt trains, operating locomotive crane* ami steam shovels. The wreckage of machinery totals into large sum* each year. It is imperative to impress upon operators the great importance of care and the necessity of safety at 'all tirpe. Safety permits the payments o dividerklx which would otherwise be impossible. Contempt for human lives is one of the hall mark* of barbarism. While we should be merciful of men, wc should be mindful of machinery. Accident to machinery mfeam delay to the work, needless unemployment while awaiting repairs and is une of the waste elimination factors which always must be kept in mind. Mr. George Widua. Manager of the Welfare and Insurance Departmore and more frequently in the future by construction men. It is well worthwhile, merit of Woods Brothers Construction Company of Lincoln. Nebraska, and General Chairman of the Construction Section of your Council, has recently prepared an excellent article on how "Care Cuts Lost Time on Construction Jobs for Woods Bros." 1 first heard safety spoken of by a railroad man. I hope to liear it spoken of Safety for Materials Safely in operations includes safety for materials. Loss of material* from fire is enormous. The Committee on Construction Operation* of the* National Fire Protec tion Association has recently published its first formal report entitled "Recommended Good Practice Requirements for Construction Operations." This report covers the fire hazards of buildings in course of construction and methods of fire prevention and control. These recommended Good Practice Requirements were tentatively adopted at the Annual meeting of tlie National Fire Protection Association last year, and should be studied with care. When men like W. J. Barney, president of Barney* Ahlers Construction Corporation. Charles S. Hill of Fu.jiKrrri.Q News-Record and others who are members of this committee, can take the time t<> point out the necessity for fireproofed scaffolding, not-readily-over-tumed salamanders, proper fusion welding and cutting process, etc., we should all take heed. Tl*c use of salamanders and the heating of concrete materials deserve special at tention. The increased use of fire proofed scaffolding, particularly when same remains in place for weeks at a time is rapidly justifying itself. John W. Cowper, past-president of our association, has long been a leader In accident prevention. In his address before you two years ago. he accentuated the need of safety work, not only by the contractor, but also by the sub-contractor. When a hammer is dropped, it makes little difference whether it is dropped by a fellow employee of the contractor or by a careless worker of the sub-contractor. The chances for damage are just as great. 570 Twentieth Congress--National Safety Council Safety Codes Safety code* arc of two kinds. That which is prepared by various elements of the construction industry who know and understand the problems from safety ex perience, and the dogmatic safety code as a part of the law. One is flexible; the other inflexible. One is usually intelligently prepared and interpreted; the other becomes a letter as well as the law. Our association has suggested that the General Conditions of the Fifth Edition of The American Institute of Architects' form of Contract include a safety clause so that al! bidders will know that safety requirements will be equally enforced regardless of die bidder. This places everyone on the same plane, and does not permit individual bidders deciding: for themselves whether the expense for safety is warranted on a particular job or on a yearly basis. When codes are made legal instruments there is no good place to stop in describ ing details- Frequently, therefore, inspectors, experienced or otherwise, through animosity or for other various reasons, can make for unpleasantness. Public Safety It is not enough lor employers of labor tn confine their intercut to job safety or only to the men while on the job which is less than one-third of their total time. I know of a very large job in the middle West which lasted for two years. During that time more accidents and lives were lost by employees on public highways going to and from their work than on the work itself. This may seen irrational, but it is true nevertheless and the injured included several of the high construction officials. The ever increasing motor vehicle registration, including 23 million passenger vehicles and nearly 3J4 million motor trucks, makes one realize the highway hazards. The public taxes Itself to provide traffic signals to increase the safety of transpor tation, doctors urge practices to safeguard individual and public health; industry spends enormous amounts to safeguard its factories against fire and builds its buildings safely In order to protect the occupants. Al! this is as nothing if the public is not safety minded nnd thinks and acts safely. . Home Safety There Is a great need of safety in the home aj>d in recreation. Parents owe it to their children to insist upon safety in the home and play as well as when crossing streets. It is likewise due the children that parents should take no chances around die home with fire, broken stairs or railing. When a member of an employee's family suffers injury, the whole morale of that family is disturbed and the man bhnself is upset and distraught. A* a result, very often he is made careless by his anxiety, is apt to have an accident himself and is nut rendering service due his employer. Structural Safety It is impossible to carry sufficient premiums and an adequate amount of insurance against all hazards. Therefore, it should behoove all parties at interest in construc tion to safeguard the job. - The Associated General Contractors of America are having surveys made by various 'insurance groups in an endeavor to have a new policy written to he known as "Structure** insurance. Just as years ago some one initiated fire and-tornado insurance, so today it is believed essentia) to originate another type of insurance which will cover all modem needs. Tt is hoped that it will protect those constructing a structure dating its erection from, damages "however caused". This "all risks" policy would include fire and tornado risk as well as explosion, earthquake, bomb, riot, civil commotion, damage from airplane oi collapse. Thus, the writing of mu?j a poficj* may insure dividends from structural loss. Construction Section 571 Insuring Dividends Prevention oi accidents insures tlie dividends of "life, liberty and die pursuit of happiness" to every employee and the employers themselves. When a job is not safe ior an employee, it is riot any more safe for the employer who makes the rounds of his own work, or who hazards the life or limb of his supervising executive. Safety also insures the payment of dividends through the preservation of a company's surplus. I can distinctly recall a company which was put out of business several years ago, after a serious accident had occurred on one of hs jobs. It look the Courts several years to decide upon the liability, but when they did, the result was the complete extinction of that company in the midst ol a lucrative job. Con struction safety, therefore, docs actually insure dividends in more ways than ouc. The excellent safety calendars issued by your Council arc line samples of your educational work exemplifying the manifold safety problems mid stressing the need for eternal safety for each day of every year. N'o insurance other titan eternal care can insure personal and company dividends. We can all concur, therefore, and co-operate in joint ami individual programs for construction safety. Let us strive, to make this a record breaking year In safety dividends! Ten Safety Commitments One--To view a liberal safety policy as vital as a limited insurance policy. 7v--Tu meet the public demands for elimination of accident waste for social and economic reasons. Three--To avoid slowing up production due to first attention of all persons in vicinity of accidents. Four--To urge that the "duty first" of every employer is a "safety first" consideration of every employee and his family. Five--To make it as safe for others as we would have them do for us. Sir--To realize that a man who feels safe works satisfactorily and that a survivor of an accident is likely to fear another. Seven--To remember that a crippled workman is likely to he a handicapped employee, and that one dollar of accident prevention is worth more than one hundred ol cure. ' Eight--To note that replacement of an injured employee costs from twenty to one hundred dollars. Nine--To adopt safe appliances as sure assets and safe practices for safe profits. 7V--To provide safety supervisors jointly with insurance agencies and safety councils. Jt may interest you to know that at a conference this summer at Schenectady, in the House of Magic, as Floyd Gibbon* calls the tcscarch laboratories of General Electric Company, we discussed the problems of safety with particular application of electricity to the construction industry. We asked them why a wiring system could not be attached to reinforcing steel to keep the concrete warm while setting in the winter. It created a smile, but maybe we will all live to see that all we have to do is attach a power wire to our reinforced con crete work and we will not need salamanders. . With reference to scaffolding, you would be interested in a. solution that came to our attention while we were abroad lait year at the International Con gress of Building and Public Works in London. This vertical steel scaffolding is an invention oi an Englishman. Wood for scaffolding has become very ex pensive and scarce. Any man who ever put a nail into their wood scaffolding was figuratively hung to that nail. This steel scaffolding, which has been a product of the English group, has been adopted and licensed in America. At the same time they have adopted over t!*erc the banging steel scaffolding which has 572 Twentieth Congress--National Safety Council been manufactured in America. We have learned to cooperate internationally with our construction friends and they have learned to cooperate with ns. We had thirty-four Engiith builders at the banquet of the governing board of the A. G. C. last week in Washington, and they gave ns many things to think about. We know in these depressive times men are taking desperate chances, that instead of providing ladders, fences, and so forth, they are taking chances. Wc do not believe it is sound practice to take a chance. They may think they get by with it, but you and I pay the increased cost of accidents that result there from. We want to prevent that, and we ask the architects to put into their specifications certain general conditions relative to safety. Only last week we asked Robert D. Kohn, President of' the American Institute of Architects if he would not guide his committee men along that direction and he has promised his cooperation. We are beginning to realise that building codes should be merely an inter* ^relation of tbe safety requirements of the structure and not specifications. Our safety codes probably should be cat two-thirds. Mr. Rudolph Miller, the Con sulting Engineer of New York, authority on building codes, is absolutely cor rect in his stand in that direction. I know of nothing that is today retarding construction work, the building of homes for moderate costs, than these anti quated building codes which are not being revised because it is a legislative matter. Do not let us go backwards by putting Into law so-called detailed safety codes. We want government out of business, not into business. We do not presume to tell the underwriters what .insurance premiums should be. We know they are different in different localities. We know the earthquake risk in Chicago, for instance, is very nominal. We know the windstorm risk in Kansas, for instance, is quite great. We know that explosion risk varies with the structure. So we are not presuming to say to the underwriters in determin ing the rates that those rates should be uniform for America. It is not true in other lines and we don't presume it to be true in this. Chaxxicah Wujua: Mr. Greensfdder, on behalf of the Construction Section 1 want to thank you for your wonderful paper. We will go on with the next subject and have the discussion later. Mr. John E. Ericsson. Commissioner of the Department of Buildings of Chicago, tells me that lie has a very bad cold, and we will have Mr. W. G. Wheeler, vice chairman of the Building Trades & Employers Assn., read Mr. Ericsson's speech. Trench Construction Bracing By JOHN B. ERICSSON Commissioner, Department of Buildings, City of Chicago. To offset the natural tendency of earth to slide or cave iuto a trench when the lateral support is removed by excavation., has ever been a problem; not always an (insurmountable problem, to be sure, btifc often taxing alt the skill and ingenuity of die engineer or contractor. - ' The problem becomes more acute when a load of any description, for instance a 'building, is superimposed on the ground and its weight must be carried directly or carried by the support given to the sides of the excavation. Trenching and excavations of any kind are not done aimlessly. There l* always some purpose in mind, something definite to be aceocnpltsbed. It may vary from draining a patch of land by a shallow ditch to putting m a foundation for an im mense skyscraper In the midst of a number of Urge beakfeys that will have to be supported during the progress of construction work- in addition to the proper accomplishment of the uttimate object of the work of Construction Section 573 excavation, there are other very important matters to be considered relative to the excavation itself. These concern principally the prevention of accidents and the consequent possible persona! injuries or loss of life, and the damage or destruction of property. I would like to draw your attention to a distinction between unforeseen accidents and that class of happenings which are the result of lack of reasonable care, of inexperience, of ignorance, or of the use of improper material or method for bracing or otherwise securing the banks of an excavation. Confining this discussion to such excavations as are incidental to the erection of a building or structure, we may conveniently make three classifications to include them all: In the first group are included trenches that require no shoring or bracing. In the second group are included trenches that do require sheeting, shoring, or bracing. In the third group we will include excavations adjoining buildings or struc tures that must be securely and safely supported during construction work and left in safe condition when wofk is completed. In considering the first group, the most important thing to be determined is whether or not the excavation really needs bracing. Ordinary trenches or excavations, four or five feet deep in firm ground, seldom require support. Excavations more than eight feet deep should have their sides sloped and have their banks kept free of any loading for some distance back from tlte edge. If the excavation is a narrow trench, say three or four feet wide and seven feet deep, it is advisable for safety to take the additional precaution of bracing, a$ men working in the trench might otherwise be caught by a cave-in that they could not run away from as they could were they working in an open basement excavation. When the sides of the excavation have to be supported, if the earth is firm, it usually is done by bracing. This consists of using two short planks--one on each side of the trench--and a cross-piece or brace, hedged in between than. Extension or screw braces are now commonly used lor this cross-piece. *ne bracing is placed at intervals from five to eight feet apart. When the soil is loose or otherwise treacherous, tight sheeting should be used. The lower end of this sheeting is generally `'stuck" or driven below the bottom of the trench and the upper part driven between "wales'* or "breast timbers." These run horizontally along both sides of the trench, and cross-braces or screw-braces arc placed between them across tbe trench at intervals. When the sheeting is being pre pared for driving, die boltom cnd. in addition to being sharpened, is cut bevel, so that in driving it will be forced dose to the last sheeting in place. There are several designs of interlocking metal sheet piling used in the relatively deep excavations, and there is also one well known wedge type called "Wakefield'1 sheeting. These are generally driven by a pile driver, sometimes in advance of the excavation being made. If properly used they will hold out running sand and arc practically water tight. Slight water leaks In a slteeted trench are permlssable. In trenching wet ground, drainage should always be provided for. An outlet for the water should be made to a sewer, if possible, or a sump should be constructed .and a pump installed to raise the water out of the excavation. This water should be drained by some means, to a place where it will not return to the excavation. The main tiling to guard against is sand leaks. If the sand is carried by running water through leaks in the sheeting, a hollow space will be formed behind it, causing the bracing to loosen and drop out, which will be followed, usually, by lhe trench caving in. Bracing or sheeting should be put in place without delay. An earth bank of firm material, if properly and tightly braced, will retain the cohesion between its par ticles for a considerable period. This explains why a trench, braced in a practical and perfectly safe condition, takes less material to do the work than would be used 574 Twentieth Congress--IVaiioMal Safety Council if customary engineering practice had been followed in making an estimate of the same. When excavations are made adjoining an existing building that must be kept safe and undamaged while tlte excavations are made, shoring, needling or imdcrpiniug are resorted to. Shoring consists of using Iteavy inclined posts or timbers, to carry a portion of the load. The lower end usually rests on a timber platform, while the upper end is fitted into a hole nr slot, cut in the wall to be supported. The lower end of the "shore** is generally fitted with a jackscrew to tighten the shore and take-up settlement. Needling consists in cutting holes through the wall, inserting a heavy timber or I-beam, and supporting it on cribbing on both sides of tltc wall. It often happens that only one side of the wail is available for use. In this event it is customary to support the wall by some form of wint is called the "figure four" method. This consists of using the needle as a cantilever by supporting tltc wall tin one end of it- The needle itself, is supported by cribbing, and the opposite end when the upward reaction takes place, is held down by placing upon it a drum with a jackscrew at the lower edge of it. The upper end of the drum is let into a notch in tlie wall. W hen the excavation does not extend much below the adjoining building, the wall is often supported by short drums. A horizontal section of the wall is taken out a short section at a time, and short drums with jackscrew's are placed immediately. When tile entire wail is thus supported the jackscrews take up any settlement in the *ld foundation; after completion of building and alt settlement stopping, the jackscrews are removed a few at a time and masonry is rebuilt into the walls. The term `*imderpming** in a strict sense of interpretation, means extending . . . walls of existing buildings, to a lower level bv new walk or foundations under them. This work and the bracing incidental to it has been developed as an engineering art, being done principally in New York, Chicago and Boston. In our city many large i*ml heavy buildings luivc been successfully supported during adjoining operations. In tlic matter of adjoining buildings of different ownership and on different premise*, complications often arise. The law in the state of Illinois requires an owner in such a situation to protect and take care of his building. This has been the rule and it is always followed. However, where tlx: property adjoining an exca vation is unimproved it must be kept secure and protected by the party making excavation, the legal theory being that you are entitled to support for virgin soil, but not to support of any load you may impose on the soil- Loading your ground with, for instance, a building that must not be disturbed would place a limit on the use of the adjoining jimperty. whereas the law* provides that the adjoining owner is entitled 10 the full and unrestricted use of his property. This permits him to go deeper with his foundation than you have gone with yours. Notice is generally given by the contractor to the owner of the building adjoining, to protect his budding. It is advisable to have the same contractor support and underpin the adjoining building to avoid friction between owners and contractors. But where another contractor is engaged to do the work and he eatnx* get permission to go onto the premises in possession of.lhc first contractor, he is often required to do all the work under the most adverse conditions. In fact, often it is found impos sible to do this. Then the situation resolves itself somewhat like this. The owner of the existing building refuses to do anything and the contractor on the new build bug proceeds with the excavation until the existing building is endangered of caving in. The Building Department then steps in and in the interest of public safety "stops further work" to-protect the workmen in the excavation, as well as the occupants of the existing building. If an agreement is not reached at this stage. Jaw suits or an endurance contest between the owners generally ensues. Cases are on record where the long delay pre- CcHStructfon Section 575 cceding the resumption of work has brought shout conditions making it necessary to take down existing buildings, causing great loss of property and valuable time, all of which could have been avoided by the exercise of a little tolerance and judg ment by the parties at issue. Many involved problems arise even when there is complete cooperation of all inter ests, such as in the excavation of an entite tract 150 feet, or more, square, for a basement and snh-hasemcnis. Here the street with both its stir fare and s\tb-*;irfacc improvements, as well as its traffic, must be supported. Adjoining buildings must also be underpinned, and the bracing ol the excavation must be so arranged and of sufficient strength, to permit the use of a steam shovel, or to support a "clam shell'* digger. Often pile drivers must be supported and operated on the bracing arrangement, as well as concrete equipment and materials used during the work of building retaining walls to grade level. 1 have had a number of such personal experiences as a building contractor. On the Marshall Field building in Evanston, 111., erected in 1930. which wc had the contract to build, we made a radical departure from the customary methods. The excavation was 216x80 feet x 16 feet deep, on a corner lot. Streets had to be supported on the cast and on the south sides, and on the north side a moving picture theater was underpinned, permitting it to be kept in operation throughout the progress of the work. The excavation had to be sheeted tight. Instead of driving water-tight sheeting before excavating, the bracing system was placed on the ground at tlte bottom of the excavation, and a system of shoring used for the midway support. This allowed the use of a steam shovel and a pile driver with little or no interference. The pro cedure was as follows: The steam shovel was put into the lot and it excavated for tltc full depth, starting at the rear end of the lot, leaving a sloping bank of eaith on the street side. As 10011 as there was room the first cross timber was laid down. A little later the second set was laid down and so continued until the lot was covered. Then a section of the sloping earth bank was dug away, and a whale or breast timber was put into position against the earth bank and held there with drum shores, the lower end of the shore being secured against the ernss timber and tltc upper end against the breast timber. Sheeting was placed behind these timbers to hold up the earth banks and driven down as the excavating of this hank proceeded, a second waling limber was placed at the bottom level. At the opposite side of the excavation the breast timber ami lower wale timber were placed against the wall ot the theater building, the appearance rd tire bracing 1icing somewhat like an inverted truss. The method was devised for the purpose of getting away from an excavation full of cross timber bracing and giving tltc maximum of space for building operation, and with the exception of a few minor changes it worked out perfectly. The theater wall was underpinned as a separatr proposition, ami the work on this fitted in perfectly with the genera! scheme. There arc several well grounded principles that have been deduced that have equal application in nearly all cases and tend to prevent accidents in this class of work. A few of them may be stated here: A railing should he placed around excavation or placed in such maimer that passers-by or idle and curious persons, cannot come in the way of being harmed. The material used . . . lumber especially, should be of the best quality. Old scrap, discarded, or poor quality lumber or other materia!, should positively not be used. The problem should he studied and a plan formulated for going through with the work. The men employed should he the most skillful that can be procured. This is obvious when we realize that most of the work $ carried on in dose cr cramped places where only one or two men can work. 576 Twentieth Conyress--Natioml Safety .Council Tools and other loose equipment, should not be left lying on braces or scaffold ing as they may be knocked off and injure someone working below. While most of the workmen who folkrw* this class of work are experienced and careful, an occasional talk on "Accident Prevention" will always be beneficial. Finally--one must not expect a cheap unreliable contractor, who has put in a very low bid for the work, to put any of his money into it in order to complete it. As in everything else ... in this work ... we get about what we pay {or. And where a single failure will mean so much in Joss in life and property, it is the greatest economy 10 entrust the work to a reliable, experienced, and skillful contractor. Chaixmak Widua: I want to thank you, Mr. Ericsson, for the wonderful paper you prepared for the Construction Section. ADJOURNMENT Construction Section 5 77 'Wednesday Morning Session October 14, 1931 GEORGE WIDUA, Chairman Woods Brothers Construction Company, Lincoln, Neb. Tlx second session of the Construction Section convened with General Chairman George Widua presiding. Chairman Widua: The first item on the program this morning is the election of officers for the coming year. The Nominating Committee consists of Mr. C- H. Black. Mr. W. 1*. Austin and Mr. J. Cowper. We will call upon Mr. W. F- Austin to read the report of the nomi nating committee. Report of the Nominating Committee W. F Austin (W. E. Wood Co., Detroit) : TJie following are nominated for the Executive Committee of the Construction Section, Nation*! Safety Council: ' General Chairman--John Russell, Jr., United Engineers & Constructors, Inc., Newark, N. J. . Vice Chairman--W. G. Wheeler, Building Trades Employers' Asso.. New York, N. Y. Secretary--Charles H. Black, Stone & Webster Eng. Corp., Boston, Mass. Chairman Poster Committee--E. N. Goldstiwe, Barrett Sr Hilp, San Francisco, Calif. Chairman Program Committer--W. F. Tubcsing, W. F. Tubesing Company, Milwaukee, Wisconsin. , Chairman Membership Committee--F. A. Davidson, Long Island Oty, N. Y. Chairman Publicity Committee--Robert D. MacMillex, Merritt-Chapmau and Scott Corp., New York, N. Y. News Letter Editor--Robert McKinley, General Accident Fire it Life Assur ance Corp. Ltd., Detroit, Mich. Chairman Statistics Com suttee--J. C- Forester, L. E- Myers Company, Chi cago, Illinois. _ Chairman Engineering Committee--J. W. Follik, Philadelphia Federation of the Construction Industry, Philadelphia, Pa. Executive Committee Officers and W. F. Austin, W. E. Wood Company, Detroit, Mich. . George Widua, Wood# Brothers Construction Co., Lincoln, Nebraska. W. R. Richards. Safety Director, The Associated General Contractors of Ameri ca., Inc., 1329 E Street. N. W., Washington. D. C. Chairman Widua: Gentlemen, you have heard the report of the chairman of the Nominating Committee endorsing Mr. John Russell. Jr., United Engineers & Con structors, Inc., Newark. N. J., for Chairman of this Section. Wltat ii your pleasure? _ (It was moved that the nominations be closed and that the secretary cast one ballot for the election of Mr. RusselL) William H. Miller (Wm. Miller & Son, Inc., Cincinnati): I move the secretary cast one ballot for the balance of the slate for the coming year. (The motion was seconded and carried.) (Mr. Russell assumed the chair.) 578 Twentieth Congress--National Safety Council Acceptance Speech By JOHN RUSSELL, JR. United Engineers and Construction Co., Newark, N. J. It is the wish of every man charged with the accident prevention work of a construction company to see the interest in anti success of the safety work carried on by his supervisory force recognised in no uncertain manner. Such recognition is a very great inspiration for continuance in the efforts that have made low frequency and severity rates a possibility. That such recognition should come to our company in nty appointment as the successor to George Wtriita, the retiring chairman, of the Construction Section, I did not anticipate. If you could appreciate the accomplishments under the leadership of Mr. Widna during Ore past two years, guided by the ardent desire for the finest section in the National Safety Council, and visualize, as we of the Executive Committee have been able to do. the plans for such an end. you would realize the task he lias passed on to me in Continuing his policies and building upon the concrete foundations he lets set. If you will study tlie back numbers of the news letters during his term oi ser vice and read between the lines yon will find much food for thought. Therein aie written the policies tor our guidance and if we arc to continue on the ascendant we must pledge ourselves to active and vigorous support of them. 1--Unrelenting education ott the Job of every man, until the habit oi safety lias been inculcated. ' 2--improvement in technique of many of the mechanical manual processes by proper studies. 3--Immediate instructions tc every new man coming upon a construction job that can be hazardous (because of ignorance) to his fellow workers, and must tlwrrefore be shown what he is to do. tow he is to do it, and why he is to do it as instructed. * 4--Foremen whose accident prevention records are outstanding must be rewarded in so*ic tangible form tliat may be utilized by them in securing more steady year-ill >car-out employment--wtothcr this be by certificate, button or per sonal letter is not material. _ 5--Accident experience statistics must be collected at one central point so that they may he properly tabulated and interpreter! to guide the construction iu, dnstry toward saner methods of work- 6-- Publicity--by word of mouth, the printed page, by poster and by radio--must increase in volume and quality so that the general public may come to a clearer understanding that the construction industry has sincerely undertaken accident prevention work on everyone of its projects. 7-- The whole-hearted cooperation of every member is necessary to increase our numbers to the point where n paid secretary can be employed to apply his ^ entire time to tto needs of the section. * 8-- The members of this section must lie brought to a realization of the manv possibilities of their affiliation with National Safety Council. * .9--The construction industry must increase tlm scope of its accident prevention work, rather than make it necessary for a bureaucratic force to step in and complicate matters. It the latter comes to pass, or if a National Safety Code is the solution, organizations who see and understand our problems are most desirable that the code shall not in i?3clf be made into law, but that it shall he referred to in a law. leaving the code flexible and changeable by proper authorities as advances and changes in construction methods may make ft necessary. Construction Section 579 10--Extraordinary precautions to prevent accidents to the public wid increase the sympathetic interest of the public in the work it which we are engaged. We have not let Mr. Widua retire from active sendee. We of the Executive Committee realize his worth too well. We have kept him near tis, *o that we may turn to his larger experience in time of need. This year the men on the Executive Committee whom you have elected are active to a man. ' May I urge that you help us speed up the millennium of tl>c Construction Section by reading the monthly News Letter, our only means of direct communication, and let us know your reactions? Wc want to make this section grow in the way you would have it grow. We are but your mouth pieces and hands. Wc the Executive Committee want guidance. Part II Each year sees new members joining our Section. Each year at u aunual meet ing the Section should make clear to those attending its meetings tlw* Italic reason for the formation and continuation of such a body as we arc. * The Construction Section of the National Safety Cuuucil was organized to promote unified effort of individual units of the construction industry h: accident prevention- It was founded on a broad concept which recognized that individual effort could do little toward solving an international industrial proh1 i. It provided a central agency or clearing house through which mutual problems arising among the membership of any one geographical area might be presented to representative companies of all branches of the industry for solution and remedy. Today it is generally appreciated that business success in the construction field is dependent not alone on individual effort but to a large measure upon what others do. Organization of trade associations among competitors in the same branch of the industry, first merely to promote acquaintance and then gradually through these organizations to develop codes of ethics, is evidence enough of recognition oi this element ot inter-dependence. So this section oi the National Safety Council serves its purpose not only through enabling a national study oi accident prevention work, but also because of the ac quaintances formed, a study of construction methods and conditions throughout the world naturally follows. It aims to protect and promote generally the best interests of individual member firms and corporations in the construction field in lowering construction costs through the prevention of accidents. It provides a clearing house of information in connection with many phases of construction. * An important and significant part of its activities is the operation of a research or engineering committee to provide an authoritative souice of information con cerned with basic formulation of safe engineering practices. Specialized and expert advice concerning the economics of accident prevention education and plans for successfully eliminating hazards Is similarly a part of its functions. National Safety Council has developed and maintains a bureau of information, international ir. scope. I'hc data collected are always at the disposal of members of the section. Such a source makes easily accessible in one place definite information concern ing all types of mechanical and human failure and the equipment, material or meth od used to combat such failures. No industry can forget the public it serves. In the present age one of the great est problems confronting any major business activity is the education of the public to an understanding of its function in the community, the conditioning factors which make for good or bad results and the resources of accomplishment which those engaged in this activity place at the community's disposal. 580 Twentieth Congress--National Safety Council Through the judicious dissemination of accurate information concerning construc tion and the safety thereof, we are in a position to cultivate an intelligent building mind. In doing this it will aid materially in developing a constructive public atti tude toward tl*e industry. To this end we have an active publicity committee. The policies and program of the section are formulated by an executive com mittee, working in conjunction with National Safety Council elected annually at the Congress; _ Three educational committees function to broadcast to the membership tliose things which experience has shown are successful in the work. The poster committee handles the mass educational advertising. The News Letter, a monthly publication, disseminates the best in accident prevention work m tl*e industry. The Statistics Committee gives every member the results accomplished for each year. In addition to providing an agency through which accident prevention problems may be presented to the industry as a whole individual companies arc in a position to gain, because membership in t!>e section requires cooperation on the part of every individual member, thus placing it in touch with every other member througlsout the entire industry. Much waste motion and uneconomic expenditure of time, effort and money oJ die individual member can be eliminated by the coordinated concentrated work of the section which hi addition to general service to the entire industry is in a posi tion (o provide specialized service to individual members. It is not to be assumed that affiliation with the Section will cure all the ills aficctmg the construction industry in eliminating accidents* Rather it must be recog nized as a forward looking movement initiated and perpetuated by representatives of the industry who have recognized that Intelligent self-regulation and control through cooperative effort is essential and this cooperative effort must be translated by every individual member into contributions of company experience and advanced methods for effective accident prevention work. Chairman Russell: The program shows that we have this morning a motion picture by Mr. S- M Siesel of the S. M. Siesel Company. Milwaukee. Mr. Siesel was unable to be here but be has sent Mr. William F. KachcL 1 take great pleasure in introducing Mr. Kacltel. Constructing an Eight Million Dollar Court House Safely By WILLIAM P. KACHEL S. JM. Siesel Company, Milwaukee, Wit. This picture that we are showing was prepared primarily for our own pleasure and we did not have any particular idea m mind of emphasizing any safety fea tures. However, I think it will bring out certain features which I want to emphasize and I have asked the operator to stop the film at certain points so that I can make a few remarks. We are especially proud of this job in that it was conducted without any major casualties. No one was killed, no one was permanently injured and no one was laid up because of injury for a greater period of time than two or three weeks at the njost. We did liave a great many fellows who stepped on nails, and minor accidents of that kind. In fact we had a poster displayed right at the office and right at the exit where every man who was going into the building could see it very plainly, a man stepping on a nail and captioned. "We have four of these every day," and con sidering at the time the crew consisted of one thousand men we thought that all in all that was very creditable. Another feature about our job which was very unusual, was that white the build ing itself cost in excess of eight million dollars it was divided among eighteen dif Construction Section 581 ferent contractors. Our contract on this job was for the excavation, concrete piles, concrete work, the masonry work, and the setting of the cut stone. The film is very largely devoted to the setting of the cut stone as that was the easiest to photograph and perhaps the most interesting problem from an engineering standpoint. In addition to the fact that there were eighteen separate and individual contractors working chi the job, all with equal authority, we were all very conscious of the fact that we had the condition of a mixed union and a non-union job. In other words, the contractor who was successful with union operator* employed union men and the others employed non-union operators. We did many things that a general contractor in charge would just naturally do and would assume it to be good business to do on any job. In spite of all this the interesting fact is that we did not have any major accidents, and it can be attributed. I think, to the fact that we were able in a bad situation to get a certain amount of selling oa the part of everybody concerned. ^ The excavator .on the job was a capable, competent man who listened readily to oar instructions (and by the way I might say that everything we did is in the man ual that the Detroit people have so ably gotten up). The important point is that we followed the directions. We not only knew' about it but we actually did it and we got a lot of cooperation as we went along. ' The excavation was very simple, the driving of the concrete pile was fairly simple and it was only when we got into the erection of the steel that our possibilities of actual trouble started. Fortunately the steel company was broad-minded about safety regulations and we were able to get together with them and suggest that we get all the men together, including the plumbers and electricians and so forth, and hold meetings. These meetings were held about every two weeks. We took fifteen minutes and we brought in some experienced fellows from the insurance company and from the various industrial plants around Milwaukee who knew what they were talking about, and 1 do think that those meetings did a great deal toward putting the proper point of view before the men. Another thing, and I am certain it produced results, was the pinning to all of our checks a simple statement dune in an imitation of handwriting, in which we simply called the attention of the men to the fact that a pay check was always larger than a compensation check. I, myself, have heard the wives of some of these men re marking on that point so I am satisfied that it reached into the home and had Us effect. As we got into tl>e fire-proofing of the structural steel we had a system of form work that did away entirely with the shoring. We hung all our forms from our steel beams and girders and this unquestionably did a great deal towards lessening the hazard of some thousands of men working around m a building of this type. The story heights of the building are unusual, that is they are greater than occur in an office building, and the danger of falls was particularly great in that situation In fact, I would say that the only injury we had that ran as high as three weeks* disability occurred when one of the men stripping forms fell from his scaffold and dropped to the floor, a matter of six or seven feet. The foremen were especially careful in seeing that their runways were solid, sub stantial and properly placed, and owing to the size of the job these operations became more of a factory operation titan the usual construction job. It was ^when we got into tlie stone setting that we realized that if we were going to have any great amount of trouble from an accident point of view we were going to have it there- The film shows the range of stones amt the arrangement of the plant, and both Mr. Siesel and the field superintendent made themselves particularly insistent in calling to the attention of the men at every turn that we weren't going to take loads in excess of the rated capacity of our hoist and that we were going to work the proper way. Time ami again 1 hare seen with my own eyes Mr. Siesel and the 582 Twentieth Congress--Notional Safety Council field superintendent require raeo who had put their slings on to stones and had them half way up into the air to lower those stones and get the proper loads. We of course watched this very carefully, and as I said, the main reason for the success in this effort was that we knew what to do and we did it. As you view these films you will note that in one instance you will ace a man on one of tlx: trucks who is directly under one of the stories, a section of the column being directly over him. I might say for your information that this man was im mediately seized upon and that was the last time and the only time that he did it. but on work of that character you can't be too careful and it takes somebody with a will and purpose to actually see that these things are done. (The film was then shown on the screen.) Chairman Russeu, : We are very much indebted to Mr. Kachel for his movie. 1 know there arc * lot of questions you will want to ask. The movie suggested to my mind the good possibilities there are in using a small motion picture camera for taking views of safe and unsafe ways of working, and almost anyone can do this. E, N. Golostike (Barrett fc Hilp, San Francisco) : l think that one of the things that needs to be done is to get some good moving picture films of conditions that need to be removed to prevent accidents. Last February I tried to get some moving picture films of that sort and I was unable to find any such films. There may he some but I can't find any. May I suggest that if anything can be done it would be a Mood idea to give this suggestion to the National Safety Council. Slides may also be of help. Chairman Russell: We have changed the program by one speaker, placing Mr. Richards* talk last because Mr. Rosenthal is here in Chicago and is tied up with a number of things that are especially important. His subject is "Safety Work a Man's Job.** and I know he roust appreciate real men because around his office are pictures of Lincoln, Walt Whitman, Tolstoy, Emerson and Marshall Field. Now if fie can appreciate those men, he knows what a man is. He knows safety too. He is tlie foamier of the Construction Investment Trust which places public funds in construction and places around them such safeguards as would be sure to return proper interest with safety. That almost parallels what we are doing fit the National Safety Council, in a way. because we are throwing safeguards around human beings and he has thrown safeguards around the funds for construction purposes. Safety Work Is a Man's Job BT O. W. ROSENTHAL President, O. W. Roaenthal-Cornell Company, Chicago Carelessness is a disease. Safety must be analyzed, it imul be diagnosed, and in order to diagnose safety you most first know the elements. It is really- absurd to tell a fcUow fie should look out. That is the funniest thing I can think uf and yet we know that there are certain human elements that enter into the thing that we must be familiar w ith. We must diagnose the case. We must know where those element* are most. likely to evklence themselves, where the in herent weaknesses are most likely to become evident. Now of course that is a man's job. - It seems to me that safety as a man*s job is wrongly measured, t think it a wrong measuring stick we are using. I would rather think that you are going to get safety by policing. But penalizing in any other way now is an economic thing. This question of safety, while it has strong spiritual and human elements, is after all economic success. It is jn ecomanse consideration, not only economic with regard to the par ticular employer and job and the individuals involved, but socially economic- Tins is to me the biggest aspect of this safety movement. It is a triumphal meet, a great economic situation. Even though we clothe our discussion with a spiritual aspect Construction Section 58i and a strong attitude of consideration toward humanity, after all the cemwmiic phase is the basis, and of course to liattdlc anything great from an economic standpoint i> always a man's job. The roan who is capable ot dealing with the problems of construction at all is capable of dealing with safety. The trouble with the safety i5ic i* that it has never been emphasized until this movement emphasized it and brought it with ail of it> picturesqueness before the employing world. The Safety Council if it has done nothing else has done this. It has given the issue an emphasis which state organiz ations, as part of our got eminent, our factory inspection and ail that sort of thing, could never do. It is die prime idea in the hearts and liand* and munis of the employers that could not be eliminated if the Safety Council went out of lHi>iucs tomorrow. That lUtug is itself done. It has made tire employers think. It has set forth many a standard of procedure in dealing with human lives and bodies tlt.u we never had before, and it is so implanted that it will not be easily eliminated. It is not a question of this movement carrying on now; it is a question of how dialI this movement carry on. what sitall be the direction in which it shall proceed, because its mam job, that of arousing that understanding in the employer, has lieer. well done. The employer has accepted the challenge* which the .Safety Council sent out, and tries to measure up to it and really makes safety an important phase of his work. But I was thinking, coming down here this morning, that after ail there are inherent human weaknesses in the employee, ami that is tlc thing that we have to contend with, not the desire to do good or bad, right or wrong, but the manner in which a man subconsciously proceeds to do a thing that he docs efficiently and well without consideration of surrounding conditions. I wonder if wc a enlarge a lot on thd workman's responsibility toward the question of accidcm. prevention. We do penalize the employer in that his insurance rate is affected very materially by the manner in which he conducts his work and the percentage of accidents and the expenses to which he puts the insurance com pany. There is a penalty there. - There is an economic question. Whenever there is a penalty there is- the question of what it is going to cost business, but when 1 talk about economics in this ques tion J am talking about the loss of a man, not Use loss of dollars. The loss of dollars is a tremendously important issue but the most important issue is the loss of a human being, the loss of a competent employee, (lie loss of a person who performs, the taking away trom society of one who might contribute to society much that is worth while and through hi* employment make llie greatest contribution by real satisfaction in tbe importance of his employment. Regardless of how small a part in the whole operation he takes, he performs that job. - Wlien I mention the loss to society, the loss of the man and again the throwing upon society the care of a family when the man is gone, I talk about it economical^ in the broader sense, rather than merely the small question of whether your insur ance rate is a little, higher or a little lower, and yet I do think that most employer* are going to he most affected by the direct attack upon their pockcthook. They even feel they can fill the place of a man. They do not measure a man as a man; they measure men as servant* of the cause, merely the doers of an operation that is being done by hundreds of thousands of Other men throughout the world. There is no position that can't be filled and therefore the loss of a man just means the filling of a place, whether it is through a temporary loss or whether it becomes a perman ent loss through death. Tlicrc is one of the inherent weaknesses in the human clement. The employer wonders If the penalty for apparently negligible accidents is not too high. I wonder If without considering the question of contributing anything it wouldn't be possible, as an economic thing, to stir up the greatest activity, the greatest understanding and responsibility on the part of the men themselves, if a penalty were to be exacted, a charge made against all the men for each accident 584 Twentieth Congress--National Safety Council that may occur upon the Job. Just offering this as a thought it might be considered that the men must have a part in this thing. We are building up and forgetting what went before. You must establish a re sponsibility in the employee. You must establish not necessarily a contribution to the elimination of accidents, but you must set up a situation where that etni>k>>ee feels that he is his brother's keeper and also that if he himseU has an accident lie is penalizing every other man on that Job who might have an accident that moment he is not contributing. ' There was a restaurant in the city of Chicago, a restaurant that I built a great many years ago. where the breaking of dishes was so great that they tried an experiment, and I understand Uut many other restaurants througliout the country adopted it. They charged up all the dishes they had to their employees and those employees had to maintain tlx>sc dishes, and every time dishes were broken they all paid for them, they were penalized for Ute man who broke the dishes and all of them paid for the fellow who dropped the tray. It was just too bad because they were alt paying for it. They were very careful about dropping trays. They made them all responsible for everything and they were all given a credit taking the average. After a number of years they discontinued it and said, "that is the break age that takes place in every institution, and we will stand that as overhead. Any thing beyond that you pay for, anything below that you are going to get credit for. You are going to get it m money. So much of it belongs to us/' Do you know why we can't give consideration to that thought on our jobs? Why can't we make every man on the job his brother's keeper? Why can't we keep the strategical question as well as the economic questions'before those men? If they realize that, they will understand why they are paying their own insurance. That isn't the cmpJoj'eiV problem. The insurance on the job is paid by all men. and the insurance ratr is adjusted by the safety of the job. by the cost of the job. After all. our profit on the job i* adjusted by oar ability to build that job. We will build economically when r know oar figures. Why can't we, if necessary-, give those men a bonus, or give them pan of that saving an insurance? It is the question of keep ing tliat job running constantly with efficient operators and with mm cat the job who arc li*pj*y aud 4ctiiiud sad witting to give their service, and we are more Hkrly t Have meat trt that fcmd if they fed that there i a ttund of sympathy and an understand<nc bet worn them and their employers. Why not <ut ouwthing that spreads that reliability and responsibility over than all5 \Vb> wot pm up a yuui that lower* the insurance, if necessary, paid by the (.'WttpittMr*. xihI make * ptrue of it paid out oi a pooL and if there is any- thine Hit <I3 i tW pm*! give it to the men but let the men also contribute some thing toward* firuttHnalU a* well as intellectually. luwr <Actme it a* a thought. Ur. Chairman, do you say that this que>tioci is a mao'* j'4: You allied mr 1 talk oa this subject; you 1***4 out tbe job. 1 say ii it h a nuuiV job Id tndt *it down xx/w and think over the question, not over the quetioa <>f whether tlterr wj a Kttle iee gathered in a winter operation, not over the ques tion vi wfiat * tin* proper construction of a scaffold. M<*t <4 you know these things that we talk about, die bad ladder, the horses that arc not j*ro|ierly and efficient!)' made. We know all of those ordinary things, and wc irv to geard again*-! them, Init w-hv can't we set up a situation where every man on the job defies every' other nan on that job to have an accident and penalize him should he have one later ? Why not set up a situation where constant negligence be come* a factor in our dealing with the men themselves. I don't think we need to make it a legal set-up and fine the men: a part of the loss shall be paid by them and ii tliere is anything left in the fund it shall go to the men. Cm mrviav KckSELl: 1 think every man in this room is obligated to you for your clear analysis of this situation. At the Hxecutive Meeting held this noon we can con sider your suggestion and perhaps arrive at some conclusion. Thank you very much. Construction Section 585 It is rattier interesting to look down through the crowd here and then visualize eleven years ago, tbe meeting in 1920 held on top of tl>e bandstand in Milwaukee. Here is a larger crowd'bat not a more interested crowd than that in 1920. Where the next Safety Congress may be held is a question, and I think Mr Tubesing who comes from Milwaukee would like to say a few words about Milwaukee to us. W. F. Tubesing (W. F. Tubesing Co., Milwaukee): I have been with this unit since its inception. The first meeting was held when the Construction Section was so small that they met in the only place that they could give them, and that was on top of the bandstand. That was where this Section had its first meeting. Now years have rolled by. Milwaukee entertained the National Safety Council in 1920. Wc have been very seriously endeavoring to get the convention next year. I hope to <cc yon In Milwaukee. Chairman Russell: Gentlemen, you have all heard what Mr. Tuhcsmg had to say in regard to the next Safety Congress being held in Milwaukee, and [ would like to take this opportunity to ask' this section to pass a resolution here today sanctioning the next Congress to he held in Milwaukee. That will be the Twentyfirst Annual Safety Congress. W. G. Wheeler (Building Trades Employers' Association. New York, N- Y ) : 1 so move. * ('The motion was seconded, put to a vote and carried.) Chairman Russell: I appoint Mr. Widua chairman of the Resolutions Commit tee who wilt pick his committee and draw up the resolution and present it Sakr. It is significant that the safety movement has suffered to no extent in the period through which we are now passing. Mr. Richards' paper. "Progress of Safely in Construction/' might well be titled the Progress of accident economics in Cnn-iruclion. I take great pleasure in introducing Mr. Richards. Progress of Safety in Construction By W. R. RICHARDS, Safety Director, Aasoctated General Contractors of America. Inc., Washington, D. C. Six months ago 1 prepared an address on the same subject which has been aligned k tne here today and which was read before the construction and maintenance section of the Foreman's Safety School of the Milwaukee Association of Commerce. In that talk I summarized what I believe to be the four salient points oi progress in tHa prodigious task that we have undertaken in preventing accidents in construction. I emphasized to these foremen that the degree of progress must necessarily depend apou the point of view that the individual holds in regard to this movement; that we have not and cannot transform construction overnight into the class of "white c*'Qar~ safety, but tliat we are making definite anti encouraging progress in our 4acttkxial campaign, which is the only means by which we. will get the upper hand over the costly ami man-maiming accident. 1 summarized the progress of organized safety, in so far as the construction industry is concerned, as follows: 1. The sentiment for organized accident prevention as an economic and humansrartan necessity is being steadily crystallized. 2. An eve increasing number of contractors aic taking up the work with encourag ing results. 3. The necessary educational material and plans of procedure have been prcjiarcd m easily accessible form for all who want them, 4. The educational system has been proved m practice to be effective in dealing with the situation, so that the future progress of safety may well be measured by the degree of resolution and sincerity with which the industry as a whole--from the 586 Twentieth Congress--National Safety Council top down--adopts the same practical plans and teachings tliat have been perfected for It. I still stand by that analysis of the situation and we intend to continue to direct the safety campaign of the Associated General Contractors accordingly. Mind you. we are not satisfied with the results that have been secured, but we are not discour aged. fur we know human nature and have common sense enough to realize that making construction safe in face of so many adverse conditions as tire field presents is a long-pull proposition. As I hare just said. 1 believe we have the means of attaining that end. but we cannot force its application, we can only secure it through education and -voluntary acquiescence. It it were possible to do it in another and thicker and more thorough way, we would favor that way, but we well know tliat you can lead a mule to water but you cannot force him to drink. We can lead our mute contractors and workmen to safe waters in the form of organised safety work. Inn vie cannot force them to abandon the carelessness and indifference which are the cause nf so many of our accidents. This being so, wc intend to patiently crusade along, doing our best to appeal to the common sense and humane instincts of those concerned; and I am confident of ultimate success because the appeal is sound and to the self interest of everyone who 1ms anything to do with the construction industry. Sorely the country has had ample proof of the futility of endeavoring to force social measures upon an uncon verted public, and accident prevention is primarily a social problem. All of the traffic regulations and all of the elaborate and expensive control and safety devices of recent years have not curbed the ever-mounting number of motor vehicle accidents and it is unreasonable to believe that similar regulations would be any more effective in preventing construction accidents. No. we must recognize that carelessness or ignorance is b;ck of practically every accident and that these can be overcome only by wholehearted conversion to the principles of safety. Now I realize that there are those in this Council who do not concur in the principles that I have just set forth; there are those who believe that more drastic action would bring greater results titan I hare been able to report as safety director of that large part of the construction industry, the A. G. C. In fact I have taken the topic assigned to me on this program--the Progress of Safely in Construction-- as a demand for a vindication of the principles which the Associated General Con tractors lias followed in its safety crusade. In answer, we are perfectly willing to let tlx records presented at this meeting by the president of the A. G. C. A: P. UreensfeJder, speak for themselves. These records show that in our 1930 Indi vidual Cup Contest thirteen members, with a combined exposure of 1,070,025 hours, had perfect scores, and that 6 reporting members had severity rates of less than 2 per cent for the year. President Greetisfelder also has the records for our chapter contest in which 14 members completed the year with perfect scores. 1 question whether anyone wilt contend that these records can be equaled or even approached by other than enthusiastic, voluntary educational efforts on the part of the contractor and his men, and I bctic-.c that tlxy, together with the other records that Mr. Greens- fclder presents, constitute an eloquent report of real progress in construction accident prevention. I think one m* the greatest recent endorsements f our system is the fact that the internationally known Ulen & Company, Lebanon. Indiana, has adopted it and the A. G. C- Manual ot Accident Prevention in Construction for u*e on one of its large projects in ancient Macedonia. To carry on a consistent program, a safety director has been appointed whose duty it is to conduct educational work as well as arrange for mccltanical safeguards. Since operations are widely scattered he has formed local committees which create interest among workmen themselves and maintain enthusiasm toward accident prevention. These committees see that any measures adopted are carried out and. of course, offer any suggestions that appear advisable. Suggestions from the workmen are also encouraged and arc given careful consid eration. Construction Section 587 "The organization tn Greece,** the Ulcn Nexus Letter states iu a recent issue, "like others experienced in handling accident prevention on construction, have learned that severity and frequency rates are largely beyond the control of any regulation* and mechanical devices. The principal safeguard conies front educational work, which teaches men how to avoid injury and keeps a safety consciousness continually present m their minds." That is the main thing--to keep a "safety consciousness" continually in mind. Wc need no hard and fast rules and formulas to cover each individual situation. What we need and what we are trying to inculcate is prudence, discriminating judgment and an adequate knowledge by the superintendents, foremen and workmen of the multiple construction hazard* which must be guarded against. That has been the main objective of our Accident Prevention Manual and we believe it to be a thousand times more effective than ail of the codes, tables of loads and stresses, etc., that could be devised. With genuine interest aroused in safety, tixre is no need for liard and fast rules, and without wholehearted interest and support no amount of attempted regulation could cope with the situation. You cannot make a contractor a safe constructor, you cannot make a workman a safe worker, unless they of their own tree will want to be. so I say let us continue to devote our efforts toward awakening that desire, long siege though it has proved to be. We can reach one man by a plea for his own personal safety and consideration for his loved ones, another by a purely humanitarian appeal, and still another class through the strictly dollars and cents appeal oi accident prevention in construction. In connection with this latter appeal, there are, as you all undoubtedly arc aware, some very tangible developments in the proposed increase in compensation rales in thirty-three of our states, which I believe we safety workers should strongly capitalize in our campaigns. Tlxy clearly show the cost trend of indifference to safety, which iti some localities will amount to as rm*ch as $9.31 additional premium per 5100 payroll. These proposed increases mean that the day is drawing near when every individual contractor will have to pay more attention to accident prevention, and I personally feci that an even greater preferential rate might well be arranged for those that do. The accident-prone contractor is. of course, paying more today for his insurance than is Ins safety-sold competitor, but I think it would he a wonderful thing for the progress of accident prevention in construction if the rate differential between these two classes could be made so overwhelmingly in favor of the latter that the competitive cost factor would force every contractor to be a safe contractor in order to remain in business. In other words, make tlx contractor on whose jnhs the accidents occur pay the full carrying cost of his insurance, anil relieve his accident-free competitor from any share of the burden which lie had no hand in making. I think that with some such arrangement as this, together with an intensified application of the "Three EV? formula, to which M. T. Fulton. safety supervisor of the Kansas City Southern Railroad, has recently added a very essential fourth "E", tlx country would soon have grounds for gratification in a greatly reduced accident record for the construction industry. I hope that all of you read Mr. Fulton's article on "The Fourth kE`" in tlx September issue of National Safety New, lor it constructively reaffirms and revives faith in the basic system of all safety work as represented by the abstract terms Engineering, Education, Enforcement and Enthusiasm, the "Fourth E." We have made progress through the application of that formula and our future progress will be commensurate to the success we meet in securing its more widespread adoption. Contractors know engineering, have the educational material at hand, and enforcement will surely follow the "Fourth E", enthusiasm, which it is our duly to arouse. 58S Twentieth Congress--National Safety Council Chairman .Russell: I have been around a good many places to hear Mr. Kich- anU talk and 1 have never been disappointed and I am not disappointed this morning. We have a number of committees that we want to fill this year in the Construction Section, and if any of you who are interested in committee work, in helping for ward the Construction safety movement, will get in touch with me, I will be very glad to see that you are appointed to a committee where yon can do the work that you most want to do. Mr. Whfaa will now present the report of the Resolutions Committee. George Wipua (Woods brothers Construction Company, Lincoln, Neb.) : Your committee, consisting of Mr. W. F. Austin and myself, present the following Reso lution : WHEREAS, The Safety Movement has always received impetus and support from the city of Milwaukee, and WHEREAS. The Chamber of Commerce, through ooc of our prominent mem bers. Mr. W. F. Tubesing, has extended an urgent invitation from Milwaukee, and WHEREAS, Milwaukee is centrally located and has excellent facilities for the National Safety Council Congress, now tliercfore be it RESOLVED. That the Construction Section strongly recommends to the National Safely Council acceptance of this invitation. W. G. Wheelex (Building Trades Employers' Association, New York. N. Y.) : I move that the resolution as read by Mr. Widua be adopted by this section. (The motion was seconded and carried.) ADJOURNMENT * Construction Section 589 Thursday Morning Session October 15, 1931 JOHN RUSSELL, JR., Chairman United Engineers and Constructors, Inc., Newark, N. J. The round table session of the Construction Section convened with General Chair man Russell presiding. Cbauuan Russell.: This is to be a round table session. I luive here a phono graph and records, and I want to show you what can be done by recording safety addresses so that you can take them with you and present them in the plant. Mr. Widua, former General Chairman of the Section, was asked to go to California, and this is Ole last record of his speech which was made while he was talking. If you are nuking good speeches we can use a lot of them on phonograph records if you will send them to u$. (The phonograph record was demonstrated.) Chairman Russell: One of the most valuable things that we find in the east is the publications put out by the Building Trades Employers* Association of New York City. Mr. Wheeler is secretary of that organization. I have here a copy of Material Platform Hoists, which shows a digest of material that tlicy made for safety on hoists. It is Bulletin No. 12, indicating there were eleven previous ones on other subjects. They are all punched and you can bind them iu a book. Mr. Wheeler advises that they have full sets of bulletins, so you can get them from the Building Trades Employers' Association. They are worth while. There is another thing that I wanted to read into the round table that may start discussion, and I am going to give you copies of it. Our company in starting organ ized safety work never anticipated that we would make any money on it. I sold the idea of safety work to the company. In 1930 I got out a six-months* report. They were planning for the New York Safety Congress and asked whether or not we could give actual figures on compensation paid out in the last four years. We gave them the actual figures and forgot about it. We received a letter from the Newark Safety Council dated August 9, 1930, which 1 want to read to you. Dear Mr. Russell: Thank you for permitting me to see your safety engineering report ior the first half of 1930. It Is certainly most interesting and tells of your effective work. I was very much impressed by the financial story of your five years' accident - experience. The reduction in' compensation payments from $5.60 per hundred ' dollars pay roll in 1925 to $1.80 in 1929 Is remarkable and according to my 1 figures you have saved over $250,000.00 in compensation payments during the last four years. Humanitarian considerations are, and must continue to be, the mainspring for industrial safety work, but it is certainly inspiring to find that it pays so deli nitcly in dollars and cents, too. I am wondering whether your record does not prove that effective safety engineering work u a distinct factor in reducing operating costs and thus a factor in meeting competition ? By the way, if you apply the 4 to 1 ratio to the money savings of your com pany for the last four years they reach the xnagniftcant total of $1,250,000, You will recall that the 4 to 1 ratio was developed by the Travelers Insurance Com pany^which stated that after an investigation of thousands of cases ft was quite certain that for every dollar {mid in compensation and medical costs the em ployer paid an additional $4.00 in "hidden" accident costs. \ So I feel that the United Engineers and Constructors and you are to be con- 590 Twentieth Congress--National Safety Council gratulated I \ am sure that the achievement recorded will be an inspiration to continued and even greater efforts In the future. Fred if. Rosseland, . Secretary-Manager. This shows the actual reduction, savings in compensation costs that were paid out decreasing^ from 1925 on. 1 think that tells the story. It isn't what we believe, but what somebody else believes. With the ideas that have been expressed here I wonder if someone will give a topic to start the round table. Mju GEOtce Wuua (Woods Brothers Construction Co, Lincoln, Nebr.): I might say that our company has a very complete way of keeping a check on accidents In so far as learning the nature of the man having the accidents 1$ concerned, the date of the accident, and the foreman in whose department ft happens. From that we work up our monthly sheets, as we ourselves are sure we want those figures, and they are pretty complete. If we have a mao who has too many accidents we get after him, and sometimes we find out from him that the foreman Is careless and it b surpris ing we don't have more accidents with that foreman. We get after the foreman. We don't fire a man who has too mtny accidents If we can correct hsu. Sometimes there is a physical defect that can be corrected. I think these statistical records are very important not only for your own com pany but also for our Section. From these reports that we gather is worked up our report for our Satistical Gocmuttoe. We plead mod beg and cry to get la such reports every year from our members to make up our national statistic* to fiod what is causing our accidents, the cost of them, and so forth, and we don't get them. If we got them It would help us a lot as to the nature and cause* of accident* and the costs of them. CnADticAN Russell: In the March News-Letter of 1931 you will find the Story and the forms used by the Woods Brothers Construction Company, with whom Mr. Widua 1* connected If you watch these News-Letters you will be amazed at the amount of materia! that is there that you can make use of. For instance, his safety bulletins go out to all bis people from Lincoln to New Orleans. You can get the materia! by writing to Mr. Widua, I am sure. J. VV. Joekm. (Sec'y. State Conference of Bricklayers of Ohio, Cleveland. Ohio): I represent the employees' safety organization of Ohio and came here to learn some thing. While I am not a safety man I have been interested in it since 1919. At that time we first started our safety construction code in Ohio, and it took five years to get it adopted. We have so many employer* who do not cooperate, that we thought we would have to have some kind of a law to have safe places to work. The informa tion I have gotten from the speeches is going to give me a lot of information to take bade to our employees to make them interested in safety. In 1923 we bad three meetings, with five at the first meeting, three at the next aad three at the next, and we got discouraged. Two years ago we revised our construc tion safety code and we had 12$ sections. Today we lave 139, and about 100 sub sections. According to our code, in case of accident the employer is penalized. After this was revised the employers la Ohio got busy and decided to have a joist com mittee to stop accidents. When they found they were going to be penalized they de cided to have safety organizations. - I appeared before our employers* organization and told them that they didn't want to have men injured, saying, xrYou are ail humanitarian like we are, hut you are not*sold on safety." They' told me to give my little speech and leave and they would let me hear from them in a couple of days. They let roe know they were interested in safety and said for me to come back and submit a plan. The first twto or three months we were going along nicely with an employers' forum. We adopted a card for the state of Ohio and in case of as accident the employee and employer have to make out the card. It seems that since the foremen Construction Section 591 and superintendents found that accidents were going to be charged to them, they have tried to keep the reports back from us. In the case of the laborers, wc gave one or two or three warnings and then if they were careless they were discharged. They were satisfied to have any roan discharged who was careless because it was injurious to the workman and also cost the employer. On the card it states, "fatal or non-fatat, the injury, and description o! the acci dent." On the back of the card we list to whom charged. We charge it to the em ployer, or the employee injured, or another employee. If the employee steps on a nail we charge It against the employee and employer, because we think the employer should have lad the nail taken out, and the employee should have looked where he was stepping. I should like to find out from you employers today how to get the emploj-crs more interested. They don't want to have anyone hurt or killed in Ohio, but they are not sold on safety yet. I realize we have got to get our employees interested and 1 don't know how. It seems that to touch the employee he has tp be hurt. To touch some employers you have to touch their pocketbooks. CHAHtMAN Russkll: In the August issue of the Construction News-Letter, just to show you the value that you can get from these, the L. E. Myers Company oi Chicago outlined their method of rewarding a foreman for safety, also keeping a .statistical record properly so they have information regardless of whether they are going ahead or behind in the rise or fall of the frequency of severity rate. Mr. Forester, the newly elected chairman of the Statistics Committee, will show you how he keeps tip statistics. J. C. Forest** (Vice President, The L. E. Myers Co., Chicago) : Our greatest trouble in starting out was trying to keep statistical records. Wc developed just a small 3x5 card and put in the employee's name, foreman's name, how long the em ployee had been with the company, and a cause classification number. Then we ran these off on different colored cards through the ditto machine. The office boy could do that and it didn't mean any additional work. We file them according to the employee's name, accident number, and another card according to the length of time of employment. With these cards we have been able to get quite a few statistic* and tlwy have proved very important. We also classify our accidents according to the part of the body injured, and we just figured out the other day bow much it cost us for compensation for the differ ent parts of the body. It was quite interesting that the eye accidents ran about 50 per cent It surprised me because`I didn't expect it. We know our eye accidents arc quite costly. The doctors charge a lot just to take a little dirt out of the eye. I am Interested to see if we can simplify our method. We give our employees buttons for good records. Alt employee* lm go for a year without a lost time accident are awarded these bottom. We attach a note from the president of our company congratulating them and also telling them that in the case of non-employment we wiU give them preference in employmerit again. Our new button will say two years instead of one year. I think our most successful plan, although Mr. Russell was somewhat against it. was giving the foreman $10 for every three months that he went without a lost time accident. Ten dollar* doesn't seem very much, but in talking to the superintendents about this we found the men say they can keep the $10 from their wives and use it in the way they want to. (Laughter) In fact they even go so far as to try to dis charge the men under them if they have a careless accident in one period. We also have a pkm where we give the superintendent a bonus if wc have a cer tain number of man hours without a lost time accident. That isn't as successful as the foreman's award. Chaixmait Russell; I wanted Mr. Forester to speak of hts system oi awarding, because it seems to be a coming thing to give some tangible award to construction 592 Twentieth Congress--National Safety Council foremen or construction men who have good safety records. Construction is depend ent on roving labor. We know nothing about the labor when it comes to tlie window looking for a job. Wc arc spending considerable money on accident prevention work and should have some wav of tracing men who come in contact with it. When a man comes to your window and applies for employment, with a certificate or a button or a personal letter, you know* he must at least have contacted a safety engineer and know something about what you want to tell him. So far as I know the first button issued was by Stone & Webster, and that button i$ given to foremen who have good records. If a man comes and shows you one of tlxrve buttons you can call hack if you want to and find out if tlte button belongs to him. They will give you t!>e man's record as far as accidents are concerned. I haven't checked this, but t think the next thing was the planning of certificates. The value of this as seen by my company is that the man's name appears on tbe certificate, *o that when he hands you his certificate you can check back on him. The!*.* Isave been particularly helpful in the last year where some of our men have been forced n> go to seek other connections. Two of them have reported back that tlwy were given preference became they held these certificates. On the back of tlte certificate is the story. You will notice under No. 1 that the certificates are awarded only wlicn the construction foreman on the job notifies the office that the job desires to be awarded certificates. That is an interesting psychological point to bring mt because when we started wo had a lot of foremen who thought, **\Ve get a lot cjj these. Sure. Put them on the wall. What are they good for?** We wanted to see that the men who had vision received them, and not the otlier men. The result was that after a year some of the foremen who weren't getting them liegait 10 sav. **\Ylir aren't wc getting these?" We wanted that. We showed them that if they asked to have their jobs awarded these certificates we would award them, and we made them retroactive. Wc uncovered some things that we wouldn't have found out in any other way. ` This certificate was a cover of one of the News-Letters. I keep stressing these News-Letters of the Construction Section because they are the only method of getting in touch with members, and if you don't read them and put them where you can refer to them, there is a lot of good material that you are losing. The next otic that came to my attention was the L. E, Myers Company, anil you have heard Mr. Forester speak of it. This has become a pet idea of mine, and I expect to stress it where it is possible. I was pleased whett I came to Chicago and went to Mr. Widua's liousc to find that the Woods Brothers Construction Company Had also started a scheme. Mr. Widua, will you say a word cm yours? Mr. Wipca: \Ye give three awards. The certificate itself, is for the first three months' perfect record. When a man completes six months we give him this little universal safety button, and after a year we give him the other gold-filled one-year award. We have approximately 1300 men working month by month this year. Up to September first we had issued 490 of these safety certificates. Up to the same l>er;nd wc have issued 186 of the six-months buttons, and of course we don't know how many we are going to issue of the obe-ycar because it hasn't expired. I imagine we will issue a hundred of those, ft is very effective and the men appreciate It. When wc transfer men from one job to aitotfier, the superintendent sa>s. "Where hive you been?" The man putts out this certificate and it Is signed by tl>e super intendent and that as all he needs. Chairman Russell: Did tlaat help you, Mr, JockeJ? Mr, JocKEL: Yes. R. C. Barr (Supervisor of Safety, Lumbermen's Mutual Casualty Co., Chicago): 1 believe I can give one idea as to a method of interesting employers generally, and that U to sell them on the idea of keeping track of their own accidents. In Cvastrue tinn Section 595 doing that they will have to have something to keep a record of them on. Some times they us* a book and sometimes a card.. Just a short time ago 1 ran across a card that is primed by unc of the office supply house* in Chicago, called the employees' accident and compensation card. There is pertinent information relative to the individual accident on the front of the card. On the back is a record of the medical treatments that liave been neces sary on that one case. If you get the employer interested enough to keep records of His own accidents, your problem is half over in creating that interest necessary to reduce losses, because the average employer you go to will find it a revelation to sec bow many accidents have occurred and what has happened in his own work- Chairman Russell: Mr. Goldstine, who is the new Poster Committee Chair man, has been working along those lines. Edgar N. Goldstine (Safety Engineer, Barrett & Hilp Co , San Francisco, Cal.) : I am not going to go into this thoroughly. I will say that if Mr. Jockc! will gel iu touch with Mr. Kearns of the Ohio Commission he will find he has .1 ratitcr elaborate folder 1 prepared for him. If anyone is sincerely Interested in anything, he must express his interest in some form of motion. He must do something, and if he doesn't, the interest evaporate*. One of the ways of getting interest, that I found stimulating personally, is to read ,thc things that I thought would help me in aeddetu prevention, and I Have tried to read all the literature that I could get my hands on. I have not read all of it, but I have read some, "Mental Causes of Accidents," by Fisher, is interesting. Mr. Heinrich of the Travelers has recently published an interesting book on accident prevention. In this book lie brings out the fact that for every dollar that the insur ance company pays out on insured losses, the employer, employee and society pay emt four more dollars lor those losses- 1 would recommend that hook to anyone who is interested in reading about accident prevention. I fee* that keeping the right kind of statistics is another means of making interest In our organization we use an ordinary book that corresponds to a journal. Wc give one, two or three page*. as might be required, to each letter of the alpha bet. and as the accident icports are turned in, a girl m the office alters them by dates, nature of accident, the amount of incurred loss as far as medical attention is concerned and as far as other loss is concerned. Wc can determine whether certain employees are repeaters. If we see one man two or three times getting medical pro tection we do something about it. Wc usually have only 300 or 400 men working, l*ut it t* a suggestion that might 1>c worth following through. One means of expression wc have that I believe is not being used as it should be is maintaining a bulletin board with posters that s-lwukl he instructive. I have a bulletin board which holds anywhere from two to three posters, sometimes with special bulletins I have prepared- If any member of the Section is interested in this sort of thing and requests it through Mr. Russell, we can make arrangements to show them these posters and the manner in which they were prepared. Wc can loan our book to anyone who wants to sec it. Instead of getting out posters saying *'Bc Careful." "Work Carefully.' we try to show them wltat it means to do it. We sltow them what is safe about ladder construction, if the angle isn't right, if they liavcn't got a handhold at the top, if there is an opening that they can fall into. Wc arc trying to take each important cause of accidents and work against it, and vve believe tliat in the course of two years' lime (this is a big subject, gentlemen, ami we can't do it in fifteen minutes) we can cover all the accidents, Itoth mental and physical causes, so the men will understand them. The thing will be touched upon not once but a number of times. In our organization we do something that I think shoukl be done much more extensively. Every employee who works for us gets once a month our employees' publication. It is mimeographed, sometimes five or six pages long. It costs about six or eight cents a copy. In this we tell some of the things that the employer 594 Twentieth Congress--National Safety Council should tell his men. Usually ooe page is devoted to safety, building construction methods. There is a page of personals, and that is the page they first refer to. They want to know where their next jot will be in case they run out. We feel that we are spending in the neighborhood of SO cents a day for insurance on our carpenters, 30 cents a day few workmen's compensation on our laborers. Why can't we spend 15 cents a week for safety. Every time we save a dollar in insurance, we are not only benefiting our own experience rating but we fee! we are doing something that is of social value to the community. We make it unnecessary for that man and his family to become an object of charity. We are developing a spirit of good win. I find our fellows are interested in these things, ami a great many of them are working with us. Besides the meUiod of the bulletin board, wc are developing quite a number of other ideas. We wrote the Siesel Company and asked them about the form thev were using in connection with payroll checks. Our checks were all printed and we didn't want to run them through the presses again, so we used rubber stamps. They look at the payroll checks, they are important We have a dozen different messages that we have worked up. We change them every so often. For example, here is one of the messages (we took the message of the Siesel organization and changed it slightly): **A pay roll check Is always larger than a compensation check. Don't get hurt.** "The best safety device Is above the oak. Use your head." "Think! Would a stepfather be as good to your children as you are?" There are a dozen of them. You can't show a fellow one of these checks and expect him to be reformed instantly, but it is just another angle of safety work. One thing I fee! strongly on is a matter of investigations and safety rejsorts. 1 don't think we look at our accidents closely enough- In Mr. Heinrich's book he lists something like 42 different causes of accidents. All the causes that I hare beets able to think of are included in those. Until industry begins to analyze acci dents more carefully, I don't think there is going to be much improvement. It isn't easy to analyze this; it takes a lot of study and thought. When a man begins to look at these carefully enough and thoroughly enough be will find out. 1 don't know how many of you have ever watched a youngster learning to walk. He doesn't do it in the first day, second, third, or first week. It takes months. If any of you have been confined to a hospital for two or three weeks at a time, on your back, you know you don't run very far on the first, second or third day. Your muscles have been still only a few weeks, and it is difficult to walk a week after you get out of bed. If we analyze the situation with the right sources of information, and utilize it in our work, wc can do things we have never done before. Some organizations in this country have made wonderful records m safety, and they haven't done it by a single step. They have used every means they can think of. They are getting results because they are interested and are doing the right thing. . I don't believe the construction industry as a whole is very much interested. On one large building being constructed in Philadelphia there was not a single elevator shaft with a barricade on it. And there were all sorts of other hazards present m that building. We find that our men, as a result -of our efforts, ask for first atd now where they would have considered it self-pity to ask for it before. If any of you are interested in our methods, if you will write Mr. Russell we .will be glad to send you the details. In connection with some of the other ideas that we have, after you have got to the poinl where you are putting up safety posters, when you want to find out how to cut down accidents my answer to that is the weekly safety report. I have made some study of- that and have developed some interesting forms. It Is a waste of time to talk about it with the average company. If you are interested I will be glad to tell you about It. Construction Section 595 Mx Wioua: The analyzing of accidents is an important thing, but how many of us sitting at a desk get the complete information on an accident report, the information that we need and want? They say a man fell off a Udder. That it about the extent of the report that we get Why did be fall? Was the ladder defective? Did be have poor shoes? Was he working too high? There is a reason for his falling. It is either our fault in furnishing him defective materials to work with or perhaps it is the man's fault In having defective shoes or being careless. Our clerical force has been with us for a number of years (we try to keep the same organization year in and year out) and they are instructed specifically to give us the information as to why the accident happened. In addition to our foreman'* report, which is made out at the time of the accident, is the complete information that we want as to why the accident happened. W. R- Richarps (Safety Director, Associated General Contractors of America, Washington, D. C.); Relative to the costs, and so forth, on these reports, I don't see how they can possibly get an accurate cost of any accident unless they have the codie number of their compensation insurance classification, on that report. Some companies do have it, I understand, and 1 have talked to a great many people recently who do not have it on their reports. They have no place on the report for that code number. I wonder if it wouldn't be a good thing to see whether the in surance companies would put a place on their reports for that information. For instance, Code No. 5040, iron and steel erection, erecting of iron and steel construc tion, and so forth, II that code number were on that report it would show them right away what it was. Ms. Wxdua: We put it on. We don't give that information out on the Job. M*. Richards: Does the code number go on the insurance report? Mx Wioua: No. Mx Richards; How does he classify it? R. C Baku (Supervisor of Safety, Lumbermen's Mutual Casualty Co., Chicago): I might be able to answer it in one way. See if the coding of the insurance com pany and your own coding are the same. Mx Richards: Some companies, but not all of them, use that system. I know your company does. Mx. Goldstiks: One of the things I feel strongly about is the matter of insur ance company accident reports. I think they are trying to get the reports on one sheet of paper instead of trying to have something on them that will be of help to the industry. The information concerning an accident should cover at least two sheets of paper and should have an analysis of the accident. They should deter mine how the accident could have been prevented- .1 think it is worth thinking about. We Intend in our organization some time in the next few months to work up something that will do that. I think another thing that deserves consideration is the use of the standard terminology that wag passed on in 1926 in Washington. In order to use that terminology it is necessary to have some sort of a booklet to find out what works should be used. In that way we can have statistics that mean something. Chairman Russels.: In Newark there is a foremen's safety chib, the only one in the East, with a membership of a thousand men. They meet once a month all the year around. They have various sections. There is an article in "Trained Men,** which is the pamphlet magazine of the International Correspondence School, coming out in November, which may give you some information. We can give you any information at aay time, Mr. JockeL A. E. Horst (Secretary-Treasurer, Henry W. Horst Co., Philadelphia, Pa.) : I wanted to add a remark about the foreman. We liavc had fairly good success getting our foremen together. During the hut year and a half or two years we have been constructing a subway in Philadelphia, and have had a number of nail 596 Twentieth Congress--National Safety Council inj dries cm the job. We got the men together to try to see what could be done to stop them. We also developed that there were many head injuries. To overcome some oi the nail injuries, the foremen said we should force the men to wear good shoes. The foremen were willing to start wearing nailproof shoes. It wasn't very long before aboot half the laboring crew on the job were using them. With respect to the head injuries, we had to demand that all men working in caissons wear protective hats. Tint is one of the requirements of the work. After they had worn them for three or four weeks, we found other men on tle job work ing under the decking, for instance, wearing* them. That all started because the foremen, seemingly, took tlie lead in tlie way of educating the men. Chairman* Russell : That is interesting. Here is a safety shoe, \vhich is a very good protection. We have had some re markable experiences with those shoes and they have done a real job. They arc a dress shoe and I wore them to the convention to see if anyone would detect it. J. W. Jockel (State Secretary, Cleveland. Ohio) : I would like to ask the man from Wisconsin about the upkeep of the safety school he spoke of. Mr. Tc/*es2ng: It is for all the Industry, operated through the Association of Commerce. It is part of om Association of Commerce work, to keep up this safety school. W. R. Richards (Safety Director, Associated General Contractors of America, Washington, D. C.) : For Mr. Jockel's information, the Los Angeles Chapter of the Associated General Contractors has been running a safety school for many yearsIt has been very successful. They carry ott that school for four months each year, meeting once a week, and have a wonderful attendance. *T!y give a certificate for attendance and a prize at the end of the school term, which I think is completed some time around the middle of April. Ms, JocKFL: How long does it last? Mr, Richard*: It starts in February and runs until tlie middle of April. R. J. Reigeluth (Vice President, C. \V. Blakeslee & Sons. Inc., New Haven. Conn.) : I came out here to listen exacting to leant something, and ) have obtained several good ideas this morning, and some of you gentlemen have said things tliat call to my mind some of our experiences in combating accidents. Our firm was founded in 1840. and from that fact you can realize that we have extreme con servatism in the management of our company. Most of our foremen and all of our superintendents are trained in our own organization, whatever the}* know they have learned from us and wlun they don't know we have failed to teach them. We were up against a very severe problem about five years ago. We were carrying part of our insurance with an Insurance Company and part of out jobs we were carrying ourselves. Jobs that we felt were comparatively safe we were carrying ourselves. and jobs tlut wc felt were extremely hazardous we passed on to the insurance companies. After a year or two of that, the insurance company called our executives together and sent a couple of their executives down, and explained that they would have to raise our rates on account of our luring so many accidents. That started us to thinking that something was wrong, and I was appointed to solre the problem. We found that our own accidents were costing us mote than the ones the insurance company was carrying for us. Our own jobs, which were supposed to be safe jobs, were costing us more than the hazardous jobs were costing us through the insurance company. So wc didn't blame the insurance comiwny. We deckled to educate our foremen and superintendents as lias been suggested here. Wc tried to appeal to them through every known channel. It didn't seem to produce any better results. Finally we came to the conclusion that we had a right to tell the `people who worked for us how they should work, wc had a right to tell them what kind oi work to <k> and how to do it. We layed down some pretty S.iff rules and told them to do It that way or get out. It is a little different proposi- Constructxon Section 597 tion to appeal to the public to do something. The men who arc taking your money have to deliver what you want. * We had meetings every month of our foremen and superintendent*. Wc had about 60or 70 first class foremen and superintendents. Some oi them had to come lerhap 70 miles to attend these meetings, bnt wc felt they could afford to do that once a month. We laid the law down to them and wc called the men on the carpet at the meetings. We had the information before them, and wc asked them to explain why such-and-such an acckleut had occurred. Sometimes thev had a Pr?tty tough job explaining it. I think that was as effective as anything wc did in bringing the men to a realization of the fact that they were doing things they could not explain. It cost us something, but we felt it was worth while. Another thing that is m the embryonic state now but wc think is going to work out is that certain men suggested that there is certain knowledge that ought to be known to the foremen in general. Well, it is true that there is a lot of knowledge available in various forms for the foremen and superintendents if they know where to look for it. Our town is an educational town, and we say an educated man is one who knows where to find something that he doesn't know. Our men don't know where to find it. We have compiled a handbook, have been working on it for about a year, which is small enough for the foreman or superintendent to carry around in his pocket. It tells how much a post will carry, how much a plank will carry on a span, how much ropes will carry. It is all in there where a foreman or superintendent can find it. We are trying to get that so it can be used by the foreman am! superintendent, and we think it might be of use to the industry in general. I want to tell you that the result of our accidents has been this: Itt 1929 wc had lost hours per thousand hours, and wc have come down to .95 liour per thousand. L. J. Rape (Superintendent of Accident Prevention, Metropolitan and Commer cial Casualty Co., Chicago) : I have a word that might be oi interest, particularly the construction game, on ouc of the largest projects under construction at the present time in Chicago. In the beginning we were running along very smoothly without accidents, and all at once there was an avalanche of cement bums. I think seven or eight went to the hospital wfthm three days, and possibly in a week there were twenty-three very serious burns. It seems that these were mostly cobred men, carrying cement from automobile trucks and freight cars into storage houses, being used in caisson and cement construction work. The matter was turned over to me for analysis. We usually analyze almost every accident aud try to find a way oi preventing a recurrence oi it. In making an analysis of this particular run of accidents. I found that the cement in the first place was corning in rather warm. It was in paper bags mostly, sifting through, closing the pore* of the skin, chafing, atxl creating a rash that gradually permeated the whole body. The remedy was very simple, lanolin grease. Those fellows are greased on the neck, shoulders, arms, some carrying the cement on the shoulders and some other wise. With the use of lanolin, after the man completed his carload of cement he took a bath, and we haven't had a burn. Any sort of vaseline or grease, if they will grease themselves thoroughly, will do. This same company now U using this preventive method on ail of the jobs. Chairman Russell: We tried vaseline and lanolin, and wc found it uag diffi cult to get '.a*cline out of the skin. After considerable investigation we ran across a cream put out by the General Electric Company, and it is used by them. Mr. Rejcklutb: What is the name of that cream? Chairman* Russell: G. E. Hand Cream, made by the General Electric Companv. Mr. Rape: Lanolin seemed to work better. It was an absolute cure. 598 Twentieth Congress--.National Safety Council Edgar N. Goustim (Safely Engineer, Barrett & Hilp Co., Sac* Francisco, Cal.): I want to answer the remarks that were made in connection with detailed specifica tions for Construction. The specifications tint X had in mind were minimum require ments for certain types of work, and not maximum requirements. As a rule accidents occur when a number of different conditions get together. I had occasion to make a very thorough investigation of an air compressor explosion. I found out that the blow-up was a result of seven different conditions coming together at the same time. If any one of them had been different it would not have occurred. Whenever there are unusual conditions in any part of our jobs, scaffold design, tower design, or anything else, special attention must be given to that condition and if possible some sort of effort made to take care of that condition. Otherwise there is a strong possibility of an accident occurring. Mr. Ode J. Gatin (Special Investigator, Safety & Hygiene Division. Ohio In dustrial Commission) : I want to state the actual experience of a man who is out as a special investigator, touching all kinds of construction work. The drift of the talk that I get here today is from men that I preslane are all targe contractors, or men representing the large contractors through the insurance company, and so on. In my position I inspect every job in that section of Ohio, which consists of seven teen counties, whether they have one man or a thousand men working for them. In my experience, which has extended over the last two years in the inspection department and about thirty-five years as a builder and practical mechanic. a car penter, by the way, I have found this out; I have more trouble in what we term the shanty work, or in other words in a small town where there are possibly ten or fifteen or twenty thousand inhabitants and tltcy arc building several small build ings, five, six or eight rooms. I have more trouble on a job with six men than I do where there is a six-story building where there are 60 men, or a real large operation where there are 600 men. To be frank with you I have more trouble with the six-men job than the 600-men job. The larger contractors in the large companies realise what is best for them. As a matter of fact they know that when they preach safety they are saving themselves money. One of the worst things we have in the construction game today is that there arc entirely too many smalt contractors, men starting in the contracting game without as much as a thousand dollars. They go to the bank and get the money and get the owner to back them and stick the owner when tfiey can. There is no use camouflaging it because we know tltat is the trouble in the construction game today. It is astonishing throughout our district the amount of premiums they have to pay. This hits the large fellow as well as the small one. The small fellow has so many accidents, and that raises the premium on the large fellow. What we arc trying to do (it is hard during this depression) Is to go into the cities of any size at all and get the contractors and workmen together for mass mretries. That is the hardest job in the world, to get the contractors to come to the meeting, or even to get die men to come to a meeting, because the contractors want to play golf and the mechanics generally warn to go fishing when a meeting is on. There is another thing I want to bring up for consideration by tlie Construction Section. Yesterday or day before I was in the Woodworking meeting, which was a very interesting one. Some of you may have never bad much experience in wood working. When I was young I tried to learn it and got most of my fingers cut off, so I gave it up. They had a picture that showed the actual way the men get injured. They had wax fingers and hands. Anyone who saw them will never forget them. Wc have pictures to show at these talks wc make. I think it would be a wonderful thing if we could show titese at the nations! convention. W. R. Richards (Safety Director, Associated Genera! Contractors of America, Washington, D. C.) i As I said yesterday at our meeting, we are continually irearing talks here, all on building construction. We never say anything about the other Construction Section 599 construction. This is a Construction Section, taking in every class of construction. 1 think that the engineering contractors who do highway work, bridge work, munici pal work, railroad work, should have something to say, and somebody should make some reference to them and give them information. We have a number of them in our association who have practiced safety, and they are municipal and highway contractors. Mr. Horst is an engineering contractor and has made a wonderful record. Mr. Wilkinson of California is another good contractor. I can name you hundreds of them. This division doesn't refer to any thing but building all the time. I would like to see more information for the other class of contractors. Just as this gentleman from Ohio said a while ago, there are more contractors in that line of business that need education. We should try to see them. A. E. Horst (Secretary Treasurer, Henry W. Horst Co., Philadelphia, Pa.): We have been out of highway construction for four or five years. We couldn't make any money and quit it. I haven't any positive way to suggest relative to highway work. I indicated a while ago what we did on our subway work in Philadelphia. We happened to be carrying our insurance with an insurance company that put on a special man with the work that is being handled in Philadelphia If the man couldn't get the information from the foreman on the job or the superintendent .that he thought he should, he would then come to the office and toHc to us. and we had a meeting about once a month of the foremen and sub-foremen on the job. C. O. Tresnir (Safety Director, United Power and Light Corp., Abilene, Kan sas) : Being a stranger at your meetings, I came this morning trying to learn more about construction in our line of work which differs from building. I don't find any others her* interested in my line of work. But our work is construction work never the less. We ate running up against basatds. We hold our safety meetings among our workmen. We have at the present time about a hundred workmen out in line crews over our four hundred and some miles of territory, and it Is my job to hold a safety meeting in every district each month. Every Monday morning each line truck foreman must hold a safety meeting before he starts on the job, and check bis truck to see that he has his proper safety material on it. We are getting some wonderful results out of those meetings. We keep a statisti cal record. On every accident that happens the foreman must make a report, and that report must cover in detail how that accident occurred- When that arrives, whether it is a lost time accident or a serious accident, it is wired to my office and I immediately investigate along with the superintendent of the division and the engineer of the division. The three of us investigate and see how that can be stopped. Then we draw up a deetch on the particular job on which the accident occurred, and I take the sketch over every district and talk about that particular accident* We have the biggest hazard, I suppose, in' the wearing of jewelry by ,tb men. They cannot wear rings, wrist watches, or watch chains, any metal. But it is pretty hard to put that proposition over because it becomes a habit. By these meetings we are conquering that problem. In connection with our statistics I keep a record by divisions of the minor and major injuries. I know how many accidents we have each month, how many days have bees lost by each of the lost-time accidents, how much it has cost us by way of medico! bills. Then we make a current sheet every month by each district so that we know what it costs against the man hours worked. At the lend of the year we total it and get the combined cost of every accident that happens in our company. The general manager in starting out did a wonderful tiling. You spoke of the employers taking an interest. When I came on the job a few years ago from the state safety department of Kansas, where I had been for a long time, the general manager himself went with me to every district and we hod a general meeting, and we impressed on their minds that we wanted safety embodied in their work and 600 Twentieth Congress--National Safety Council wc wanted them to study safety before they started the job. That is the way we started out, and we are conquering it. I was in hopes I would hear more from the industry today, but 1 have gained a lot from the round table discussion here that X know I can carry tack to my boys, and it will help them wonderfully. . ADJOURNMENT TWENTIETH ANNUAL SAFETY CONGRESS - NATION AL SAFETY COUNCIL * Delivery, Taxicab and Bus Section Officers 1930-31 Cettemi Chairman--T. A- Horkocks. Minnesota Truck Owners Assn., Minneapolis, Minn, Vkte~Chuiruian, Delivery Fleets--T. R, John'Sox, United Pared Service of N. Y. New.,York City. - Vice-Ckairuian, Taxicab f leets--Barkev Graves, Yellow Cab Co. of Philadelphia. Philadelphia, Pa. ' f'icc-Chuirviau, Bus Fleets--Ma&cits A. Dow, Greyhound Management On. Cleve land, Ohio. Secretary gud News-Letter Editor--H. A. I.vkf.ss Brown, The Taxi Weekly, New York City. Chairman Engineering Committee--D. M. Lol'GHMAN, Geticral Outdoor Advertising Co,, New York City. Chairman Membership Committee--N. R. Hoovkr, New York Work!. New York City. Chairman Committee on Posters, Slides and Safety Kittles--Carl C- Oj-mfnts, Sheffield Farms Co. Inc,, New York City. Chairman Program Committee--J. j, Zkither, Continental Baking Co.. New York City. Chairman Publicity Committee--Q. K. C. Taylor, Shell Eastern Petmleuio Products, Inc., New York City. '" Chairtnan Statistics Committee--A. E, Lundsteadt, Bowman Dairy Co.. Chicago. 111. JLrrcuth'e Committee--The Officers asm Robert Clair, Liberty Mutual Ins. Co., Boston, Mass. A. A. Clarke, General Baking* Co., New York City. H. L. Cummings, Yellow Cab Co., Richmond, Va. Dale Harman, Yellow Cab Co., Kansas City, Mo. A. F. Waite, The Green Cab Co., Cleveland, Ohio. J. G. Williams, National Assn. Taxicab Owners, Chicago, ID. Tuesday Morning Session October 13, 1931 T. A. HORROCKS, Chairman Minnesota Truck Owners Association, Minneapolis, Minn. The first session of tle Delivery, Taxicab and Bus Section convened-with General Chairman T. A. Horrocks presiding. Chairman Horrocks : It is with great pleasure that I greet yon at this, the 601 602 Twentieth Congress--National Safety Council , Twentieth Annual Congress of the National Safety Council. As one views the pro gress made by the Council in this humanitarian enterprise, we do well to pause for a moment and contemplate the tremendous tasks which have been undertaken. Little the sponsors realized at the beginning that the work would grow to such monumental proportions. "They budded better than they knew." # To the organizers of the Council, we acknowledge our debt, and in appreciation thereof wc should Mcarry on** fa the same spirit of self-sacrifice and with the same determination to succeed. The Delivery. Taxicab and Bus Section was organized about eleven years ago. That this Section has made progress cannot be disputed. ^ The past year has seen our membership mcieased--this in the face ui adverse business conditions. >_ Committee chairmen have rendered a good account of their stewardship, as will be noted bv the reading of the Monthly News Letter, by reports made at this Con gress, and'by observing the splendid programs provided for our sectional meetings. Particularly I want to call your attention to: (I) progress made in awarding recognition to drivers who, by their conscientious efforts, have helped materially to reduce accidents; (2) to the statistical division for tlwr laborious task involving ac cident experience records; (3) to the splendid work of the Membership Committee; (4) to the painstaking efforts of the Program Committee, who have arranged our programs am! secured speakers; (5) to the Nominating Committee, who have chosen a fine group of sectional leaders for tle coming year: and (6) to the meritorious work done hy members of the Owned staff. Three sides of a great problem, a question in which all fleet owners must, or should, be vitallv interested will be presented now. Our discussion involves the attitude of the commercial vehicle driver, what the commercial driver requires of the public and of other drivers, and what the public requires of fleet owners and their drivers. I take pleasure in calling upon Mr. F. C. Lynch, of the Kansas City Safety Coun cil. Major Lynch was in charge of Warehouse and Transportation Ordnance fo*- the 22nd Division in France, and was at <`ue time superintendent of the Supply Main tenance Division of the Kansas City Public Service Company. His experience cover* a very wide field. What the Public Requires of the Commercial Vehicle Operator By F. a LYNCH Director, Kansas City Safety Council, Kansas City, Mo. In the presentation of this paper it would be much more logical, perhaps, lor us to discuss what the public expects of the commercial vehicle operator and then to make a few observations on what the public may require of the commercial vehicle operator U it does not obtain what it expects. Since the only implements of war employed by the public m its battle against a common enemy are regulation and taxation, neither of which very often prows desirable, it behooves am* industry to keep a close clieck upon their operations in order to make sure that they are not unnecessarily creating an adverse public opfafan as a result of the manner in which they are contacting with the public. Any of you who have had an opportunity in the past few years of visiting the Legislature when hearings were being held upon legislation affecting your industry, have heard many uncomplimentary remarks directed toward you. Seldom do you find the public ami the press becoming aroused over legislative matters which had to do with an individual industry, there fore. back of these regulatory measure* must be some cause which prompted the public and the press to become interested in thc.e matters. Delivery. Taxicab and Dus Section 603 Commenting editorially on some of this proposed legislation having to do with taxation the following is quoted from unc oi the metropolitan dally newspapers: "But of much wider consequence is the issue which affects the entire public. The highways were built for public use and with funds supplied by the pubiic, specifically, as a rule, tliat large part of it owning or using motor vehicles. They were not designed, and could not have been designed without virtually prohibitive cost, for use of a limited number of vehicles of excessive weight and dimensions. The dominating idea in building roads was that each individual and group benefiting directly from them should he governed by the interest oi all. To permit a selfish, monopolistic and dangerous use of the thorough fares by the few is indirect violation of the whole principle of public road con struction and maintenance. "The present situation in Missouri and no doubt in many other states calls for a higher degree of public protection titan now is afforded. The common carriers must be made to pay to the state an amount commensurate with bene fits derived from use of the highways, while at the same time there must be enforcement of existing regulations or pcrliaps such additional regulations as win prevent damage to the highways and danger to the general public using them." Quoting from anotlier editorial: * "Governor Caulfield is right when he says tliat many of ifa* commercial trucks operating on Missouri Highways have become menace to traffic. "This is apparent to the automobile driver on L. S. Highway No. 40 between Kansas City and St. Louis. The Governor, in a letter tn Thomas H. Cuttler. the State Highway Engineer, declared that tin: aiitumohflc transport i* becom ing a greater menace to traffic each day. "Other drivers of automobiles chi the main highway across the Staie have had the same experience as the Chief Executive in being forced from the pave ment by trucks or automobile transport. "Engineer Cuttler says the Highway Department only has the right to pre vent the overloading oF trucks. The next legislature should restrict tlx* length of transports and clothe the Highway Department with power to arrest all offenders of the traffic regulations. The huge trucks and transports are a heavy burden on the highways and the present tax now imposed on them by the state is wholly inadequate. The tax schedule for the trucks should be in creased by the next legislature. J he traffic problem on the main highways should receive the careful atten- t*n * officials of the highway department during the next few months. They should receive the cooperation oi the owners of truck* and automobile trans ports m order that an effective and well balanced traffic code can be presented to the coming legislature. monopolized by commercial trucks. The driver of the pleasure car is furnish ing the principal part of the funds to Imild the roads and he has a right to complain when a truck forces him into the ditch." ** 15 Jn.tc.resti.n. io not<* that 4!,e first editorial was prompted because of a rail road official pointing out the unfair competition which was existing and he found a ready response from the press because it offered an opportunity to point out the detriment which these commercial vehicles were to the general public welfare from the manner m which they were operated. The second editorial was prompted b- c^Use .*^c Governor of the State of Missouri was forced into the ditch by the operation of a commercial vehicle and again we find the press bringing into this picture the need for additional taxation. It i* ,, peculiar business condition, but never hcless, , iS true that if you want people to like you. it is necessary that you k,.?LlhC pC,p 4 wh*t thcy *a!,t tune and again. You must advertise your business and prove your worthiness to society ami you will gradually win the friend 604 Twentieth Congress--National Safety Council ship of society. But, not so with hatred. For example, one truck driver, by crowd ing the Governor of the State of Missouri off the highway, has created the animosity of the Governor, the Highway Department, the press and the public to such an ex tent that thousands of courteous, considerate acts will have to be committed in order to gradually overcome this animosity. 'With a situation as delicate as this confronting your industry isn't it imperative create the animosity of tin; public and quickly and surely eliminate them from your that you analyze your operations and determine those things which will tend to operations. It is not necessary for us to cite hundreds and hundreds of cases oc curring in your operations in order that wc may agree upon the cause for this situation, because all operating executives who have answered die telephone and listened Jo the remarks of citizens, know that the complaints which are received have to do with the unsafe manner in which their vehicles are being operated; and the compliments they receive, if any. have to do with the courtesy and considera tion and thoughtfulness which their operating personnel has shown toward in dividuals of society. . Then, isn't the answer to the question "Wlnt does tlx: public expect of the com mercial vehicle Operator r" to be found is the statement that the public expects a .safe service courteueiJy prri rwrt- Mmi> indmtrral and mercantile ests` :hments have long *inee cemte to the <uar)**k that the best operating frame mind for their employee* W a i* to w*rk *! the waderctandmg and the a< mptton that the cushaner t. alway* ngbt Tfc* a rhmneWw has occurred almost universally where the cu*4ue*et $m4 (Wr ii^ginmur MBror*rnmivt comes in personal contact one with the thrr Huwow n anplmuimi W aut bwas as quickly accepted by or ganization'. a* are xjwvwnw<? hm** *wt. twr where this has been accepted in the case of wear onahlmhawwiu. tf m* Wm euiueeed. or even advocated perhaps, in the ea*r *4 their cuMMMrrvtttJ eStwfcr iqveutina* Take a *r*evi*e- < xa--pli < a nswiwaT m ihe department store. We find that when the osnuart a Jugaser vok<r a darker color, a larger size or a smaller star, the cwtMier a rmht ii ifcr ewmuuw-r suggests standing at a different counter, thr **ie* *** rt*4fa**da*K wltf wcunveriieSKe it might cause, gladly brings thr w*irhim4i> w- fi*r isamaif ?+**** the eustumer's viewpoint, at least, that is a *atirfactory aervwv b*Mrwr. alter the purchase was made, the messenger is hrmcutg thr panl.isgr buck Vrom thr cashier, and would shove aside or even knock over a protapvet^t- cantuatre whu standing in the aisle. Would that be considered good b*iar*>' t b partaft the customer hat asked that the package be drlnverd t*> hi* Warl, *m<s upon *rt:cl at the elevator, he finds the elevator crowded and there a task -room for one more passenger, he is pushed aside by the messenger Wv larry-tug hi* purchase and required to wait for the next df\aUr. It is ridkrtiloa* to *k if dat is considered good business. But let's carry this package ju*i a 1*it farther. Suppose that the purchaser gets into his automobile and a few blocks away from the store, meets the delivery boy with the package in his car. and finds that he quickly has to apply his brakes m order to yield the right-of-way lo the delivery boy--and unless he does so, he most likely will become involved in a serious accident. In the examples cited. I hesitated to ask the ques tion as to -whether or not that was considered good service because It was so ap parently ridiculous to ask h. But. in this case. I do not hesitate to ask the question as to -whether or not this is considered good service because I have seen enough of such incidents to know* that some men are actually doing it. I will not ask whether nr not this is good business and proper service to render to the community because this paper is supposed to be from the standpoint of tlie public--What does the Public expect in a case of this kind? n I was distussing this paper to a friend of mine for tf>e purpose of receiving criticism and when I very dramatically came to this point and asked the question-- *Ts This What the Public Expects from the Commercial Vehicle Operator my friend, rudely interrupted with the remark--"Well, he had better expect it t*r he Delivery, Taxicab ami Bus Section <505 won't be a part of the public for long." A*id this brought me around again to another proposed change in the subject ot this paper. Jt seems that perhap> the paper should be best entitled "How Does the Public Feel About What They Expect from the Commercial Vehicle Operator?" However, knowing that there were usually women in attendance at these sessions, I quickly realized that it umild be impossible for me to relate many of the remarks 1 have heard alxmt how the public feels. However, 1 will try to give my impression of what tlc public feels they are entitled to and expect front the commercial vehicle operator. Without going into the equity or economics of the conditions existing, or attempt ing to justify the feeling which the public has in this matter, nevertheless, it is apparent trom my observation that the foundation upon which society form* its opinion of the commercial vehicle operator is that tlie public has provided tlw- high ways for tbc operation of the commercial vehicle, and that the commercial vehicles are using these highways for the purpose of serving society, and by virtue of such use and such service tbc commercial vehicles arc receiving profitable benefits thereby. By virtue of this perspective which they have of the situation, the public expects the operators of commercial vehicles to furnish a safe service and to render it in a courteous mangier. In order to fulfill this obligation the public expects the com mercial vehicle operator to provide* the following: . The I'etucU' The public expects the operator to provide a vehicle which is equipped a*i maintained to as to produce the greatest possible safety in operation. They expect a vehicle to have adequate brakes, and by adequate brakes is meant that the driver can lock all wheel* of the vehicle under his control without exerting more than 50 pee ee**t of h* pueontal power. It is expected that the vehicle shall be equipped with headligb**. giving the greatest poosible road illumination ami still cooptymg with t&e FeagwUttsuAt fur adjustment existing m the state. The vehicle should be with adnqmte hors, or rignallmic device. There should be a rear view mirror *o that the operator may be aware of conditions existing in the rear of bis v*mcW- He shotdd be provided with "Stop** and adequate clearance fight* m order tfewt the public may he aware of the size of the vehicle which is approaching. Ail i these heme should be a part of the regular equipment of the vehicle and should be maiutamed by periodical inspections frequent enough to in sere a eoattMMttMi* oprradtm of aU safety features on the vehicle. In cold weather, the public expacti the driver to be provided with a heated cabin in order to make sure that the safety of the public will not be jeopardized by virtue of the tact that the driver hu become to cold from exposure that he can no longer safely operate his vehicle. The Driver: The public expects the commercial vehicle operator to provide drivers who have passed satisfactory physical examinations in order to assure their physical fitness for the work to which they are assigned. The public further ex pects periodica! physical examinations to be given to these drivers in order to make sure that no deficiencies have developed in the condition of the driver in order to cause him to jeopardize the safety of the public when operating his vehicle. The Skill of the Driver \ The public expects tl>c commercial vehicle operator to make sure, by examination and educational work, that the driver k adequately skilled in the operation of the vehicle under his control and sufficiently supplied with the judgment of conditions under which he will drive in order to be certain that no deficiencies in the skill or the judgment of the driver will be a public hazard. The Alertness of the Driver: The public expects the commercial vehicle cura tors to so manage their operations and so interest their drivers in the operation of these vehicles that they will constantly be alert to the conditions under which they are.operating, in order that by virtue of their alertness, tliey will anticipate potential accidents a period of time sufficient for them to take the necessary precautions in order to prevent such accidents from ocurring. v Courtesy : The public expects that the management will require of the cmnmcrdal vehicle drivers that the same courtesy should Ik shown toward the public when 606 Twentieth Congress--National Safety Council contacting with them upon the highways as the management requires that shall be shown toward the public whet* they cliange from tins potential customer upon the highways to the actual customer in the store. AH of these items which wc have mentioned have largely to do with the moving vehicle upon the roadway. There is another occasion where the public and the commercial vehicle operator have an opportunity to conflict, ami that is the case of the standing vehicle which is double parked or improperly parked any place in the roadwav. The public has tlie right, at least, to expect that the operator of a com mercial vehicle will comply with the traffic regulations governing the operation ot vehicles upon the highways and the public further feels that if any unjust irregular ities occur in the traffic ordinance that tlie operator of the commercial vehicle will he a much better citizen if he will take such complaints to the legislative branch of tbc city for correction, rather than to constantly violate the regulation because it appears in foe unjust. Summarizing ihc whole situation, it appeared to me that the public expects to receive from the commercial vehicle operator, a safe service courteously rendered. Whether or not it is good Business for commercial vehicle operators to render it voluntarily is an economic problem which each .of you will have to solve to your own satisfaction. However, it is my opinion that many commercial vehicle operators could well afford to take paint and a brush and paint their name off of their com mercial vehicles, leaving it up to tire public to guess what truck had committed the violation, rather titan to definitely identify the violation with the corporation oper ating the vehicle. The sequel to what the public expects of a commercial vehicle is "What Will the Public Require of the Commercial Vehicle'' and as lias been previously pointed out, the competitive enemies of the commercial vehicle are quick to capitalize upon adverse public sentiment which you have budded up in the com munity by virtue of your failure to furnish a safe service, courteously rendered. Xot only does the public expect you to render a sate service courteously to avoid its adverse opinion but it alo expect* the commercial vehicle operator to render a safer service courteously in order to deserve its good will. And what executive can differ with the statement which Owen D. Young, of the General Electric Com pany. recently made to a group ol hi* employees: "Everyone 1* lad mornings, hates to bear the telephone ring, or to see the office door open. I beg of you. gentlemen, when next you meet such a morning, take a stick of dynamite and blow up one of our plants. But do not take it ont on a customer of General Electric. Wc can replace the plant you have destroyed, we kuow its value, we have a reserve from which we can rebuild. But we cannot measure ihc good will you have destroyed and we can never know' if we have re placed it.** Cmju*max liomtocK*: We tliauk you very much. Mr. Lynch. Now wc will consider another side to this problem, presented by Mr. E. A- Dannemann. of the Par>Hclcc System. What the Commercial Vehicle Operator Requires of the Public and Private Car Operator By ShiiL A. DANKEMAHN Division Manager, Parms&ee System, Brooklyn, N. Y. Upon receiving tlte invitation tv address this group, my thoughts naturally turned to the subject-allotted rue. After pondering it for awhile, 1 decided that the author must have made an error, as up to that moment the thought had been firmly fixed in my mind that commercial vehicle operators as a class trad no right to require anything from other types of operators. Deliverys Taxicab and Bus Section 607 During many years of association with a company which operates about 10.00U taxicabs that travel about 300,000.000 miles annually, so many requirements have becn made of our drivers by private car operator*, civic bodies, state and city au thorities, that I naturally readied the conclusion that there were no requirements left for us to demand from others. However, after due consideration, 1 decided that commercial vehicle operators have until now been suffering from an inferiority com plex and that Urn was tlie right opportunity to require recognition of tlie outstanding differences between the several classes of operators. If you will ak the average citizen who, in his opinion, as a class arc the most reck less and careless operators of motor vehicles, he will probably answer, "Driver* of cabs and trucks or other commercial vehicles." Perhaps in the early days of the automotive vehicle this opinion was based on facts. In those days only the well-to-do and outstanding members of a community were able to possess an automobile, h naturally followed that this class of owner and operator was well above tlie average of his community in intelligence, ability and caution, and consequently applied these cliaracteristics to the operation of bis automobile. As production increased, the price went down and the motor vehicle found its way into the hands of the masses with a consequent lowering of the natural standards of common sense, courtesy and ability, with a result that accident frequency not only kept (race with registrations but a* a matter of fact outdistanced them. Naturally the higher ratio of accidents came to the notice erf authorities and in some states rigid driver's license laws were passed. There is no question but that these laws were helpful and as a matter of fact during Ihc period 1916 to 1929 mcfarive, the automobile fatality rate in this group of states was 29 per cent lower than the rate tn non-liccnsed slates. However. I think all of us wit! agree that you cannot legislate common sense into a person's (lead. The commercial vehicle operator goes beyond the ordinary requirements of the law and particularly equips himself for the job of operating a vehicle by various methods. He is, as a rule, one of many drivers working for an employer operating a fleet of vehicles. This employer when he is in need of a driver does not merely hire drivers who have a license to operate an automobile, but he demands proof of the applicant's driving ability both by reference and actual road test. After the man is employed a detailed service record is made of that driver's accomplishment* and he is made to realize that his conduct un the road and his method of driving will be used to gage his ability. Every fleet operator wilt go to extremes tn prevent ac cidents and enforce safety through various methods such as road supervision, organ ized safety movements, etc. In other words, the employer is constantly making every effort to keep the thought "Safety" in the minds of lits drivers. The fleet operator realizes that accidents can mean the difference between profit and loss and can also destroy or build up good will in his business. I think we wilt all agree that the mechanical condition of automotive vehicle* is i factor to be considered m any discussion pertaining to the subject of accident pre vention. It is my opinion that the average commercial vehicle Is better maintained mechanically than the average private ear. Certainly there is far greater incentive tor the commercial vehicle operator to keep his equipment In proper mechanical con dition than there is for the private car operator to do likewise. The former lias to maintain certain definite schedules and has to provide safe and dependable transpor tation to its patrons if he is a public carrier. To accomplish this he usually main tains his own repair shops to provide systematic checkup and inspection of his equip ment to prevent mechanical failure. In most commercial fleets today vehicles arc examined and tested daily. The driver is invited to report mechanical troubles t< his superior and most employers emphatically warn their operators not to take a vehicle from the garage unless it is mechanically fit. Contrast this with the attitude f the average private car operator who usually waits for something to happen be fore he visits the repair shop. 608 Ttvcntieth Congress--National Safety Council A good many of the cars on the streets today should be licensed as pushcarts rattier than automobiles. In my opinion state licensing authorities should devise ways and means of ascertaining the mechanical condition of a car before issuing a license. In sonfc states the authorities have at times undertaken this work oo li censed vehicles and also in some cities the authorities have taken similar steps. How ever, these inspections are so infrequent that little permanent good results from them. The methods used In one particular state, with which I am familiar, made a joke of the inspection In that certain repair shops were authorized to do this work and to issue certificates indicating that the inspection had been made and the car was satis factory. The result was that the repair man issued these certificates promiscuously to his local friends without even seeing the cars. In the matter of responsibility, a commercial vehicle operator must necessarily carry- sufficient insurance to protect himself against liability arising out of claims for injuries, property damage, etc. The private car operator knows that as a rule when he is in collision with a commercial vehicle he it in a position to demand and obtain redress, either direct or through the courts. On the other hand, the commercial vehicle operator suffers in this respect by reason of the fact that a good percentage of our private cars do not carry one cent of insurance and in a great many cases where the commercial operator 'does obtain judgment against the private car operator or owner, he U left holding the bag because of the lack of insurance or other assets. When a negligence case reaches our courts a jury of our peers likes nothing bet ter than to mulct a commercial vehicle operator, especially if it is a corporation and. as compared with a private car operator, the awards in damage suits usually run one-third to fifty percent higher. As a matter of fact,- often an accident which re sults in a claim of a private car owner against a large commercial fleet operator is considered due cause for appropriate celebration. Mow if a citizen sees carelessness on the part of aa express company driver or a taxicab chauffeur, he finds it convenient to say that those express company drivers or taxicab chauffeurs are reckless and careless. Since the private car operator can not l>c readily classified and designated, the public rather neglects them in their criticism of driving conditions. An investigation would soon uncover the fact that there is more carelessness amongst individually owned and owner driven cars than among the employees of organized fleets. 1 think proof of this statement can be found in the fact that from 1927 to 1930 inclusive, there was an increase of 37 per lent in fatal accidents by private cars, whereas trucks, taxicab6 and busses showed a decline of 14 per cent. 25 per cent and 19 per cent respectively. The commercial vehicle operator must of necessity do a better job of driving than ttte driver at the wheel of a private automobile- He knows that if he is involved in even a minor accident or other violation of safety rules of his company, he will be called to account and disciplined. A serious accident or violation may result in the loss of his job and may prove to be almost an insurmountable obstacle in obtaining employment elsewhere. He knows that his employer's hands arc free to deal with him and that politics do not play any part in the consideration of his case. The fleet operator on the other hand is confronted with certain policies which in a measure affect the morale of hi* drivers and at times these obstacles make it dif ficult for an employer to control the safe operation of his vehicles. The fleet oper ator has been told time and again that communities want safer highway conditions. He has seen thousands of dollars disbursed for traffic signals and elaborate codes adopted and lie has seen both the regulations and signals generally ignored. He knows that when enforcement is attempted that the leading citizens of the town merely have to call upon the district leader or other local politician to fix it up. At times the fleet operator wonders w]ethec the community really wants safety or just wants' to talk about it. On the other hand, when the commercial vehicle operator breaks a company rule and company ruies include ail traffic roles and regu lations, the fair minded executive hates to penalize his own men for misdeamcanot' Delivery, Taxicab and Bus Section 609 which he knows the community does not itself enforce. The fleet owner and the commercial vehicle operator expect the community to determine what kind of safety and traffic regulations they require, what the penalties for their violations are, then be thinks they should stick to them and enforce them. In glancing over the program for this morning's session, I notice no thought ha* been given to the pedestrian and his relationship to our problems. I think you wilt agree that all operators should require something of the pedestrian since in our own company pedestrian accidents account for about 35 per cent of the total. From time immemorial the courts have built up their decisions on precedent, giving little consideration to charge in conditions. We have become so accustomed to the use of precedent by the courts that it would almost be heresy to challenge the cor rectness of this procedure. The law has always given preference to the pedestrian and today we find the court maintaining the ridiculous position that the pedestrian may ignore a traffic signal and if he or she be Injured by a motor car, the driver may be held negligent- Recently the Pennsylvania Courts upheld a verdict in a case of this kind. We are all familiar with the complete failure of efforts of the police to have pedestrians pay attention to traffic lights, crosswalks, etc. We do not maintain that the thoughtless driver should be encouraged by law to run down pe destrians but It seems only reasonable that the driver hi congested areas should be assured of a clear chance at crossings controlled by traffic lights. Little or no ef fort has been made to control the pedestrian and the writer cannot understand why it should not be considered just as much a violation for a pedestrian to cross a thor oughfare against a traffic signal as in the case of a motor vehicle. Referring again to the attitude of the courts, I fee! that the fleet owner has a right to expect modi fication m the court's attitude and a departure from precedent where new conditions have made old conditions and rulings inequitable. In conclusion permit me to say that tins study has given me a new angle on var ious classes of operators. We all agree tint there Is still considerable progress to he made in the direction of properly educating commercial vehicle operators in acci dent prevention work. However, if this is true about this class of operator, I think it can be fairly stated tliat there is certainly roots for improvement in a class where no organized safety movement, or no orderly process of edaeatkgi or control has even lieen started. Finally, the commercial vehicle operator should at least require from the public and private car operator and others, a competent understanding of his aims, object* and accomplishments. Chairman Hor*dcks: The paper has been very instructive indeed. Considering we have so many commercial vehicles--the registration in 1930 was, I think, over three and one-half million--and that the great majority of those arc motor trucks, tad m the bands of two and one-half miQkm individual owners, I believe that the tracks in this safety movement art going to crowd the busses anti the taxicabs. C V. Weils (PiUsbury Flour Hills. HwaeapcJt*. MhaiO: In questioning people who are mimed, what is their attitude or reaction as to the liability of the company ? Do they also feel that the company is liable, or the driver 1table, or will they admit liability? Ml. Danxemakx: No. I don't befieve that the pesblie ever admits liability, or rather the claimant does not. It i* difficult fur to get our own drivers to admit liability. I think it is more difficult to get the claimant to admit his or her liability. Me. Woxs: Going against a stop fight? Ml Daxslssakh: No, they tioa"! limit anything. Chairman Hceaocxs: The next whjwt presents another side to this very moot question, and will be presented bar CnuuniHinnr Robbins B. Stoeckd. Connecticut. 610 Twentieth Congress--National Safety Council What the State Requires of All Commercial Vehicle Operators By ROBBINS B. STOKCKEL Commcaatoaer of Motor Vehicles for Connecticut, Hartford. Conn. This is an assigned subject. Its wording bears analysis for it includes more than it seems to. It docs not apply solely to motor vehicle operators but includes all op erators of vehicles as well. Further, the word "operator" as used for the purposes of this discussion, while it obviously includes the actual drivers of Commercial Motor Vehicles, yet it also covers those that control the management of large fleets and groups of delivery trucks and wagons. These are the so-called "fleet operators.*' With this preliminary statement as to what the scope of the subject may include all those operators of otlicr vehicles than those which are motorized can be at once disposed of by a general statement to tire effect that all such except those which are for specialised purposes are handicapped in comparison with motor vehicles. Horse Drawn Vehicles It seems to be a cheaper aud better policy for certain industries in certain localities, usually in cities, to use horses and tlwjre still survives an extensive short haul busi ness which is horse drawn. Tax statistics seem to show that the horse as used as extensively1 as ever. That is, tliere appear to be in many states as many horses as formerly, but it probably is a fair conclusion that the use of the borse is now with drawn from the highways to a considerable extent and intensified upon the farms and back roads. So far as the horse and wagon on the highway are concerned those who order their use ought, for the sake of everyone, to Instruct the drivers that their primary duty is to keep out of the way of faster traffic as much as possible. The horse drawn vehicle is so much slower than even the slowest motor vehicle that its detrimental effect on traffic as a whole is much exaggerated if its driver does not give way- to taster vehicles. Nearly all horse drawn vehicles are out at unusual hours. They are used by milkmen, icetneo. farmers and by other similar trades men \vlu-< are mostly early morning or late afternoon and evening delivery-men. They are on the roads when there is the minimum of motor vehicle traffic. Aside from general practice, the horse drawn vehicle owner and driver ought to see to it that urh management of the vehicle for the sake of others Is indulged in as appears sensible and useful. That is about all that can be done. Such vehicles nnd all teams which are used after dark should be marked with re flectors as well as with lights. In most states lights are required, but the light at best. If left to the driver of a team, is never 100 per cent efficient. There is an authentic instance where an accident occurred because there was no light visible, hut the teamster went into court and swore a light was going. On cross examination it developed that because it was a cold night, he had wrapped the light in a blanket alongside his feet to keep them warm. The reflector is a better warning than the light. It is 100 per cent efficient in -its modern manufactured perfection because it can be readily seen if it is well placed on a wagon. Most laws which require lights on teams will soon be amended to say ''lights or reflectors.*' This is about all which one can say about teams. To sum up, teamsters must for safety keep exactly where they belong in the road nnd carry a warning light after dark. A motor vehicle commissioner is not expected to be expert in the discussion of horses. Fleet Operators The main duties of fleet operators of commercial motor vehicles are easily set forth. As a class they include the direction for all that performance which is specifically Delivery, Taxicab and Bus Section Oil within live control of the owner through his fleet operator and includes all those activities where an agent should receive express authority and for which the drivers ought not to be expected to take the responsibility. Fleet operation and the orders given by the superintendent to his driver ought to be accomplished in a manner beneficial, or at least not injurious, to the public even though there be some sacrifice on the part of the owner. Overloading Overloading continues to be one of the most dangerous and difficult offenses, to handle. The payload on a commercial motor vehicle is withm the control ni tinowner. He it is who ought to be lickl responsible for overloads beyond the satety factors provided by the manufacturer. .States are coming to a definite policy which ties the permitted payload to the manufacturer's guarantee. Nobody knows any better than the manufacturer what the tensile strength of Ills steels and other materials which have gone into the making of the truck ought reasonably to carry, bow much tire springs will safely support and what load the axles and tires are made for, so that it is fair a'nd proper that his guarantee should control. It is sufficiently liberal because of the fact competition forces liberality. In following out enforcement principles the authorities will continue to set the manufacturer's guarantee as a standard, and where overloading lias taken place and has become an offense, will' proceed with corrective methods, both by court convic tions and suspension of registrations and operators' licenses. Any state which lias an operators' licensing system has at hand adequate mean:* to punish a truck driver who violates the principles set forth, but this is particularly an offense authorized, or at least constructively permitted by an owner, so that enforcement, instead of applying invariably lo the driver, as U too frequently lias in the past, ought to reach out and get the owner as die true culpr it. There is a duty upon the owner to instruct his driver* as to the size of loads they arc to carry, ami to hold them responsible that this limit is. not exceeded. The State expects every owner to do this, ami will be more inclined as time goes on to hold him to it. Ganging In Line Another form of owner's direction, cither personally or through the sujverinlendents of fleets, ought to make it clear to the drivers shat the owner is apt to be held responsible if tlte drivers gang up their trucks with other large vehicles. 1 here is no offense mote inexcusable or a greater menace than to find two or three large vehicles traveling along in dose proximity to each other, so that the faster traffic, instead of having a simple problem of passing one large motor v ehicle has a group to negotiate without space enough to get in between any or the trucks in the linc. Stales have laws about this. They are usually broad expressions to tile effect that traffic must be spread out enough to allow a roadway tor everyone. The offense has become common. It happens not only with trucks, but also frequently with large buuscs- It must be corrected. It appears that it is the owner's duty to so cor rect it by his orders, because he has the power to do so without actual enforcement, wheicas the State in order to accomplish the same result might find it necessary to use its police forces. Owners should take this into consideration, and if every one of them wat to see that this simple direction to their driver* is heeded and carried out. a decided change for the better in highway accidents should be at once apparent. It is of course a temptation for driver* who Ixdong to the same organization to travel along together, to stop at the same place to eat or sleep on long runs, and the owner is the only person who can by direct order* bring a stop lo the consequent tendency on the operators' part to drive too closely together. Unless direct orders arc given and enforced by the owner it soon becomes a natural manifestation of psychological reaction in the mind of a commercial motor vehicle operator that he 612 Twentieth Congress--National Safety Council may impose upon the rest of the traffic because he has a Urge and heavy vehicle with which it would be disastrous for smaller vehicles to collide. In the colloquial he "hogs the road", usually without realizing that he is doing so. This tendency needs to be fought and tlie owner is the man who can fight it the best. Keeping to the Right Unless the owner insists upon his driver keeping to the right side of the road and not riding its crown, the tendency to drive toward the middle will express itself. Highways are now constructed so that on the main roads at least there is no reason at all why a commercial motor vehicle should not keep strictly to the right hand path. This is especially true on four-way roads, yet that is the very place where observation shows the offense of riding the crown, or where the crown would be if there was any, is the commonest. There should be strict orders that there is to be no imposition on the rest of traffic, that the commercial vehicle b to be driven to the right of the road and a free passage allowed for all following and passing traffic, without need for signal wherever that can be accomplished. The driver of a commercial vehicle soon gets into the habit, unless he Is watched or watches him self, of sticking to his course and letting other people turn out for him. This is the easiest action and consequently the commonest. A driver who gets into the habit eventually loses all of that consideration which is reasonably expected of him and imposes himself upon traffic. The owner has the authority to stop it, so it is his duty, but also it is the State's duty to see that it is done. To accomplish it by state action means a disagreeable me of police and enforcement, all of which the owner can save. It is a common performance to find the operator of a large commercial vehicle helping to direct traffic, that is, signalling one to come on from behind, or showing in some manner that he is aware that there is a following vehicle and will permit it to pas*. This is commendable and useful. At the same time, the following opera tor needs to realize that after all it is his own judgment that is to control, and that what the operator of the commercial vehicle is extending to him is courtesy and kindness and not direction. There is no responsibility taken from the fodowing driver because he chooses to accept the suggestion from a commercial operator. Equipment The machinery of truck*, llicir operation and equipment, including mirrors, re flectors and outfitting in general is good, yet there are altogether too many cases where by reason of the construction of the cab on the tiuck, or by the manner in which the truck is loaded, the operator's view to the rear >s obscured. Here again is an owner's duty. He must sec that his truck* are legally equipped, that the load ing is so carried on that all the equipment is available, and if he does not do that, it ought to be his legal peril and not. the pert! of the operator. Mirrors are possibly one of the most useful bits of equipment yet devised for safe operation, but an even better signal might be devised for certain large and wide commercials if engineers coukl be induced to give thought to the use of the selenium cell. By means of it possibly a following car might by the reflection of lights or use of the bom on this cell make a contact. 90 that a bell or a buzzer might be set off in the driver's 'cab. Whether that is a practical suggestion or not, I do not know, but it seems as though something of the sort might be devised. Certainly an aroplifer arranged with a reception at the rear of the truck would not be too expensive, and would make it possible to invariably hear the horn of a following car. Proper Parking There are other details of fleet truck operation in which drivers ought to be in structed by owners, and directions given and insisted upon as a part of successful Delivery} Taxicab and Bus Section 613 commercial motor vehicle operation. Among these may be mentioned that the owner ought to see that he loads and reloads off the highway so far as that is possible, and that where it is necessary for his truck to stand in tlie highway for any purpose, that he takes a place which is convenient for all the rest of the traffic, and stays for as short a time as is necessary. At least be ought to place his vehicle so as to be the least possible nuisance to others. Parking of a commercial motor vehicle is a bad situation while the driver rests, or for any purpose at all, is another dangerous practice. It happens too often. Instructions ought to go through the discussion of where it is dangerous to park, and talks given against it. Tired Drivers One particular and more modern difficulty than the others is the over exertion of drivers which is permitted by some owners. There have been many instances In the last few months where commercial motor vehicle operators have gone to sleep on long runs, due unquestionably to over exertion and lack of rest. While it is undoubtedly the case that the owner has not in any instance directed his men to drive for longer than definite safe periods of time without rest, yet he may have made it possible through some form or other of profit sharing trip payment* for .men to do more driving than they ought at one stretch. The State holds the owner responsible for that. Extensive investigations into this subject are now going on and while it is expected and hoped that it may not be necessary to impose hours of labor upon any industry, yet the safety of the public at large is of such importance that tl matter must be fully considered. So if owners themselves do not trice cognizance of this situation and do as they ought about supervising the hours which men are allowed to drive, it is fair to assume that the public will demand that legislatures take action. It only needs one or two more serious accidents caused by some worn out and tired operator who is trying to make an extra dollar, which of course is praiseworthy in itself, but dangerous under all the circumstances of the case. It is neither for safety nor economy that such practices should be allowed to continue. Duties of Drivers Now, having set forth the general duties which appear to he enforceable by a State upon its fleet operators, a few words may perhaps profitably be said about the driver himself. The State requires of him principally that he be a man among men, that he not only do his own work well and capably, but that lie consider the human elements which enter into operation in traffic, that he lie constantly aware tliat he will meet with all sorts and conditions of persons who have all kinds of reactions, running from over-confidence on the one hand to fear on the other, and tlmt lie be such a man himself as to be able to cope with the problems presented by ail these people in a manner which is successful and right. This sounds like a big prescription, but 85 out of every 100 people are capable operators. There are only about 15 out of every 100 for whom the commercial vehicle operator has to look out. He needs to be able to help them to take care of themselves. At any moment be is apt to meet a car driven at an unreasonable fast rate of speed or one which is going slower than is reasonable. In either instance an immediate problem presents itself which he must help solve. There are many complications and emergencies which are sure to occur on every trip so h must be the kind of a man who can meet those emer gencies and still preserve his equanimity, and continue to be a safe driver himself. To put it concisely, be must not be nervous or too complacent and easy going. He must come within the safe average, and have in his makeup those particular ele ments cf consideration for others which are especially imposed upon him by the kind of a vehicle which he has to operate. In general, the State expects him to obey all the laws, and his obedience to llxisc laws, again on account of his peculiar type 614 Twentieth Congress--National Safety Council of vehicle compared with others, must be more exact, more puios-taictog, and snore careful. There is not so much leeway provided for him by enforcement authorities is there is for the pleasure car. In the first place, his vehicle usually has been, and still is, restricted as compared with pleasure cars, so called. It is either bigger and heavier, attd usually wider, or on account of its body, built for specific purposes, less manageable than the pleasure car, all of which be has to remember. So State authorities have arrived at a frame of mind where they expect more of a man who has limitations and restrictions upon the vehicle which he operates, than of those who have none. That is an anomaly, but of course it is true. A handicap in traffic on account of the type of vehicle wliich is operated calls for additional qualities in the driver. The driver has to make up for those things which the vehicle cannot do, and the only means provided is to use his brains and be even more alert and wide-awake than the average driver. A truck driver has to be. more or less a superhuman driver. He always a a better driver than the hit and miss man who poses as such. As compared with the ordinary operator of a pleasure car who never has driven a commercial, he can afford to look down as from a pinnacle upon all those who go by him, sometimes with disdain, priding themselves Upon the quality of their high priced cars, and yet constantly committing driving faults which be not only will not he permitted to do, but which he kwws better than to do. On statistical information, it appears that commercial motor vehicles in proportion to their number as compared with pleasure cars and all other vehicles of every kind, are less and less involved in difficulties and accidents.- There is a steady improve ment and a downturn in the line of disasters, and an upturn in the line of accom plishment. This is because of the very fact that it is harder to drive a commercial motor vehicle than it is a pleasure car. that the difficulties which beset its operator are greater, and that consequently the drivers have been educated and brought up to a point of better accomplishment than the pleasure car driver. The result is shown. 2t is attributed sometimes to the fact that the commercial vehicle operator is under two controls. lie is the agent of the owner and under his control as well as that of the State, while the pleasure car operator is going his own sweet will with only the State to watch him. But that Is not the reason. The reason is, of course, that the necessary duties of the commercial operator call for a higher type of per formance. and he has had to learn and has learned to carrv through. It would be very easy to make a kmg list of specific duties which a State might requite of its truck drivers. This would include many specific precautions for both moral and legal obedience to rales. It is unnecessary to go into those. Every man knows what they are and knows within himself how closely all those whom be represents obey them, or causes them to be obeyed. Every rule and law which exists is probably necessary. There is supposed to be reason behind each and none ought to be disregarded. Among the .many law's provided for owners and operators, there are one or two which are especially honored m the breach. One ia particular, is that for keeping markers on trades clean and in shape. A driver oc^td to be made responsible for seeing that this is done, or in other word*, the driver owes that duty to the owners who cannot be expected to run around to see Ids markers are dean. The driver ought to report at once any lack of equxfeao* or aay wrfdcnti to any part of his equipment, to windshield wiper, his reflector*. fats lights, his markers or his brakes. If he knows shout those, and does aoc tett his owner, and has no inspection made, there might be a serious question as to the cr^wnsl negli gence in event be liad an accident, and enforcement tnogfat probably be ff*^*** him. To close tins paper, it may be well to generalise for jtwt a mrmiw Wife it is admitted now* that commercial operators are probably the best of aX. whatever the reason may be. yet there are plenty of ways in which they can be Iggr, The main object of this paper is to show that ootnanerrial operation is niwlj * joist action. Even where an individual operates his own car. there are two "firTfrr related to Delivery, Taxicab and Bus Section 615 each other, one as owner and one as commercial operator. Tlwse cars which are the most difficult to handle and the greatest problems in traffic are usually the big commercial motor vehicles owned by firms, corporations and individuals and driven by hired operators. There ought to be a very distinct and determined attempt to segregate the duties of die owner from those of the operator at law so tliat enforce ment by a state can in the future be free from injustice to operators for what is the owners' fault, and to owners for what if the operators* fault. In the time I have left, I shall talk about the driver. What we require of a driver Is just this, in a nut shell. He must be a man among men. He has got to have those personal characteristics which are necessary to look out for himself and for the rest of the traffic, because he is proceeding under a tremendous advantage over the rest of the traffic in its ability to do damage. He has a larger vehicle, or a vehicle with a body built so it is a handicap to drive it. And as was said by the earlier speaker, we are going to demand more of the truck operator and of the bus operator titan we do of the ordinary operator. We are going to require his quali fications in a very much more specific manner in the near future. We are going to see that lie is the kind of a man the State oqght to permit on the highway*, of whom in the case of tlic. passenger carrier, taxicab man or bus driver, his public need not be afraid. a , In the case of truck drivers, to some extent the same tiling Li true, but in ally event, it is essential that lie be courteous and make allowances for the rest of the traffic. . - It would l>e very easy to make a tong list of specific duties which the State will require of its truck drivers, and this, of course, will include many moral obligations as well as a lot of specific legal ones, but it is nut accessary to do that if, as I say, the owner takes ln$ part of the responsibility, aqd the driver take* bis; there is no reason why increasing perfection among motor vehicle operators of commercial vehicles shall not coroe and come very fast. I want to admit and frankly that I consider the commercial motor vehicle driver better than the driver of the pleasure car. I think the fundamental reason why that is so is that he has to be. He has to realize the troubles of others on account of the vehicle Ire controls, where he has a schedule to follow, and a definite route to take, and he learns consideration and kindness. It is not an uncommon thing at all to find splendid drivers of pleasure cars who have been In the past drivers of com mercial motor vehicles. I once had an experience with a truck driver. In tfiosc days we hadn't much in the line of roads. 1 had been appointed only a few months and had issued a few manifestos in the newspapers and things of that kind. I was going to New York and driving pretty fast, part of the way on the wrong side of the road. I went around a curve very quickly. It was very early in the morning, somewhere about 4:30, and there in my path directly ahead was a little- truck coming the other way, driven by two young men. They gave a startled look at iny old yellow, car and fled--went right out of the road an<l over into the meadow. I got out and hustled tuck extracting cigars to give them. I deserved a real good talking to; I expected to get it, and in language which would be understandable If rude. This truck driver said, "Say, old man, that is not being done this year. We have a Commissioner who won't stand for it." Chairman Ho**ocks: Thank you, Mr. Commissioner. Before discussion, I should like to ask a question though not directed particularly to tire speaker. To just what extent arc reflectors being used on motor trucks? I. F. Jokes (The Independence Indemnity Company, Chicago, III.): Here fn Chi cago during the last six montlis, we have been quite successful in having fleet Owners equip their trucks with reflector* or "targets." We find that lanterns or stop lights are not sufficient for stopped vehicles to be detected in time by vehicles following 616 Twentieth Cotigress--Nationai Safety Council them to stop and avoid accidents. We find that the use of the reflector or target offers a great deal more security, and that it can be seen at a greater distance. A btg help we found in preventing trailer accidents on the highways is painting the canvas similar to the approach to a railroad trade This has been very helpful. Reflectors, 1 now understand, are used by most Industrial trades throughout In diana. Chairman Horrocks : I would like to introduce Mr. Jack V. Scott of the'National Safety Council Staff, who will dcscr&e aonfe new activities of the Council. Jack V. Scott (National Safety Council): The Delivery, Taxicab and Bus Sec tion has grown this, year until H `is now the largest among the National Safety Council's thirty Industrial Sections. Just a year ago, the membership was about 450 fleets with an estimated 100,000 trucks. Today the membership is nearly 1,000 fleets, with an estimated total of 300,000 trucks. That increase is due principally to a new Vehicle Membership which includes several new features that were brought out during the past year. _ : Best known of those features is "the Safe Driver** magazine for vehicle operators. Also, outstanding is the No-Accident Driver Award. The Award is a smalt emblem which is given to the drivers of member fleets who can qualify with a year's record of no accidents of any kind. In the first six mantis, we distributed approximately 700 of these to drivers throughout the country. Chairman Houocks: The Nominating Committee which wit! name officers for the aiming year is composed of Mr. Robert Clair. Chairman, Liberty Mutual In surance Company. Boston; Mr. A. F- Wake. Green Cab Company, Cleveland; and Mr. Dale Harman, Yellow Cab Company, Kansas City. They will report tomor row morning. ADJOURNMENT Delivery, Taxicab attd Bus Section 617 Wednesday Morning Session October 14, 1931 ` T. A. HORROCKS, Chairman Minnesota Truck Owner* Association, Minneapolis, Minn. The second session of the Delivery, Taxicab and Bus Section convened with Gen eral CJiairman T. A. Horrocks presiding. Ciu'isMAK :Horrocks The first item of business is the election of officers for t!i* ensuing year. Mr. Robert Clair of Boston, chairman of the Nominating Com mittee. n not present and Mr. W. C. Washburn of New York City will read the nominations, . ` .. Report of the Nominating Committee W. C. WasRburn "(New York City): Mr. Cliairman, your Nominating Com mittee is pleased to present the following list of officers for the Delivery, Taxicab and Bus Section t General Chairuuxi--hiarcus A. Dow, Greyhound Management Co., Cleveland. Ohio. Pice-CkairnwriBelitrery Fleets--}. J. Zbjtner. Continental Baking Co.. New York City. 1 Vice-Chairman Taxicab fleets--Benjamin SxMum, Yellow Cab Co;, Chicago. 111. yiee-Chairmah Bus Fleets--Moss Patterson. Oklahoma Transportation Co- Okla homa City, OkSa. Secretary & Afetes Letter di/pr--Richard Leonard, The Taxi Weekly, New York Gty. Engineering Committee Chairtnon--G. F. C Taylor, Sl*ell Eastern Petroleum Pro ducts, Inc., New York City. Membership Committee Chairman--C. V. Wells. Pillsbury Flour Mills Co., Min neapolis, Minn. Poster, Slides and Safety KinJis Committee Chairman--H. V. Schexibek, The Capi tal Traction Co., Washington. D. C. Program Committee Chairman--H. R. Auden, Vacuum Oil Company, Inc.. New York City. Statistics and Contest Committee Chairman--A, E. Li'NnsTtAUT. Bowman Dairy Co.. Chkago, IH. Chairman Publicity Committee--Austin W. Stromrerc, Power Wagon, Chicago, 111. Executive Committee--The Officers and ` Robert Clair, Liberty Mutual Insurance Co., Boston, Mass. A. A. Clarke, General Baking Company, New York City. H. L. Cummings, Yellow Cab Co., Richmond, Va. Dale Harman, Yellow Cab Ox, Kansas City, Mo. ' T. A. Horrocks. Minnesota Truck Owners Aas'n, Minneapolis, Minn. H. A. Inness-Brgwn. The Taxi Weekly, New York City. ^ T. R. Johnson, United Parcel Service of New York, New York City. A. F. Waite, The Green Cab Co., Cleveland, Ohio. J. G. Williams, Nat. Ass'n Taxicab Qwuera, Chicago, 111. That completes .the list of the nominations and l move, Mr. Chairman, that this list be adopted. . (The motion was seconded). Chairman Horrocks: Gentlemen, you have heard the report of the Nominating Committee regularly moved and seconded. Is there any discussion on the adoption hf the report? If not, please signify the acceptance of the report by saying aye. Opposed, no. The motion is carried. 618 Twentieth Congress--National Safety Council i think that we are particularly fortunate in having Mr. Dow to bead the section for the coming year. Most of you know that Marcus Dow has spent almost his entire life >n the cause of safety and that lie is a past-president of the National .Safety Council. I trust that every member of the organization will give these officers the utmost support and inspire them to even greater efforts than the section has made in the eleven years of its existence. It gives me great pleasure next to introduce Dr. Lauer. The Selection and Training of Vehicle Operators By ALVHH R. LAUER, Ph. D. Associate Professor of Psychology, Iowa State College, Ames, Iowa In accepting the invitation to address this body of men. I scarcely realized the great responsibility which devolves upon such obligation. It will be extremely diffi cult to take you through three years of study hi the brief period of thirty minutes. Unless some retrospective account of the work is presented you will hardly be in a position to appreciate fully tlie nature of our studies and their relation to the prob lem of highway and general safety. Consequently. 1 shall first tell you something of the background of our researches. We shall then proceed to the methods de vised for measuring capacity for motor vehicle operation, and finally we shall con sider some of the applications to the selection of automotive operators. Most of you are men out in the field who know the problems of vehicle operation first ham'. It is not necessary to call your attention to the enormous loss in life and property resulting from accidents. You are aware that tlie task of selecting drivers is a perennial one and that It is complicated by many related circumstances. To set up specific methods which would apply in ail situations would be next to impossibleOn the other band there must exist certain basic principles which may guide us in handling any given situation. The primary atm iu undertaking this research was to ftek out. describe. ad render serviceable such basic principles If you will keep this point in view during the first part of this addres* it will help "break the *ce" for tlie applications which are to l>e given later. The problem of safety in connection with motor vehicle traffic has been a rapidly growing monster to the general public as well as to industry. The National Safety Council has been largely responsible for calling our attention to the accident situa tion as a whole. Everyone is familiar with his immediate problems but his opinions are likely to be dominated by local conditions. If few accidents occur during a given period, he feels tlie situation is getting better everywhere. If many accidents occur he feels tliat it is getting wotse. These are purely local conditions which fluctuate with the seasons, the condition of traction, the nature of the driving, and many other factors. Before going further it might be well to point out tlie reason why psychologist! Iiave become interested in tlie problem. Modern experimental psychology is quite different from the post-war attempts tq classify men solely by analogic tests. Be havioristic ppycltologv has taken for its data the overt or observable types of human behavior. Whether tliat behavior be driving an automobile, laying bricks, running a milling machine, uncrating a drill press, writing a life insurance policy, selling a suit of clothes, proposing to a girl friend or what not, makes little difference,* It sufikes that the datum is human behavior which automatically allocates it in the field of psychology. The psychologist is interested in the responses of persons to certain stimuli or situations. The reaction hypothesis is stated that for every stimulus there is a response. A corollary of this hypothesis is that one response predisposes the individual to react in the same way a second time. Thus our pronc-to-accident drivers are perhaps the combined product of heredity and training. Dclh'cry, Taxicab and Bus Section 619 The psychologist is thus a human engineer wlio attempts to use the known fact* to predict future conditions. The engineer is interested primarily in the physical, me chanical, or economic aspects of safety while Use psyritologist ts interested in the human side. The two supplement each other very well and the psychologist who goes far into the physical field becomes an engineer, while the engineer who goes too far on the personnel side become* a psychologist. Training always limits the value of generalizations outside of one's field. Again It was the National Safety Council, and specifically Sidney J. Williams, who pointed out the importance of tlie human element in accident causation. Safety devices were of no value if removed by tlie workmen. The best brakes arc useless if not applied in projtfr time. Stop signals arc of no consequence, if not observed by motor vehicle operators. Pioneer studies of street car operators were made by Munsterbcrg. Recently, Dr. Bingham and Dr. Sloconibc have made much more complete studies and with much better results. Tiresc researches have convinced even the most skeptical of the need for studies of accident-prone individuals in order to formulate principle* from which sve may devise selective measures of automotive operators. It was in 1926 that the First Hoover Conference called attention to the lack of uniformity in traffic regulations throughout the country. They also recommended standardization of licensing laws and examinations. However, no one knew the dif ferences between good and bad drivers and the National Research Council appointed a committee to ascertain the causes of traffic mishaps. The problem was delegated to the Division of Psychology and Anthropology under the genets! title of "Psy chology of the Highway.** This was broad enough to include the reaction* nf the individual to internal as well as to external stimuli. The project was launched at the Ohio State University with Dr. A. P. Weis* (re cently deceased) as chairman. It happened to be my good fortune to assist Dr. Weiss in the initiation of the project. We began by making a study of traffic con ditions and by collecting various Hocusing practices from all known sources. Also analyses of accident statistics by the National Safety Council proved vey valuable in giving suggestions as to the best means of attack. Our first step was to system atize and group the causes of accidents under tentative heading* in order that further specific evidence might be accumulated. This process was a progressive one and I am not sure that we had all of the factors given here in our original list. At least, tlie method of attack will be better understood when we consider the possible causes of accidents. A few will be listed here. 1. Poor coordination or manipulative capacity. 2. Tendency to become excited easily. * 3. Low slate of attention. This might be caused by a. Ill healtli. b. Low mental capacity. c. Absent-mindedness. Often associated with high intelligence. d. Failure to realize the seriousness of the danger. 4. Inferior sensory equipment. a. Refractive errors of vision. b. Retinal disturbances, bueh as night blindness, color blindness, presence of lacunae, etc. c. Muscular imbalance and muscle strain. - d. Restricted field of vision. * e. Poor hearing. f. Natural anaesthesia or numbness. 5- Inferior perception or interpretative ability. a. Lack of appreciation of distance and speed. b. Inability to allow for the possible movements of {Hxkstrians and other ve hicles. 620 Twentieth Congress--National Safety Council c. Tardiness in observing signs and markers. d. Failure to recognize mechanical maladjustments of the vehicle. 6. Bad habits of thinking. a. Lack of road or traffic etliics. b. Failure to consider tlte dangers of driving and to be prepared for an emer gency. c. Tendency to get even or to beat tlie other fellow. d. Perseveration or the tendency for thoughts to continue in consciousness. e. Willingness to take a chance--a gambling tendency. i. Lapses of consciousness due to epilepsy, etc. A cessation of thinking. 7. Lack of information. a. Of the limitations of the vehicle driven. h. Oi traffic regulations. 8. Lack of intellectual capacity and judgment. 9. Recklessness. The latter term is quite often a "catch-all" for many of the other deficiencies listed above. Recklessness, in a strict sense, is better described by its synonym careless ness. An indifferent attitude, lack of responsibility and the "devil-may-care" type belong to this- group. We are prone to include all classes of poor drivers in this group. Our studies indicate that most co-callcd recklessness can be traced to one or more ui tl>e above causes. Let us consider an example. A large company operating a fleet of trucks had us study their drivers. One man aixmt 58 ir 60 years old had been having a scries of accidents. One day when driv ing in heavy traffic he crashed into the rear end of a street car. Witnesses of the accident said he was just *'....... careless." He was locking off to the side and ran deliberately into the street car. Ho was considered a valuable man to the company in other ropects and was known to be very much interested m bis work. Upon investigatum we found that his field of vision was very much restricted; j. he could see relatively a small area directly in front of him. When looking ahead the move ment' >,f car* coming alongside were obscured. Consequently it was necessary to turn hi> head to see at the side. Traffic was moving and in order to safeguard him self it was necessary to notice tlte vehicles moving parallel with him. While doing this the street ear stopped and he struck it. This man was too careful rather than carel>. Another driver had always been hit m the rear by other cars. Of course it was not his fault! The other drivers were to blame. He had never hit another car. Upon investigation we found that he could not judge distance. Moving along in traffic at a moderate speed he would get very close behind vehicles before noticing the danger. When traffic slackened speed he was adept enough to stop his truck without danger to the car ahead but with frequent disaster to the car behind. These two cases will illustrate what I mean by the statement that most recklessness can be analyzed into one or more specific disabilities. The above list of causes of accidents is by no means complete and there is some overlapping. It served as a basis for the inauguration of experimental studies and has been shown to have scientific validity by actual results which I shall present at the close of this address. Our first task was to set up experimental techniques which would measure or differentiate individuals with respect to these traits, then to determine which of the traits had anything to do with driving ability and particu larly freedom from accidents. This, in a sentence, constituted the core of our problem. There were three possibilities of approach to the study. The first was that of t>ure laboratory methods, the second a semi-laboratory method using a miniature field similar to that used in the army, and third the standard road and field tests of driving. When investigated further we found tint the average driver has an acci dent only every 14.20 years while even prone-to-acctdent drivers (this list included all drivers who had one accident) could get along for 4.01 years without trouble. Delivery, Taxicab and Bus Section 621 Obviously we did not expect to live as long as Mctiiusala and the field tests had to tic abandoned. Automobiles would be obsolete before we could gather enough interspation to be of value. Tbe small field had possibilities but it is hard to administer to a large number of persons, and the expense connected with it rendered the plan impractical at the time. After much study we devised a coordination apparatus. While primarily a measure of coordination, the apparatus can be used as a test of vision, perception, emotional stability and other factors important to driving ability. Ip many cases measures oi these particular capacities or abilities have already been developed and were available for use. 1 have particular reference t techniques to. diagnosing defects of vision, measures of intelligence and to some extent emotional stability. Without going into detail I shall now show you the possibilities ol the proper application of these types of tests. In the first place they obviously have their limita tions. Accidents are caused by a number of factors, and accident-proneness, like ill ness. can only be reduced and not completely eradicated. Our general formulation is that each driver should be analyzed and shown his weaknesses. If he has too many we had best not hire him. If he has some (ami all of us have) lie sliould Have specific training along these lines. In other words we are sure that proper analysts of drivers* abilities wilt result in a substantial reduction of all accidents. * In summarizing the important points to be considered ui the selection of drivers a number of factors need to be considered. It is essential to have someone on the job all the time. That individual must be trained m the best methods of analyzing human behavior in general and must be able to devise new techniques to meet new situations. Dr. Snow did some very excellent work with the Yellow Cab Company a few years ago in this city, aidtough there are some who may not have been in com plete sympathy with the methods. Having lived in the city at that time I rememlwr the high regard we had for tfie drivers of this company. No doubt the effects of the work are still operative to some extent. The reason for having a trained man on the job two-fold. Iu the first place new problems are constantly arising. In addition to this the effect of changing methods and continued studies of drivers on the job tends to keep them out of trouble. It seems fundamentally absurd to assume that '`once a good driver always a good driver." Also a company that carefully selects its employees is not flooded by a host of unqualified applicants. Another thing we must consider is, what shall be the qualifications of a good driver? Below are some of the items which can be quite adequately measured and which seem to be necessary to safe commercial driving. Of course, one may have some defects and drive his own vehicle for pleasure with little danger so long as he recognizes his limitations, but the driver who must get out and earn a livclih***! by his driving must be free from these handicaps. * 1, Manipulative ability average or above. When speed is a factor the upper 25 per cent only should be selected. This can be measured by means of the coordina tion apparatus above referred to and described in a bulletin on "Psychological Prin ciple? of Automobile Driving" published by the Ohio State University Press. 2, Visual acuity should be good but need not be perfect. For taxicab work the driver should have at least 80 per cent vision after correction. It is fundamentally important that the eyes be balanced in acuity. If one eye is weaker than the other there is danger of strain. For truck drivers perhaps a good man might get along with 6Q-A) per cent vision. Regular optometrie measures are everywhere available 3, Color blindness has not been found by us to cause a large number of accident* directly. It may be a handicap however and even one serious accident averted for a company would well repay the precaution of making thU simple test. Approxi mately one-third of persons who fail on this teat cannot discriminate traffic lights. 4, Muscular unbalance and any tendencies toward heterphoria such as "cockeye" or "crosseye" should be rigorously discriminated against. This was found to he very significant. The Maddox red test can be used in the absence of letter measures. **22 Twentieth Congress--National Safety Council 5. The field of vision must be normal. Restricted field was found to be highly assmriated with accident-prooewess. 0. The driver should be emotionally stable. These tests are rather involved and cannot be described in detail here, 7. On the whole the better educated individuals have fewer accidents. There arc notable exceptions to this rule but if an applicant were of questionable caliber and were illiterate his chances of overcoming deficiencies would be much less. We have not decided die lower limit of education but certainly high school graduates should be given preference. 8. Closely related to the above is the matter of intelligence. We have found that there is danger at both ends of the scale. Some are too intelligent to drive cars while others are iwt intelligent enough. Based upon the Detroit Intelligence Test an indi vidual should have at least an I. Q. of 85. An operator should be about normal (95 100 per cent) to be most successful. The chief worry of transportation companies is of getting those with luw intelligence. .They will have few applicants with too much intelligence. 9. The applicant should not liave strong prejudices concerning religiou. race, or nationality. \ scale, for measuring certain tendencies of this type is being worked out at present. (A sample copy of the general plan may be had on application.) Mark the scale very rapidly, then see if you have more than an average amount of extreme values. If you do you have mSore prejudices than average. Also note your tenden cies on the items relating to running over snakes, chickens, etc. Much information can he gleaned from these sheets that the person would never tell through direct questioning. It will probably show more about the driving habits of the individual than yiHi could get in any other way. This scale is being extended. 10. The apidkant should be thoroughly familiar with the type of vehicle he is driving. Wc have found evidence of perseveration, as noted by Drs. Bingham and Sloenmlic among street car operators, in automobile driving. " A man accustomed to driving a Ford cannot handle a Pierce-Arrow or large bus equally well. Com panies sltotihl not transfer men from one type of vehicle to another. 11. "Hie driver should be thoroughly familiar with state and city ordinances. 12. Home conditions often distract and handicap the otherwise capable driver. Information regarding health of family, as well as domestic and economic relations U essential. It may *ecin unfair to discriminate against a man with illness in the home hut he must at 1oa*t he made to realize the liandicap is a source of danger. U. In general we have found active males of average health and size between the ages of 23-55 to he the best drivers. Drivers under 20 arc inclined to take chance* while tbo?c over 35 may have inadequate training, be handicapped by ill health, etc. So far as age alone is concerned we find some correlation, but blood pressure and physical conditions would perhaps he a safe index as to upper age limits. In closing I wish to say that no one lias said the last word on the selection t drivers. Many things amain to be studied and companies inaugurating such work wilt find new criteria of driving in their own fields. The above 13 items will serve a* a good starting point and wc feel confident that at least 50 per cent of all acci dents due tn personal factors could be tliminaicd by rigid application of these prmciplcv in the selection of drivers. The results however will be no better than th* training of those administering the principles, as Mr. Williams has already voiced **hi other occasions. If the suggestions and explanations herein given will in any onal! way iieuciit this group I shall be well repaid for the efforts put forth. Very little has been said directly concerning the training of drivers. It is of course fundamentally important to diagnose the difficulties before any education can he dime. It is* our opinion that a live safety director will be able to get across the necessary information to keep driver out of trouble if the real cause can be dis covered. Any training program must be more or less individual to be effective. Any licncral program of routine training will lose its value if not varied constantly. Delivery, Taxicab and Bus Section i i.v We have a form, ''Implicit Reactions, Ways of Thinking, Mcmal \\ ay> ->1 thinkiug and Intelligence and Attitude toward Law and Order.'* If any company want* to use them (now I am not offering them a> a cure tor your Us) we will be willing to send you on request, enough copies to give "ut to your men and we will send you back the best account of the indivtdtol that wc can- Chmkman Homocks: We are very much pleased Dr. Lauer. with this demon stration and the presentation of this very interesting subject. We now will consider a proposal, which, in my opinion, is one oi tle roost im portant new activities of our Section. We should know just what progress our fleets arc making in accident prevention. Mr. A. E- Lundsteadt, Chairman of our Statistics Committee, and he will now present his report. I wish that Mr. Lund steadt, in addition to outlining the proposed natiou-wide Fleet Safety Contest, would first give us a brief report on the commercial vehicle accident experience during 1930. Commercial Vehicle Accident Experience During 1930 By A. E. LUNDSTEADT Bowman Dairy Company, Chicago, IIL There were two important developments in our commercial vehicle accident statistics hut year; (I) an increase of over 300 in the number of fleets reporting their 3930 records to headquarters and an increase in vehicles operated of over 12,000, and (2) the publication of Safe Practices Pamphlet No. D-4 which explains how to keep and use vehicular accident records. . A triform method of recording vehicular acidcnts is absolutely essential for the ifcittopmtm of reliable statistics and the plan recommended in Safe Practices D-4 hryLj be considered by every member of this section. The genera) adoption of this will aid us in measuring the progress of the section in accident prevention work, aW will provide facts which will guide our efforts most directly and ef fectively. The traffic accident problem is becoming so serious that we should know all the facts about every accident in which our vehicles arc involved. This means carefully kept and complete records by each member. The statistics of our section are developed from individual fleet records, and consequently, they are only as reliable, complete and uniform as the records on which they are based. Br adopting a single mcijxxl of keeping records we can avoid the confusion and false comparisons which have occurred from time to time among industrial plants when records were kept on different bases. When a member is discussing his record with another, both should be talking the same language. Each should understand, for example, that the standard definition includes any accident in which the vehicle is involved whether in motion, temporarily stopped, or which results in (1> personal injury. (2) property damage, or (3) both, regardless of who was hurt, wht pro perty was damaged, or who was responsible. AH comparison* are made on the basis of accident rates; this is very essential because it allows fleets of various sizes to compare their experience on a common basis. Two rates are now being used--one tlie number of accidents per 100,000 hours of operation and tlur other per 100,000 vehicle miles traveled. The mileage feasts is becoming generally preferred. As I have indicated, we received 1930 reports from 369 fleets with almost 20,000 vehicles m operation. In this connection I want to acknowledge the splendid co operation of certain local safety councils who helped in tlie collection of data by submitting vehicular accident reports of their members. Of these. 248 fleets with 10,000 vehicles reported on both the mileage and hourly basis. The number of reporters is considered sufficiently large to give considerable reliability to our ac cident experience. Furthermore, practically every type of vehicle in operation on the streets and highways of the country is represented among 1930 reporters- 024 Twentieth Congress--National Safety Council For vehicles of all types, there were approximately 25 accidents for each 100,000 hours of operation. Horse drawn vehicles, represented by only five fleets, had the lowest rate, 1&58, and motor buses had the highest, 104.80. Among commercial trucks of at] kuads, those engaged in the delivery of petroleum products averaged only 10 accidents per 100,000 vehicle hours, in comparison to a frequency rate of 43.0 for department stores, which was the highest of the group. When vehicles of different types arc compared ou the mileage basis, however, the results arc quite different. All fleets reporting on this basis had 7.77 accidents per 100.000 vehicles miles traveled. Horse drawn vehicles had twice the average rate and far above that for any other type of vehicle although you will recall that these same vehicles had the lowest frequency rate on the hourly basis. The experience of motor buses is much better on the mileage basis for they averaged only 82 accidents per 100,000 miles traveled In comparison, for example, with the much slower moving commercial trucks, which averaged 6.44. Of the fleets operating the latter type of vehicle, trucks delivering lumber and building materials had particularly good records, averaging 2.65 accidents per 100,000 vehicle miles operated. Delivery trucks of department stores, on the other hand, had the highest frequency rate, 11.21. Records of individual fleets of the same type likewise show large variations. Among transfer, freighting, and trucking companies, for example, which made up one of the largest groups of 1930 reporters, there were 10 fleets, ranging in site from 2 to 10 trucks, whkh did not have a single vehicular accident during 1930. Among others, frequency rates on the hourly* basis ranged upward to over 100. and, on the mileage basis, to over 20.0. The average'frequency rate is 26.0 on the hourly basis and 3.42 on the mileage basis- Of the 42 fleets represented In this group, 33 had lower than average frequency on the hourly basis, indicating that the smaller fleets had better experience than the larger ones. Considering fleets of about the same size. 45 to 50 vehicles, for example, rates on the hourly basis vary from 733 to over 97.0. It is very probable that fleets not member* of this section have higher rates than these. You can easily conceive the difference in the amounts of money spent for insurance and repairs between the km frequency and high frequency fleets. To determine whether the section is making progress in accident prevention work from year to year can be determined only by the records of fleets- tht report every year. Since report* were collected on a large scale for the first time in *1930, wc do not have a sufficient number of consistently reporting establishment* to furnish reliable figures on reductions that may have been made by the section last year. With the large increase m reporters flit* year--an increase which we hope will be continued in the future--we expect to be able to check up on the results of our accident prevention efforts in the future with a high degree of reliability. Every member of the section, therefore, should support our statistical service by sendtmr lm 1931 report. - :Chairman Hobrocks I think the report speaks for itself, and for the tremend- os progress that is being made in that direction. Mr. Lundstcadt, if you will now report on the proposed Contest, we will be glad to take that under consideration. An Inter-Fleet Safety Contest in the Delivery, Taxicab * and Bus Section By A. E. LUNDSTEADT Bowman Dairy Company, Chicago, in. Safety competitions have proved an excellent mean* of attracting attention and cumulating and maintaining interest in preventing accidents The idea of a game uppeal* to many employees whose interest and enthusiasm would be difficult to arouse Delivery, Taxicab and Bus Section 625 ai any other way. Other sections--the Paper and Pulp, the Metals, Public Utilities, aa4 Pirmh'W have conducted contests with excellent results to members. In i*rt. have been a regular part of the activities of these sections during tlve t**r fee -rear*. The officers of this section feci, that, owing to the rapid growth <x *me croup io the last year, a contest among our members would be ot distinct bcawfet to participating and would be an excellent means for stimulating in- tcr*x as the work of the section itself. August Chairman T. A. Horrocks appointed a Contest Committee, with my- ycii a- chatman. and including Marcus Dow of the Greyhound Bus Lines, A. F. Wahe of flwr Green Cab Company at Cleveland, and W. C. Washburn of Sheffield Fsm D*h?. New York City. We have recently added Lewis MacBraync, of the ViiixrtiiiarriT Safety Council, where a fleet contest has been iit operation tor some time. TtBtarire roles, of which you liave copies, have been prepared for tlx conduct of a coolest. These rules were drafted originally by the headquarter! staff on tire t*u*> ot experience in other contests. Our committee met yesterday and after con siderable discussion we wish, to make one or two changes in the rules as you now have them. I want to go through these rules with you, pointing out the suggested changes and getting your opinion on flie&e and the other points. . Rule 1. The contest, starting January 1, 1932, and ending June 30. 1932. is open to all members of the Delivery, Taxicab and Bus Section. National Safety Council, operating five or mote vehicles from a given location and on the public streets and highway*. We propose a six months contest, to start. We also propose a minimum limit on the number of vehicles of one type which can be entered, because of the advan tage which a small group has by being able to establish a no-accident record which can not be overcome by a larger organization with four or five times as many vehicles. I think there is no serious question regarding the desirability of this role. Rule 2. (a) A vehicle shall be any conveyance, either gasoline, electric motor driven, or horse-drawn, company owned and used wholly for business, (b) A location Audi be any garage or yard of a company. Two or move garages or yards located in the same or adjacent city blocks shall be entered jointly. You will notice that horse-drawn vehicle* arc to be included. There are reasons bosh for and against thU- it has seemed to us, however, that many companies that wilt be interested in this contest operate horse-drawn vehicles and tliat they would hesitate to enter a contest where certain of their drivers would be excluded. Rule s- The rules -now in your hands provide that the contest shall be divided into divisions, as follows: * Bakeries Laundries Balding supplies Merchandise--groceries, meats, etc. (Wholesale) Bosses Merchandise--groceries, meats, etc. (Retail) Cleaners and dyers OU and gaaoUue Coal Public Utilities--service Ice Public Utilities--passenger Ice Cream Taxicabs Dairy Products Transfer, cartage and storage Department Stores General Industrial Furniture Other You will notice in Rule 5 that this is not a binding classification but is set up merely as a possible guide for grouping. Your committee now feels, however, that it may be well to simplify the classification by combining the following groups: Laundries with Cleaners and Dyers, Coal with Ice, Ice Cream with Dairy Products, and Department with Furniture stores. We also suggest the elimination of the item "Public Utilities--passenger.*' These would be principally bus operations which can be entered along with other buses. 626 Twentieth Congress--National Safety Council Rule /. Each division shall Ik divided into two groups, each group containing approximately the same number of contestants. One group shall contain the larger and the other the smaller fleets. This rtilc * proposed to enable large fleets to compete against each other and not give the small fleet the advantage. Furthermore, competition between fleets of about equal size is keener and creates more enthusiasm. Rule j. The National Safety Council sitall reserve the right to combine any groups and/or divisions when the registered number tn each groups and/or divisions is deemed insufficient to sustain a contest. This rule is necessary because it is impossible to know the number and size of the different types of fleets which will enter until registration blanks have been returned. If only 10 fleets are entered hy cleaning and dyeing and only 12 laundry fleets, these could be combined into one group without any advantage accruing to either. The National Safety Council has found it necessary to provide this sort of a ruling in all of its other sectional contests and I think you will agree that it is desirable for us. Rule 6. The winner of each group shall be the unit having the lowest number of accidents per 100.000 vehicle-miles operated at the conclusion of the contest. In die event two or more units are tied for first place in any group, the winner of tliat group sliall be that unit, among those tied, operating the largest number of vehicle miles. We originally chose the mileage basis for determining the winners because it is generally believed that miles traveled is a better measure of exposure to accidents than the length of time which a vehicle is in operation. The tendency to compute the occurrence of accidents on the mileage Iwisis rather than the hourly basis is becoming more general among fleets owners and probably will become standard. However your committee also believes that there are many fleets tliat could provide information on huurs. but not miles. We are therefore inclined to recom mend an hourly liasSs for this first contest. The provision made for determining the winner in the event of a tie is the one generally followed in industrial safety contests--the unit with the greatest exposure in accidents should be the winner. Rule j. **A reportable accident shall be any accident in which the vehicle is in volved. whether in motion, temporarily stopped, parked, or being loaded or unloaded, -which results in (1) death. (2) personal injury, or (3) property damage, regardless of who was hurt, what property was damaged, or who was responsible.'' As yuu know, this is the definition of an accident now included in our Sate Practices Pamphlet D-4. There has been one serious objection raised to this defini tion, and that relates to counting accidents to a properly parked vehicle. Many think that counting such accidents tends to discourage the driver in charge of the vehicle because U i* the sort of an accident which he could not possibly have pre vented. To serve this purpose and to get as simple a definition as possible we now suggest the following to take the place of that now given in Rule 7: "An accident shall be any contact between a contesting company's vehicle and another vehicle, a person or an object, except where contestant's vehicle is properly parked. ' If a contestant's vehicle run;: off the road, it shall only be counted as an accident where damage or injury results." While this definition sounds considerably different from the one in the tentative rules you have, please notice that the only, important difference hi meaning relates to the elimination of the properly parked vehicle. Rule S. Rejupts arc to be submitted on a "Fleet Contest Monthly Report" form (to be prepared by the National Safety Council) and the definitions given on this form and in tltc contest Rules arc to govern reporting. Obviously, the successful carrying t*n of tin/ contest demands such a ruling. Delivery, Taxicab and Bus Section 627 Rule 9, Your rules provide that all questions will be referral to the Statistical Bureau of tl National Safely Council, whose decisions shall be final. Your committee understands that reports will be made to headquarters Statistical Bureau. We feel, however, that since this contest is a new proposition there should be continuous contact with a committee of the section--either the present one or a new one--to assist in meeting questions that are bound to arise. We therefore propose the following substitute for Rule 9*. "All questions will be referred for decision to the Content Committee of the Uelivcry Taxicab and Bus Section." Rule Jo. A report for each month shall be filled out and mailed to reach the National Safety Council office not later than the 35th of the following month. Con testants whose reports are 30 days in arrears will be dropped from the contest. A time limit on reports is essential in order that members may have the results from month to month as promptly as possible. I know of no reason wiry a compauy can not get its report in by the I5th of the following month. Rule 11. All monthly reports are to he considered strictly confidential and identi fication will be by key number only. The final ranking of all couti-Mants identified by name will be published when the awards are made. Notice that this ruling, as it stands, makes monthly reports confidential hut that ,at the end of the contest the final ranking will show contestants identified by name After considerable discussion your committee recommends the omission of the second sentence, thus making everything confidential. ^_ Rule 12. Suitable awards will be made to group or division winners by the National Safety Council at the Annual Congress. Obviously, it would be impossible to say at this time just what these awards will be. but you are all familiar with the splendid awards tliat arc made in sectional crurtestA in other sections. Rule 1$. A monthly bulletin will be mailed to each contestant, summarizing the results of the contest to date and giving each member's standing. This bulletin furnishes you with mfurmation which will pul a punch m your safety program. Rule 1-J, All legistrations must be made on the "Official Registration" form and received at the National Safety Council, 20 N. Wacker Drive, Chicago. Illinois, on or before Februray 1, 1932. Discussion Sjjixev J. Williams (National Safety Council. Chicago): Some Sections have had great success with contests, and have developed a `lot of interest by them. _ The average American will fight harder to win a prize, even if the prize Is intrinsically worth but a nickel, than he often will to even save his own or somebody cUe's life. That seems to be our national psychology. Many of you are using contests already hi your own companies and we hope you will agree that it would be slvsirable to institute a contest of this sort. I might point out to you what seem to us the three or four iuu'< >>' no - in this report so that we may have the benefit of discussion on then important hem of all is definition of what constitutes an ac<~: >'k thi nuSusn, have had lor years clear definitions of an accident, lari wl> to veluch we have to make specific standard definitions We nude fmition m "- Safe Practices Pamphlet No. D-4 on fleet accident report <>,, lcfimti*`i: h> not been entirely satisfactory. The main objection is vehicle properly parked. li a utility truck, for example - x -cc- lent i . -n hid.f and the men on the truck go into a building to make a tc * h. j-ih ion r - thing oi that sort, they may be away from the truck a h h*- 1 r ^ when thev come out. they find that somebody ran into tin = h.-.kc ! u i 62S Twentieth Congress--National Safety Council light or dented a lender? They don't even know who did it. They feel it quite unfair to charge such aa accident against tlie driver. it doej seem there is quite a lot of truth in that ami we discussed the matter of the definition in the conference of our Community Safety Council managers this week. As I think you know, quite a number of our local Safety Councils are con ducting contests among fleets in their own cities and we publish those comparative records every month for the fleets in the different sections. It is obviously important that we have a uniform definition of an accident to be tived by this Section direct and also by the different city organizations. The local manager* decided, alter quite lengthy discussion, that they would favor a cliange in the definition to eliminate vehicles properly parked. Now there is another type of accident on which there has been some question as to whether It should be counted or not and that is the question of personal injury to the driver of the vehicle when the vehicle is. not in motion. An extreme ewe would be wlxtrc the driver or helper is making a delivery ttt an apartment house and sprains his ankle in going up or down the building when he is a hundred feet away from tins vehicle. Should that be counted as an accident in connection with that vehicle? There has been some difference of practice on that. Most of you would say that should not be counted as an accident in connection with the vehicle. A little more different case is where the driver or his helper is injured in getting on or off the veldclc after the vehicle is stopped at the curb, loading or unloading directly imm the vehicle. I quite agree with tbe action of your committee In deciding yesterday to substitute the definition Mr. I.wxisteadt read to you, which 7 think, was proposed by Mr. Dow and which wa* used by him in the work of the Greyhound Lines. Chairman tio^Borics: Gentlemen, this matter has been given a great deal of thooght by members of the Council's staff and also by members of your Statistics foimmttec. Tbe committee felt that they would like to have the members of this section K*\e-their optiuon or suggest any changes. Of course it is understood that this iV the first contest and possibly there will be brought out certain weaknesses in the set-up as it is now*. C. V. Weixs iTiUsburv Flour Mills Co.. Minneapolis): Mr. Chairman, that wording "properly parked" brings to my mind an accident that happened in Fargo. N. D. Our man pulled up to the curb and went into the store to make a purchase and while he was there hJs car rolled down bill and damaged another car. It seems to me that tle thought of "properly parked" should be identified with the orders of die city nr with regard to the brakes. Mr. Jw*t off-hand. Mr. Well*. T >houltl say that on either basis that car was w*t properly parked and was not so left or so parked that it would stay in position. Tbe car should be. parked so that it certainly complies with the law and also with the rule* of the company. Somebody raised the question that some com munities permit double parking. I have in mind one community that we thought wa* vrrv foolish that permitted double parking for five minutes. My personal opin- inn would be that Ac shouldn't consider a car properly parked unless it is at the edge of tbe curb. ' " TUc*e are the kind of questions that.will come tip. They are coming up all the time in our Industrial Contests; they come tiffin anything of this sort, and we will just have to build up a body of rules as these things come up. The idea is that tbe iyr should He parked legally and safely and according to what any of you would consider good driving practices: certainly not so that it will run down hill. Miners A."Dow (Greyhound Management Co.. Cleveland. O.): It seems to me drat you rrce*warily have to leave the interpretation of this rule to some extent, at (east, upon the judgment of the concern that is in the Contest. For instance, this rule which has ieen adopted is one that I have worked under for about two years and tnmicl very satisfactory. Cases sometimes come up that raise the question as to whether or not the rule would apply to them, For instance, we had a very trivial Delivery, Taxicab and Bus Section 629 accident a short time ago. One of our buses observed a car comm# from the oppo sue direction and it was zig-raggiug along the road. The driver of the bu>. in exer cising his good judgment, immediately came to the concision that the driver of that car was intoxicated, so he pulled over to the shoulder of the mart ami came to a com plete stop. He was standing still when the other ear came zig-zagging by and scratched the fender of the bus. We came to the conclusion that the accident hap pened while properly parked. I cannot too strongly recommend this idea to this group. We lia\t- certainly found it a tremendous benefit in our own company. It docs imbue the timer with a great deal of enthusiasm if it is properly told him by the supervising committee and in terest can be arotued which will have a v^ry beneficial result. E. A. Daknesiakn (Parmeke System, New York City) : In the rontotH we run among our various garages, we have no exceptions at all, because it leads Into so many ramifications and it is extremely difficult to determine the proper definition*. There is one other pohit in this plan that 1 think should lie discussed and that is the advisability of putting this contest on 3Ji hourly basis or a mileage basis. I dis cussed the tentative plan with my people before I left New York. They were In clined to go along with tbe idea providing it was established on a mileauc basis In our business, our vehicles certainly pile up a tremendous mileage and we lev! they pile up more mileage proportionate to the working hours than other type* t busi- Dale Harmon (Vice. Pres. & Mgr. Yellow Cab Co., Kansas City): There arc points about which I would like to give you our viewpoints- First i< the question of the driver's responsibility. One is likely to think that certain accidents should hk be charged if it is the opinion of the company that the driver could not Imre avoided five accident, but if you try to do anything ot that sort, yon run into any mmder vi border line cases. For example, tbe car stopping for a red light at die mtcrsectbw. A- Dr declared, we find drivers that have accidents of that sort, rear end when the driver is stopped at the red light. It really is the fault of the driver tlt struck because he slopped ton quickly. He speeded up to that red light. The other point o? mileage ought'to be discussed. You will recall in Mr. I.mul- steadt's report, that the first proposal was to run the contest on a mileage and that is undoubtedly a better basis. I think. 1 think the committee decided *>n an hour ly basis merely because they feared they would not be ahle to get cnouch Sect* ihat would have the mileage data. Now. if the majority in the section today prefers t*> run this contest on a mileage basis. I don't think that the committee wmil.S object. would they Mr. Chairman? Mr. Daxxemavv; I wonder If ft would not be {practical to work rule* ctn |h>* basis. For instance, cah companies could operate on a mileage l*w and Another grout) on an hourly basis. " Wm. C. Washburn (Sheffield Farms Co., New York City): In New York City, where cruising is at a maximum, it would not be fair to compare it with a smaller city where there was not the amount of cruising which there i* in New York City. Every taxicab company can give you the mileage and T assume "lie *aine a huscs can and there may be certain croups even now who put it on a milcace The dnor should be open for certain groups who are more accustomed to the imurlv basis, that don't have special speedometers to give you their mileage so that they can com pete and not be excluded from tlte contest. . Ms. WiouAMft; Our first inquiries will }>e made very soon ami will avk whether member* could report on an hourly or a mileage basis and then it would be put up to the Contest Committee to decide what basis should tie followed Ma. Dow: To liquidate this. T would (ike to make a motion that the propped con test be governed by the set of rules that have been proposed, that they L.- Adopted in principle and referred back to the committee to work out. (Mr. Lumlsteadt seconded the motion and t was carried.) 030 Twentieth Congress--National Safety Council Chairman' Horrocks: X want to take this opportunity ot introducing to >ou tlie new General Chairman of tlx Section. Mr. Marcus Dow: 01 course. I am very much interested in the work ot the Delivery Taxicab and Bus Section but unfortunately for me. in connection with General Cltairmanship of this Section, my jurisdiction on the transportation system that 1 am connected with extends from the Atlantic to the Pacific Coast, over some loriy-lnc thousand miles of highway, and of course I have a great deal of traveling to do. I am a I raki that 1 am going to have to rely upon the headquarters of the Onmcil u> do a great deal of the major work m connection with it. I hope however to be able to be in frequent contact wilh the headquarters staff and give them fullest cooperaihm. I want to assure you gentlemen that at least that is tnv intention. I hope that every member will take enough personal and individual responsibility to build up a great an interest in the work of this section as lie can possibly bring about. I can assure you that I will certainly devote as much time as my company interests will permit, because I know that tlic reduction of accidents on the highways can only be effected ly the united cooperation of those members who ha\c interests of this kind at stake. Let's all work togetlier during the coming year for flic outstanding success of what I consider one of tlve most important Sections of the National Safety Council. s> ADJOURNMENT Delivery, Taxicab and Bus Section 631 Thursday Afternoon Session October 15, 1931 Joint Meeting of the Delivery, Taxicab and Bus with the Food Section T. A. HORROCKS, Chainnn Minnesota Track Owners Association, Minneapolis, Minn. The joint meeting of the Delivery, Taxicab and Bus Section with the Food Section was called to order by T. A. Horrocks, General Chairman of the Delivery, Taxicab and Bus Section. Chairman Horrocks: The first subject that is to be presented this afternoon is a very important one. I take great pleasure in introducing Mr. F. C Oldham. Vehicle Maintenance--A Factor in Safe Distribution By FRED C. OLDHAM Safety Supervisor. Rickards Storage Corporation, Grand Rapids, Mich. Coupled with accident prevention, we usually find statistics, and there are those speakers who can reel off statistics by the yard. And this reminds me of what a news paper friend of mine once said when he was giving a talk: "If all after-dinner speakers who quote statistics about this, that or the other thing, were laid end to end-- the world would be better off." Statistics are undoubtedly very important in reaching a solution to a problem, or for finding causes and results of accidents in connection with safety and so on, but 1 know you are more interested in hearing common facts, coupled with as few statistics as possible. Vehicle maintenance, as you know, should begin the moment a car leaves the fac tory. The manufacturer stipulates a moderate rate of speed the vehicle should be driven for a certain distance, and the principal reason for that, as 1 see it, is to keep the car in the best possible working order while being broken in and thus insuring longer life to the vehicle. tt , Vehicle maintenance is an insurance--a mechanical insurance--and is just as im portant from a safety standpoint at property damage and public liability insurance, or any of the other insurances you may carry on your car- It protects you against un necessary items of expense that usually crop up when a vehicle is not properly taken care of. . Vehicle maintenance should be viewed in the same light as the Chinese consider their doctors. Chinese doctors are paid by their clients to keep them well, Wc pay our doctors to wake us well--after wc Have become ill. We wait until we are sick, then call the doctor in and expect him to perform a miracle and make ns well over night. The comparison with vehicle maintenance is obvious. Our method is usually the most costly procedure of the two. and when you let your automobile or truck go so long that it hammers and knocks, and your tires are badly worn, or the car wobbles all over the highway, tfien you are running true to form with our modern way of thinking, and then you expect the garaKeman to make a brand new car out of a decrepit old wreck. Just think how much more economical it would be. from the standpoint of the purse, and how much more productive to safety it would be, if you worked on the assumption that automobile mechanics are trained to keep automobiles and trucks in first class running order, than to leave it tor them to doctor the cars up after they had all gone to the dickens. 632 Twentieth Congress--National Safety Council Now when I refer to cur. we are going to use that to cover either a car or a vehicle, to cover trades, taxicabs, automobiles or anything of the kind that runs on four wheels on the highway. . When it comes to the subject of velucle maintenance, I don't doubt for one minute that every man m this room knows as much, or maybe more than I do, about the care and upkeep of motor vehicles, but you will find when 1 get further along with this paper there are some points many of you overlook, and the importance of these I intend to drive home to you as emphatically as possible. Let us consider the various important parts <5 fa motor vehicle, beginning with the motor. From the standpoint of safety, about all I can say about the motor is that all gasoline connections should be tight and there be no leakages. 'Hie wiring should be in good order, with the prime idea in mind of avoiding fire. As regards the median- icaj set-up and maintenance of the motor, there is no need for us to discuss that became every fleet operator is being continually bombarded with literature, and is being called on by salesmen who keep impressing on him the necessity of using good oil, and of changing the oil every 500 or 1000 miles. They keep your attention at tracted to the oil filters, if you use them, and the necessity of changing your plugs every 10,000 miles or so, and your mechanics, if they do what they are paid to do, will see to it that the motors are kept in good running order. This applies also to the transmission and differential. A fleet owner's natural pride will see to it'that the paint jobs and general appear ance of .his yelucles will look well at all times. . With regard to the tires and batteries, we'fmd' we can fall back on the service being rendered by the larger tire distributors, who will on a contract basis make a weekly check of the air in the tires of all your vehicles, check the batteries" and fill them with water at the same time. An arrangement such as this is considerably more positive than leaving it to the care of the driver or a garage mechanic. With the laws that are now in effect in a great number of states, we find that periodically the police, with the assistance of the garages, conduct brake testing campaigns. This of course means that brakes will be watched more carefully, the horn will blow when needed, the lights will be kept in good working order and properly focussed. You win also find the rear view mirrors are where they belong and. the windshield wipers properly working. Most talks on vehicle maintenance are either of a technical or a mechanical nature. The speaker will usually attempt to tel! you how a vehicle should be maintained and kept in good running order. This is not the purpose of this paper. It is our desire to look at vehicle maintenance from the standpoint of safety--first, last and always. Now, inasmuch as a vehicle standing still, is not liable to be the cause of accidents, unless improperly parked, we must therefore* consider the vehicle in motion. From the time you start your car to drive somewhere, the steering wheel is in your hands at all times and this is the fermoat controlling power you have over that tremendous weight which is under you, rolling along over the highway, and which, when not under proper control, is a death-dealing Instrument to yourself and`Others. So when we consider a car in motion we are forced to consider Hie controlling devices, or Hie steering mechanism and running gear. * Here is the spot where I place my finger cm the motor vehicle and say--"This is what I consider the most important part of the car, and it is that which needs the utmost of attention from the standpoint of vehicle maintenance--a factor in safe distribution." I will venture to say there is a very small percentage of men who have had the franc ertd or steering assembly of their cars properly checked within the last six months. In spite of the fact that a car may be new and may only have been away from the factory for a short time, a change takes place m the front end of that car that, without an atom of doubt, will change the alignment of the wheels. Delivery, Taxicab and Bus Section 633 ``Two of the reasons that bring about this change are the gradual sag of the springs and the use of the froct wheel brakes. The front end of your car is adjusted to within cm one-hundredth part of an inch In its angles and connections, vdven it leaves the factory. Such things as the amount of toe-in, the amount of "pitch'' or "camber" and the degrees of "caster" are scientifically figured out by the engineers, and any change from the correct adjustment will gradually bring about that wellknown "shimmy", or the car will be found to wander and weave, or a condition is brought about whereby the car has to be continually "steered." There are hundreds of men driving cars over the highway today with a shimmy in the front end that would do justice to a Hula Dancer, ami these fellows either know or do not know why the car is difficult to handle, but the majority of them have enough sense cot to allow anyone else to drive the wobbly outfit, except, perhaps, their mother-in-law. Again, I say, from a standpoint of safety we have got to consider the controlling features of the automobile, and that is the front end. Suppose we consider what may go wrong in this part of the vehicle and the effect It will have on the control of that car. Twisted axles are very common today and the cause lor this is principally due to the front wheel brakes. Just imagine--when you are driving along the highway at 50 miles an hour or so, and you jam on your brakes; what happens? The tendency is for the weight of the car to dive or heave itself forward. The action is upward in the rear and down at the front, and if exaggerated would cause the car to turn end for end. Now, if one of the front wheel brakes grabs before the other, and this can happen very easily, the ayle at that spot is going to receive the brunt of the entire weight when the car pitches forward. Therefore with the back pressure of the brake and the dragging of the tire, it is the axle that takes the shock, and there is no small wonder that with this taking place every time you stop the car, that you have twisted axles. A twist in the axle upsets all the delicately balanced and adjusted steering angles, principally toc-in and caster. And it is this change that brings about such things as shimmy, hard steering, wandering and weaving, cupping and excessive wear of tires, making the car hard to control. It immediately places that car in the category of a hazard to public safety. I do not want you gentlemen to fed for a moment or think that I am trying to sell an idea of brake or wheel lining or anything like that. The idea 1 want to get across, based upon my knowledge of motor vehicles is that since the advent of four wheeled brakes and balloon tires, the matter of misalignment of wheels is some thing new, something we have not had to cope with in the pash Tlie average talk that you might bear on vehkJe maintenance has always been change your cil, do this and do that and the other thing, but I have never yet heard this subject of wheel alignment brought out. So when I found from investigation that a great number of accidents were taking place on the highways, due to defective steering mechanism. I naturally concluded that here would be the meat of a paper on vehicle maintenance, a factor in safe distribution. We find the most careful drivers today are those fellows who risk their lives on the Indianapolis JRace Track. The cars they drive have been designed and built by engineers from a scientific standpoint with the thought in mind of studying the changes that take place in the vehicle after a long grind at high speed. The piddle greets these contests as sport and they get plenty of thrills at seeing these fellows race madly around the track at a tremendous speed, risking lives and limbs. No one knows what risks they run more than these drivers themselves. They are cool and analytical during all stages of the race. They know every feature and part of their respective cars, and will only enter the race when they and their mechanics know, ab solutely, that the ear is right. Practically the last thing they do before starting U to have the wheel alignment and miming gear of their cars checked by experts, on 634 Twentieth Congress--National Safety Council special wheel &!ixnin? machinery, w-hich lias been Installed at the race track only th^ last. couple of years. 1 was told that in 1930 in the city of Evanston an extensive check-up was made on motor vehicles and it was found that 70 out of every 100 cars--think of it--seven out of ten or 70 per cent, had defective running gear; in fact I could go so far as to say they had defective steering mechanism. I think you will agree that a condition like this that applies to one city will be found to be very much universal; and when we think in terms oi safety, I know you arc with me when I sy this is a serious, :i very serious situation. If you go to the average garage and ask them their opinion of it, they will say, "Yes, that fellow's car came in here; yes, it was wrecked. Wc found the wheels bent and toed in, due to the accident. He probably went to sleep and fell off the highway.** The driver himsrlf probably would not admit it, but in these particular instances, we have the stories of the drivers as well as the mechanics who actually checked the cars. In order to get some definite facts concerning accidents winch resulted from de tective steering mechanism, I visited our local Police Department, and here I might state that the police of Grand Rapids are noted throughout the country for the statistics they keep in connection with accidents. But tltey were not able to give me any information at all, other than the number of motor cars involved in accidents that had defective brakes. 1 therefore went to the representative of the Bear Manu facturing Co,, who is conducting a school cm wheel alignment in Grand Rapids. I asked him how many cars came into his shop for adjustment of the steering as sembly, that had featured in accidents due to the mis alignment of the wheels; and I asked him if he would give me the data on the next 100 cars that came to him for a check-up. Would you believe it, when he turned this report over to me wc found that 19 out of those 100 cars had been involved in accidents, which resulted in a total cost of many hundreds of dollars for tepair bills, hospital expenses and other un necessary costs and--one death. Each of the accidents was the direct result of defective steering mechanism and running gear. Here I will give you the report, as given either by the driver of the car in cadi case or that of the alignment mechanic who checked the cars: Case No. 101--Car shimmied, went into ditch, broke axle and wrecked car. Driver in hospital four weeks at Kansas City. Case No. 102--Car pulled to the right and turned into yard. Driver couldn't puli it back, so ran into tree. Wrecked car. Case No. 108--Man, wife and three children. Driver claimed car would weave from one side of road to the other--he tried to pass a load of hay and in doing so the car swerved to the left, and before he could straighten up they went into the ditch. He showed doctor's bills paid for ac cidents to family, amounting to $82. Incidentally he was many miles from home. Case No. 114---Car wandered and weaved--16 year old boy driving. Crashed into ditch and turned over. Case No. 118--This car never steered right, the driver claimed. The wheel jerked out of his hands and the car crashed into bridge abutment. Case No. 129--Car shimmied--driver lost control, went through wire fence into ditch. Case No. 136--Driver claimed car pulled, first one way, then another. In turning corner be couldn't straighten out and ran into another car. Both cars were badly wrecked. Case No. 146--Car shimmied--side swiped lamp post--sister of driver injured. Case No. 157--Car turned hard to the right--the steering arm was bent; while the driver was turning into the garage, tire wheels locked and car tore garage door off. Delivery, Taxicab and Bus Section 635 v.ase No. 159--High speed shimmy. The car jumped right off the road and hit a tree. Broken door glass cut driver's arm badly. Case No. 172--Car shimmied, jumped road and turned over. Case No. 174--The car wandered and weaved--ran off left side of road and hit a post with left wheel. Woman passenger hurt and was confined to bed for a week. Case No. 182--This car was hit by another car that undoubtedly had a bent steer ing arm and drag link. Driver claimed that, as be hit a bump in the road, the wheel was jerked from his hands, causing his car to crash into another, turning it over on its side hi the ditch. Case No. 183--Thi driver claimed his car would wander from one side of road to the other. He took his hands from the steering wheel for a moment and when he came to he and the car were in a farmer's field. Both badly wrecked. Case No. 191--Shimmy--a garage man riding with the driver told him to step on on it and cut through some traffic. The driver did so, costing him two fenders, radiator, head lights, extensive axle work and a broken no#c for his 12 year old boy. Case No. 193--This car had been worked on by three different garagemen--no special equipment. It had a shimmy and loose steering connections, also a bent steering arm. The ear ran off the road three times; sisters arm was badly cut with broken glass and it was only after that he awakened to the fact that the car had to be properly re paired. Case No. 197--Driver claimed car kept pulling trom one side to the other. He got mad and gave the wheel a jerk, and before he could pull it back had gone off the left side of road and over steep embankment. Several bad injuries. Case No. 198-r-Tlm car was checked two weeks before tle accident and the driver was warned not to drive faster than 45 miles per hour. According to his story afterward he had to speed up to faster than 50 miles per hour to pass auothcr car. His car broke into a shimmy which was so bad he had to release his hold on the steering wheel. The driver of a car ahead slowed down at that moment and before driver No. 1 could slow up and regain control of his car they crashed. I learned he paid a hospital bill of $200 for the other man, besides the expense of repairing two cars. He had no insurance. Here is a case of a twisted axle and unbalanced wheel and the driver simply couldn't find time to haVc it repaired. Case No. 199--This car was checked and found to have a bent steering arm and unbalanced wheels. When the car was tested the owner was warned that the high speed shimmy in tills car was unusually severe owing to the double cause for shimmy. He was in too big a hurry to have Utc trouble corrected at that time and said he would come in later. A few days afterward, however, while l>c was trying to pass an other car, his car broke into a shimmy, rolled over into the ditch twice, killing the driver's father who was riding in the rear seat. These few cases only tend to show that in a great many cases where there are ac cidents there is probably an underlying cause that is not apparent to the general public and perhaps not apparent to the driver's themselves. The gentlemen here who have fleets of trucks and cars should be interested in accident prevention ami vehicle maintenance of the riht sort for nine different reasons which I will briefly outline: 1.--Abnormal depreciation oi cquijHucnh Frcvjucul accidents increase tire masts tctiance costs am! lower the trade-in values of the cars. 636 Twentieth Congress--National Safety Council 2*--Necessity to invest in extra equipment to take the place of that laid tip for repairs due to accidents or neglect. 3.---Repairs--Owing to the high cost of collision insurance few fleet owners carry it and are obliged to stand Ac cost of repairs. 4--Damage to cargo bring carried. Damage claims result which are costly. 5.--Accidents cause unreliable delivery which creates ill will on the part of the customer. 6.--Adverse advertising Yaltie. Poorly maintained equipment is poor advertising. /.--Effect on efficiency of drivers. If equipment is not right; drivers are more prone to liave accidents. 8.--Loss of good will. If the equipment is dangerously or carelessly operated it reflects badly on your company. 0.--Increased insurance rates are caused by a bad accident record; and properly maintained vehicles carefully driven will create a saving by decreasing your insurance premiums. I will give you a concrete example of that. In one of our brandies, in our Grand Kftpids branch, we operated in twenty months seventeen moving vans 312,250 miles without an accident or traffic violation of any kind. Prior to January. 1929. we had been having accidents, more tlian our share. In January, 1929, we joined up with tlic local Safety Council and we started a safety movement among our own men. Immedi ately accidents began to decrease. Our insurance premiums were very high. At the end of 1929, that year, we were fortunate enough in winning the inter-fleet contest for the city of Grand Rapids, and when 1930 came along and we were out looking for insur ance, on the strength of our performance in the past twenty months--le3s than twenty months--our insurance premiums were reduced 57 per cent. Just^ think of it I Fifty-seven per cent on our automobile insurance and our com pensation insurance xvas reduced 12 per cent, just on account of the fact that we had a very good accident record; so it pays a great deal to watrh that very closely. In conclusion, I just want to impress on you strongly that if you keep the thought of SAFETY foremost in mind where your car or truck maintenance is concerned, you will naturally create an investment that will pay you a high rate of interest, unet sane viany finest CrtAlXMAN Horrocks: I am very much impressed with what Mr. Oldham said about decreased premiums on insurance. It has been my experience where fleets law hrl intensive safety campaigns. Safety campaigns among individual fleets are a mighty good investment that returns fine dividends. If you hare any questions to ask. Mr. Oldliam will be very glad to answer them. W. E. Fbxlxr (West Chester Lighting Company, Mount Vernon, Mew York) ; Is there any question aliout tlic variations possible in reporting r No two employees have the same metliod of reporting, and tlxat might have something to do with it. Mr. Ouijtax: We.are quite sure those reports ate correct, for this reason: Natur ally a corporation having vehicles that are involved in accidents is going to be called on to pay insurance to the other fellow, if there is a collision or there are two vehicles concerned in the accident. And at no time did we have to caH on tlie insurance com pany to pay any claims during that entire period. That was one thing. ihe Other thing is that every time a* truck comes into our garage from a trip it is very carefully checked by our garage mechanic. If there is a dent in the fender or a scratch along the side of tlic van,--our van* arc highly ducoed or polished--it would be noticeable immediately and the driver would have to explain. C. \V. Turning (J. H. Harper Company, Duluth, Minnesota) : A year ago I think we had some rather interesting discussion regarding check-ups at intervals of the truck in the garage maintenance department. Mr. Oldham ; We Ime not any definite intervals m which we dieek them up other than the fact that our drivers are required to report any defect, no matter how slight, as soon as noticed in the track. We endeavor as much as possible that each Delivery, Taxicab and Bus Section 637 driver has his own truck; but I switch those drivers from time to time, put another man on another fellow's truck, just to catch anything tliat may pop up. Also about once every week, the garage mechanic and I go out and drive each one of those vehicles. I will pick a truck here and there, drive it myself and check the brake, horn and lights and everything in connection. That is because we want to keep our insur ance down. Chairman Hoakocxs: If you find a defect in the car, it might Itave been caused by the carelessness of the driver on the trip. Do you find your drivers report those faith fully, or do they often come up by chance ? Mr. Oldham: No. I think the drivers report them faithfully. It depends very much on the type of driver. Every driver we have is a married man, and with one exception they have families. They know what they are up against, at this particular time of the depression, if it becomes a matter of looking for a job. Tltere is no man in our employ who needs to fear his job, if he tells the truth; and any man that wc Itave who has anything unusual happen m the way of a slight accident, or who breaks a headlight lens or has a damage to a piece of furniture while loading or unloading it. knows he can come to me in the utmost confidence and tell the whole story. They work along with me, for this reason: If ooe man is prone to lave more than one accident; or a series of accidents, he is not going to be fired. Wc arc going to In- 'vestigate and find out the real reason for his having those accidents, from what you might term the psychological standpoint, and for that reason wc find the fellows work with ns a whole lot better. They realized that if they liave something go wrong, which later on is discovered, they might lose their job and it would be better tu work with us from the first; so I think if you have the confidence of the men work ing with you and for you, you do not need to have much trouble with the men telling falsehoods. I do not believe they would. __ Chairman Horrocks: On the method of checking the tires and batteries, I think you meant you had some kind of arrangement with the tire companies tlt take care of that question. I wondered how genera! that arrangement is. I know it is in force iu a number of places, and I was wondering how general the practice was. How about yours, Mr. Mineur? How do you cltcck tires and batteries? Arc they done systematically? Mr. Minkur: Yes. They are. As soon as our cars come in off tlic day's run, the man we call the gas man checks the tires all the way around by striking them, but does not test the pressure and the exact poundage. :Chairman Horrocks How about batteries, Mr. Lundsteadt. Mr. Lu.vnS7T.AnT: The tires are checked every day and the batteries arc checked every day by the garage mechanic. . Mr. Feller: We have more than 400 cars operating every day. We have night mechanics wlio make it their business to inspect these cars every night. They not only check up their tires, batteries and all that, but the mechanism generally. In other words, if the driver reports in the log book anything wrong with the car, that is taken cure of first, and then after the principal part of tlic work is done they go back and have a systematic way of checking the cars that are turned into that pur-' ticular garage. In that way, I think, we toe a very careful check on our cars. Walter C. Becker (Chicago Surface Lines, Chicago): I wonder U Mr. Oldham is not taking advantage of some of us maintenance men? X would like to ask him if in those cases that he spoke about, whether or not those were controlled fleets or whether they were just tlic ordinary individual automobiles? In other words, it seemed to me that some of the causes of these accidents might have been the human element instead of the mechanics of the vehicle. Mr. Oldham: That may lie true. In each one of these cu%es. they w*re a privately owned and privately driven automobile; but what will apply in a case *f an automo bile or one large truck or small truck is liable to apply in any truck regardless of how well maintained they are. It only takes one crash to change the entire set-up of 638 Twentieth Congress--National Safely Council a vehicle, and where the human dement enter* into it, we find the commercial drivers arc less prone to have accidents than the individual drivers, driving in the privately owned cars. TIk point I was trying to bring up, more than anything else, was that the Sect operators should not ignore or neglect the steering mechanism of their car ui making genera] check-up. They should give that some kind of prime consideration, because only recently we had every one ot our fifty odd trucks checked, and I think there were only about two or three that were right. From how oh WC are watching that par ticular thing as closely as anything else. R J. Millar (Western Electric Company, Chicago) : Mr. OkUiam spoke briefly on the accidcnt-pronc driver. I am wondering if lie can tell u# how he analyzes these cases and how he gets at them? How he changes an accident-prone driver to one who is not accident-prone ? . Mr. OcnsAJJt: Wc have not had any accidents so I can not very well answer that question. What I mean by that, we have not had enough accidents to make that a very important feature In oar organization, except in handling of household goods. We had one case where tltcrc was one man had reported four or five accidents in a row, pos sibly more than others. One day it was a broken table leg; another day he scratched a piano, and the next day it was something else; so I got hold of him one day and asked questions about it. The first thing that entered my mind was whether he got along with his wife or not. This was not it at alL It wag bis eyesight. He was wear ing glasses and had not had the glasses changed in ten years. We sort him down and had h eyes examined, and his eye* were out erf focus. We had ten fitted up with new glasses, and he has not had any trouble since. Ttat the only concrete case we have had. J. I-. Su'KKTtx (Shell Eastern Petroleum Products, Inc., New York City) : I would like to ask Mr. Oldham whether or not in their .operation they have a central repair hop or whether they have traveling mechanics. Do you operate entirely' In Grand Rapids? 3 Mr. OlbhaM : No- We have branches at Kalamazoo, Grand Rapids and Muskegon. Our main step is in Grand Rapids. Anything of minor importance in the repair of trucks is taken care of in Grand Rapids, but we have a very well set up garage in our Muskegon Wand). The other night I had a long distance call from Albany, New York, wlicre one of our drivers had some trouble with his motor. He called up and wanted to know how far we wanted him to go to have it repaired. If it is too far from home to send one of our own mechanics, we have it done on the grounds at the service station that represents that particular make of truck in question. If it Is one hundred or one hundred fifty miles wc send our own mechanic. He has a service car and docs the necessary repairs. Mr. Swektin: The reason I asked that question, we operate over quite a large area, and wc have central garages and repair shops where we send the trucks; but we do have coses where a truck is out more or less on its own and has to go to a local repair step. We also have traveling mechanics. In view of that fact, you can not ^always keep tltc same control over your job as you can lit your own shop. Mr. Oldham: No. we have found cases wtere you have had work done in outside places and later on the work lias to be. done over again. Mr. Sweetin : Another question, which might be pertinent or impertinent; that is, do you receive or have you received any letters, or criticisms claiming your drivers .hogged the road, *s some transportation trucks do? : Mr. Oldham: No, not from a moving van, but from driver of a mail truck, going tewn tile road at sixty mile#, we have had that sort of complaint. We had to finally fire the driver. He hogged the road at sixty miles an hour. That was purely the fault of the driver..However, where the 1% trucks arc concerned, the mcti have tte rear view mirrors u such it way ihsit they arc in duly ixmnd from the standpoint of .safety in watch from the rear us well as in front and signal for other cars to go ahead if the way is clear, and poll over to the right. Deliveryt Taxicab and Bus Section 639 Wc try to drive teme to the driver that courtesy is one of the test forms of safety insurance that there is on the highway today. Chairman Horrocks: Mr. Oldham, we have all thoroughly enjoyed tte subject matter presented by you. I know it has stimulated quite a lot of thought, from the number of Questions asked. I want to thank you on behalf of the two joint division*. Now we come to a part of our program which many ot us haw `been awaiting with great interest. The subject is: "Citv-wide Operators' Conferences--Their Value as an Agency for Developing Among Fleet Operators the Best Thought on Counnrroal Vehicle Safety and a Closer Bond of Interest Among ihc Same Group." (At tins point Mr. H. J. Mineur and an excellent cast from die Metropolitan Group of Commercial Vehicle Operators of New York City presented in dramatic form the sketch entitled "City-wide Operators' Conferences--Their Value as an Agency for Developing Among Fleet Operator* the Best Thought cm Commercial Vehicle Safety and a Closer Bond of Interest Among the Same Group.'* This*, m mimeographed form, may be had cm request from the National Safety Council, 20 North Waekcr Drive, Chicago.) F. H. Deckman (Columbia Eng. & Management CorpH Columbus, O.) : I would be very much interested in knowing just how many of the member cooqwuic* have adopted a definite disciplinary measure within their own organization ? , H. J- Mimcvr (The Borden Company, New York City) ' As I understand ymir question, you would like to have an expression of opinion on the part of those at this session,-by a show of hands? (There are six hands.) H. V. Scureibcr (Capital Traction Company. Washington. 1). C ): I would like to ask if any of these owners and operators have followed that up with conferences with similar groups of driver*? Do you get the driver'* reaction to various problems and opinions the same as you did in this group? M*. MiNROR: Some believe fn small groups apd some believe in having the entire personnel present. When an accident is reviewed, after being reviewed by the Safety Committee, the man tells about it in his own words, and the other* present have an opportunity to inject any particular thought that they might have; but there is w> set rule, and the group* vary according to the idea* of the individual corrqwnics. J. L-.Swektih (Shell Eastern Petroleum Products, Incn New York City) .* T would like to take up a few minutes, for the information of this gentleman, hi the operation of our Company. We start out with the idea of liaving all drivers In a certain dis trict. We have five large districts and several smaller areas. We lwive meeting* nf all drivers of any kind of vehicle. We bring up in front of tile meeting those who have accidents. Wc have the usual charts and have them explain the accident ; wc lave the district manager, myself and the operating manager as judges. The decision as to the responsibility is made after be explains the accident. Anylxxly who was working with him. his terminal manager or anybody, who was supervising him may also come forward and bring up any point that he h\ay Ivavc overlooked. After the explanation is node, the judges make the decision as to hi* responsibility in tliat accident and in very few cases has it ever been questioned by any. driver or group of drivers; In fact we put it to tle group as a whole in some cases, and iliey have given the same opinion as wc have rendered, without our telling them what our decision was. During the summer months wc liad small meetings, involving just those that had accidents. I might tell you that these large meetings very seldom Involved more than forty or fifty drivers. In the summer months, with the smaller meetings, bringing in drivers that had accidents, we found over fifty per cent of those who were not invited come in because they liked the meetings and liked to find out what the other icHovf was domg that caused him to have bis accidents. . Mb. Mikkuk: There Is one thing I did hot explain, which is perhaps worthy of inemfon, and that is the fact that this group U made up entirely of operators. There are only two mea that have attended our meetings that arc not directly connected and 640 Twentieth Congress--National Safety CamncU representing fleet operators. Insurance companies and brokers or any one of that type, any one selling a service of that kind in regard to insurance or safety are not members of that group, unless they come there as direct representatives of some operator* However, we do expect to tve at least once a year, insurance night, at which wc wilt bring up for discussion subjects that are common or rather of common interest to the insurance men and the operators. C. W. Turning (J, H. Harper Company, Duluth, Minnesota} : Another place Where the operator* and representatives arc doing work is Detroit I w*s wondering if there was anybody here from the Detroit Safety Council. Juuew H. Harvey (National Safety Council) : I can say that Detroit is doing splendid work along that lute, and quite a few of the Community Safety Council cities arc doing the same thing. There is one peculiarity of tiiesc meetings m New York, which has come to me as quite a revelation. Wc started, out and after the first two meetings we suggested that Mr. Mineur make a talk on safety committee*. He said he would not do that but he would prepare an analytical outline of safety committees and have it mimeographed for the third meeting. He brought copies, spoke for live minutes, amf left die dis cussion to the audience. It took not one meeting to conclude that subject, but three meeting*. The next subject and outline covered three months. I think the interest is because wc have broket down the resistance of those people. When you bring in a speaker from outside the organization, the fellows feel some what timid. They feel backward about getting up and disputing the speaker, because he is the guest from out of town and they do not want to take Issue with him; but as far as this bunch is concerned, the more they can take issue with the fellows the better they tike it. There are a lot of local Gounril dttes doing jobs of this kind, somewhat along the line of what you speak nf m Detroit. SL Louis is doing it, Chicago, Kansas City, the Massachusetts Safety Council in Boston*, m fact there are probably eighteen or twenty such organisations. However, we have no local Safety Council, as such, in New York City. We have there a branch office of the National Safety Council, hut the set-up of our Beet group could be attempted in any city not now having a Community Safety Council. It is just a question of getting a honch of the operators together. There is no expense attached to such a series of meetings. In New York they tacked twenty five cents on to the dinner. I think, and that takes care of all postage and anything of that kind So if any of you are in a community where there Is no safety council or no work of this kind heing done. I think personally it will be a splendid thing to take the idea and sell it to a half dozen or more of your fellow operators and see what you can do. My prophecy is you will do exactly the same thing as we are doing m New York, with the group there. Chairman Horrocks: How often do you meet? Mr. Miheur: Once a month. Chairman Horrocks: I am sure the Section appreciates very much the efforts made by Mr. Mineur and Hh Metropolitan group. Some time ago, information came out relative to report forms. Tt was our intention to have some consideration of report forms and Mr, Sidney J. of the National Safety Council staff will d>*enxs this. . S, J. Wiixtams (National Safety Council) : In the dramatic presentation, T notice the first item discussed was the subject of accident renotis, As a matter of in formation. T think what was said nbmit reports In their discussion dated back a few month* ago. didn't it. Mr. Mineur? Mr. Mincvs: Ye*. Mr, Wii.ijAMs: Ami most of the iiKuraiKe companies agreed to accept report# made on the forms since then pot on* by tlw National Safety Coonril, as part of Safe Practices Pamphlet No. D-4. Delivery, Taxicab and Bus Section 641 On tliose form* there was relatively little mention of the very important subject of personal cause* or personal factors or dements in causing au accident Tliat is a very important thing; one which is pretty hard to get at In all the Council's statistics committees that have been working on accident report forms fox the last seven years, for police departments and motor vehicle departments and also for fleets, we have followed rigidly the policy of putting on those forms hems of fact and not items of judgment; with the thought that if items of judgment are put on the report form you get into all kinds of complications. The report form therefore contained such items as will describe what the other driver was doing; what the pedestrian was doing, if any; the condtton of the weather, light, etc.; but they have not undertaken to say what was the cause of tlte accident, or whether the driver was responsible for the accident, because that was so highly a question of opinion. It has been the thought of all these statistics committees and everybody wi*o has worked oil these things, that after the initial report is made, setting forth, these items of fact, then the question of fixing responsibility, whether by jury in the police court or state motor vehicle commission in the suspension of license or whether by the company in the matter of driver discipline, that question of fixing responsibility is another, a second matter, that must be kept rather distinct from the first matter of reporting th objective facts of the accident. Nevertheless, I have come Vo feel that our report forms probably are defective, are incomplete, in that they give little attention to the important matter of tlie personal factor in these accidents. What is the answer? It occurred to its on the staff a few -weeks ago, and largely because the matter was brought up in the New York group, that periiaps tlie time hod now come when we could pat on the report form or perhaps on a supplementary report form, some thing about the personal factors in the accident, but carefully reported as items of fact and not as items of judgment Now, what doe* that mean? Well, to say that an accident was due to the driver being intoxicated is decidedly a question of Judg ment. To say the driver had liquor on his breath is a question nf fact. To say the driver was apparently under the influence of liquor to the extent that lie talked incoherently is a question of fact, and it would be possible to put down three or four or a half dozen Hems indicating the man was under the influence of liquor, that mold be reported as fact without making the judicial decision > at the man was intoxicated. Now, in like maimer, it might he difficult to say that the accident was due to fatigue of die driver: and yet, it would be a matter of fact to pot down on the report that the driver had been on duty continuously for a certain number of hours pre ceding the accident. Wc took this tip with some of you, and also with onr committee of psychologist*, which is extremely interested in this subject. We recently had our Mr. J,, S. Baker, a staff engineer, compile a tentative schedule of personal factors in an accident which might he added to a report form or made as a supplementary report form. We sent that tentative schedule to some of the members of this Section, some of whom nfc in the room: wc also sent it to our Committee on the Driver, consisting of psycholo gists. I do not know that this is the place for any long discussion, or certainly amaction on that report form; bat I would like to have some expression of opinion on it. Let me mention one more thing. There have been several attempt* on tin* part of various organizations in the past to develop schedules of personal Items, running into causes, and some of them we think are open to serious criticism in that they mix up questions of fact and questions of judgment or responsibility. I have in mind one classification which ha* a M of interesting item* in it, but it take* an item like "The driver was making a left turn improperly," and puts It under the head of "disnhedhnc* of rules.'* Nmv, Hie fan of llie driver making a left turn improperly * n foci but whether ?| wsi due to disobedience of rules or wither it was`due to the fact that the driver did not nnrU*rfand the ride or due to the driver being fatigued and doing a dumb thing without any intention of doing h. is decidedly 642 Twentieth Congress--Hatioml Safety Council a question uf judgment, ami that illustrates the great imptatauce of keeping iliesu questions of judgment and questions of fact separate. Well, we most take up with the Executive Committee of this Section presently a more careful consideration and decision cm this, and we might possibly have today some expression of opinion as to whether some of the fleets would like to have the National Safety Council, or rather this Section, through our staff, send suggestions to them of an enlarged report form or supplementary report form which would take up personality items, and then if any of you have advice to give tis or suggestions on what kind of personality items should be taken up, that would very well come in the record for our study later. Wc talked ovpr this subject with our Committee on the Driver this week, and they gave us advice on certain items, ami we hope with the joint efforts of that com mittee, this Section ami our staff, that wc can make a real contribution to thi important job of helping all of us to get at this elusive and very important personal factor. Chairman Horrocks: Is there any information wow that wc caw give Mr. Williams on tins matter? Mr. Mineur: I think the Section ought ccrtauily to work with the Council's staff in the development of a practical form. Mr. Williams knows I have been very much interested in this question of accident cause classification. Unfortunately, we have never gotten to the point where 1 could use his forms, and we are using one of our own because Wc can <Io it with a whole lot less work. Just as a concrete illustration, here we have a man on one of these milk wagons or automobiles, traveling down the street, and as you know they can be operated from die side with a hand lever. A man k going down the street and is distracted for just a moment and when he turns he unintentionally hits the lever and the vehicle starts for the curb. He realizes it before hitting tlie curb, and in order to get out of trouble lie quickly snaps it the other way. The vehicle turns over right in the street. It has not left the mad. What would you attribute it to? Driver failure. There is nothing wrong with the medtamcaJ features of the rig. nothing wrong with the road, nothing else in his path except that young lady coming down the street that distracted him. Another case Is the rear end collision. T say in a rear end collision it should not he necessary to answer but one question. A rear end collision, whether your man or the other fellow is responsible, gives you the whole story. Mr. Wfluams: How do you know who is responsible in case of a rear emt col lision? How do you determine that? Mr, Mixbur: In our case we determine it ivy the fact that the fellow in the rear ran into the fellow ahead. Mu. WrcuAMs: You would automatically say in all cases where somebody else hit vour fellow in the rear it was the other fellow's fault ? Mr. Mijtstr*: I would, for this reason: A man would have a very difficult job convincing a safety committee lv had his car under proper control, that he was traveling at a safe speed, tluit he was paying attention io his job, if he ran into the vehicle ahead of him. '. Mr, Wn.LtAMR: T do not want any-of you to yet the impression that we disagree about tlie importance of fixing responsibility. It is merely a question of what sort of items should be on a report form, and whether the original report form slwuJd include the judicial derision as to responsibility or whether you should first make vour Tcnort describing the actual circumstances of the accident, deserthine what happened, and consider that as statistics, and then as a second step, make whatever Investigatton your procedure calls for and fix responsibility, and cal! that fixing rpspr>nsilnlify antl iwm call it statistics. That is the only question, T might *ay there is <nhu- a difference of opinion alxvut these rear end collisions. Some companies whirh have studied the accident prone driver have found that* here ami there a driver will have a record of a nnmher of rear end collisions. On any Delivery,, YWtYof* and Bin Section 643 one of them alone, the inference would have been that it was the oilier fellows- fault. But here is a driver that has four or five rear end collisions, and tile other ieUow> are not having them, iu the same company, and the inference is that it is our driver's partial responsibility, also; that our driver had a habit of stopping too quickly at a red light or stop sign, thereby being initially responsible for the inattentive driver behind running into him. Mr. MtstEUR: The only reason 1 utcittRntcd responsibility is this; Xu concern X going to make up any record that is going to id! them merely what kind of accidents have been lutppecung without a definite indication of what proportion of those acci dents your own people arc ressxmsibSe for. The operator is interested in that in formation. and if he is going to compile that data he wants to make it up iu such form that it will have practical abdication in his safety program. Charman Horrocks: Is tlere anybody else that has an opinion lu ex|we*s on live subject of report forms? If not. 1 think we are through with die scss'mn ami the Twentieth Annual Congress. I want to assure you on behalf of the National Safety Council that we thank you very much for your attendance at the session*, and also for the close attention to the matters which have been discussed in tlie sessions. ADJOURNMENT TWENTIETH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Electric Railway Section Officers 1930-31 General Chairman--Glenn H. Shaw, Ohio Edison Co., Akron, Ohio. First Vice-Chairman--uel H. Ron, Bureau oi Safety, Chicago, 111. Second Vice-Chairman--T. G. Brabstos-, Birminglijun Electric Co., Birmingham, Ala. Third Vice-Chairman--Paul Housqn, East St. Lotus & Suburban Ry. Co., East ' St. Louis. III. Secretary--W. A. Brown, Nashville Ry. & Light Co., Nashville, Term. Chairman Poster and Slide Committee--H. V. Schkkiber. The Capital Traction Co., Washington, D. C Cltoirman Program Committee--Ralph C- Bush*. Transit Mutual ins. Co.. Button, Maw. L hairman Membership Committee--R C Smhxo. Lehigh Valley Transit Co., Allen town. Pa. Chairman publicity Committee and News-Letter Editor--R. S. Tompksnb, The United Railways and Electric Co., Baltimore. Md. L kiunnun Statistics and Engineering Committee--A. A. OuirtcLu, Wisconsin Power and Light Co., Madison, Wis. Chairman Health Committee--Mklvin \V, BftHtOes, Chicago Rapid Transit Co., Chicago, Illinois. . Hrecutire Committee--THe Oificrks and G. T. HellmotH, Chicago North Shore amt Milwaukee Railroad Co., Chicago, III- E. K, Easts :. Louis Public Service Co.. St. l*oui$. Mo. Tuesday Afternoon Session October 13, 1931 GLENN H. SHAW, Chairman Ohio Edison. Company, Akron, O- The first session of die Electric Railway Section convened with General Chairman C.lcitn H. Shaw, presiding. Chairman Shaw: Our program is supposed to open with remarks by the Chair man. Gentlemen, I have no prepared speech, but we arc fortunate to have the privi lege of attending this Congress. I think if there ever was a time when safety work should be followed consistently, it is in 1931. The companies represented here recog nize that fact. We can probably accomplish more to meet decreased revenue through Safety work than through any other medium. 645 I 646 Twentieth Congress--National Safety Council This is & sort tf "swan** song for me as I am leaving the railway business. I want to express my appreciation for the support you have given me as chairman of this Section of the Council. Possibly the most outstanding work of the Section this year has been an endeavor to standardize our methods of accident reporting. A committee has worked all year to present a form of reporting your accident history which would be on an equal basis and understandable to alt ot us. in the past we have always had some mis understanding regarding our accident experience. Some properties have had a cliaigcablc and non-chargeaWe system; others have not; ami we have listened here to many reports elaborating uj*on their accomplishments, saying that they had operated so many thousands of miles per accident, and when it was all said and done we found that the figures were per rltargeable accident, and there was no standard set up wltcrcby we could tell what was a chargeable accident. A ctargeablc accident ot) some properties was not a chargeable accident on others. We will hear the complete report on Thursday. The first committee chairman to report will he Mr. Schrcibcr of tlw Poster and Slide Committee. H. V. Schkkibk* {Safety Director. Capital Traction Co., Washington, D. C.) : We hnvc at present IS railway posters with a circulation of over a thousand copies each. Two of these have had an unusually large circulation, because they are also useful for bus and fleet operators. The others have averaged 609 copies per poster. it is apparent from this year's experience tliat more of the electric railway posters should I* devoted to accidents resulting in collisions with automobiles. These acci<tcnU rank first in the experience of the companies and should receive the greatest attention. Next are the boarding and alighting accidents. However, strange as it may M"*m, there arc very few of these used, as there Is no new way of presenting the old .-story of How these accidents occur. Two of the bus posters had phenomenal circulation. The demand was 7,850 copies. The copy on this particular poster was "Go Slow--Sound Horn at Blind Corners and Proceed Cautiously." Tt would help a good deal if we could get more ideas on posters from your home-made work. Chairman* SvfAtv: The next report is by Ralph Hush, chairman of the Program Committee. Ralph C. Bi su {Boston Elevated Railway Boston. Mass.) : There is little to report as chairman of the Program Committee. Our work was completed early last winter and the speakers are ready to do their part, [f this program appeals to you I shall be sufficiently pleased. Due credit, of coarse, should be given to the members of the committee wl>o cooperated to the fullest extent in arranging the program, ft lias been a pleasure to work with these men. Wc wifi let the program speak for itself. CnaIrmak Shaw; Next is the Publicity Committee and the News-Letter Editor. 1 have a letter from Mr. Tompkins which the secretary is to read, after which I am going to ask Ray Finch of the Bureau of Safety to make a brief report on ilte News-Letter. Mr. Tompkins became ill and Mr, Find) has been doing a wonderful job of editing the News-Letter. Glenn H. Shaw. Esq. General Chatman ' I regret that I shall be tillable to attend the Twentieth Safety Congress at Chicago anti present any report oil the afternoon of October 13. Business here will make it impossible for me to get out of town. I believe there k Utile to report from my standpoint, except the more or less regular issuance of the News-Letter for the Elec tric Railway Section. This was interrupted, so far as I was concerned, by an enforced stay in the Hospital and a recuperation period totalling in all about two months, dur ing which time Mr. Ferguson of the National Safety Council -was good enough to undertake getting out the News-Letter with the aid of Ray A. Finch of the Bureau of Safety. Ie.. Chicago. Thanks are certainly due these gentlemen. Electric Haifa*ly Section 647 Ibe News*Letter has tried under its current editorship to impress upon the street railway industry not only the value of sound methods of teaching and achieving safe operation, bt the promotion of patronage through Hie education of the public to the superior safety of public transportation over other forms. We believe that it has been worthwhile to try, no matter how feebly, to promote recognition of this principle. I regret, personally, that I shall be unable to undertake editorship of the News Letter for the causing year, owing to the unusual press of other work. But 1 want to take this opportunity lu thank all the members of the Electric Railway Section tor their help and cooperation and to express to you my pleasure and gratification tor the opportunity of working with you. Very truly yours, K. S. Tompkins. Ray A. Finch (Safety Engineer, Bureau of Safety) : Since the last Congress there were eight issues of the News-Letter, i had the pleasure of editing the last three but in editing those issues I attempted to carry out the thought ami work that Mr. Tompkins had started. It was a pleasure to do this work and 1 am grateful to all who sent in information to be used in the Letter. Chairman Shaw: Mr. Bridges, chairman of tlie Health Committee, has n report to make. Melvin W. Briijc.es (Safety Engineer, Chicago Rapid Transit Co- Chicago): Tlw chairman of the Health Committee is appointed each year and acts on the general Health Committee of the Council. We have been working under the leadership of Dr. Sappington, ami it happened tiuit I am the only layman on tlie committee. All the others are doctors, it was the intention that a layman should be appointed from each section, but the Electric Railway group appears to be the only one that ha* carried that out. By the time' we conic to the next Congress the Health Committee is going to give us a paper to discuss, and know that any man interested in personnel, safety, and medical work will find there is a great deal that the Section wants to know about industrial health. We know that mental and physical examinations and other health work arc big things that help us in this work. Chairman Shaw The first paper on our program was to lm\- been given by Mr. Ji. J. Mcltraith. of the Chicago Surface Lines, but he is not able to be present. Mr. J. B. O'Connell, assistant superintendent of transportation of the Chicago Surface Lines, will read tlie paper. Do Operating Hazards Diminish or Increase Through Faster Schedules? By E. J. McILRAITH Staff Engineer, Chicago Surface Lines t Public Safety for July, 1931, carries an excellent article on the High Speed Motif in Automobile Advertising. Here were reproduced clippings from advertisements reading "133 horsepower, 90 miles an hour", "flashes from 5 to 55 miles an hour in 19 seconds and eagerly step* up to speeds of 70 to 80 miles an hour." The writer properly states in hi* comment, "AdertiscmeMs such as those quoted broadcast the creed of excessive speed which is the creed Of potential death when applied to the average driver." In the National Safety Council publication "Accident Facts. 1931" it is stated that in 16 per cent of the accidents involving motor vehicles it was clear that the vehicle was exceeding the speed limit. No record can be made to indicate accurately the enormously large number of other accidents whkb are induced by reckless driving. Tlie words, "speed" and `'recklessness" sliouM in reality he counted together. It $ 648 Ttveiiliclit Caugrcss--Motional Safety Council not always the highest speeds that are incident to recklessness, but I mean speeds which are too high for the circumstances. In some cases 10 m.p.h. is a reckless rate of speed. ,. . . . It is, therefore, quite important that there be no misunderstanding of the meaning and the intent of the program of increasing speed while improving the safety in the operation of the cars of the Chicago Surface Lines. Speed in this sense is used discreetly to mean the rate of movement. It should not be taken to mean what is often inferred by the term, namely, hjgh spend, reckless speed or to represent the idea of rushing to get somewhere. It would be much safer in creating the right impression if the title expressing aid) a story were made, "Reducing Delay and Increasing Public Safety." With the use of the automobile increasing at such an extravagant rate, tlie streets of the city have become thronged with fast-moving vehicles driven by all sorts of drivers with many varied ideas as to their obligations to others. Mental balance often seems lacking in some who drive automobiles today, and the street cars in Chicago must operate continuously through the busiest of these thoroughfares Responsibility is divided, but the lack of responsibility existing with many of tlie drivers puts an excessive burden upon the street railway management in developing the trainmen to become more competent and more efficient in avoiding and preventing accidents. The growth in the registration of automobiles in Chicago has beat 363 per cent in the last ten years. The increased use of each vehicle has caused even a greater increase in the mileage traveled on the streets of the city and, therefore, m increasing the hazard created. It also seems clear that there has been a growing tendency toward carelessness on the part of the drivers and disregard for traffic regulations or for common decency and consideration for the users of the streets. In spite of ail this record in 1930 there were 3,969 motorinen out of S.887 who went through the entire year without a chargeable accident Of these 1,170 had passed two years without a chargeable accident and 613 had operated cars con tinuously on these busy streets without an accident for which they were responsible in three successive years. Such a record is one of which we arc extremely proud, and for which the accident prevention division and the transportation department should be commended in the most enthusiastic fashion. Hundreds of lhms hare been saved and many thousands of injuries, because of improved training and because of the resultant alertness and care on the part of the drivers of the public service vehicles in QuCtfO. In spite of this growing vohiroe of traffic the average rate of speed of street cars between terminals lias been continually increasing and the number of accidents has been continuously decreasing* More passengers have been carried on the street cars each year until 1930. and more pedestrians have been walking on the street*. The potential hazard has been continuously increasing at a marked rate, but the accidents have not grown at all in proportion to the increased opportunity. Such a result can only come from careful attention to training and constant reiteration of good instruction and from the development of a thorough interest in the minds of the trainmen who are responsible for carrying out the company's operation. Movement on a crowded city street involves danger of collision and injury. That some accidents wiU result is inevitable. Errors of judgment, lack of attention, excitement, faulty equipment of automobiles or of car*, slippery pavement, poor lighting, quick change of direction or of speed, and many such Hems all tend to create accident hazards, while the seriousness of the injury and damage resulting from the accident arc often directly proportional to the si>eed. A vehicle, moving at 30 ra. p. h. travels 45 feet per second. While a person walks from the curb to the middle of the business street, say a distance of 25 feet, an automobile at 31 miles per hour will come from a distance of 250 feet. In the few moments it takes to count five, a machine can suddenly appear from Electric Raiiu'ay Section 649 nowhere ready to crush out one's life. Two cars traveling toward each other .it what is today called a moderate speed, 30 m.p.h., will actually approach cadi other at the rate of 90 feet for each tide of the clock. If traveling at 50 m. p.h., they are approaching each other at the rate of 150 feet in each second. It is not distance any more that provides the measure of safety, one must calculate the time and extremely small fractions of time at that. Two vehicles operating at right angles to each other may pass over the same spot in a single intersection in ihc same second of time and yet miss each other by quite a few feet. With just a fraction of a second of delay or error in judgment the vehicles would crash with perhaps fatal results. The result is that to be safe one .must do constantly tlie expected thing, must keen to llw c<>--ect line an:! p *sitt m m-.Viig su', un c' n in line of ""-vynent or in speed. One must be observant of every detail of movement that might effect him directly or indirectly and must be well able to avoid tile possibility of danger by anticipating in time what is likely to happen and hold himself safely able to avoid an accident due to any unexpected contingencies. The street car has some advantages In Its operation. It is true that it cannot swing to one side to dodge another vehicle, but the very fact that it is only able to operate along a fixed route permits all other vehicles to anticipate more accurately what the street car can or will do, and to allow appropriately so as to avoid collision. It has a fixed ltne in which to operate, stops at definite locations, and a* operated in Chicago is given credit for having a purpose to be served and a right to a reasonable use of its lane in serving that purpose without avoidable delay. The laning of highways is a distinct advantage, reduces accident hazard, and is fortunately becoming so recognized throughout the country. The marking of a center line on the narrow country * roads has automatically helped in keeping vehicles to the right. The marking of lanes in such busy highways as that over the Philadelphia Bridge, the one through the Hudson Tunnel, or on LaSalle Street in Chicago, are definite examples of what can be found now in many cities where such restraints against indiscriminate manoeuvermg, weaving and running out of line both decreases the usefulness of the street and increases seriously the accident hazard. AH important streets will soon be taned and restraints will be placed upon running out of line. Individual drivers will then be prevented from reckless speeding but the whole traffic movement will have greater freedom of movement, less hazard, and much more comfort because of greater certainty as to what the other fellow is going' to do. * The street railway track on busy streets Is not a handicap to safety. It is instead a decided asset. Street cars may be operated with greater safety than can any public carrier running on rubber tires. The street cars in Chicago run faster than do the cars in any other city of'the United States except perhaps in Detroit, w here due to a considerable amount of express operation with long runs between stops the speed has recently been materially increased to a point where it may be a little higher than in Chicago. This speed has increased in spite of the great growth of traffic and to spite of the fact that the streets on wh;,ch the surface lines operate are the busiest streets for movement of vehicles and for retail shopping. The reason for this lies in the intensive training of the men. in the careful scheduling, in the thorough maintenance of the equipment, and due to the development of lespcct in the minds of the other vehicle drivers for the purpose and the importance of the street railway operation in serving the public. Most drivers do*seem to under stand that it is unfair for a single automobile to delay a street car carrying a large number of equally important citizens. The training to improve the speed has consisted of training to avoid the little elements of delay and also in training the men how to anticipate against hazards. The men lave not been trained to apologize for their operation along the street or to move cautiously on the theory that the street car should keep out of everv olivet- 650 Twentieth Congress--National Safety Council fellow's way and thus be sure to avoid accident. Rather the men have been taught the need of careful observation, of giving reasonable warning, of keeping the ear always under adequate control, and of operating with fixity of purpose well-known to the public, so as to encourage the other users of the street to leave a free way for a street car serving many people. In avoiding delay and therefore increasing the speed between the point where the passenger gets on and the end of his trip many little things must be constantly observed by alert trainmen. The car must stop reasonably close to where the passengers are waiting, the doors should be opened ready lor passenger movement at the instant the car actually stops, the car should start again as quickly as the last passenger has safely boarded, not some seconds afterward when he is well inside and the doors have been closed and locked. The motorman must watch the street while he is standing waiting for a signal so that the instant the signal is passed to him he is ready to move with full understanding of what each other person on the street is about to do. The conductor carefully watches the last passenger, so that no fractions of seconds are lost at his end. On two-man cars no Interlocks of the doors exist to delay the starting of the car. The responsibility for safety is placed on careful operation rather than on mechanical interlocks with their attending delays. The use of wider doors and aisles, improvement In the rate of acceleration and of braking, improvement in the smoothness of both acceleration and of brakinp and the fast operation even over special work when the street is clear, all tend to reduce materially the delays. Little coasting with power off is expected in local operation. The car is expected lo be pressed whenever necessary to maintain the schedule. The cars are required to keep on scheduled time at the titnepotats which are Spaced every mile or mile amt one-half along the street, so that there will be uniform headways between cars and, therefore, reasonably uniform loading of passengers. This reduces the amount of crowding, reduces the delay in getting passengers on and off as well as giving better service. Of course better voltage maintenance, better maintenance of the overhead wiring, of the track condition, and the use of easily operated switch controls are also important. The distance between stops or the number of stops per mile has a very important effect upon tlie schedule. Stops must be kept at approximately eight to the mile to give the best balance between frequency of stopping points and reasonable distance between slops for obtaining free running of the car. If the motorman has good brakes, good equipment, good rail and efficient sanding apparatus for emergency he can move with much better confidence of being able to keep out of trouble, can follow more closely other traffic on the street and can, therefore, prevent much traffic interference that would come from other vehicles running around the street car and cutting in ahead. Careful supervision of the trainmen insures reasonable adherence of schedule and the maintenance of uniform headway so as to equalize the loads. Constant analysts of the operating conditions, of the appropriateness of the scheduled service and of the accuracy of the running time assigned fur each section for each of the different periods of the day when traffic conditions vary, insures the ability of the crews to operate effectively. Of course if would be neither possible nor desirable to schedule operation so Unit all train crews must press hard to maintain the scheduled operation In running time on each trip. The theory must be that the running time called for in each direction for each of the many varied periods of the day is one for the average crew* with the average amount ot traffic interference normally met in that section at that hour. The running tunc is only correct for satisfactory operation when it fits this average crew on the average trip. Tlie crew that is normally more competent than the average in reducing or avoiding delays, or that is unusually lucky in having less traffic interference, will be able to make faster than scheduled time. Therefore such a crew must go slower than would be possible for certain sections, in order that the car shall maintain its correct relative position and pass each timepomt-exactly on time. Tlie crew that has an unusually difficult run of Electric Raitiiiiy Section 651- luck in meeting more delays from traffic, in collecting more passengers, or in having slower customers, must do some extra hurrying in sections in order to sustain its assigned position. There is no chance that good service cau be Riven if all crews are forced to hustle all of the time. It should be clear that all of these items now presented are individually of minor importance in introducing delay; collectively or cumulatively they can produce very great delay in getting a passenger from point of origin to his destination When these delays are eliminated, the actual maximum speed of the street car between two successive slops is not materially increased, the danger from his movement >$ not at all increased, but the time required per mile of car movement nay he very much decreased by the elimination of these many seemingly trivial sources of delay. Speed for the passenger under such control is not coupled with reckless driving nor with increased hazard of any sort. Speed in such a case is only produced itccatnc of an alert crew trying to handle well an important job. Because of that alertius* and because of tlie crew's realization of the importance of the work being done the individual trainmen become more valuable in their work, more comjKrtem in prevent ing accidents, and the whole result is much more pleasing to the public as well 3 more satisfactory to both men and management The individual trainmen are carefully watched as to accident tendencies. Any individual weaknesses are noted so that tbe man may be carefully instructed in ways and means of correcting his carelessness under certain conditions or may be taught lx>w to use better judgment. Constant advice and assistance arc being given tn the individuals by competent instructors. Trainmen Watched for Accident Tendencies Increased speed without increased recklessness is easily obtained if there is organized supervising agencies in the use of time, so as to give the passengers best possible quality of service and so as to make tlie best possible use of the street space. Such operation develops better public confidence and creates wider public usefulness. It need not increase the hazard, but sltould reduce it even in spile of the growing density of traffic. The record of 5,015 conductors and 3,969 mutormen. opeiaring throughout the year 1930 without chargeable accident, will substantiate the claim that Increased speed does not produce increased hazard, if trom the words "increased speed" we take the proper meaning and do not couple the term with the popular conception of recklessness. Soon it will be possible, after the new company is formed to take over tlie new franchise, to obtain many improvements in the older cars and many improvements in the form of new cars and equipment which will make for safer operation. till further reduced delays, and further increase the value of the service. The value of time luts been consistently pressed into tlie individual minds of the pepole, so that alt are impatient with delays, and the entire public is measuring critically the time needed in getting from here to there by different forms of transportation. It is highly important for a public carrier to find ways of reducing the time of each trip in every way that i$ possible consistent with safety. The best speeds of automobiles cannot be realized m city service with reasonable safety, but it is possible to operate street cars so effectively that a trip of reasonable length of several miles may be made nearly as rapidly by street car ns by private automobile; considering the time of parking or of getting out die car. it is frequently possible in the busier sections to make the trip faster by street car. ' Such speed Is not coincident with reckless operation. As mentioned before, it is accomplished by careful attention to avoidable delays. Again we come back tc the need for thinking of this subject in terms of cutting out delays, getting there quickly and improving safety. Chairman: Shaw; The discussion of this paper will be led by Mr. Chester J. Lour, 652 Twentieth Congress--National Safety Council Discussion of Mr. Mcllraith's Paper By CHESTER J. LONG Safety Agent, United Traction Company, Albany, N. Y. 1 realize that my part on this program is to lead a discussion, rather than to do the discussing myself. However, with your permission, I should like to say a few words with respect to this carefully prepared paper that Mr. Mcllraith has given us in so far as it is ap plicable to the property I represent. During the month of July this year, as compared with the corresponding month of 1927, the year we began our present organized accident prevention program, our average running time between terminals was 9.43 per cent faster. It might be wed to add that during this four year period, having in mind die first six months of each year, there has been in die three counties in which we operate an increase of oyer 16 per cent in the number of automobile registrations, while during the same period wc have had a decrease of over 30 per cent in the number of our accidents with vehicles and pedestrians. This reduction in accidents has been brought about mostly because of the wltolehcarted response and effort on the part of the platform men to the appeal of tire management to help prevent accidents. We do^ feel, however, that with the faster schedules, automobile drivers are ap parently more content to follow our cars thus lessening the possibility of the cuttingin-ahead type of accident. The platform men are more alert. The mechanical de partment has assumed a greater moral responsibility even to small details having in mind that an equipment failure at a higher speed may result in a serious accident (incidentally there are fewer car failures). The management has improved the equipment by installing air gongs, removing the apron style of fender and increasing the acceleration and breaking efficiency of the cars. All of which, in our opinion, have helped to decrease die operating hazards, while the last two items have given to the platform men that sense of confidence so necessary for the proper and safe operation of their cars. Coming back to Mr. Mcllraith's paper, he said: "Most drivers do seem to un derstand that it is unfair for a single automobile to delay a street car carrying a large number of equally important citizens." Also that: "Street cars may be operated with greater safety than can any public carrier miming on rubber tires.* With respect to the latter we find that our buses operate about 400 more miles per accident than do our cats. I wonder what the experience of the other members present has been with respect to these and other statements that Mr. Mcllraith has made. General ducuuion is in order. W. J. McCaxte* (Assistant Superintendent, Personnel Department, The Cleveland Railway Co., Cleveland, O.) : I am interested in the work of the Chicago Surface . Lines in disconnecting the interlocks. I suggested to our operating department that we disconnect the interlocks on doors of two-man cars and leave the responsibility up to the conductor, so the car could start with the door open if there wasn't any body in the door. Tire operating department sent a man out to check on this and re ported that it would be impossible to save more than half a minute on a trip on one of our longest fines which is about 10-mfies. I wonder if the Chicago Surface Lines have any statistics on this problem. M*. O'Onnixl: One of the last lines we analyzed is in the northwest section of the city. Whh the use of interlocks on front and rear doors it required 78 minutes to make the trip of about 12 miles. After the interlocks were removed, and bell sig nal* were used, that trip was made in 65 minutes, or a reduction of 13 minutes. That t about a minute faster per mile. We had the same experience on our Madison Street Electric Haihvay Section 653 Uue, where we operated with interlocks, with trailers, similar to Cleveland's oper ation. On a 7-mile run from Austin Avenue on the west to the downtown district, we cut off a minute a mile. The decreased speed was not the only factor which led to disconnecting interlocks. We do some heavy loading on the lines from which we removed the interlocks. If we scheduled 15 cars to pass through in 15 minutes we were lucky to get 15 through. Most of the time we got only ten, or twelve at the most. The crew would come to a corner controlled by a signal light, and the car would stand there, the light would be red again in another half a minute. We couldn't give good service with interlocks. We couldn't depend on our cars being where they -were supposed to be. The service was too slow, we couldn't carry the passengers as fast as they would like to go. We had to give out more running time and laying time, and that increased the operating expenses of that particular line. E. K. Easthau (Director of Personnel, St. Louis Public Service Co- St. Louis, Mo.) : Local conditions control a great many of these things. In St. Louis our Olive Street line has the heaviest traffic and has the reputation of being the fastest city line in the United States. That is something for a big city line operating over !2 miles per bout. We run interlocking cars altogether. On our two-man cars that haven't the interlocking feature, we insist that the doors be closed before the car is started. We consider that as a safety feature. There are several factors to consider and we can't make any arbitrary statements on a proposition of this kind. You haven't the same situation in your courts and your legal profession in Chicago. Whether we have tire interlocking system or not. men arc discharged if they start a car when the door is not closed and the steps cleared. We hare brought our running time in the city to over 10.5, and that includes not only between terminals but also the layover. That is an increase over two years ago when we had 9.6. We have increased the speed to that point, and at the same time, in those two years, have materially reduced accidents. My understanding of this par ticular subject is, how far you can go in increasing your speed. These other things, the number of stops per mile and all of those, are important factors m the situation, but how far you can go in busy city streets In increasing the speed of your street car without increasing accidents. We haven't gone that far. We are still increasing the speed and reducing accidents. I have always felt that there H bound to be a dividing line somewhere, though, and I don't know yet whether we will ever be able to pm our finger on it. Up to a certain point, increasing speed makes jnotormen more alert: up to a certain point it may hare the effect that is described of gradually (although it will take some time) making the automobile driver give the right-of-way to the street car. I would like to hear from some others whether there is a final point beyond which, if you increase speed, with all of your improvements in equipment and so forth, you will increase accidents. We don't know just where that point is, and it varies with the conditions in particular cities and places, yet there is no question, other things being equal, that it takes longer to stop at a higher speed than at a slower sored, and there is bound to be some point where an increased speed will increase accidents. A. A. OLDriELp (Safety Director, Wisconsin Power and Light Co., Madison. Wis.) : I want to substantiate Mr. Long's remarks. In our combined operation we find the same thing regarding our bus miles per accident. Mx. McCaxter: I don't see anybody from Milwaukee here, but an experiment they had might be interesting. Of course we are thinking somewhat in terms of one-man operation. Sometimes we ovcr-emphasixe the ti1o of these interlocks on the Street car. Aside from the accident hazard in taking off the interlocks, consider ing the speed alone, in Milwaukee when they pot m the uoc-maa line, they Increased the speed because thqy feh one man could operate faster. That worked fine as long as they operated ou the type of car that had an interlock, but with cars that had previously been open cars, which were then made one-man cars, with the Interlocks, they had a terrible time with tire schedule. They had to meet every car about onethird of the way down, until that schedule was changed. They were confused by the 654 Twentieth Congress--National Safety Council fact that these interlocks themselves may cut down the running time, wltercas on oneman cars, with interlocks, going in at the same time, there is the advantage of in creased speed. We didn't get the true state of affairs in connection with the interlock Da, C. P. StUA*o (Assistant Secretary, Third Avenue Railway Co., New York. N. Y-): X am inclined to agree with Mr. Eastham, that local conditions largely de termine what your safety devices should be. In the lower East Side of New York if wc allowed passengers to stand on the step they would step off backward. On some of ours we are getting as low as 5 2/6 miles. With regard to bus and car mileage and the accident ratio of each; when we started operating buses the mileage per accident was exactly the same as the trolleys, but the number of passengers carried was naturally from one to two and one-half in favor of the trolleys, allowing 100 per cent standees for street cars and 50 per cent standees for buses. With the number o! changes in the buses, more particularly with regard to a better type of business and more intensive training, we have now placed the bn*w at about 400 miles above the trolleys per accident, and the buses have jawed the trolleys in the number of passengers per accident. We count the accidents in the track department and mechanical department as well; so our figures include all accidents within the company. Our buses are now running 24,000 passengers and 1700 to 1800 miles to the accident, our trolleys being below that. M*. O'Cbxxzu.: There seems to be a controversy about the bus being safer to operate on a street than a rail car. When wc make claims like that it must be care fully considered. Can they be truly compared? If we use buses and rail cats where they are supposed to be used, then they are n different territories. The bus always operates in a sparsely settled region or in a region where the traffic density is low. In Chicago the maximum number of passengers we can carry per hour is 4000. Wc have street car Tine* in the city of Chicago that run as high as 20,000 passengers per hour. We wouldn't attempt to use a street car the way we use the buses, or the buses like the street cars. It stands to reason that the business in those areas is correspondingly less. There less chance for buses to have accidents because there is less traffic. The street cars arc in heavy traffic all day long. I don't think you can honestly compare the bus and the street car. E. D. DoAxr (Statistician. Department of Street Railways. Detroit, Mich.): I feci that local conditions may vary the operation of various types of conveyances. Our bus operation runs about 33 1/3 per cent more miles per accident, in other words where our street cars are doing 6000 miles our buses are doing 8000 miles per acci dent. We have parlor type of buses, with a limited number of passengers, and oilier buses that run through the downtown section, some running through ami some in ami out of it again, but practically the same operation. With the exception of our parW coach operation the average for accident hazard is about the same with the coach run down town or in the outer sections. Paul Hopsox (Safety Engineer, East St. Louis and Suburban Railway Cbw East St. Louis, III.) : I think the problems in smaller communities are comparable. When I first heard Mr. McCarter's talk on increased schedules in Springfield several years ago, I thought it was another engineer with a pipe dream, and didn't think it could be done. But since that time we have practically changed over all of our city opera tions to one-man cars with absolute safety features on cvcrv car. We have increased our running time. In 1930 our accident rate was almost 50 per cent less with that i>i>c of erptipment than wc have ever had at any time. We are making better time with interlocking devices on our cars than we did with the open type car. When first put into operation we Hid have an increase in accidents because the men were not accustomed to "stepping on it." so to speak, and they were upsetting pas senger* when they stopped the cars. We arc getting away from that. One thing that we had to do was put more resistance on the first point on the controller, and that eliminated about fifty per cent of the falls in the cars. We have taught the men how to start the car* without upsetting the passengers. Electric Raihvay Section 655 ^ tui can iruke just as much speed ami possibly more with interlocking device? a* with open cars. 1 am sold on the idea iti spite of the fact that a tew year:, ago 1 was Oil the other sale. On our trcadle-opcrated-door cars the step in the tear oi the car must be from an inch and a half to an inch to make the contact. Some people fall over that, thinking tlte step is starting to give. Increased speed can be accomplished with safety. I am strotiglv in favor of inter locking devices on cars. It doesn't seem to me to be the safest move to have people boarding cars some distance before the car stops. W. H. Burke (North Sltorc Line, Milwaukee. Wts.): lu 1923 wc discarded all old type two-man cars in our city operation, ami developed a onc-mnn car 53 feet long with electric air control. Increase in schedules will materially assist you in reducing the number of accidents. In 1923 we carried on an average of only about 2,174 passengers per mile. All accidents, chargeable ami tuxt-chargeable. arc con sidered as accidents. Up to the thirtieth of September wc had operated 24.784 intk-s per accident. All doors art control doors, treadle rear entrance; the frmt exit is treadle. From my experience ou speeding up tlte schedule, I found it made the operator more alert sod at the same time it educated the automobile driver, that is it gave you a little more respect than when you were crawling along the streets. I dare say the broking facilities of the automobile lave greatly assisted in that. I am strongly for the step control, and wouldn't want to go back to the old system. The actual figures arc these: We were operating practically 2000 miles per accident, and up to Septem ber 30 we are operating over 24,000 miles per accident. Mr. Oldficld: In our street car operation and our bus operation, although we have made no changes to interlocking doors, we have found that boarding accidents have decreased in the last few years tremendously, and I wonder if t isn't because of a better riding public rather than the change in doors. Mr. O'Connell: You may have misunderstood me. When I speak of having no encouragement for interlocks, that is confined strictly to two-man cars. That is ordi narily in our minds here in Chicago simple arithmetic. If a man can get off the car and get to the curb before you can go, you have lost two seconds. On one-man cars we have interlocks. We have 114 trolley buses in operation in Chicago and they are interlocked, treadle-operated rear-exit door only. The front door, which is under the operator's control, is perfectly free, and if you want to talk about a line of demarcation in schedule speeds we can sltow you some of those bus lines that are operating between terminals up to 23 1/2 miles an hour. They arc doing brisk business, and I doubt very much tf we could begin to do it otherwise. We find it to be an asset that you cannot possibly eliminate and expect one-man operation to be successful. It has more than exceeded ooc expectations, and wc have it interlocked with the power. Mr. Eastham: Do your men start the cars with the doors open? Mr. O'Connell: Yes. Mr. Lokc: Have you shown a decrease in your boarding and alighting accident:-? Mr. O'Connell: Our system as a whole would make it very hard to find an in crease or decrease. It is pretty stable. Mh. Burke: The first ten mouths in Milwaukee we have not had a boarding and alighting accident. Samuel H. Ukii> (Vice President, Bureau of Safety. Chicago) : This discussion lias been very interesting. It has brought out the experiences that we have had in the different cities. St. Louis seems to be wedded to one idea which seems to work. Chicago las another and the other cities arc having their experience. The all-im portant thing which I think should l*e emphasized at this time is the training of the men udio operate the cars. That is necessary whether von have the interlocking or non-interlocking doors. It U necessary whether you have slow speed or fast speed. Tlte thing is to so train the men that they will operate that equipment with a oiiniimnn of accidents. The experience of some show that it can be done, and I think 056 I'tvcnlicth Congress--National Safety Council that every fellow here, when he goes back to his property, will be just as sure that bis method of operating cars h the right one as when he came. I feel that it is allimportant to train the men to operate the car under these everebanging and increas ingly hazardous conditions. That applies not only to training but proper supervision of the men throngflout the entire system. Chairman Shaw: There is owe question, before we pass on. I want to ask Mr. Burke about his increase. Was that from 2000 to 24.000 miles per accident, and for what period? Mr. Burke: Jt is from 1923 to date. 2000 miles per accident m 3923, 24.000 miles at jHeseot. ( HAjiMA.v Shaw: Is that per chargeable accident? Me. Burke: Everything included. It is city operation, in the city of Milwaukee. The North Shore line operates the city line in Milwaukee. It is one city line. Those acenlenls include everything but broken glass. They include boarding and alighting, falling in the car, torn clothes, and so fortli. We had 12 accidents for the leti months. Three of those were head on, one struck while standing, one a lady falling down in the car while the car was standing still, one where a drunken driver struck the side of a car. and one trainman struck a car. Mr. EastHam : How much mileage was that? Mr. Burke: About 257,000 miles a month. Mr. EastHam : Does that line operate in the business section of Milwaukee? Mr. Burke; Downtown in the heart of the city. Chairman Shaw: The reason I raised that question was if you did include all accidents it seemed remarkable that you would be able to operate so many miles per report. During 1931 we have been operating in Akron, buses and cars combined, with a little better chan 10,000 miles per collision, including all reports of collisions, and I thought that was a very good record. Our next paper was to hare been given by Mr. Dana, of the Boston Elevated Rail way. He was here yesterday and participated in one or two meetings, but was unable to stay over today, so he has turned his paper over to Mr- Ralph C. Bush, Manager of the Mutual Insurance Company of tlx; Boston Elevated Railway. He will present Mr. Dana's paper. Justifying An Accident Prevention Program By EDWARD DANA General Manager, Boston Elevated Railway, Boston, Maw. There can be but one justification for any particular accident-prevention program; that is, results. On the other hand, tiiere is no justification for any electric railway not having an accident-prevention program of some sort. Now what do we mean by an accident-prevention program ? "Program*', in the sense that we are using it here, is a plan of future procedure. In other words, an accident-prevention program consists of things to be done which in the doing will reduce the number and severity of the accidents that result from the operations In volved in the occupations under consideration. In speaking upon die topic assigned to me I shall draw upon the experience of the Boston Elevated Railway as the source of illustration of the fundamentals of the subject. The railway has been a pioneer in accident reduction for many years and has applied in this field most if not all of the principles which have proved to be sound. The railway and individuals connected therewith were awarded the three Anthony N, -Brady safety medals in 1914, in recognition of the results achieved during the year ended June 30, 1914. This was the first year of the award. The railway was also awarded the gold medal in 1929 for its record during the year enddd Dec. 31, 1928. Finally, cm Thursday, Oct. 1 of this year, we received the Electric Raihcay Section 657 Brad>' award for the third time, lu view of this record it should lc possible to draw some helpful conclusions from this company's experience. That the Boston Elevated management had grasped the essentials of accident pre vention before 1914 is indicated by this quotation from the presentation to the Brady award committee in that year: "It is the duty of the transportation company, desiring to meet its highest respon sibilities, to adopt effectual mechanical safeguards and to create sal* habits m the men. To this end, this company has eagerly sought for the former; it has attempted to be alive to the times--if possible ahead of them--and through all channels lias tried to keep itself informed of the new thoughts and inventions in this line. To create the safety habit among its men it is doing everything which is known to the transportation world from the time the applicant enters the employment office until his connection with the company comes to an end." Fifteen years later in its presentation the railway expressed the fundamentals of accident prevention in terms that restated the same attitude while $uggC5lu^ the pro gress that had been made during the interim. A brief quotation which Illustrates my meaning: .. . . "Two fundamental principles have determined the policy of this railway m its safety work: ,. , 1 *T. That safety is an integral part of management and not something to be taken care of by a spedal department charged with the administration of safety features only. . "2. That all specific safety efforts must be preceded by and based upon thorough research into past accidents and their causes. The hit-and-miss, trial-and-error type of safety work, which uses hope in place of cortical energy, has been discouraged by this railway." .. That the Boston Elevated accident-prevention program has justified itacit can be proved by a few recent data. It might be well for me, before quoting data, to ex plain some pioneer research work that we have been doing for the past few years. This research work was instituted because the Railway was confronted by the rising costs of accident* which has been in progress since the World War. The average cost of claims settled without court procedure has been steadily increasing, and there have been ranch larger increases per suit from the cases which have gone to tl*e Superior Court. Moreover up to 1927 the percentage of reported accidents which resulted in claims had been steadily increasing. The result of all this was a marked increase in our costs for injuries and damages, which rose from $620,298 in 192(the minimum for a long period) to $1,400,056 in 1929. These sums include salaries and wages in the legal department having to do with accident claims. Confronted by these rising costs the Railway in 1927 instituted a study of the human factor in accidents, which was believed to promise moat by way of results. Previously considerable sums of money had bees spent m bettering the operation of the system and b caking die plant and equipment as saie as passible. Attention was at first concentrated on the car operators whose records showed them to be Reddest prone." Each case was stafied and reMfics were prescribed. A corps of safety inspectors was organized and trained, port!/ to aante descodent- prone operators to overcome their disabilities if possible Asa remit colBsion ac cidents dura* 1928 were 17J8 per cent fewer than those in 1*27. tod 216 per cent fewer than the preceding 5-year average. .. . . The average of aQ collisions for the three years 1925. t*2t and HZ7. was 2-3 per 10.000 miles at ear wad bus operation. In 193 the average vw 1-3 #r 14080 **3*. a redaction of 435 per cent. The reduction from 199 to 193# was from 151 to 15 per 14000 mSes. or 14 per cent Thus it is evident Ant the w i'smrri token to M'l'MUirfi lunt been of continuing value, and not transmit their The totol cts4 of injuries and damages was stated earlier so have ranched over $1.40(1000 m 1*29. This was the second year after she research program W been inaiyurated. The cost for 1930 was $1,112594 or 205 per cent less. Iknwsg the 058 Twentieth Congress--Notional Safety Council first half of 1931 there was a further, although smaller, reduction. Obviously the financial benefits lag somewhat behind the reduction in accidents because in mam cases a year or more must elapse before the costs are finally settled. ' in making comparisons of recent costs to the Boston Elevated of highuav ac cidents in which it is involved allowance must be made for another factor vvhk.i affects the financial showing doe to accident reduction. On March 1, 1930. th* Kailway adopted the policy of preventing litigation, as far as possible, and of settling quickly for liability for accidents or for incidents reported which might develop im* claims. The speedy settlement was to eliminate, wherever possible, costly suits, unnecessary payments to physicians and lawyers, atid expensive jury verdicts. The wisdom of this plan is shown by the fact that at the end of the year 1930 there were 371 fewer suits pending in the Superior Court than at the end of 1929, as well as fewer claims outstanding. Th Human Factor in Accidents Having outlined tin? experience of the Boston Elevated Railway in general term*, let me now enlarge upon the railway's recent activities in accident reduction. The fact that sonic employees have no accidents, or practically none, while per forming their duties, while others working under similar conditions have many ac cidents. is proof of the fact that most accidents are due to the human factor. Thev may he caused by insufficient training, by lack uf proper discipline, by lack of intereA in tlie job. hy worry or other distraction, by poor health, by a wrong attitude toward tle job. the employer, the workers associates, or life in general. To a large extent, therefore, the solution of the accident problem lies, first, in : study of the individual who tends toward having accidents, and, then, in the applica tion of suitable corrective measures. One case may require simply instruction in the correct method of jtcrformmg the worker's job; in anotlwr case stricter discipline may lx* required i in a third case aid in the solution of some domestic, business or health problem may he required. Realizing the importance of the human factor in accident reduction, and therefore in the application of sound psychology in this field, the management of the Boston Elevated Railway several years ago arranged with the Personnel Research Federa tion of New York to study the possibility of cutting down highway accidents in volving its surface cars and buses. Colonel \V. V. Bingham, directin' of the Federa tion, made a personal study of our situation and assigned T)r. C S. Siocombe and a small staff to give their entire time to the Railway for an extended period. From tlie start it was evident that the best results could be secured by coaccntra- lion uj*m the accident-prone motormen of two-man car* and trains and operators of one-man cars and buses. While all types of accidents were included in the study, the collision type was seen to he the one wherein the greatest possibilities oi reduction lay. In due course these car ami bus men. first in one division then in others, were divided into "high-accident men" and "Imv-accident men." A man who had had five or more accidents in a year came in the first group, the others in the second. The accidents included comprise all of those on a man's record, whether chargeable tu him or not. * These high-accident men were then given special study and treatment. Accident records were searched to discover tendencies toward particular types of accidents. Due regard was given to physical and mental condition of the htgh-accldem men. As a result of all this collision accidents were 17,8 per cent fewer in 1928 than in 1927. the best tear up to that time. The record for 1928 was 28 per cent under the average for 1925. 1926 and 1927, The record for 1929 was 17 per cent better than that for 1928. and tliat for 1930 was more than 14 per cent better than that for 1929. Comparing 1930 with the average for 1925. 1926 ami 1927 the reduction was ovqy 43 per cent. Electric Railwax Section 6?9 The reduction in collisions was accomplished almost entirely a-, a result of in dividual study of high-accidcnt men, coupled, of cootm*. with due safeguarding of locations of especially hazardous nature. Illustrations from Experience A few illustrations will show just how this plan works out. ^ Illustration So. 1. An elderly moiorman was involved in eleven collisions, iu one year, most of them with vehicles hk just as the car was starting. He had nn hotne worries, was financially independent, was of good personality and interested in 1m work. A medical examination showed good health, but defective hearing, especially in one ear. It developed that he had earlier had a boarding accident duo to starting his car without a signal. Tlie conclusion was that, realizing his deafness and the fact that he bad had a boarding accident on this account, this motormau was unduly intent upon hearing the signals, so that his attention was distracted from street traffic conditions at starting. He was cautioned to give street traffic due regard, and was followed up until be had formed the correct habit. His accidents at starting ceased and his accident record otherwise became entirely creditable. Illustration No. 2. A motorman had six accidents on curves out of a total of ten in a year. His physical, mental and social conditions were normal. Investigation re vealed habits of fast and reckless operation, particularly on curves, where due allowance was not made for the overhang of his car and for clearance between automobiles and his car. Instructions concentrated on the necessity fr*r more cautious operation, especially on curves. The response was satisfactory ami special discipline was unnecessary. Illustration No. 3. A motormau was having accidents apparently because he rnolil not anticipate the movements of automobiles ahead of his car. Tests showed him to be highly intelligent, but it was learned also that he had a habit of trying to be on the right side of his superiors by making a good impression, rather than per forming his duties well There were no physical or other handicaps in this case. Firm discipline was obviously required here. As soon as he realized that Ids su|>cr- intendent was not to be "fooled" this man's accidents ceased. _ Illustration No. 4. A bus operator had several accidents with automobiles over taking htm on the left, anil others hi which automobiles ran into the rear uf his bus. He was also involved in collisions at intersections in turning from one street into another. He was in good physical condition, but made a px>r record in mental tests. He was a steady, sober worker. ^ This proved to be not a case of negligence but rather of inability to operate properly'. A check on this conclusion was furnished by the man's difficulty in at tending to the clerical part of his duties. He was really not fitted for bus work, but be was given special instruction and no discipline with the result that in the year following the poor record lie had no accidents. Illustration Xo. 5. A young moiorman bad a had record oi avoidable accidents. Reaction tests showed him to be very hasty and inaccurate. His car operation was reckless, and t!*c mistakes in his fare collections and reports were frequent. He was careless in his relations with patrons. Investigation showed him to be in business outside u* bis railway hours, and his interest and attention were thus divided. The condition also resulted in an attitude of independence not compatible with his duties This was a case for strict discipline, as the motorman was capable and well able to perform his duties. The discipline resulted in marked improvement which, with continual follow-up. proved increasingly beneficial. Only one accident occurred during the year following the study, Mid only one instance of incorrect turn-in of fares. Illustration Xo. 6. A motorman had such a poor accident record that he had been transferred for a time to a non-operating job. Later lie was permitted to return to 660 Twentieth Congress--National Safety Council car work. His blood pressure was high and he scored low m mental tests. His attitude was good and he tried hard to do good work. In this case discipline was not required, but rather medical attention and adjust ment of duties to fit the situation. The man was induced to pick a run on a route where he would not have many emergency conditions to meet, and he was given frequent instruction. Medical attention was also given him to reduce his blood pressure. His accident record was soon materially improved. These illustrations which I have given indicate the differences which exist among car and bus operators and the difficulty of reaching them by any mass action. Safety Supervision on the *E1M The frequent reference which I have node to instruction, supervision and follow-up suggests an explanation of the administrative changes which we have made in con nection with our accident-prevention program. The transportation department of the Railway, for administrative purposes is separated into divisions, each with its superintendent, all reporting to the general superintendent. Formerly each division superintendent handled his own problem of supervision. After the accident-prevention program had been well inaugurated, the necessity for special safety supervision became evident. A small corps was selected from the supervisory forces, -with a "supervisor of safe Operation** at the head, to assist the divisional supervisory forces in helping the accident-prone motorrneu and operators to improve their operation. As the work progressed it became evident that tlie safety phase of operation is closely tied in with instruction and follow-up. A logical step thus was to make att supervision and road instruction the special function of the safe operation division, the head of which reports directly to the general superintendent. Under this arrange ment the division superintendents retain all authority over the men, but the safe operation division supervises operation, gives necessary instruction and recommends discipline when necessary. The employment and instruction division of the transportation department formerly included a small staff of line instructors for the purpose of following up the in struction given in the instruction school Under the new plan these instructors were transferred to the safe operation division. The Personnel Research Federation is retained in a consulting capacity, to review the results wliich are being obtained and to suggest changes hi procedure which might profitably be made. Other Phases of *E1" Accident Reduction Derailments. Up to this point I have discussed highway accidents, particularly collisions, because these have been the ones which seemed most to require attention three or four years ago* Another, less spectacular development has been going on with us at the same time, 1 refer to reduction in car derailments and split switches. These are seldom the cause of personal injury, but they cause delays in service and are a source of some danger to public and employees. The Boston Elevated has brought accidents oi th'is type within control partly through the operation of an inter-departmental committee which studies each accident on the spot and prescribes remedies for the particular tyfce of accident thus illustrated. From more than 900 accidents of this type in 1920 the number was brought down to 145 in 1930, a decrease of 23 per cent as compared with the preceding year. The improvement is due to the use of better equipment and to better maintenance and operating practices. Derailments have come to be an almost negligible element in service delays. Most of these are now earned by conditions beyond the Railway'* control, such as fires and brgkcn-down vehicles on trades. likclric Railway Section t>6i Industrial Accidents. Let us turn now to employee accidents, winch have also been greatly reduced on the Boston Elevated Railway. In the shops, garages, and carhouses the most modem appliances and practices have been used to promote safety. This result is reflected in the premium rate which is set by tite Massachusetts Rating and Inspection Bureau under the Workmen's Com pensation Act and which determines the amount which the Railway must set aside for payment of the coming year's industrial accidents. After a redaction in premium rates from 1920 to 1930 of about 66 per cent for office employees, 32 per cent for shop employees and 29# per cent for all other employees, we had a still further average redaction of over 6 per cent for the current year. Our advance premium for 1931 is $119,000 as compared with $130,000 for 1930. The difference of 8.5 per cent is partly due to the reduced rates mentioned, and to some reduction in payroll. Our several departments of power, maintenance, rolling-stock and shops and trans portation and the general administrative offices all have their own plans for promoting industrial safety. In all cases, however, the fundamental principle is the same as that followed in the case of public accidents, namely, provision of all possible safe guards, strict discipline and careful study of cadi accident to discover the causes with a view to minimizing the chance of the same accident occurring again. Sum Flan is AppHcsblt m Other Fields In conclusion let me state my conviction that the methods which get down to the fundamentals, as employed successfully by the Boston Elevated Railway, arc ap plicable to the solution of the highway accident problem. To be sure, the electric railway has the advantage of centralized, responsible business management, whereas the highway accident situation must be controlled through several agencies. How. ever, the methods which are successful in one case can be applied in the other if the situation is faced squarely and the problem attacked efficiently. We have only scratched the surface in the control of highway accidents- In Massachusetts the methods employed by the Boston Elevated Railway are being tried out by the Registrar of Motor Vehicles, with the auf of the same expert assistance as the Railway employed. In the Gty of Somerville during the ten weeks following the inauguration of a new program there were no fatalities and the number of re ported accidents dropped from 450 in a comparable prevtexts period to 320. Research has shown that tlie motorists who are prooc to accidents number only about 5 per cent of the tout The plan, is to fcoUte these for special treatment as rapidly a* possible. Other municipalities in Massachusetts, are becoming interested in this nay of minimizing accidents. Chaikmax Shaw: Thank you. Mr. Bush. The paper yon hare just beard i to be discussed by Mr. William Paid*. Willtax PaSCUE (Supervisor of Accident Prevention of the Oiicago Surface Lines) ; The very first sentence of Mr. Dona's paper states: "There can be but otie justification for any particular accident prevention program, that is, results." That in itself, it rerun to me. says a lot; regardless of what our program of approaclung accident prevention might be. whether it i correct in out particular cities depends largely upon whether a rv*uk is tiring obtained. To me an accident prrrewboct pcjgraan means nothing if it doesn't reduce accidents as a -whole, and I am an advocate of a program basing accident prevention so far as taking it to the man on the car. on rise bnsb of chargeable and non-chargeabte. Mr. Data dealt extensively with the human factor, and i believe that phase of the paper should be discussed. Mr. Dana said: "The fact that some employees have no accidents, or practically none, while performing their duties, while others working under similar conditions hare many accidents, is proof of the fact that most accidents are due to the human factor. They may be caused by insufficient training, tty lack of proper discipline, by lack of interest in the job. by worry or other distraction, by poor health, by a wrong attitude toward the job, the employer, the worker's associate*. Or life in general. 002 Twentieth Congress--National Safety Council "IV a large extern, therefore, the solution of the accident problem lies, first, in a study of the individual who tends toward having accidents, and, then, in the applica tion of suitable corrective measures* One case may require simply instruction in the correct method of performing the worker's job; in another case stricter discipline may be required; in a third case aid in the solution of some domestic, business or livalth problem may be required/* We should have souse interesting discussion on the human phase in accidents. I in. C P. SttiAKt> (Assistant Secretary, Third Avenue Railway Co., New York. X. Y.) : Wc have all heard Dr. Bingham and Dr. Sloconibe. With some of their statement* 1 have agreed and with some I have disagreed. Nevertheless, in the case of smaller properties, who cannot afford to have these suggestions by psychologists. 1 want to make this remark: The human is the only variable in the held of constants. Heretofore we have always dealt with the human as a constant, the same as any thing else on the property. I mean steel, iron, the car, equipment, tools, and so forth. Am) the superintendent in our car bam has constantly dealt with his motormcn and conductors as though tltcy were part of the equipment, in other words, as a constant, when as a matter of fact the human is the only variable in the whole Geld. If some of us would get that as a foundation for oar future efforts in dealing with the acci dent situation, that is as Alfred Adler puts it, come to an understanding of human nature, our accidents would be reduced. Listen, to what your instructors are telling your new men and you will find that they are just like all other instructors, including professors. The oftener they tell the story the less interesting it is to the professor, but remember this, it is the first time the class has listened to it. One of my hard jobs has been to sit and listen to the instructor tel! tl>c story over and over again just as though he knew it by lieart. He did, but it is a new story to the men and he has to make it new every time he gives it to them. E, K. Easthas* (Director of Personnel, St. Louis Public Service Co., St. Louis, Mo.) : 1 agree heartily with Dr. Segard. Even with the smaller companies I believe this is not only possible but a thing that should be and can be done. The smaller company probably cannot employ a trained psydtologist as has the Boston Elevated to work out its problems, but if the smaller company recognizes what Dr. Segard said, that the hitman element Is (he big element, that the big element is a constantly clianging element, covering the whole situation, in other words, if in dealing with the accident situation wc deal with it as an individual problem, and that can be done both in small ami m large companies, there are many of us who, while not in any sense of the word trained psychologists, yet in our living and learning have reached a point where wc can do a fair job along that very line of dealing with the human element. So long as we recognise just the fundamentals that wc mean when we dis cuss human nature and tlie human element, the emotions tliat sway not just one man hut practically all of us. the different environment, the different stimuli that react on different individuals through that environment. T believe that every company, no matter how* small, cat: take one man and in many of the smallest companies the best aix! highest mau they have, and let him make it his job to deal with this subject of accident prevention more from the standpoint f the individual. We. like most other properties, in ihc beginning started out in accident preven tion work from the collective standpoint, selling the men, and I think in the begin ning probably that is sound, but after you have made the men understand what your campaign of education is about, then I think to have the best results you must of necessity get down to the individual. The accident-prone man, mainly, but even the <nhcr fellow who from time to time has a chargeable accident--tries to find out why he bar! that accident. Don't just lump it into the category or packing case of careless or careful, hut why is that mau in tliat particular instance careless or careful? That is what we are working more ami more towards in our accident prevention work, with crmdtlerablc success. t: H. Bmap^tox (Birmiupliam Electric Co.. Birmingham, Ala.) : Mr. Paschc said. Electric Railway Section 663 "results are to be considered in a matter oi this kind." Wc liavc had Mine very favorable results in our experience with that practice on the Birmingham property. We have approximately 000 trainmen; about twenty per cent of them operate oneman cars and the others arc on two-man cars. We have found that about 13 per cent ot our men had 33 1/3 per cent of the accident*. It is a very simple matter w-uen you get the thing analyzed down to a small group, to follow up that particular group and check up on their method of work. It was significant that w-hcu we studied these various individuals first in this high group, we realized tliat it h a tad practice to beat on the desk and dll a fellow names when he has an accident, and putting in the category of carelessness what is really thoughtlessness, and what is really the re sult of a personal habit. Is a had practice. A man running a car falls into a habit of doing his work that results in accident* through thoughtlessness, and if you can put your huger on tliat and distinguish it, point it out to him and show him in many cases that it is almost stupidity, that it the cause of his accidents, you will not only save your company money in paying t\>r other accidents but you have probably preserved a job for that mau and you have made him see his job in a different light. We had a man in our service who was constantly having collisions with auto mobiles, He had been a good man. in the service a long time, had been through the regular course of training, and should have been familiar with the way to do hi* u'ork. We had an observation made of his work by the division superintendent and others of the supervisory staff. It developed in the study of that man that he had a habit of crossing his leg and rubbing his ankle and looking at his hand as he stroked his ankle. 1 talked to that man. I said. "John. I notice you have a liabit when you run your car of rubbing your ankie. Have you lately developed the habit of wearing socks?" "No, sir, I have been wearing them all the time." "Perhaps you have lately acquired the hahit of wearing silk socks, and you just naturally love the feel of them." "No,** he denied that. "Maybe vou have a sore ankle or foot/9 \v>/* "Does it occur to you that you are crossing your lex* and rubbing your ankle and looking at it as your car is crossing die street ?" "No." "WclL I have instructed every man in the supervisory department to tell you to put both feet oa the flnof. Try that on your own account, and you will be reminded of it if vou forget it. and I don't think you will have any more cases of hitting automobiles/' He has not had a case since. We had another man who had automobiles run into the side of hts car at inter sections. He was a man of a talkative nature. He talked to anyone who might he on the platform, or in a seat Iichind him. When approaching an intersection he would involuntarily glance in the overhead mirror to see if a passenger was getting off or on the car. When he looked down he was into the intersection and an automobile wonkl be on him. The first impulse was to stop the car. ami the automobile would run into the side of the car. In the first place we toki him he would have to stop so much conversation: that he must quit looking in the mirror and pay attention to the signal. As a result that man has not had an accident of that character since that interview. You will find in many cases that she majority of those accidents are the result oi thoughtlessness rather than what s termed carelessness, ami a study of particular personal habits will frequently improve the type and quality of work tliat that man is giving you and reduce the accidents. We have made observations of about 50 per cent of our personnel, with results that wc have reduced the amount of money we are actually spending for accidents and our men are today drawing an accident bonus 064 Twentieth Co}ujre$s--S!atienal Safety Council Km-l (Safety Engineer, Hast St. Louis and Suburban Railway Co., East St. Louis, ill-.): 1 can't help giving die National Safety Council and this Section credit for a great change in the accident prevention work on our property. I tried for several years to get the superintendent of transportation to stop hard-boiled tac tics in talking to men. The first thing, on entering the room, they were met with a downpour of thunder and they were scared to death. Consequently he got mostly ties. We changed superintendents a few montlu ago. He is doing what we think is right. His tuetbod is talking to them and asking them if they are right or wrong, and lie asks them how much time they think they should serve. One fellow said, "Well, I don't think 1 should get over two weeks for it" He got only five days, and he was happy, - This man after attending these sessions several years ago changed his ideas of things, because lie lad worked under the other superintendent, and I must give him personalty a great deal of credit for our reduction m accidents. He gives more dhcipHne than the other fellow did, but never to one man more than once, because they think a great deal of him. 1 believe these sectional meetings did the trick. M*. Pasche: Wc in Chicago have tried for the past six or seven years to break down the so-called hard-boiled side of discipline, but 1 still have to find the man that coukl enjoy being susjxrnded for one day or five or ten. I would like to meet that superintendent out there and understand his psychology and find out how he can make a man like to lose about thirty dollars. However, we do believe that the hard - tailed methods arc things of the past, mid we are trying to inject into this big pic ture ibis human factor, and wc arc having considerable success. Chairman Shaw: Gentlemen, wc have been coming Jierc for a number of years, wc have been hearing reports about wonderful reductions in accidents, and so forth. Seme of those reports pertained only to dargcmble accidents and some to all reports. It would be beneficial to this Section if we could actually talk about how, much our accidents cost, per mile operated or per passenger carried, f think we would be more likely to understand each other. . At the close of the year when the hooks are finally audited, the boss wants to know what it cost. He wants to know what tfiosc accidents cost the company. In that connection. I have been making up such a report on our property. We did show a net saving of over $90,000 in r30 as compared with '29. It would he a benefit to this Section if we could discuss otir accident costs. For some reason we have more or less kept them under cover, ami as a result we haven't always understood each other. ADJOURNMENT Electric Railway Section 065 Wednesday Morning Session October 14, 1931 * GLENN H. SHAW, Chairman Ohio Edison Company, Akron, O. Tite session convened with Genera] Chaimian Shaw presiding. Chairman Shaw: The first paper this morning is to be given by Mr. McCarter of the Cleveland Railway Company. I don't believe there is any subject more im portant than that assigned him, or one that lias received more consideration recently. The Accident-Prone Employee By WAX-TJSK J. McCARTSK, Assistant Superintendent, Personnel Department, The Cleveland Railway Company, Cleveland, O. All of us have worked with accident-prone men, whether we have called it by that name or not. Some of its may not have classed it under tlvat name, best may have called it discipline or training. The advent of the term acckleirt-prone" may have caused some of us to concentrate a little more on this type of man. and it may liave confused some of us who were doing the same type of work without giving it a specific name. None of us who follow the trials and tribulations of `*Mut and Jeff" would doubt for a moment that tliey are prone to having accidents. Or if 'Jiggs" were required to report some of his misfortunes, most of his reports might read something like this: "Headed eastbound out of house with full power on, when a westbound rolling pin traveling at a high rate of speedy cut in front of me and Hit left front nose just below two eyes. Rolling pin slightly damaged." The accident-prone study usually starts from a series of reports, each tutnaimuu about that much information. Just a$ a doctor must use as his starting point what ever the patient liappens to tell him, so must we. who are trying to dtagiKisc the trouble* which cause acckkuts, start with the accident report and work from that. To carry the analogy a little further, the accident-prone work as necessarily carried on by the smaller companies, as compared with the larger, could be compared with the old country doctor who was often somewhat of a genius, as contrasted with the clinic of the larger cities, which is made up of a group of specialists. Many visitors of our company have been very much discouraged because, as they said, they could not duplicate all of our specialization. Sometimes it may seem that wc give altogether too much attention to the specialized phases of accident-prone studies. Does specialization Help? It certainly docs, but It is not indispensable. Here again let us consider the medical profession. The old country doctor had to do every thing by himself. He had no heart or long specialist, no skin specialist or psychiatrist, whom he codd call in, but did he need them? As a rule, be knew his patients so intimately that he was, in fact, his own psychologist and often a pretty good one at that. Common sense remains common sense, whether we dress it up in technical^terms or spesk of it In everyday language. So it goes. It has taken many specialists to replace the old country doctor, and although we have seen some improvement, we have also seen complication resulting from lack of intimate contact between doctor and patient. Accident-prone activity is that way, too. If some of us who now and then cast long ing eyes toward the specialized work of come of the larger companies and say to ourselves, "How can I carry on any sort of activity all by myseU, when I can't get tlie money to make a set-up like so-?m!-so has?"--if we could only remember that <566 Twentieth Congress--National Safely Couneil MJU1C at the specialization which e desire results irom the sheer clumsiness of a large organization, then perhaps we might be able to see the situation in tlic true light: that while we may be handicapped here and there in our efforts, there remains much that we can do well, if not better than any one else, regardless of tlic organizatmt of our accident prevention activity. The causes of accident-proneness are varied--physical ailments, mental trouble, domestic grief, or eve-trouble of the sort that Walter WmcbeJl describes. Waited was telling of a young fellow who was walking along the street and happened to see a girl who struck his fancy. He walked up to her and said, "Pardon me, but do your eyes bother von?'' "Why. no,** the girl replied. ' 'Well,** said tlie young man. "they bother me." There have been cases of motormen who were accident-prone from that very cause. Such a case was Case No. 12. He was a young chap, married, with about as line a family as a man could wish for. From ail outward appearances, he had every thing that the average man would ask for, but that dkfn't suit him. He started running about with other women, and it wasn't long before he had just about gone to the dogs. Lung before lie became accident-prone, the company was experiencing trouble with having his wages garnisheed about every pay-day. The station com plained about his frequent missing, and in general, he was failing into bad repute. Confronted in his accident-prone study with the seriousness of the situation, the possibility of losing his job. and general trouble from all sides, lie promised to straighten up, and he must have kept his word. He has had no accidents in the last four months, as compared with six accidents in the first fotfr months. Tin.- other day, while riding along on the train, everything was quiet as could be. A Ihtic boy about four years old was sitting across the way and had been keeping very quiet for a boy his age. when suddenly he announced at the top ot his *hrill, little voice. 'Mamma. ] gotta go to the bathroom.** That, in a few words, was the trouble with Case No. 20. He is a man 64 years old. weighs about 165 pounds, and is a pretty good-natured sort of a fellow. H-' kept getting involved in a large number of accidents. Compared with other men - -uiing under similar conditions, he had a great many accidents which, it seemed. F ud have been avoided. Observations of his operation showed some operating faul.,3, hut no worse than those of many other men who were keeping their records fairly low. Upon being brought in for interview and questioned closely, he volunteered the information that he had great difficulty in controlling his bladder on king trips where he had little layover, and he felt that it coakl not help but affect his operation. A visit to the doctor revealed an enlarged prostate along with other physical ailments which resulted in shifting the man to a shuttle car where a toilet was available every five minutes. * An entirely different case was No. 3. Speaking of his mental ability, you could say with no fear of contradiction that he lacked about ninety-eight cents of having the right change for a dollar. We knew when he came in for an interview that he could neither read nor write, because he brought along his brother to take care of anything of that nature which be could not handle. What we did not know* was that his brotlier came along to try to help him through any troublesome situations, and was quite incensed when he found that he would have to be interviewed without his hrqtlier's assistance. Upon being interviewed and tested, it was evident that the man was dull mentally. The question was. just how dull? Fortunately, it was possible to give him the SUntord-Binet test, which classed him as definitely feeble-minded. He was transferred to a watchman as it was felt that he was bright enough for work of that nature, but he failed on that position. When later be was shifted to car sweeper, he quit of his own accord. He was an extreme case, it is true, but it did occur, and tliat is the way it uas bandied. More often, the man's mental ahiHtv is such tl^t by doing the l**t lie can every day, he can just about manage to keep an Litairii Railway Section 067 average accident record. But the man must be made to take his job seriously, which is not so easy, especially with younger men. Take Case No. 32. for example. He was a young man with ability, all kinds of it; so much, in fact, that he didn't feet that it was necessary for him to take the ordinary precautions to avoid accidents. He had accident after accident, ami -nil never sobered up. remaining just a carefree, happv-go-lucky motorman. Hadn't he completed an apprentice electrician* course, and wasn't lie ihereiore above die oilier men? It was finally necessary to shift him over to conductor and later discharge him. He simply couldn't realize the seriousness of what he was doing. Family or financial trouble is another thing tliat a man sometimes allows to inter fere with his work- Case No. 40 bad both. As if it were not enough to have a wife who was not well, he had. in addition, an epileptic son who was a constant worry to him. He !ad gone from specialist to specialist and to various institutions with his xmv hoping always that he might find some one who couM cure his son, anti hoping jn vain. When tve saw him, the man was paining his hope in a fuhh-licalcr, located some sixty or seventy miles away, to whom he was making weekly visits. All the doctoring had added to the worry about his family's health, the additional worry of where the money was to come from.* It cannot be said definitely that this worry was the direct cause of his accidents, but it is a pretty fair guess that it was. It is plainly a case for the Welfare Department, or if we have no Welfare Department, then some one close enough to tlx man to advise him in such a way as to help him as much as ]o**ibfe. The solution to all tlxse problems is not always easy, but wc can at least try. There are many men who, because of their lack of fundamental ability, should never have been employed. Many of these men have been in tlie service for a number of years and wc arc duty bound to do what we can for them. Such was tlx problem with Case No. 8. He was having a large number of accidents, but as he said, they weren't serious--just a case of not getting stopped quite soon enough. Onr motor ability lest showed that be had a very slow reaction time. With the knowledge of this difficult}', it is necessary for him to be partially prepared for every emergency. In other words, he must be more alert than the men with the faster reaction time. He will always have to work under tliat additional strain and will have to he followed up periodically or he will let down again. He really doesn't belong on the front end of a street car. Case No. 15 was lazy and just full of bad operating practices. - When posxilile, he would cross his feet up over the jack handle, lean lack against the vestibule, lay his arm across tlie controller handle, or rest his elbow on the brake handle. This type of man, if lie is kept in service, must be followed up on tlx road to see tliat he is on the job- The supervisory force must be closely co-ordinated with the. accidentprone work if it is to have any lasting effect. The accident prevention man may prescribe, but it is for the supervisory force to see that the medicine is taken. Now, thinking back over tlx cases which have been mentioned-- (1) The man with too much woman on liis mind; (2) The man with physical disabilities: (3) The man with deficient mental ability; (4) The irresponsible chap; (5) The man burdened with family or financial grief; (6) The man who lacks fundamental ability: (7) The lazy and indifferent motorman; or anyone of a number of cases which we might discuss; don't you agree tliat there is something that all of us can do to carry on accident-prone studies, regardless of what our equipment happens to be? In some instances, it is an aid to have a doctor, psychologist, psychiatrist, or some other specialist, to lx sure: but that is no reason wily some of us not so fortunately situated should listen to this, discussion and say. "Well, what you say may have worked out very well in your ease, but we couldn't do that. With us conditions are different." Kvcry company has some facilities for carrying on accident-prone studies. It may 668 Twentieth Congress--Natioutil Safely Council Have to He done as the old country doctor practiced mediclive, but wonderful retails have sometimes been obtained in that very way. Because, after all the records have been Itept, and the study made, the final outcome depends in no small part upon sou. It you can surround yourself with helpful advisors and contrivances, fine! More power to yoo. But remember, after all is said and done, there no substitute for knowing your job thoroughly, and at the same time possessing a fair degree of that tlnne we call common sense. And that is about the only thing necessary to carry jtyGpttQcnt prone studies. Shaw: Thank you, Mr. McCarter. The discussion of tins pancr will be led by Mr. J. Leo Troy. 4 J. L*o Taov {Supervisor of Safety, Boston Elevated Railway) ; I would like to brin* up the subject which the chairman spoke of yesterday, and that is that other tliait the human side of the accident reduction or prevention in the companies, the management of any railway desires to get the cost. In Boston during the last few years we reduced the accident costs about half a million dollars. Frem that stand point I think we all should work. Mr. McCarter said be didn't flunk specialisation is needed on every railway. I believe it is. It might not be necessary to liave a psychologist or doctor or highly trained outsider come in but they could be used as consultants, or somebody from the company could do it. Mr. McCarter, wfll you explain just what voa meant hv that. '' M*. McCartk* : I don't think it is necessary bo have .a trained psychologist in every case. Mr. Brabston told os yesterday of some effective results on his propertv. It isn't necessary, in some of the small companies, to have a fuli-time safety man. I think possibly the superintendent of transportation can act in a partial capacity in that respect and can make these studies in some cases better than a psychologist. We have an assistant superintendent who knows all the men. When we bring the case of motorman so-and-so before him, be says, "Let me see, he married the sister to such-and-such a person and he had a case of sickness back a few years ago." He knows that man's history from A to Z. Sometimes, persons closely associated with us can help us out of our troubles better than the ones on the outside. Ow scientific systems help in some cases, but where a man has a good under standing of human nature the local man can work with your accident-prone men better than some of us in larger properties who have not had the opportunity to know our men in that intimate way. _ M*. Taov: During the last few years there have been changes in the transporta tion department of our organization resulting from the accident prevention program. Do yon think a superintendent of transportation or a divisional superintendent would function and get the reduction without .an accident prevention department some where in the railway. Mr. McCarter suggested that the assistant superintendent might. Does anybody here think he would? T. G. Bkabstow {Superintendent of Transportation, Birmingham Electric Co.. Birmingham, Ala.) : The Birmingham property is an average size property in the matter of cars operated, mileage made and men employed. I have an idea that properties such as oors haven't employed any men foe some time. We haven't had occasion to employ a new man in more than three years. In Birmingham we have no independently accredited safety department as it i> recognized on some of the larger properties. Property die size of ours doesn't always require that sort of an arrangement if there are available In your supervisory staff men who are competent to follow up the accident prevention measures. In my particular instance I have a chief instructor whose duties to a great extent, in the days when we employed a great many men. were training these men and following them up'after they were released into service. He has no duties of that character Electric Railtvay Section 669 at the present time, and therefore is able to carry safety work and to keep in touch with individual instances where men have been discovered as accident-prone. We have developed through our supervisory staff these various observations. We have field men, supervisors, the instructor, and division superintendents who spend a great deal of their time on the road, and under their observation, answering cer tain questions that are necessary to determine any peculiar habits and characteristics of a man, we are able to assemble that information, and our assistant superintendent to a great extent administers discipline. As Mr. McCarter said, this man can probably tell who Bill got his hound dog from, or whether he went possum hunting last week, or whether he made a trip into Shelby County after prohibited beverages, or something of that land. He is in close touch. He is a man w!k> 1ms come up with the operating personnel and is acquainted with every man's history and characteristics. When this information it assembled regarding a man's peculiarities and habits, that man knows that the supervisor is familiar with his history- So when these things are discussed and developed, it is probably appropriately described as a "country doctor" proposition. He is not a specialist that tells whether die trouble is due to an eye, ear, nose or throat, or whether he has athlete's foot or something dsc but he is able to put his finger on the trouble from assembling this information We don't have the elaborate mechanical contrivances and tests that are maintained in Cleveland, and while I think those things are excellent and no doubt essential, if not positively a requisite with a large personnel such as exists in Cleveland or a similar property, where no more than 500 or 600 mm arc employed, we don't feel that they are indispensable. I do consider the fact that our accident costs and ex penditures, which after all is the purpose of this whole discussion, and the results that we obtain determine whether it is worth while or tut. Our expenditure savings are at this time something over $100,000. That is the amount of reduction that *c have Had in the past 12 months- I attribute that to a great extent to two things; first, the fact that we have few new men In the service and all of the personnel have become more seasoned, and, second, the fact that we have followed up the method of finding the particular man who has a particular kind of accident and after that has been discovered, he has been Interviewed and it has been brought to tlc man'* attention, the supervisory organization is informed of the situation and is instructed to follow up and see that his habits that affect his record are corrected and improved. The result is we ar veiy well satisfied with the progress that we are making. I don't think the time will ever come with us or any other property when there will be a hundred per cent result from that sort of treatment, but I do think llut material improvement can be effected without the elaborate machinery and devices. With a supervisory personnel and staff that are familiar with the individual's history, effective work caa be accomplished in following this line of accident correction on tl*e part of an operating personnel. _ Mr, Tmy: Mr. Brabston remarked that a supervisory force or instructors or field men, whatever the different railways want to call them, should be used. In Boston during the last few years as a result of all the accident prevention studies, a group of men were selected who are instructors or inspectors. They were put on the streets as inspectors. They trained them personally to be able to instruct any operator on any kind of equipment. They put the responsibility of schedule making on the street, right up to the inspector, whatever the schedule duties were in his district. They "tied? him together with the supervising of high accident men or accident-prone men. Results have been attained in that manner. There have been questions at these different meetings about, the*supervisor in the street. I would like to hear what some of you gentlemen have to say on that. E. K. Eastsam {St. Louis Public Service Co., St. Louis, Mo.): A thing that hasn't been brought up here, but which is applicable, is this: We are having con siderable success in our conference of forces, in developing the initiative of the super visory forces and the initiative of die rank and file of trainmen. We started last year holding conferences with our supervisory groups. That is the roadmen, the 070 'i iscttiiclh Congress--National Safety Council street supervisor*. also the- dispatchers. which we used to call tl>c foremen at the car stations, and the clerks at those car stations. We divide them imo groups. Oars is a fairly large property and it takes eight or ten groups to cover them. Those conferences are just what the name implies. They are conferences. We d not call a certain group in and tell them what they arc expected to do. We attempt to find out from those men, through their long experience on their job's, what they think is the proper way of handling different situations. In the supervisory group, dividing them into four sections, we have about 60 road supervisor*. lu a conference ivpe meeting you sliuukl not have over fifteen men in the group. These meetings last for an hour. The leader is trained as a leader of the conference. He talks very tittle. He has a blackboard, gets the discussion going, and puts down cm the board just whai is brought out from that conference. Afterwards that data is assembled and finally worked into a booklet. 1 recommend the conference method of procedure in drawing from the reservoir *t experience of yoor different groups, whether trainmen or supervisory forces or what-not. what they have teamed and what they can tell us, rather than going just >>n the line of what ut can tell them. There are certain forms of information which must be instructional in character, certain policies adopted by nvanagement which must conic to trainmen and supervisory groups in an instructional manner, but totally aside from that, when you get to practical work of a street car system, what can you expect to find that actually will give you more information on how a thing should be done than from tire penjdc who for years and year* have been doing t!<ose very things? So along this entire line of supervisors, whether big properties or small properties, talking with the accident-prone men. along the line of helping to make schedules, giving information from their ideas on schedules, or as to working rule*. I believe that if you gentle men will start the conference system and remember to keep it on a conference basis, getting the information from those men instead of attempting to pass information >n to those men, you will uncover a very profitable source of information and general efficiency for your properties. That applies to any size property. Of course there is nothing new to any portion of this; it is certainly not new to our property. I don't know whether the electric railway industry* as a whole started it, probably not. But the electric railway in.htstry has gone into it very thoroughly at the last two or three electric railway conventions. They have thought so much of this conference plan that they have held sessions for the training of conference leaders. We sent men from our personnel department to the last several electric railway conventions to go through those courses. The Federal Vocational Board at Washington also sent a man to US, and we put about fifteen chosen men on our property through that very intensive course, lasting two weeks, five hours a day, so they could get the technic of con ducting conferences. This is not entirely along the line that Mr. Troy wanted to bring out. but 1 thought it was appropriate to this time to give our experience in conference work. We do the same thing with trainmen, with the three courses of (1) accident pre vention. (2) customer contacts and (3) equipment. Up to date out of 3,000 trainmen, over a thousand of them have completed a course in one of those subjects. This means attending on tlwir own time, although it is a union property, at least four out of six meetings which last from an hour and to an hour and a half each. When you get down to the trainmen and hold a confcreiKe that is a conference and let them frectv express themselves and you get their ideas, you get some magnificent results. Here is die essential point of this as I get it: When a man says something and feels that Ik is taking [tart in the discussion, and that his views are being recognized. le is going to be more interested and he is going to remember the genera! line of tlxmght that has been brought out from that conference to something like five titrfcs the extent that lie will if he listens merely to a talk or a lecture by somv- lilcctric Railway Section 671 *<ttc cle No matter how capable a lecturer or teacher may be, if 15 per cent of what i> *a>d is really remembered, it is a high percentage. On the other hand, if you csodoct that work along the conference basis you get an absolute recollection of something close to 50 per cent. You can bring into that conference pretty nearly any of your problems. But let ft .appear that it is coming from the other fellow mtead of you passing it on to the other fellow. Ml Tmoy: 1 would like to suggest that along with live conference plan that they hold the irupcctor or supervisor absolutely responsible for what takes place in hi' district or wherever he happens to be working. We hold them to the accident ol the operator. If there are five accidents in a district this week it is held cmireh up to them and they have to explain. That works in with tliat conference plan of Mr. Kasiham's. 1 would like to open for discussion this Case Xo. 32 that Mr. McCarter mentioned He probably has it diagnosed, as he calls it, but wliat method should be used In bring that man into the low-accident class? I will read it: "Take Case No. 32, for example. He was a young man with ability, all kinds of it, so much, in fact, that hr didn't feel that it was necessary for him to take the ordinary precautions to avoid accidents. He had accident after accident, ami stilt never sobered up, re maining just a carefree, happy-go-lucky motorman. Hadn't he completed an ap prentice electrician's course and was therefore above Hwr other men? It was finally necessary to shift him over to conductor and later to discharge him. He simply couldn't realize the seriousness of what be was doing." On some railways tliev cannot transfer men over to conductor, and on other rail ways the? can't get away with discharging. How would wc go al>uut reducing that man's accidents? That is a fair question for discussion because most companies Have a different way of going about it. Mr. McCarter will you give ns a little more <>n it so we can go on that basis, Ma. McCarter: As 1 stated In this case, wc discharged the fellow. It happened that it was a young man \vIk> had between six months' and a year's ex|>erici*ce and was on probation. After having several conferences with him and pointing out his difficulties and trying in every way that I knew how to change his personality, it got to the place where it couldn't be done, and we changed him to a conductor, thinking he was a type of fellow who made quite good contacts, with a nice per sonality. I liked him. thinking, "Here is a nice fellow," but he just couldn't take anything seriously. He was a very precarious creature, made good social contacts, and we thought he would make a conductor, but he was too much that way. We finally convinced him tliat he would be better off on another job- He was discharged, but I think when he left he felt we didn't do him a great injustice. Mt. Eastham : Was lie a married man ? Ma. McCarter: No. As a matter of fact he was a fellow who didn't feel the responsibility on his job. He didn't care very much. He felt he was an apprentice electrician and a little too good for the job. Of course you probably Iwven't that type of personality in Boston, Mr. Troy: Yes, we have. Mr. McCarter: I think if you have that kind of case ami have to keep him, it is really a problem, if It cannot be handled by die ordinary layman, for the socialist, the psychiatrist, or the psychologist. The only thing that can be done s to change his personality. We have some cases of maladjustment that we haven't Iteen able to solve. 1 have one case in mind right now that I am going to refer to a psychiatrist when l get back. In most instances we can handle them with common sense and use our knowledge of the man's life, I think this case might be handled the same way if we knew someone that was familiar with die man and knew his difficulties. We have a man 40 years of age who is an old man. with white hair, having the appearance of one of 70. He has a family of four children His wife left him some five or six years ago and he took upon himself the very serious responsibility of 672 Twentieth Congress--National Safety Council rearing that family and taking all the blame for the breaking up of his family. He thinks that is the greatest tragedy of human life, to hare broken up a family, and that thing itself has caused him to be an old man. There is a case, as Dr. Hu&ert said yesterday, of probably retrospective thinking, and it probably takes a psychiatrist to get the man over that situation. I haven't been able to do it. I don't know whether a psychiatrist can or not. Da. C. P. Seca*d (Assistant Secretary, Third Avenue Railway Co., New York. N. Y.): I might add a word there. Every summer we used to hire from 60 to 100 college students for conductors, but it is amazing how many college students, even though they are near B.A.'s or are B.A.'s are defeated by a small job. In other words, their superiority rose so high that they forgot all about doing the job decently and courteously. The man who invented the two names, inferiority and superiority, says this: that any feeling of superiority arises out of an inferiority complex. In other words, be knows he is so darned inferior that he is trying to make everybody else believe that he is superior. One thing to do with that group is to try to teach them that they are being defeated by a very small job, and if they cannot do a small job they certainly cannot be promoted to a higher one. I have had a number of them come to me (and this also indicates that we should do away with some of our old intelligence tests) and say, *T lave an I. Q- an intelligent Quotient, of 140. What big job are you going to give me to do?** Those people are very, very hard to deal with and if you start them at the bottom of die ladder that Is where they step off and out of your service. . * Chaibmak Shaw: Thank you. Mr. Troy, for leading this discussion. Next on the program is the election and installation of officers for the coming year. The Nominating Committee, of which Mr. Hellmoth is chairman, with Mr- Eastham and Mr. Bridges, as members of the committee will now make their report. Report of the nominating Committee G. T. Hellmuth (Chicago North Shore and Milwaukee Railroad Co., Chicago): The Nominating Committee has been controlled this year as in previous years by the determination of long service in the Section. The three members of the Nomi nating Committee are all ex-chairmen of the Section, and I can assure you that we like to see fresh faces, new personalities, come into the work of the Section. The following are the nominations: . General Chairman--Samuel H. Reid, Bureau of Safety, Chicago, 111. Vice-Chairmen-- T. G- Bkabstom. Birmingham Electric Company, Birmingham, Ala. Paul Hocsok, East St. Louis and Suburban Railway Co- East St. Louis, 111. Ralph C. Busk. Transit Mutual Insurance Co- Boston, Mass. Secretary--Walt** J. McCaete*, The. Cleveland Railway Co,, Cleveland, Ohio. Yetvs~Lctter Editor and Publicity Committee Chairman--Ray A. FlKCH, Bureau of Safety. Chicago. HI. Poster and Slides' Committee Chairman--H. V. Schkeimr, Capital Traction Com pany, Washington. D. C. - . Program Committee Chairman--George R. Whitmore, Illinois Power and Light Corporation, Peoria, III. Membership Committee Chairman--C. P- Ryax, Indiana Electric Corporation, In dianapolis. ImL Statistics and Engineering Committee Chairman--A. A. Oinms, Wisconsin Power and Light Company, Madison, Wis. Health Committee Chairman--Melvik W. Budges, Chicago Rapid Transit Co . Chicago, IN. Members of large-- E. K. Eastkavc, St. Louis Public Service Co., St. Louis, Mu, Electric Railway Section b/3 R. W. Emmesson, The Cleveland Railway Co., Cleveland, Ohio. G, T. WmuriTH, Chicago North Shore and Milwaukee Railroad Co., Chicago. J1L Glxkk H. Shaw, Ohio Etfison Co., Akron, Ohio. If there are no other nominations I move the nominations be closed and the secre tary be instructed to cast the unanimous ballot for those named. (The morion was seconded by Mr. Troy, put to a vote and carried.) Chairman Shaw : The next paper is to be given by Mr. Reid, our new chairman. Mr. Reid. Vehicle Collisions and Suggested Remedies By SAMUEL H. REID Vica-Preafcleni, Bureau of Safety, Chicago Ever since the automobile came into general use much earnest attention has been given to the hazard of collisions between electrically propelled cars and automobiles. It Is therefore difficult to present any new or original suggestions on this subject, for most of the causes of collisions that prevailed in the earlier days of the automobile continue to exist and have already been given considera tion. True, certain mechanical improvements have been made in the automobile and highways and streets have been widened and improved, but the increase in the number of automobiles has been so rapid that the collision problem is of ever-increasing importance. There has also been an increase in the number of electrically propelled passenger cars, the car miles operated and the passengers carried. The latest figures available indicate that the Electric Railways of the United States have 80*000 electrically propelled cars which, in the course of a year carry approxi mately 17,000,000,000 passengers. These carriers operate over right* ot way with a great many grade crossings and in cities and towns with all their at tendant hazards by reason of automobile traffic. In recent years, due in part to the influence of the National Safety Council with the cooperation of its many local councils and of highway and municipal authorities, there has been created in this country, to some extent, a sense of the necessity for more careful driving, and it would appear that there has been an improvement m the development of safe drivers and an appreciation of the responsibilities that rest on the public. However, 'this sense and appreciation of responsibility has by no means been ' developed to a point where constant attention * unnecessary wi securing a more careful driving: public, for notwith standing the progress that has been made, many of the automobiles are still being operated by inefficient drivers. If any proof were needed for this assertion it may be found in the fact that during the year 1930 there were approximately 33.000 fatal accidents in connection with the operation of automotive equipment. This being an audience of representatives of electric railway properties, it is fitting that the responsibility of the electric railway industry should he em phasized in this presentation because there is no question but that we have very definite responsibilities and duties in meeting this problem, which is a most serious one, both from the financial and the humane viewpoint. The latest figures available show that during 1929 of 1,504 fatal street car accidents 530 were caused by collisions between street cars and automobiles. It is not the intention in this short paper to enumerate all of the efforts which the Industry may put forth to reduce the number of collisions but to briefly deal with two or three of the more important factors. 674 Twentieth Congress --Xatioual Safety Council Drivers Uccrm Law Only a few states, not more than eight, have taken an}* steps toward control ling the operators of motor vehicles. Any person of most any age who can raise enough money to make a down payment on an automobile is allowed to operate that vehicle on the streets and on the highways without any require ments other than a state license tag and m most of the cities a city vehicle tag. It is obvious that a great number ol physically and mentally unfit drivers arc thus allowed to operate motor vehicle*. In many cases intoxicated persons operate such vehicles ami in the event of an accident they are usually let off with a nominal fine or a reprimand and in many cases arc later involved in .similar accidents. .Such drivers have no more regard for a railway car than they have for an automobile- They claim the right of way regardless of consequences. If they are struck by or collide with a street or interurban car they think that the I faction company should pay the damages. It is obvioos therefore that the railway industry should lend its influence towards the passage of strict drivers' Incite laws in those states where such laws are not now on the statute hooks. Grade Crossing Accidents Not all accidents arc due to incompetent and intoxicated drivers. This is liarticularly noticeable where interurban lines cross highways at grade. Many crossings arc not properly protected, and there most certainly is a lack of uniformity of warning signs. Grade crossing accidents frequently result iu one or more fatalities in addition to the damaged property. If only the careless and indifferent and sometime* intoxicated driver* were the sufferers, we might be aide to view the situation with less concern: but when we remember that most of those injured and killed in automobile collisions are innocent victims we find ourselves confronted with a serious problem, one that demands the best thought of the Electric Railway industry. Constant and careful thought should therefore he given to proper and adequate protection at grade crossings for it is here that most of tlte disasters occur. Every interurban company should have a complete grade crossing survey made. This should be compiled by competent engineers cooperating with the safety department. It .should show by means of photographs the four or more approaches to each grade crossing. These should be. noted. An average person riding the front end of an interurban car is apt to think that the view of tl* crossing is good from all directions. He does not have art opportunity to ap proach such a crossing in an automobile and view it from the standpoint oi the motor vehicle driver. This survey would enable the superintendents and other operating heads to have constantly before them the exact situation at each crossing. A constant study should result in making improvements that would very materially minimize the danger of collisions. Such surveys should be checked up once or twice a year so as to keep them up to date. This is im portant for a crossing having clear' visibility in the winter or spring may be totally obscured by weeds, etc. in the summer or iU Investigation of Accidents It goes without saying that every accident involving a collision with a motor vehicle, particularly on interurban lines, should be formally and thoroughly in vestigated. It is not enough to secure written statements from witnesses. The most valuable investigation is sne made by a committee of operating men in cluding a representative of the safety department which meets formally for the i>urjose of questioning each person involved in the accident. By means of Electric Railway Section <575 intelligent questioning all the tacts may be brought out. Special emphasis should be placed upon the question: wWhat could the operator of the train have done to prevent the accident?** Of course the investigation should be more or less informal and those questioned should He given to understood that its main pur pose is to determine how the accident could have been prevented. The question of legal liability should be left to the Claim Department. Such investigation as is here discussed has to do entirely with the all important matter of prevenriem. The Selection of Hctormen Probably the most important factor- under Use control of a company for re ducing its collisions is that of proper selection, instruction, training and super vision of train operators.' Much has been said with reference to the selection of operators but many companies have no definite procedure u this regard. Those who have gone into this subject thoroughly make their selections with the .same care as a banking institution uses in the selection of its employes. U is obvious that only those physically and mentally fit sSiotlld be employed for ths*. service. Character is a qualification of equal importance. If an applicant is found to have a sound body, good eyesight and hearing and an active. well-balanced mind there is hope of bis developing into an efficient and safe operator. * So far as the electric railway is concerned, there is no more important ractor in the prevention of collisions than the motorman ami those having control oi the schedule and motion of the car. His responsibilities are ever-present, everchanging, and require the highest degree of good judgment and alertness. Not withstanding all that has been said about the mental qualifications of trainmen. 100 much emphasis cannot be given to the importance of taking the mental side into consideration in the selectiou of efficient motormen. After many year* of experience in the prevention of accidents one cannot help but be convinced tin to the extent to which mental attitudes am! mental responses enter inm the accident prevention problem generally and particularly iu the operation of electric railways. To illustrate; we have in mind an incident that occurred on a high speed interurban railway at a point where the railway crosses a heavily travelled paved highway. A west bound local train had stopped at the crossing to dis charge some passengers. An cast hound limited was approaching from the other direction and automobiles were lined up for hundreds of feet waiting for the crossing to be cleared. The flashing lights were operating properly but the operator of the local train knew that if he cleared the crossing the traffic would immediately start across the tracks and undoubtedly there would have been some serious collisions. He therefore did some quick thinking and held the crossing until the cast bound had gone by. He then proceeded on hi* way feeling that he had done nothing extraordinary, hut he had undoubtedly pre vented some serious accidents. If he had proceeded at he would normally after he had stopped at the crossing, no doubt the motorists would have concluded that his train was operating the flashing signals and would have failed to notice the limited train approaching. If an accident had occurred under these circumstances no doubt the operating company would have been held blameless, hut this man by some clear and quick thinking prevented any such disaster. In these days of high speed and congested traffic an entirely different mental make-up is required of the motorman who operates his car along the city streets, over the highways and cross-roads. There is perhaps no more important element required of a safe motorman than that of alertness and the ability to quickly grasp the unexpected situations which confront hint- At such times, any delay In mental action or iu the prompt exercise of good judgment may be disastrous. The slow thinking mind may be very properly useful in the many 676 Twentieth Congress--National Safety Council lines of endeavor where the time limit is not important, hut the slow thinking mind will not be able to cope with the sudden emergencies of electric railway operation. Do not make the mistake of thinking that an alert mind can be created by any method oi instruction or training. It is necessary that the alert mind be inherent in the man. Other qualifications besides physical make-up and alertness must be takeu into account in the selection of a motormau. His disposition must not be of a controversial type. His efficiency will be seriously affected If he fa the type of man who is complacently satisfied with his own ideas of his rights of the road and is inclined to always absolve himself of responsibility and place all of the blame upon the public driver. No doubt many collision accidents are caused by the rather egotistical Idea of a motorman that his judgment is always good and that he has a right to exercise his own road rights and that the resulting accident is the penalty of the public driver who has encroached upon his rights. Such a spirit of vindication is entirely improper and should not be tolerated. It ts the man who is willing to give up some of his own inherent rights and overlook the transgressions of the public who will make the best motorman. Having found a man who is alert, not overly self-confident ami duly ap preciative of His responsibilities and the shortcomings of the public, there are still other mental qualifications that should be very carefully taken into account. He should be duly impressed with the seriousness of this country's accident problems in general and be sympathetic to the cause of safety, not only by word of mouth and attendance at safety meetings but also by constant interest while he is at work and by a consciousness of the toll indifference or lack of care may take. In these days of economic stress he should have an appreciation of the value of hss job and the necessity for so performing his duties that his con tinuance in his job may be assured. It would be tiresome and unwise to deal with all of the details of operation to which a motorman should give his attention; to point out to you the numerous precautions that should be taken in passing parked vehicles and m going over grade crossings. Such details are obvious to the competent and thoughtful motorman and our duty to him is not so much m telling him about these details as it is to get him to be ever alert and responsive to the hazards thus created. In other words, it fa not so important to tell him what to do as it is to get him to do the things he already knows he should do. It would be difficult to determine the proportion of grade crossing accidents that could be avoided by the train operator, but be this proportion targe or smalt it is the duty of every operating company to eliminate as far as possible all of these accidents. Instruction and Training Having selected trainmen with the foregoing qualifications the next thing in importance is instruction and training. A good deal has been said about this but up to the present time not a great deal has been done about it- A motorman's instruction should include some information with respect to the machinery and equipment which he is to operate. He should spend enough time in the shops to learn something about the motors, cut outs, controls, etc. Not long since I was on an interurban train and one of the motors burned out. The , matomun who had been employed by that company for many years seemed to be a competent operator. He certainly was careful but did not know how to cut out the damaged motor and operate the train without H. Instead he had to stop on the main line, hold tip traffic while he got in communication with the Shop Department and have a mechanic sent out to cut out the damaged motor. This is just due illustration of the need of a motorman having some knowledge of the equipment he is to operate. Hjs training should include a thorough knowledge of operating rules. Most Electric Railway Section 677 traction companies have a rule book but there are a few that have not. Kvery company should hare an up to date rule book and every trainman should be examined at least once a year in order to be sure that he knows and under stands the rules. This applies particularly to interurban trainmen. Supervision With the best possible selection, with adequate instruction and training, if the company is to operate its trains without accidents there must he constant supervision. The best of motormen may develop unsafe practices which are not discovered until after an accident happens. Then an investigation brings out the fact that these unsafe practices have been indulged in over a long period of time. Proper supervision would detect these unsafe practices and they could be corrected before an accident happens. Everybody knows that the electric railways are going through a period of depression with all kinds of competition--private automobiles and other means of transportation which very materially affect the finances of the industry. The protection of crossings, the proper maintenance of equipment, the selection, training and, Instruction, and supervision of operators all cost money but in the final analysis it fa better to spend some money to prevent accidents than to pay out large amounts in settlement of claims for damages. Chairman Shaw ; Thank you, Mr. Reid. This paper fa open for discussion. There is one thought I would like to bring out. Do you have an examination for your employees annually on operating regulations, book of rules, and so forth. What is your practice, Mr. McCarter? Mr. McCarter; We do not. Chairman Shaw: Are there any here who follow that procedure? (Some mem bers indicated they did.) P. M. Bower (Safety Director, M. W. P. P. S. Co*) : We use a combination written and oral examination. In fact we have been carrying on some such program as Mr. Eastham outlined this morning in the way of a conference, and into those conferences we carry the role book and devote a certain amount of time to the study of the rules. We have found through that medium that some oi our rules were not applicable and come to the conclusion that possibly rules should be more or less flexible to meet changed conditions. At the end of each year we have a written examination. Dr. Segard: Do you require short answers or have them written out. Mr. Bower: We are asking them to write the entire answer out. Dr. Segard: I think you would find it is a good idea to experiment with the true and false rather than have them write fifty or sixty words in answer to the question. I am offering that as an experiment that is being used. Mr, Brabstom: How many men arc tltere on your property? " Mr. Bower: About 900. Chairman Shaw: Is this examination given on company time? Mr. Bower: Part on company time and part on the men's time. But the con ference* are not. They are on the men's time. M. W. Bridges (Safety Engineer, Chicago Rapid Transit Co., Chicago) : There is another angle oa crossing accidents. We hive approximately 90 crossings and all btrt 19 are protected by gates. These 19 are protected by flagmen for 20 hours a day. In crossing accidents, as in some other accidents, we have found that it takes a little bit too long with some of our men for the mind and the finger, or the mind and the hand to coordinate. We have established, through Dr. Hart Fisher, a re action test to see how tong it fakes our motormen to put into effect the necessary action that they see is necessary to prevent a crossing collision or any other kind of an accident 67S Twentieth Congress--National Safety Council We have had wonderful results. Many of our motormeu and many of tile old rootormcti (we have some motornien who have been with us 37 or 38 years) show an excellent readkm to any kind of a condition that tome? p. It takes so long for liters to put into execution what they see is necessary that the train may travel 100, 200, or 300 feet before they can actually get into action. The training is further augmented m the Rapid Transit system by a yearly physical examination of all men operating motors. We examine tower men also, in these examinations, we check high blood pressure before H gets to such a point that it is dangerous. If a man's physical condition is such that he is just able to operate now in safety, we <km't wait for the year to go by, but he is brought in again in 00 or 90 days and given an examination, so that the mental reaction .)f the man has a great deal to do with the number of accidents. We have reduced ours very materially. On each of our 90 crossings we have approximately 450 train operathms in 24 hours. Multiply the 450 by 90 and you sec what we have in one day. Da. Skoahd: What do you do with the 10 or 15-year service man who has a high blood pressure and cannot do anything about it? Mh. Bkidc.RS: We try to find some job for that particular man. Some at these men arc placed as agents or given a job where they have no responsibility in run ning trains, operating gates or with moving equipment. Mb. Bkarston: An observation in connection with what Dr. Segard said about the man with high blood pressure. We have a practice, which we follow where a man has high blood pressure, even though be may be a regular man and entitled to a regular run. is giveu what we call a minimum time assignment. In other words, he is put on a light line where he may work a triple run for an hour and a half hi the morning and the same in the afternoon for which he is paid six hours a day. We have an established practice of a six-hour minimum for extra men in our service and these men arc put in the same class as an extra mau except that almost generally they are not required to work that full six hours. They only work it on a l>a!.is of a split for an hour or two in the morning and the same in the afternoon, where the opinion of the medical staff is that the burden imposed on them for that amount of duty is not absolutely nerkms in respect to what may happen with them. Of course if the blood pressure gets beyond control there isn't anything you can do. Concerning Mr. Reid's taper. I want to make an observation that may sound a I'ittJc hit revolutionary. In this. crossing accident proposition we liave followed the plan and practice of doing an cslablis}*ed thing for some time, when another method might he followed to tatter advantage. It just seems to me that we put too much paternal stress on the protection of the foot motorist tn going over a crossing. A railroad track over an established crossing is something there is no mystery about, it is not hidden. Trains operate over it. We go to a lot of trouble (my folks do just as yours do) in attempting to throw every kind of precaution to put the burden on the railroad so that we must look out for tltc motorist alt the time. I was glad to hear in a paper here yesterday an indication that seems to be a trend in the mind* of the operating officials to make the motorist pay some attention to the street car. I am wondering if wc don't overemphasise in the minds of the motorists that regardless of how careless or how indifferent they arc to a crossing, the railroad company is going . to assume the defensive and the apologetic attitude of letting them be protected at all cost. Our company has done something along that tine to create in the minds of the public the klca that the railroad company ss not a benevolent cashier handing out money because they have been involved in *omc accidental contact with the rail road. . In other words, in our town if a mau has an accident with a street car he has to settle with the daw* agent with the idea that the railroad company owe? him money. C1cs= he 5* successful in doing that, it is just too bad. because they are a hard Electric Railway Section 679 hearted crew, and they are hard to sell, and you must be a pretty good salesman to sell them. I think maybe that attitude has been valuable with us in reducing Ukamoimt of money that we spend for accidents. I don't mean that we arc evading any just responsibility that is curs in an accident, but jmt because a man has an accident with a street car and t$ driving an automobile doesn't make it fair to assume that the street car in every instance is responsible. Da. C. P. Sscare (Assistant Secretary, Third Avenue Railway Co.. Mew York. N.Y.) : The public has always had the idea that the Utility would pay because they lave paid. A number of years ago there was a man that got the surprise of his life. The Boston & Maine sued him for running his automobile into a locomotive at a crossing, and the bill was somewhat expensive. From that idea our claim agent got the notion that perhaps it was just as well to go after these people, and in tlte last five years we have averaged between $25,000 and $30,000 a year r>i collected claims, against automobilists for running into our trolley cars. Chairman1 Shaw; Mr. Bridges is vonr company's physical examination com pulsory with employees? Mr. Briooes: It is. ' Chairman Shaw: On ottr property it is optional with old employees, ami a? a result very few take it , W. H. Burke (North Shore Line, Milwaukee. Wis.) ; It is compulsory annually on our line. K. E. Grover (Director of Safety, Columbus Railway Power ami Light Co., Colum bus, Ohio): Tlte success of physical examination, compulsory or otherwise, depend* on the attitude of your operating men. Two years ago we introduced tlse physical examination, We aimed first at our men in the operating department. Experience on the steam railroad in the same thing told me we rould win those boys over if wc went about it u\ the right way. Certain mew in the operating department would take ft voluntarily. We got some of the old men to take it- Nothing happened to them. Every one of our platform men have completed their first examination, and many of them have taken their second and third, depending altogether on their age ami physical condition, how often they are examined! There is no physical order on the books, on the bulletin boards, that this is compulsory. That was our exi>ercnce. The men have come to be eager for these examinations- If we get a man who is not in good physical condition we tell him to see his own family doctor and suggest that his doctor talk with our examining surgeon. That is done frequently. The two doctors are consulted. We may remove a map in bad physical condition from active service, to correct the condition. Conditions are found tlt are wrong, a record * made, and a check is made later to see if it is corrected. I feet that lias had a very great bearing on our operation and our reduction in accidents. Chairman Shaw : We have a plan whereby the old employees arc entitled to an annual physical examination, and no report is made by the doctor. It is entirely confidential between the individual and the doctor. We established that plan, think ing that a great number would take advantage of it because it was confidential. The number is not great who take it. Under the optional arrangement I found that men who fear their physical condition is not good would hesitate to voluntarily take the examination, and in order to overcome that we assure them that It is entirely con fidential and their jobs would not be jeopardized Wc have not really gained our point. We would like to extend this service and have the men take advantage of it voluntarily, but it appears that in order to get the real result we will have to make it more or less compulsory. ' Chairman Shaw; Gentlemen. T am going to turn the chair ncr to my suc cessor, Mr. Samuel Reid. I appreciate the support given me during the past year. (Mr. Samuel Reid took the chair) Chairman Reid: I express my appreciation of the honor you have given me and want you to know the deep appreciation of the friendships that have been created 680 Twentieth Congress--National Safety Council among you. My hope is to maintain the same high standard of this Section as has been done by those who have gone before. All 1 can ask for is that you give me the same support and cooperation as you have given my predecessors. G. T. HhJ-hutii (Chicago North Shore and Milwaukee Railroad Co., Chicago) : Before we adjourn I should like to attempt to voice the sentiments of the Section for appreciation of the service that has been given it by the officers now going out. Glenn Shaw, our friend Brown of Nashville, particularly, and others who have served faithfully and at some considerable outlay of energy and thought on their part, all through the year. I move a rising vote of thanks to these men, to whom I per sonally feel very much beholden, simply in my capacity as a member of the Section. (The motion was seconded and carried by a rising vote.) ADJOURNMENT Electric Railway Section Wednesday Luncheon Session October 14. 1931 m Joint Meeting of the Electric Railway and Public ' Utilities Sections K. S. BEAUMONT. Chairman The Peoples Gas Light and Coke Company, Chicago, 111. The joint meeting of the Public Utilities and Electric Railway Sections was called to order by E. S. Beaumont. The Peoples Gas Light and Coke Co., Chicago, general chairman of the Public Utilities Section. ChauHAS BeauuOXt: The joint luncheon of the two Sections is an occasion Of pleasant anticipation because it is at this time that certain rewards arc given winning companies for records established during the past year in the accident prevention contests of the National Safety Council. Mr. E. J. Kreh, manager of the accident prevention department of die Philadelphia Company, of Pittsburgh, will tell us about the accident statistics in the Public Util ities Section. He will also award the certificates to the winners in the several groups. It is a pleasure to present Mr. Kreh. Discussion of Public Utilities Contest By E. J. KREH Manager, Accident Prevention, The Philadelphia Co., Pittsburgh, Pa. The Public Utilities safety contest has been in operation lor several years. It was originally a six months contest but last year it began on July first anti ended June 30 of this year, making it a full year contest. The participants have been divided into three primary and three secondary groups. The first group is composed of the combination gas and electric companies with more than 500 employees. The second is combination gas awl electric, companies with less than 500 employees. The third is electric light and power companies with more than 500 employees. The fourth is electric light and power companies with less than 500 employees. The fifth is gas companies with more than 500 employee# and the sixth is gas companies with less tlian S00 employees. It is always difficult to present statistics and for that reason I have prepared several slides to show the trends m frequency and severity rates in the public utility industry. These also compare the frequency rate of the entire public utility industry with the frequency of those companies entered in this contest. 1 hope to prove to voti that these contests really have value, and to ask those not participating fn tlsese public utility contests to really consider entering. Our company docs get considerable rahie out of them, principally because It inspires the active enthusiasm arid interest of the management and the supervisory forces. If it it true that accident rates are * t*1*^ measuring stick for men and management, then no management wants to see itself in the back row. If you can show your management that you arc behind the average that would be a great stimulus to give them more interest in accident pre vention. (Mr. Kreh tlien showed several lantern slides and explained them, as follows.) (Slide) This shows the comparative frequency rate by years, of the contest entries, and the entire public utility industry. The rates for companies reporting to the National Safety Council in 1928, 1929, and 1930 are: 25.97, 22,58, atv* 18.75. For contestants during the same years the rates are: 19.57, 16.40, and 14.41. Th* rate 682 Twentieth Congress--National Safety Council for entries tit the contest just closed was 11.7. Those figures are the average rates for the competing companies and also the average figures for the entire industry. (Slide) This shows a comparison of the average frequency between the com peting groups. There are six group*. For tic contest just ended, group A of the combination gas mid electric had a frequency rate of 11.5 while group B had a rate of 9.14. Electric light and power in group A show a frequency rate of 11J& while group B averaged 154). The winner m the first group had a rate of 4.8. Gas com panies had the highest frequency rate, group A averaging 12.0 and group B 9.88. The winner, in group A, had 1.1. In the smaller companies, with less than 500 em ployees. (group B) you will notice that the frequency rates were tower than the larger companies, with one exception, and that is the electric light and power group. (Slide) This slide shows the frequency rates foe the public utility industry from 1926 tu 1930. in comparison with all industries reporting to the National Safety Council. For 1930 our rate was 18.76 while the average for all industries was 18.47. 11k* cement industry had the lowest rate of any industry. 6.30, and the construction industry the highest with 51.57. (Slide) This shows the severity rate trend, public utilities compared with all industries. For 1930 our rate was 2.95 while the rate for all industries was 1.56. (Slide) This shows the frequency rate comparison of public utilities, split into different operations. You will notice that the manufactured gas operations have the highest frequency rate which is 24.93; natural gas comes next with 20.15: electric light and power with 18.40 and the combination companies with 1&36. The telephone and telegraph companies Have the lowest frequency rate^ 7.20. The average for all public utilities is 18.76. The average for all industries reporting to the Council is xlighth less being 18.47. ' (Slide) This shows that electric light and power companies have the highest severity. 3.78; gas and electric companies arc next with 2.87; followed by natural gas with 2.14; then manufactured gas operation with 1.85. The telephone and triegraph have an exceptionally low rate of .98. All this should encourage us to consult our industrial accident statistics and find just where wc stand. Sometimes that booklet published by the National Safety Coun cil and known as "Industrial Accident Statistics" is sadly neglected. We should study those accident statistics. The pleasant part of my job this afternoon is to award the certificates to the companies that have made splendid records during the past year In our sectional accident prevention contests. Certificates arc to be awarded those companies which finished in second and third places in each of die groups. On Monday morning the first prize awards were presented to the winning companies by President Bergquisr of the National Safety Council. The second and third prize awards will be presented here this afternoon. That you may know the companies that have earned first, second and third prizes, I will read the names of the first, then the second and third, and also give you the frequency ratings of the companies. Unfortunately wc cannot have the men and women of the organizations here who .earned these recognitions, but we hope that every representative here will carry .these certificates and awards back and that they will provide an additional stimulus for each of them to continue their splendid .work. It is now my pleasure to present the certificates. (Mr. Krrii then awarded certificates to the winning companies, as follows) : Combination Gas ft Electric Group-A 1. Penn Central Light & Power Co.. Altoona, worked--9 lost time accidents--frequency rate 3.778 ) 2. * Southwestern Gas & Electric Co.. Dallas. Tex. lost time accidents with ;i frequency rate of 4.794.) Pcun. (2.382,511 man-hour.* (2.503,280 hours worked. 12 Electric Railway Section 683 3. Wisconsin Public Service Corp., Milwaukee, Wis. {3.056.055 hours worked. 18 lost time accidents with a frequency rate of 5.890.) Group-B 1. 1-ake Superior District Power Co., Ashland. Wis. (653,730 man-hours worked-- 1 lost time accident--frequency rate 1.530.) 2. Menominee & Marinette Light & Traction Co.. Milwaukee. Wis. (367.455 hours worked, 1 lost time accident, 2.722 frequency rate.) 3. Bfockstone Valley Gas & Electric Co., Pawtucket. R. I. (1.196,310 hours worked, 5 lost time accidents, with a frequency rate of 4.180.) Electric Group-A 1. Duquesne Light Co.. Pittsburgh. Penn. (7.367.890 man-htHir-i worked--36 lost time accidents--frequency rate 4.886.) 2. Commonwealth Edison Co., Chicago, 111. (24,673,251 hours worked, 124 lost time accidents with a frequency rate of 5,026.) 3. Indianapolis Power & Light Co., Indianapolis, ftxl. (3.474.739 hours worked, 19 lost time accidents with a frequency rate of 5.468.) Group-B 1. Fall River Electric Light Co., Fall River, Mass. (511,288 man-lumrs worked-- no lost time accidents.) 2. Keystone Public Service Co., Oil City. Penn. (429,692 hours worked with no fust time accidents.) 3. Kammistiquia Power Co., Fort William, Out., Can. (IQ1.085 hours worked with no lost time accident.) Gas Group-A 1. Hope Natural Gas Co., Pittsburgh, Penn. (4,428,432 nian-ltonrs worked-- 5 lost time accidents--frequency rate 1.129.) 2. The Peoples Natural Gas Co., Pittsburgh, Penn. (3,003,328 hours worked with 8 lost time accidents, with a frequency rate of 2.664.) 3. Equitable Gas Co , Pittsburgh, Penn. (2.466,017 hours worked with 10 Inst time accidents with a frequency rate of 4.055.) Group-B 1. Reserve Gas Co., Pittsburgh, Penn. (424,008 man-hours worked--1 lost time accident--frequency rate 2,338.) 2. Columbia Natural Gas Co., Pittsburgh, Penn. (777,128 hours worked, 3 lost time accidents with a frequency rate of 3.860.) 3. Pittsburgh & West Virginia Gas Co- Pittsburgh, Penn. (867,531 hours worked. 5 lost time accidents with a frequency rate of 5.763 ) Chaikuax Bsausioxt: We congratulate the winners and runners-up in the several divisions of this content. This meeting is a fitting one m which to honor a worker who has passed on. You all know that Homer E. Ntesz of the Commonwealth Edison Company of Chicago died in August of this year. Mr. Nie was long a member of the Public Utilities Section, was always a faithful worker and a mighty good friend. It is fitting that wc stand at this time in silent reverence to Mr Ilomer E. Nicsz. (The audience stood as a tribute to Mr. Homer E. Niesz.) CiIairmax* Bkaumoxt: When I met our next speaker I wasn't aware that he was formerly a pastor of one of the leading churches in Toledo. His experience in the line of saving souls, rather than saving life, slxmld make him eminently qualified 684 2 "wcnticlh Congress--National Safety Council to bring to us a message of interest. He now is interested m the pubbc relations and safety wwk of die Toledo Edison Company. It Is a pleasure to present Dr. Steptwn K. ^Mahon, Assistant to the Vice President, The Toledo Edison Company. Toledo. Ohio. Safety to Life By STEPHBN K. MAHON Assistant to tbe Vice.Prctdent, The Toledo Edison Company, Toledo, O. 1 was reading this morning that H. G. Wells, who had reached New York-, expetted civilization to go on the rocks; that it would probaWy be worse than the fall of Rcsiie and Greece because we are crazier than they were then. He said a few years ago that every age was a crisis, and as 1 tried to analyze tliat statement I found out that probably what he meant was that whenever you make progress you are always running into crises. The crisis is always out in the Ug world where there arc a lot of progressive things being said and done. That is why we are gathered in this meeting. You must work mighty hard to keep ahead of the progress of the world today. I remember a story about two boys raised in Ohio. One became a sea captain; the other a preacher. Each had a parrot and the owe parrot was raised oo shipboard and learned tbe vernacular of tbe sea; the other was raised iu the parsonage and learned the vernacular of the parsonage. The sea captain went back to visit his old friend, and took his parrot with him. He put it on the roost with the other parrot. The preacher's parrot said. "What must we do to oe saved?*' The other one replied, "Pump like hell or we will go to the bottom.** Whenever you get into the midst of progress you have to do a lot of pumping. You have to pump and pump, just to stay even with the game. The other day a group of men were talking and a young fellow asked, "How far can 2 dog run into the woods?" No one seemed to have an answer, so he said, "Well, a dog can run half-way Into the woods; from then oa he is running out." While that can be applied to depression it can also be applied to an age that is a going age. You are running into problems, darkness, and you begin to get hold </f things and then you begin to run out. That is the way of facing and working with problems. i have observed In all our American history that emphasis has been placed on the development of the individual for the good of society. Observing die conditions under ahich we live today, we are reversing the process and attempting to develop society now for the good of the individual. I do not know of any better illustration of this than the National Safety Council. This great Organization is working as a group for the safety of the individual. If you will take that in all its "slants" I think you will find it will work out in a very large section of your life. May I call your attention to two factors that arc working a charge in this country? One is natural law. which never changes. Whenever my mother used to make bread it was always an adventure, she never knew how it was going to come out. If there were two cold potatoes she put them in; if there were five cold potatoes she put them in, and three cold potatoes make a difference. Nowadays it is always the same. In *11 bakings of bread it always corr.es out just alike. That is the scientific method, natural law. if you please- If wc are going to make any progress we must find out what those natural laws aud methods are and follow than. That is the beginning of the scientific age. 1 once received a letter from Elbert Hubbard in which be said. "I am greater than Socrates. Plato or Paul." He followed that by saying, "Because I live after them.*' That,**. he was living in a new era and in a greater age. It was the scientific age. the auc of folknvjng the methods and laws and habits of nature. Electric Railway Section 685 It was in 1876 that the telephone was given to us. Now we have tlic telephone, wire and wireless, and we liave our communication systems that iiave lxxtd us so closely and quickly together that you .actually know things that happen in this country before they take place. I had a friend m India who was taken sick, and the> thought he was going to die. He got better. They cabled the family in England. They sent the cablegram on the fourteenth of March, and cat the thirteenth day ot March they knew he was better. We are living in an age like that. \Ve are thinking a good deal these days about Thomas A. Edison. Cite time he wanted to enter an engineering society in New York City and they asked him to write down his qualifications. He said. "I have built a machine simp and other things." We liave in this era a lot of "other things." I was impressed by one of the men from the General Electric Company talking about men getting a fever working with those high frequency tubes. They discovered they had something, something unusual, something powerful. Then they luu] to find a new unit of measurement, one hundred-billionth of an ampere. If you want to find out how small that is, think of Niagara Falls, and reduce that to one drop ot water going over the falls in a year. First of all I want to give you this idea of natural law we arc now using, following, 'unfolding, discovering and using. It has led us into an accidental world; from rx'rth until death we are accident in t! main. We are living in an accidental world. There is the new speed, and there is the new power from tbe high tension wires all over the country to the enormous powerful things that we have around us. There it the new fatigue that we are encountering. When you go out in the automobile in the morning your eyes notice sill the things, the speedometer, motor meter, oil jrage. Through the day, as fatigue comes upon you, you notice them less, and accidents may happen. "You remember tlic old fellow who was examining the buzz saw, and he put his finger against it. Somebody asked him how he lost his finger and he said, "Just this way." and put another finger against it and lost a second finger. It is all new. We are living in an accidental world. Last year there were about 100,000 deaths from accidents. And tliere arc all those lost-time accidents that wc know about, where men are just out part of tlic time--not deaths. You know the tremendous toll they have taken. What is this tremendous factor, the human nature factor? There is something peculiar about it that I sort of admire. It never changes, fundamentally. It is always on the side of endeavor. It ts eternally tearing down and building up. It is never satisfied with things as they are. 1 remember they had a Chicago fire back Iwre about 1872, and alter weeping over '(he ashes a little while they rebuilt the city. It is a fact that this city has been rebuilt twice since then, without any Chicago fire. That is because tlie people are always striving, always going forward. We are not going back to the hand loom, wc arc going to keep the power loom, but we are going to keep the safety devices so that life itsdf may be safe in the use of it. There are two facts that enter in here. One it self-preservation. We have the airplane but we put a parachute on the pilot so lie will be more safe. Along with the coming of these powerful things that arc around us, there has been the develop ment of safeguards for self-preservation. There is a second fact: in the final analysis we have always more or less appreci ated the sacredness of human personality. Whenever it has been disregarded there has been collapse and failure of civilization. There have been nine civilization* that have gone the way of dust and ashes. All of them have resulted from a failure to appreciate human personality. If we move forward and forget the oilier fellow-, there is certain failure and desolation and collapse of the system to follow.. There is no other way for it. We arc faced with a safety effort that has gone out in three directions to solve these problems. The first one has been on the physical side. It has been an attempt 6*6 V xccuticth Congrcss--Natianal Safely Cauncit to solve the element of safety cu the physical side. In other words, the forces of drive must equal the forces cf control. That Is, the force of control must equal the force of the drive. For all tbc power that you put in the back axle in driving forward you must have a braking power on the wheels so you can stop. Otherwise we would be involved only with the quick and the dead. 11 was Dean Peterson of the Extension School who said only a few days ago that the problems of life are three. The fast problem is making a living, the second is the problem of living together with others, and the third is living with yourself. This second problem of thing together with others is the one that interests you in that subtle subconscious thought of your duty and responsibility toward others. 1 was interested in some advertising of a great steam railroad recently, in which they told how their 70.000 employees were interested, consciously interested, in you as passengers. First of all for your safety, then for your comfort and your arrival on time. That is the idea, getting it into the consciousness of the people. The Simonds Saw Company of Pittsfield, Massachusetts, have built a new faclorv without any windows. It is lighted, heated, and ventilated to make for the largest possible degree of safety. Mr. Swope comes with his plan for men and the employ ment of men to take away fear, to put into their lives and living the largest possible element of safety. Last spring I made an address before a company that was cele brating the ricyen-hundrcd-aod-forty-ctghth day tliat had passed without a lost-time accident in their works. That Is getting down to the consciousness of the men with the feeling of responsibility and duty. In the final analysis, the great test of life in all these things is the character test. ' In that new book by James Truslow Adams, "The Epic of America," he remarks tliat the thing that enabled George Washington to make his accomplishments and that thing that made him independent was not his military genius but his character. That was the character test, that was the final test By and large, the test of amage and every age is tlic character test. There is that something in human nature that makes a man willing to make sacrifices for the saving of life. In the final analysis that is the supreme challenge that conics to the National Safety Council, and tliat is something fine. " I remember seeing two pictures of the sinking of the Titanic. One showed the great keberg and the Titanic, and underneath were the words. "The Supremacy of Nature: the Weakness of Aran.*' Then there was a companion picture with the iceberg and tlic sinking Titanic. On the deck of the Titanic, as it sank, was a man by the name of William T. Stead, that great journalist of London. When they heard the screams of a woman who had been left. He gave orders to put back to the ship. He stepped l>ack onto the dock of the vessel and gave his place in the lifeboat to this woman. Underneath that picture were the words. "The Weakness of Nature: the Supremacy of Man." That is, after all, the big appeal. I am reminded of the policeman's little girl who found a pocketbook, and witlioul opening it. ran to the nearest policeman and said, "I found it, it is not mine" and gave it to him. Wlien we finally catch something of that slant and courage and esprit dc corps and validity that makes us say, "It is not mine to take a life; it is not mine to endanger others; it is not mine to make life harder or harsher for others/' then this thing will grip our hearts and minds and actions, and you will carry to greater success your national safety work. A Httle girl in Evanston beard that her pastor was going to have a birthday, and she asked her mother if she couldn't scud him a remembrance. Her mother said, "Yes. dear, surely. I will get you a card.*' The mother got the card and told the girl to write her own message. The Httle girl wrote: "My dear Dr. Stewart: I hope you live all your life." I hope you do. ADJOURNMENT Electric Raifoi-ay Section Thursday Morning Session October IS, 1931 C87 SAMUEL H. REID. Chairman The Bureau of Safety, Chicago* III. The third session of the Electric Railway Section convened with Gcticral Chairman Samuel H. Reid, presiding: Chairmak Reid; The first thing on the program this morning is an explanation of the Council's services to the Street Railway Section. I feel that all members arc not taking advantage, full advantage, of tlie services that arc available from the National Safety Council. I don't know that the man who is going to tell U$ about it needs any introduction. He is known to most ol you. We will hear irotn Air. Ferguson. Council Service to the Street Railway Section By R. H FERGUSON Safety Engineer, National Safety Council, Chicago I am going to mention some portions of the Council service, and then discuss them because in that way we are going to discover facts about the National Safety Council that may not have been clear. You of course are acquainted with the organization set up of the Council on a cooperative nonpartisan basis and its function as an instru mentality for an exchange of your experience in accident prevention methods and procedure. Tlic Industrie) Safety Division < organized into Sectional groups such as yours, the Electric Railway Section. There ate twenty-two of these groups. On the Public Safety side we are also organized into such Sections as the Homo Safely Section, the Street and Highway Traffic Section, etc. AH of these Sections arc served by volunteer officers. Individually you are playing a vitally important part in the development of a broad national program of safety. Your companies are also identified as supporters of this movement which is influencing directly more than eight million workers, thousands of school children, municipalities, and public agencies everywhere for safety. Your encouragement and participation in this work, the pooling of your experience and membership dollars, makes possible the extension of life conserving activities which benefit many members, employees, and others not directly affiliated with tiw National Safety Council. You are willing and auxious tliat this pioneer work go for ward until the ideal of "Universal Safety" is accomplislied. You must, at the same time, con tinue to demonstrate, to all observers, the practical value of safety and its place in your own operating program. Now just what can the Council give its member*, in its capacity as a clearing house for safely information, and to help them in a practical way to prevent acci dents? It is impossible to touch on all phase*; of this membership service, but I do want to mention some of them. I am going to discuss two phases of t!*e service and the first of these is the one we like to term "basic service." Basic service includes all of the things you get in return for your membership investment. First, the NuI'whqI Safety Ncivs: The News is tbc official publication of the Council and is a 96 page magazine bringing the latest avail able information on safety. It goes to approximately 18,000 safety engineers ami indus trial executives each month. Second, the poster service: Approximately three million posters were used by Council members last year to arouse interest of their worker* in accident prevention 688 Twentieth Congress--National Safety Council Sixty-three pokier* are issued each uwjnth picturing both specific and general hazards. They are made up in two sizes: 9 x 12 inches, and 17 x 23 indies, strikingly colored to get their messages across in a hurry. The members of this and other Sections furnish many excellent photographs and ideas to make these posters adaptable to your needs. Your own chairman of the Electric Railway Section poster committee has done splendid work, Many of the members use home made posters; that is, posters developed oo their own properties. Of course these have a more or less lim ited use bat many of them are sent directly to our attention and we are iu a. position to reproduce them, giving crtdf% in such a way that all members may use these ideas. Please never hesitate to send us ideas or suggestions for this portion of the service. Third, let me calf yoor attention to the Section's own publication--the Electric Railway Section News-Letter: This is issued each month under the direction o one oi your officers and is the medium for an informal written disemsioo of your specific safety problems. More than 15,000 News-Letters are issued to members of the Coun cil's industrial sections each month. _ Fourth, ooe of the important services of the Council, is the series of publications or pamphlets dealing with specific subjects. These are divided into three groups; A general series of Safe Practices Pamphlets covering more than one hundred specific subjects of interest to all industries; the Special Industry Pamphlets covering more than fifty subjects to date, and the Health Practices Pamphlets of which there are more than fourteen. These latter publication* are the work of tle Industrial Health Division. The former two classifications are prepared by the industrial Division. These publications present the best condensed experience on engineering and admini strative problems of safety. Years of research and the time and thought of hundreds of safety experts went into the compilation of these pamphlets. Their value cau not be estimated in dollars and cents but their wide use for constant reference and study indicates their importance. Probably one of the best examples of these publications particularly m the Industrial Series is one which has just been published by your Section and is known as ER 1. "5aJe Maintenance of Electric Railway Roiling Stock." I know you will be interested in this particular pamphlet. The transactions of the Annua! Congress, as you know, form one of the lnrst in for mations i services m practical accident prevention work available. Within the next sixty days the transactions of this Congress will be issued in printed form for vonr use. T!*cse arc furnished to you as member* of the Council. Tlic transaction* for individual Section* arc printed separately. Fifth, without industrial accident statistics or record* of the work we have accom plished in preventing injuries we would be unable to determine our progress. To this end the National Safety Council annually collects, tabulates, and prints a special report on industrial ami public accidents for the previous year. It Is not necessary for me to disenss t!c value of such material as all of you use this great reference work continually. Sixth, of course the consultation service is used extensively by all members. By this service the staff engineers arc glad to advise with you on any problem which you care tn di.*ruf.. In this, connection you as a member of the National Safety Council have complete me of the million dollar- library maintained in the headquarters offices for your benefit. This library contains the most up to date information on accident prevention work available in the world today. There arc many other phases of this work but tile time so short I must pass on to another phase of Council service 'which has been developed to assist you in your work. We like to term this "optional service." You will recall that I referred to the first group of material as briny a portion of the "basic sendee." No doubt you wonder why I make such *_ distinction between the two. In many instances a number of the meffl* her* of the Council request special publications on certain phases of accident pre vention work. Tn such cases w endeavor to determine that titert is a sufficient demand for yucli publications to warrant the amount of work needed for their development. If such are desired we then prepare the publication* and present them to those mem Electric Railway Section 689 bers particularly interested. Other members are also notified of the service and may optionally purchase material for their own use. You can easily see that it would not be fair to make a portion of your membership cost go toward such miscellaneous publications. You may have no use for them. Consequently this specialized service has been developed until today there are many such pieces of printed matter available. An example of one of these is the calendar: another is the Healthy Worker; the Safe Speaker; Safety Slogans; the Safe WORKER; the Safe DRIVER; Safety in Foremauship, and so oo. I do not wish to omit specific mention of the Industrial Health Service of the Council. This Division is interested in furnishing yon with information concerning tlie health problems which involve your workers. They are wilting and anxious to work with you at any time. We want you to use the service of the Council. If at any time you have any ques tions do not hesitate to write us immediately. Chairuaw Kkid; The next subject on the program is one of interest to every body. It is the question of uniform accident statistics for electric railways. There is a considerable difference of opinion with reference to that matter and we find it everywhere. It would be a mighty helpful thing if we could arrive at some uniform method of keeping cur particular statistics. It Is a pleasure to introduce this morning my friend. Hr. A. A. Oldfield. Report on "Uniform Accident Statistics for Electric Railways" By A. A. OI-DFIBLD Safety Diractor, Wisconsin Power and Light Company, Madison, Wii. Early this year our chairman appointed a special committee under the chair manship of Melvin W. Bridges, to collect information and present a proposed uniform accident statistics form for electric railways. The result of that com mittee's work is presented here in the first form layout immediately below. Your Engineering and Statistics Committee is pleased to commend this report, but suggests some slight changes, as outlined in the second form lay out immediately following. The committee further wishes to recognize the excellent work done by Mr. Bridges* sub-committee and hopes that this meeting will go on record as adopting the new form with the slight changes we now suggest to you. For many years the Electric Railway Section has discussed the necessity of such a uniform form and if the section now sees fit to adopt this form, it will repre sent the solution of a problem which has occupied the attention of the sec tion for a considerable time. ELECTRIC RAILWAY ACCIDENT STATISTICS Name of Company..................................................................................".................. City .......................... .......................................... State ................................ ................... .. NOTE^THE FULL NUMBER OF ACCIDENTS SHOULD BE RE PORTED UNDER EACH HEADING. IT IS NOT THE INTENTION THAT THE QUESTION OF CHARGEABIUTY OR NON-CHARGE- ABILITY OF ACCIDENTS SHALL BE TAKEN INTO CONSIDERA TION IN THIS REPORT. 690 Turuticth Congress--Xatiouut Safety Council Analysis of Accidents 1930 1. Total Number of Accidents......................................................................... (a) Collisions with motor vehicle?..--..--................. ...... (b) Collisions with cars ................. -.............-................... ......... . tc) Collisions with other vehicles on street.................................... (d) Collisions at Railroad crossings.............................. ........... (c) Collisions with pedestrians ........... ........................... ......... . (i) Boarding and alighting ................................................................... (ff> Derailments .......................................................................................... (hi Accidents on cars (not in collision?)...................... ........... () Msc. Transp. Accidents not covered in fa) to (h) .............................................................................................. tj) Alt other accidents .................................... ............... ........... Injuries and Fatalities 2. Number of Accidents Resulting In Personal Injuries........................ 3. Total Number of Persons Injured.............................................................. (a) Passengers .................................................................. ..,. ...... (h) Employes (AH Departments) .......................... ........................... (c) Pedestrians ............. ........................... ......................... .. ........... (d) Others ................................................................................ ........... 4. Of the Number of Persons Injured* as Given Above* How Many Were Injured in Accidents Involving Automobiles...................... ......................................................... ........... 5. Total Number of Fatalities....................................................... ............ (a) Passengers ............................................................................................... (b) Employes (All Departments) -.............................. <c) Pedestrians........... .............................................................. ............ ............ (d) Others........................................................................................................ 6. Of the Number of Persons Killed, as Given Above, How Many Were Killed in Accidents Involving Automobiles ................................................................................ ........... Analysis of Accident Costs 7. Total Cost of Injuries and Damages.......................................................... (a) Amount paid in settlement of claim*...................... ........... (1) For property damage........................................................ (2) For personal injortca ................................. ...... (h) Cost of claims department including medical service and private investigation*................. ............ tc) Legal expenses in connection with claim? not included in (b) ................. ........................................................... (d) Cost of insurance ............... ................................. ........... (e) Any other expenses .......................... ......................... ...... 8. What Was the Cost of Safety Work, L e.. Salaries and Expenses of Safety Department, Safety Council Fees. Etc., Exclusive of Safety Devices. -......................................... .......... Statistical Data 9. Earnings From Ail Sources........................................................................ 10. Total Number of Man Hours Worked (All Employes) .......... 1931 Electric Rattuay Section 091 1930 1931 11. Total Number of Car Miles Operated........................................................................ 12. Number of Revenue Passenger* Carried............................................................ 13. Total Number of Passengers Carried....................... ........................................... 14. Average Total Number of Trainmen..................................................... 15. Average Number of Cars Operated During Rush Hours.................................. ........................................................ ........... 16. Miles of Single Track Operated...................................... ......................... ......... 17. Miles of Single Track Operated on Private or Re stricted Right of Way.......................................... ............ 18. Are Any Motor Coach Statistics Included in This ......... ........ Questionnaire ........................................................................... ........................... Date Signed ...........- - .............. ....................... ......................... Title .................................... .................................................... , NOTE--This data sheet is sem you m duplicate Form. Please fill in ami return one copy to the............................................................................ ................................ AT TOUR EARLIEST CONYEN1ENGE- (Revised Report Form for) UNIFORM ELECTRIC RAILWAY ACCIDENT STATISTICS Name of Company ...........-............................................................ ............................................ City ....................... ............................................ State .................................................................. NOTE--THE FULL NUMBER OF ACCIDENTS SHOULD BE RE PORTED UNDER EACH HEADING. JT IS NOT THE INTENTION THAT THE QUESTION OF CHARGEABILITY OK NON-CHARGEABILTTY OF ACCIDENTS SHALL BE TAKEN INTO CONSIDERA TION IN THIS REPORT. ' Analysis of Accidents 1. Total Number of Accidents........................................'..................................................... (a) Collisions of cars ........................................................... -......... ..... (b) Collision--cars with motor vehicles........................ -- .......... (c) Collision--motor vehicles with cars...................... ........... ........... (d) Collusion with other vehicles- ............... . ..... (c) Collision with other vehicles at R. R crossings ... ......... (fj Collision with pedestrians ------- .... .......... .......... ..................... (g) Boarding and alighting ,,........................................... ........... ........... (h) Derailments ...................................................................... (i) Accidents oxi cars (not in collisions).... .......... ...... ~ ..... |j) Miscellaneous transportation accident*........ - .... Injuries and Fatalities 2. Number of Accidents Resulting in Personal Injuries. . --------- 3. Total Number of Persons Injured........................................ ......... (a) Passengers .............. ......................... ................................................ .. --------- ........... ...... 692 Twentieth Congress--Notional Safely Council 1930 lb) Pedestrians ................................................. ..................... ........... (c) Others ................... ,.......... .................................................................... 4. Of the Number of Persons Injured, u Given Above, How Many Were Injured m Accidents Involving Automobiles.............................................................. *................................... 5. Total Number of Fatalities.................................................................. ...... (*) Passengers ............................................................................................. (b) Pedestrians ........................................................................ ........... (c) Others ...................................................................................................... 6. Analysis of Employ Accidents.................................................................... (a) Total average number of employes (All de partments) .................................................................................... (b) Total number of accidents reported........................ ...... (c) Number of non-disability accidents............................................ (d) Number of disability accidents..................................................... (e) Number of fatal accidents........................................ ........... (f) Number of disability accidents per 1,000.000 hours worked .......................... .................................................. (g) Number of disability accidents per 100 employes ......... .. 7. Of the Number of Parsons Killed, as Given Above, How Many Were Killed hi Accidents Involving Automobiles ............................................................... ................................... Analysis of Accident Costs 8. Total Cost of Injuries and Damages................................................... ... (a) Amount paid in settlement of claims......................................... (1) For property damage................................ .. ........... (2) For personal injuries ............. .......................................... (b) Cost of claims department including medical service and private investigations.................... ........... (c) Legal expenses in connection with claims not included in (b) ...................................................... ........... (d) Cost of insurance ...................................f......................................... (e) Any other expenses ................................................... ...... 9. What Was the Cost of Safety Work, i. a, Salaries and Expenses of Safety Department, Safety Council Fees, Etc., Exclusive of Safety Devices....... ......................... ........... Statistical Data 10. Earnings From All Sources...................................................................... 11. Total Number of Man Hoars Worked (All Employs) ........... 12. Total Number of Car Miles Operated.............. ........... 13. Number of JKeveswe Passengers Carried......................................... 14. Total Number of Passengers Carried........................................... .. 15. Average Total Number of Trainmen...................................................... 16. Avenge Number of Cara Operated During Hush Hoars ................................................................................................................. 17. Miles of Single Track Operated................................ .. ........... 18. Miles of Single Track Operated ott Private or Re stricted Right of ............ 19. Are Any Motor Coach Statistics Included in This Questionnaire............................................................................. ........... Electric Railway Section 693 Date ...................................................... Signed .................................................................................... Title ........................................................................................ NOTH--This data sheet is sent you in duplicate Form. Please fill in and return one copy to the................................................................................................................ AT YOUR EARLIEST CONVENIENCE. Chaixuam Hexu; These reports are open for discussion. Paul Hodsom (Safety Engineer, East St. Louis & Surburbou Railway, St. Louis, Mo.) ; The claims departments of companies keep certain records and the Safety Council is asking for mfonuat^Mi which is not kept by a great many claims depart ments. For instance, some companies do not keep separated, collisions with vehicles as is suggested here. One says collisions with vehicles on streets, one on railway crossings. Some companies do not keep them separated, specifying whether it is an open crossing or whether it is a street intersection. It is just a motor \chicle Collision. It is possibly the safety man's job to separate those as they come through. This is a fine lay-out, the nearest we have ever come to anything near agreement, but wlieu you get into costa of accidents, then you run into another big problem. We have difficulty, however, in getting people to dig out this data. It is because they 'haven't the time to work out these figures. Then it is necessary to segregate the amount of money the accounting department baa paid for claim costs into tire vari ous coats, which means more digging hack into records. I think this is one of the finest and the nearest to a real statistical form that we have ever had. I lave had forms sent me where I couldn't answer any of the ques tions. I like to sec records and tike to get them if they are available, but u is almost impossible in our organization to dig out the required statistics because wc are short of help. M. W. Bridges (S. E., Chicago Rapid Transit Co.. Chicago): We have had no difficulty in answering the questions of the A. E. R. A. a* the A. E. R. A. question naire has been divided a number of times. First when it came out it was four sheets, legal size. I happened to be chairman of the safety committee of the A. E. R. A. for a number of years after that and it was our job to revise tt and we revised it down ward to one sheet. Later mi there was enough added to make a second sheet. Oti the items shown on this report, it requests the cooperation of the safety de partment, the claims and the auditing departments to answer it in almost every case, because as Mr. Dodson says practically none of the safety departments keep a full statistical record as it would be duplicating records of other departments. Of the figures asked for by the A. K. R. A. from 618 railroads, alnjut 340 answered the questionnaire complete, and 27$ answered about four-fifth:;. Ainwit 175 answered onc-half of it. There are some questions in this report which the Chicago Rapid Transit Co. can't answer because we don't have anything of that kind. Wc do not believe that all the railroads are going to tie able to answer all of these questions hut from the experi ence of the A. E. R. A., there are a certain number who arc going to be able to answer all of them and another group can answer about four-fifth* of the questions. It gives you more actual accident statistics than any otlier questionnaire that has been sent out and the A. E. R. A. has found that each year they have increased the number of answers to this questionnaire by 8 or 10 or 12 and we believe that even tually. if there is some way provided where a universal reporting can be made where the A E. R. A. and the National Safety Council will have practically the same in formation. that a copy of your statistics sent to one can be sent to another and it will be universal. As for the amount of money which comes under paragraph 7. "The Total Costs". I don't believe that the claim department on any railroad falls to keep the record of what their accidents and increased costs are. But there is no electric road that be longs to tire National Safety Council whose records arc so had or has so many in- 694 Twentieth Congress--National Safety Council juries and accidents, that that information can't be dug up in four or five hours" time. Interstate railroads, electric and steam, report to tint Interstate Commerce Com* mission, and part of ibo information asked for here is on the report to the Interstate Commerce Commission. The other information, we believe in almost every case, can Ik* obtained from the claim department records. Cnder statistical data, paragraph 9, "Earnings From All Sources", the auditing department, as a rule, will furnish that information, providing they know where it is going and providing they know it is going to be used without putting the firm's name after tlic figures. Of course all reports are coded and confidential. \Yc can't say that such and such a railroad company's earnings are such and such, oik) any information that is sent in on statistical forms of this kind is, and should be, considered confidential and not published for the information of the wortd at large. But it would enable tis to say that out of 440 railroads. 330 have reported the follow* ing statistics and it would give us something to "shoot at" without putting the rail road up tor somebody to "shoot at'*. We have tried to give you something here that you can use for comparison and we have gone into details which are interesting to you in your particular operations. We have not gone into their chargeable and ncni-chaigeuMc ability. Tltcrc more room for argument in tliat item than m any one item. Mu. OuiFicu*: May I endeavor to answer in a few words Mr. Hodson's sugges tions > You may not agree, hut nevertheless I am a little different on my policy and let the claim rSepartmem report through my office. Titty don't itemize the various kinds of collisions and it does not seem to me that would he much of a job for any safety department to do, even though it wasn't kept on their regular routine form. I think it is important that we do know where those accidents occur. Therefore m the first paragraph there could hardly be any question that a safety department couldn't fill out in a year's time, without any trouble. I agree with Mr. Bridges that any information should be held strictly confidential. We arc going to get along by eliminating those things about chargeable and non* chargeable accidents and endeavoring through our auditing and other departments to get this filled in. In any case, you can send this in to the auditing department and get certain things filled in. We arc in a position now where our reports don't mean a tiling. One fellow is talking about one thing and another about another thing. After the first year there won't be any trouble in getting this information. Iv. D. DoaMi (City of Detroit, Dept, of Street Railways) : Item 17, "Miles of Single Trade Operated on Private or Restricted Right of Way." In fitlmg out questionnaires where tliat has. been asked, I wondered just how a private right of way might luve been defined, fait in justice to what I tliought might be other prop erty. in making it up I used some of our restricted right of way. For instance, we have very little track out os the city limits. In making my report I went to our engineering division and we called our private right of way all open track which had cross-overs less frequently tlum a fifth of a mile. Most of our stops are approximate ly a fifth ni a mile apart. In* there arc some sections where we had to build cross overs every sixteenth of a mile and in some cases about one-eighth of a mite. I lon't know whether that meets with the ideas of other members, but perhaps that might clarify it. Ms. Olofifi.p : Isn't it a fact that to your own commission or the Interstate Com- ` merce Commission, in vour annual report, you have to report how* many miles of single track you are operating and liow many miles of double? Tire same figures could be used. Mr. Doaxk: Yes. but in distinguishing between (Ik private right-of-way and other track*, we really have less than a mile of private right-of-way. hut we have several miles ot open track where, from an accident point of view, you have probably the same crawli!inns that yon have on the private rigHt-nf-uay. K.* I. Harm xerox* (Asst. Sup*, of Accident Prevention. Cleveland Railway Co.. Electric Railway Section 095 Cleveland, Ohio) : Mr. Doatie, that track which i* laid sc close to the pavement tliat the vehicles arc allowed to cros.s and recross and rub the sides of your car in passing, isn't tliat open construction rather titan private right-of-way. Mr. Doame: Well, tliev do that, but in a lot of those cases there is the usual space. I don't know just how many inches there are between the rail and the lavement; they were installed by the city. In some places tliat is open. T. G. Brabston (Supt. Transportation, Birmingham Electric G*. Riiiuiiiftliam, Alabama); I think in this case, with this statistical rc|>ort. we are among triend> and if there is any timidity or actual resistance in prying figures loose from another department, that department hasn't caught llie idea of the purtose lor which these figures are used. We are nearer having a uniform report and the avcracc company can furnish the greater part of the information requested ou this report. It is very much simplified in the information that is required and 1 believe from my own ex perience and observance in this section, that we have discussed this subject with more or less pcrscrvcranec every year for the past seven or eight years, and we have never come any nearer a solution and we have wasted a lot of oratory on the subject. We have something here that this committee, or tluise that have bccu concerned u the preparation, would for a moment allege is one hundred per cent txerfect. There may be too much information or unnecessary information that i* asked for in this report. There may not be enough information of a type and character that is es sential. I am not going to make any claims in either direction but it is certainly of sudh uniformity and certainly contains opportunity for comparative Information and the comparisons are what we are all anxious to consider. We sltouki approve this report. That we may get the report in at least a form where we can approve or disapprove it, I move, Mr. Chairman, that the report of the Statistical Committee be approved and that this form of reporting be adopted by this section. Chairman Retd: Is there a second to that motion? Glenn H. Shaw (Safety Director. Ohio Edison Co.. Akron. 0-1 : Mr. Chair man. I second the motion. First I want to thank Mr. Bridges. Mr Rrahston, Mr. Eastham, Mr. Oldfield and all the gentlemen -wlio have endeavored to Wing this re port to us. They have done a good job and we are gelling nearer to a common ground whereby we can understand each other and be able in the future to listen to some report tliat we can compare with our own records. Mr. Oldfjelp: AH the work m that report was done by Mr. Bridges. Mr. Brabstmi and Mr. Eastham. I want to make an amendment that under paragraph number 3. '`Total Number of Persons Injured." we should substitute and make a separate para graph of that. I think that should he a separate paragraph. Cnairman Reid; All in favor of the motion say aye. Opposed. The motion is carried. G. T. HeiXmuth (General Claims Attorney, Chicago North Shore & Milwaukee R. R. ami Chicago Rapid Transit Co., Chicago) : Mr. Chairman, can't we arrange with the Headquarter# staff to send a copy of that report to, say. the chief exe cutive. the man in charge of the transportation department, die man in charge of the gaiety work and the man at the head of the claim department of each member company with the request that they submit their report for the calendar year 1031 and then write it up for the Congress for 1032? M. W. Batnors (S. E Chicago Rapid Transit Cn.. Chicago): Mr. Chairman: Tliat one thing was brought out in the final analysis of this report. We also sent copies to the A. E. R. A. who had answered every question that we asked during the time we were preparing the report. The A. E. R. A. know what we are doing and I believe the chairman should see that Mr. Gordon of the A. E. R. A. should be notified of what we arc doing in this section, because he is interested in the matter, R. C. Bush (Mgr. Transit Mutual Insurance Co.. Boston. Mass ) ; In looking over the questions to be answered, everything seems to he quite clear and easy to under stand. There is one question in regard to the employees. Does the committee have in mind 696 Twentieth Congress--National Safety Caunil that the company should report every little incident where an employee scratches his finger or whatnot, or perhaps cases where the employee loses time? No doubt the committee had some discussion on that point and perhaps that would help us to fill this out later cm. M*. Bruk'.es : On the matter of the employee injury, there has always been an argument in electric railway work as to what should be considered an employee in jury. # Railroads don't call an employee accident a disability injury until tbe man comes under compensation. Others don't count it a disability injury to an employee until an employee loses eight hours or one shift. Minor injuries or no time lost are not counted in many companies and others count them as employees* injuries. We count a disability injury as one where a man loses eight hours or more. ' We have three headings; fatality, disability and minor injuries. Minor injuries are where an employee loses no time from his work. Those three classifications are what we have been using. We did not endeavor to classify just what should be called a disability or employee injury. Since you have opened that discussion, in making a jaragraph for employees' injuries, according to this, there will be the total number of employees injured, the total number of employees* fatalities. Those are the two that come under this new paragraph. How are you going to classify them or rearrange your present classification? 1 suggest that thing be made into three heads: fatalities, disabilities and minor injlines, and if possible let's have our disability injuries on the basis of a one-day* loss, because gentlemen, a disability injury is a disability injury if he loses one day. If you don't coant an accident a disability until he loses seven days, you arc going to have a mighty good report because the greater number of your accidents on almost every railroad among your employees are where men lose less than the waiting period for compensation. You have a number of little accidents where a man loses one. two and three days and then goes back on the job and it would not be a fair method to compare with one who counts eight days as a lost time accident. M. Hulrvth: 1 ask this be added to the report: that in an employee's dis ability accident there should be more than eight hours* time lost to make it reportable, otherwise we won't have any other way of knowing whether an employee's accident should be reported or not. Wc must have a standard of definition. Say one shift instead of eight hours. Can't we add that? Chairman Reid: ft lias been moved and seconded that the suggestion made by Mr. Hellmuth be included in the report. Carried. Chairman Rkid: The next subject on the program is one of vital importance During this Congress a good deal has been said about executives and responsibility. A good deal has been said about the responsibility of superintendents and foremen, about the proper rules, about discipline, but it doesn't matter how much executive responsibility we may have, and we are all agreed that is necessary, it doesn't matter how much interest there may be on the part of the superintendent and foreman nor what may be done with reference to the enforcement of rules and what may be done in regard to discipline. unlcs the employees are sold on the safety program it will not be successful. . I take pleasure in introducing my friend. Henry Cordell, who will talk to us on that important subject of "Popularizing the Safety Program." Popularizing The Safety Program By H. CORDELL Master Mechanic, Chicago, North Shore and M&wattkeo **atiT**fl Co.. Hlghwood, X!!. On a shelf m my office stand two cast replicas of animals, one of a deer and the othef of a buM, /ccfWr Railway Section 697 A traveling salesman, very observing, noticed them. You must be a hunter? Yes. I like to hunt, 1 replied. Ever shot any deer? Oh yes, quite a few. He looked up at the shelf, but said nothing. Evidently lie felt quite at rase and stalled to tell me what he had to sdl. This salesman through his respect for m> feelings left a lasting impression of being a diplomat, as well as a good salesman. 1 was thinking afterward, what a "wow" of a safety engineer he would make. Putting me before a gToup of men like you, men folding position* paying SOU to 1000 dollars a month, and really underpaid at that, doing work which 1 am not even a freshman at, seems out of order, and my hunting proclivities will, no doubt, come in handy. Looking out of the window, I see an endless cltam of long eared mules and horses pulling wagons up to a steam shovel, each in turn getting a load to be deposited at some other location. The man driving the team uses very* little energy and perhaps does very little thinking. The only one on the job who really works and thinks is the steam shovel operator. The driver possessing 18,000,000 microscopic brain cells is using probably none, except those which automatically control sight, feeling, hearing and tlie stomach. I hope that 2 am not placed in a position of the steam shovel operator. . I need your attention, your interest, your full support, not by applause, but by the very fact that you remain in the hall until the pain is over. It is interesting to watch the military precision, the perfect coordination of the job of excavation. Some master mind planned ahead. If the undertaking, which m our case is safety work, is well planned, carrying with it a certain "It** which depends largely on the personality of those holding position* of heads of departments, safety engineers and chairmen of employee* groups, the safety program can, and will become popular. I don't mean that they must be clowns or qualified entertainers, but tliey must be the type of man that personifies good salesmenship. It may seem strange that one has to sell good health, good ryes, limbs, happiness and contentment to any Individ- lal, but we know that's true. Some men will sit through a safely meeting contentedly pulling at a cigar, lost to the magnetism of the speaker, hypnotized by his wonderful gift of speech, ears wide open, both of them. Too bad, in one side and out the other. Maybe nothing there to stop it. No impression, why? Simple. The speaker failed to touch the chord which would have set up a vibra tion of such frequency as to become audible to tbe person in question. It matters little in the average man's mind what happened to John Smith or Jim Jones, unless his position .or work is of the same nature as that of the listener. Why? Because he feels that his work will not require him to climb poles nv jack up cars, fly an aeroplane or swim the English Channel. It is important to confine yourself to actual conditions encountered by the group of men you are talking to. We learn and profit by the mistakes of others, ami the more we know about them, the better. 1 know of no finer examples than those which affect our private walks of life. I happened to be one of the audience, when a safety engineer of a certain company talked for a long time cm everything except of Use things that really affected the group. The reaction was good. ` Somebody said after the meeting, why don't somebody shoot that fellow? Of course, that was not a nice thing to say, and the speaker had really done a splendid job, using fine grammar and a vocabulary such as would be expected of educated men who are so common in the profession of safety engineers. I enjoyed his talk from that angle as welt as the general information obtained. The point is, when you talk to college graduates, use long words, it does not matter 69H Twentieth Congress--National Safety Council if they arc not placed just right, probably only a few util ltiww the difference: iKiwcver, when you talk to tiie ordinary fellow, assume tire language and manner they understand and use. ' 1 am courting criticism and expect such, but I feel that l am right in toy cornea- lions. Look at your program. .See ail the different groups holding meetings? Hazards, unsafe practices and remedies will be discussed pertaining to the work performed by men of that group or industry. ' You won't find men engaged in mining attending the ice men's meeting or a rail road man in the meeting of pork packers and tanners. Still there are many meet ings representing other industries than the one you are personally attached to. which you will find not only interesting, but a lot in common with your own problems. St will be of benefit to you to attend such meetings. However. I am getting away from my subject. Smile people arc naturally funny. Otlrer*. are educated to become so. The natural kind gaius attention of the audience by' the simple almost unconscious way they speak and act. ' Men are born leaders. Men are bom clowns. Exit some of us succeed in making fools of ourselves, individually and collectively. Somebody is nearly always to blame when things go wrong. No difference in our safety work. Selection of leadership is most important. 1 am wondering if the election of chairman, from employes by employes for the group is the proper method for con tinuous interest in the safety meetings? Your opinion may differ from mine, how ever. Jet's be frank with each other. John Jones is elected diairman, he has never held such a position, don't know the way of conducting himself or a meeting, and further more he might be Hike warm in safety work. The bys think it a tot of fun watching his fcehlc attempts and his embarrassment at this first meeting. I don't rare how popular John Jones may be among bis fellow men. lie lost his hold and attendance drops off. and no wonder. You sec the fallacy of such a procedure? If the selection had been controlled by the company, or at least under the influence of a foreman in the group whom we, of course, will consider as none other than 100 tier cent sold on the subject we are on, the result would have been a lot better. Before I go any farther. I want to make my viewpoint clear. The responsibility is ours as leaders and we can popularize the safety program by attending our em ployees' meetings. Our men like to rub shoulders with us and know that we con sider safety a personal matter and of such vital importance to us as we want them to consider it. Many a time have 1 heard this expression. "I would like to see Mr. X. come to our meeting. I know he is a busy man, but if he was sick for an hour things would run along all right." Interdepartmental attendance is very necessary. In most every line of business one department is closely related to the other and we must feel oursdf a part of the whole. Therefore, the necessity of Chairmen and Department Heads sitting in on each other's meetings, studying the problems find, if solution is hard to reach, help ing by participating it; the discussion. I can see a greater need for this than ever be fore and the present time particularly, because of a certain stagnation which has crept into the safety work for two reasons. ' First: Reduction in number of men employed. This no doubt affected many men wfio were interested heart and soul in safety work, and naturally weakened tire mcemivc, so to speak, towards obtaining a perfect record of accident elimination, as well as meeting attendance. Second; Inability on the part of the employers, due to curtailing of expenses, to promptly comply with safety recommendation. We must, therefore, find ways and means to keep up the interest, not by spending dollv*< hut by spending cents, or better still spend nothing at all. Ulcctrie Railway Section 699 We must realize, that for many years on most of the properties represented here today, large sums have been spent to adjust, if you please, installations to conform with advanced safety ideas. This should not be necessary now. and we should be able to see ahead on new work and prevent what we have paid so dearly in the past. Perhaps a loss of a life, a loss of an eye or a limb as well as loss of time and money. I am firmly of the opinion that our men, if given an opportunity to become ac quainted with what is contemplated, could give some concrete ideas along the safety angle of such project. This certainly should create interest and would do a great deal to popularize the safety programs. We are shouting from the house-tops about cooperation. Then why don't we let co-workers in on our projects? Why aS the egotism ? We must not understimatc the intelligence of our workmen. Different men have different viewpoints ami ideas. Personal experience of some 35 years, handling aaen. has taught me to converse with men down the rank and file about certain I had in mind with the result that 1 have received some wonderful ideas where least expected. These ideas were not, however, capitalized as my own. Plagiarism is a disease which finds ready victims in men engaged in safety work, as well as in other occupations. . Htwv convenient it Is to copy somebody's statement or idea ami present it as your own. Incurables are not rare. 1 read an article not long ago where an employee suggested an improvement. The foreman took the crelit. Iiis superior in turn plagiarized. Ike general manager rewarded the superior officer, the officer rewarded the foreman and the originator, oh well, he was merely doing his duty as a worker, hence no particular need of remuneration. Such tactics, if really practiced, would kill all inemtivencss. The time of holding safety meetings plays a very important part in its popularity. Of course, most men would just as well attend with pay, that Is, on their working time. This I feel is a fallacy, and more so, if some group docs and others don't on ibe same property. If meetings are arranged so that they cast be attended after closing time of the day's work, and ample notice given, men will attend. But what about the "bird" that never comes to a safety meeting? The fellow who always has a ready excuse why he cannot attend. - The bad part of it is, he is very apt to drag somebody else away with him, who otherwise would have attended. There is only one way out. Safety must be considered as a part of the employee's position with the company, and unless the right spirit prevails, such an employee can not expect the same consideration as the otlters. We are nut going to jeopardize our safety work or the safety of our interested employees by the action of a traitor to the cause. Too long drawn out meetings arc not popular. Short, snappy and to the point which again rests with the chairman, are the kind. Arrange to have a committee of employees to present the suggestions which have been turned in to them. Give time for discussion. Don't prompt for safety suggestions. A person who is a good safety man will come prepared to offer hts suggestions. Don't use snap judgment as to action which should be taken. Nothing destroys the morale or the desire to help as a rough, rude and insolent remark as a reward for a thought advanced. An employee who is made a laughing stock or held up before his fellow employees as an imbecile, cannot be expected to feel at home at your meetings, am! if there, adds nothing. If such a remark comes from a superior, irreparable damage is done. Lack of tact closes and locks the door to opportunity and opens the dungeon to dismal failure. Commonplace, you say, yes you arc right. We arc grownups, men with brains, why don't wc control our impulses. 700 Twentieth Congress--National Safety Council A reprimand should not be a public affair and certainly not at a safety meeting, if directed to an individual. Do you believe in humor? I invariably warn the men that whik they may go to sleep during the meeting, they must not snore. It is always a comfort to know that the agony of listening to me has passed, when they have gone asleep. A good story may enforce, illuminate and explain in a few minutes what a lengthy elaboration might not have done. It eras the peg to hang the picture on. Humor is a tonic and it should be clean. Far be it from me to infer that obscene storks could be used at a safety meeting, knowing as I do the white Kes which grace our meetings. So when we sum it all up safety is but a religion, and you know who draws the biggest crowd. Not the pessimist, not the mao who blows out all the lights, but the fellow who polishes up the dark side when there is no bright one. Unusual things always attract attention. Illustrations either in the form of moving pictures or still pictures carrying wit!) them the lesson we wish to put across do quite well. However, I beHere that simple pictures drawn in chalk on a Mack board hy the speaker, showing the part of equipment which we want particularly to be checked, pointing out the defects, such as cracks, bending, leaning, or broken parts, will hold the men's attention and create discussion. Perhaps better still, draw the i*rt and ask questions as to where defects are most apt to occur and why. Thinking is necessary in safety work and the more the better. Nioety-nmc per cent of our accidents are caused by lack of thinking before and too much thinking after they happen. In conclusion, gentlemen, will you agree with me that to popularize the safety program we must have salesmanship, leadership, tact friendship, appreciation, judg ment, humor, and inventiveness, and last, all rolled into one, htvnan understanding. Chaiuun Reid: Thank you Mr. Cordell, for your splendid paper. I am sorry that we haven't time for a discussion. 1 just want to say a word or two before we adjourn. These meetings have been exceedingly helpful to ail of os. We developed more discussion and that is a good sign. Take this information home with you and make such use oi it that your companies will feel that they were justified in the expense necessary to bring you Imre. We have three vice presidents in this Section, and I want to offer a suggestion as to how they may be of material help during the twelve months to come. I am going to ask these three gentlemen, Messrs. Brabston, Bush and Hodson. each to contri bute what would be equivalent to one page in the New* Letter. Juat item* on in teresting thing* that occur on your property or that you may be doing that will he helpful to the entire industry. Send those to Mr. Finch so that when he gets out the letter, he won t have to do it aU himself. The help that those three vice president* can give the editor this year will be of value to the entire industry. The other mem bers of the section should do the same thing. I want to express my appreciation of the honor you have shown me and trurt you will give me the same support that fou have given' Mr. Shaw and the other? who have preceded me. - ADJOURNMENT TWENTIETH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Employees' Publication Section Officers 1930*31 Sctieml Chairman--V. H. Kupkerek, The Studebaker Corporation. South Bend. Ind. Yiee-Ckainww, Middle IVcst--John N. Nolan, Tewcl Tea Company, Barrington, Hi. Ficc-Chainmni, hast--Walter E. Pixgree. Charles H. Tenney & Co,, Boston, Mass. Secre11;ry--Ruth E, Caoe, A E. Staley Manufacturing Co., Decatur 111. Pro.jrattt Committee--Eoc.hne T. Wilkins, General Electric Company. Schenectady, W V. Membership Committee--C. T- Kish, National Safety Council. Chicago, III. Service Committee--Gka:v B. Bell, Standard Oi! Co. (Ohio). Cleveland. Ohio. Executive Committee--The Officers and * Charles A. Ward. Pure Oil Co., Columbus, Ohio. Gilkrt F. Close, General Steel Casting? Corp., Granite City. 11!. C. EL Kane. Illinois Central System. Chicago. III. Tuesday Afternoon Session October 13, 1931 V. H. KUPFEREK, Chairman The Studebaker Corporation, South Bend, Ind. The first session of the Employees' Publication Section convened with General Chairman V. 11. Kupfcrer, The Studebaker Corporation. South Rend. Indiana, presiding. Cha!*max KL-rrwi**: The nieeting of the Employees' Publication Section will be opened this afternoon with a few remarks from J. W. Hfcks. president of the Chicago Industrial Relations Editors' Association, who brings you greetings. Jo^kvh \V. Hicks (President, Chicago Industrial Relations Editors' Association. Chicago I : It is not necessary for you people to be welcomed to Chicago. At nor last regional meeting, they got me up here for the purpose of welcoming the Employees' Magazine editors to Chicago. I tried to tel! tliem wc had an Art Institute and die Field Museum. Art Galleries and Stock Yards and places oi interest that they should see. Before the evening was over some of them took me to places that 1 did not know existed in Chicago. They knew the town much better than I did. Nevcrtlieless. it is a pleasure to have you here and on beltalf of the Iudustri.il 701 702 Twentieth Congress--National Safety Council Editors of Chicago, Mayor Cernuk and George Gaw. our '`greeter,*4 A1 Capone aud other notables, it is a pleasure to welcome you. Wc have all come to exchange ideas and talk about employee magazines. X am going to quit talking about it now because when 1 get suited I can not talk enough. Tonight the industrial editors are going to be hosts to you at a dinner dance at the Sherman, in the Crystal Ballroom. We have arranged a dinner, an orchestra and several vaudeville acts, and Pat Ward will help m the introducing. Once again i want to say. "Welcome to Chicago." Chairman Kutruua; The next order of business is the rej>ort ot your general chairman. Chairman's Report of the Activities of the Section By VICTOR H. KUPFERBR Editor, The Stodebakar Accelerator, South Bead, Indiana There is an old story of a certain backwoods preacher who was constantly ap pealing to the Church missionary board for financial assistance. The situation be* came rather chronic and the Board finally notified him they could consider no more of Isis appeal*. Shortly afterward, the Board received a laconic communication somewhat like this, "This is not an appeal, it is a report: I have no pants.'' There is ItUle that can be said, in reporting the activities oi our section, which has not been said before. ' Magazine Contest Oik accomplishment of this year's administration was the revision os the magazine contest judging basis. It is our belief that the changes which Here made are con structive. Whether they are satisfactory to the entire membership can only be determined by the vehemence of the storm of protest, after the awards have beat made. __ We are indebted to Sterling Patterson, editorial director of the Western Electric Company, whose suggestions, with slight modification, were adopted as the measuring stkjk in this year's contest. The committee of judges consisted of Mr. Patterson, together with C. T. Fish, editor of the National Safety Netvs, and J. L. Frazier, editor of the Inland Printer. We owe tltese gentlemen our heartiest appreciation for the time and effort they have expended m going over more than a htmdriM pumicatimis. Regional Meetings Your chairman was indeed disappointed at having to lose the services of two such able vice-chairmen as our good friends Herb Roth and John Nolan. Both led to resign doe to a change in their lines of endeavor. W. E. Pingrcc, of the Charles H. Tenney Company, Boston, after some persuasion, agreed to take on the eastern vice-chairmanship and took complete charge of the eastern regional meeting held in New York on April 24. Mr. Pingree set up a program based gti the magazine contest features and 1 am sure a delightful and profitable time was had by all. The regional meeting at Chicago on March 5 was promoted largely by the Chicago Industrial Editors Association. Mr. Nolan assisted materially in setting up the program, prior to his resignation. I was present at the meeting and can say from experience that it was exceedingly worth while. ' The News Letter 1 Itave said before that the News Letter is the lifeblood of our section. Every luembcr participates In its benefits inasmuch as it is mailed to each of us. Grady Employees' Publication Section 703 Belt. Emil Vogel, and Hugh Wright have done a good job on the News Letter this year. My conviction is tint more of us should contribute to the News Letter. John Brandt, editor of the J. L. Clark Router, suggests that wc sliould run personal news concerning members of our section in the News Letter. It is an idea which might well be considered by the service conunittee for the ensuing year. The National Safety Council We arc grateiul to the National Safety Council for its service in mimeographing and mailing the New* Letter to our members. A worth while innovation this year was the inclusion of the employees' publication safety service with cad* News Letter. 1 am sure we all appreciated this. The Council also assists our section in many other ways: making alt arrangements for our annual meetings, handling the details of our magazine contest, printing our stationery, providing consultation service, etc., etc. Our ambassador at headquarter* is Carman T. Fish and to him personally we arc deeply indebted for his interest in and efforts on behalf of the SectionUnder the chairmanship of Ernest Augustus, Editoi of Mead Co-Operation, Ohio editors held a meeting in connection with the Ohio Safety Congress. Wc believe more state and local organization* should be fostered at strategic locations and further effort along tills line is recommended. An attempt was made to start such an organization on the Pacific Coast but wc were unable to locate anyone wlto could give the time to inaugurate the program. Progress CoeuaSttes Tle results of this year's program committee's efforts will be evident during the next two days. Eugene T. Wilkins, of General Electric, Scheuectady, is responsible lor our set-up, together with Joe Hicks and his Chicago association, who made local arrangements. The program committee, which must line up its events *0 far in advance, in order to get them into the printed Congress program, has a real job and Gene lias given us a menu with plenty of "stick-to-the-ribsM stuff in it. 1 liad no intention of making an extensive report. If 1 had my way it would stand as I gave it to you in the August News. Letter. However, I bowed to custom in this respect. I would rather make an appeal tlian a report. Tint appeal would be for everyone of us to take to Heart his responsibility as a member of the section. Help the News Letter editors, help tlc program committee, help the officers. Everybody helping will bring achievement which will make onr section, our publications, and ourselves potent factors in the task of making employees of our companies safer, liappier, and more prosperous. - The program tails for an item at this time, which it is the extreme pleasure for me to present. Grady Bell is rather inclined to pass the h nor for this year's News Letter along to the Associate Service Committee, and p rhaps this tlmtight is quite well taken, because Grady hiked off to Europe after he had put out a few letters; incidentally that was before he was married, too, and I cannot quite figure that out yet, unless he thought he would have one more good trip; but Grady started off and gave us some very* good work In connection with our News Letter. The News Letter's Place in the Section By GRADY B. BELL Chairman, Service Conunittee Fellow Editors, Mr. Kupfcrcr was very good in introducing me. 1 do not believe diat anybody here knows less than I do about H>e place for the News Letter in the section. I regard it almost as the section itself, so I do nut have any message to deliver to this group. I come unprepared. 704 Twentieth Congress--National Safety Council 1 doubt whether any of you have come to our meetings with a better excuse tor making no preparation tlian I have. You have heard a lot about this trip to Europe of mine. 1 could not see that it should worry anybody, but what none of you do have straight is the fact of this getting married business. I think it is somctluug that might be included in the next News Letter, in the way of a safety lesson. Imagine a man coming to a National Safety Congress and getting married. As a matter of fact, this just happened Saturday, so that is part of the reason dial I have no message to deliver here. 1 am perfectly serious when I say I do not think it is appropriate to give me fifteen minutes lo talk to you about the place of the News Letter in the section, because cer tainly you people know that the section itself, and the life of the section depend* upon the News Letter. Without it, would there be a section? Of course, somebody at the headquarter* of the National Safety Council could write you letters, apprising you of the dates of the meetings, and other information; but isu't 75 to 90 |r cent of what wc get out of our association with the National Safety Council gotten citlwr directly or indirectly from the reading of the News Letter? I got my first introduction to the National Safety Council through that reading of Hint New* Letter. Since then, through the News Letter, J get all my benefits from this association, either in the way of information concerning meetings which In them selves arc valuable, or other benefits which come directly from reading the News I-etier. 1 would like at this time, again, to express my pleasure first to our chairman. Mr. Kupferer and second to Iwn men who are not here, the other members of our Service Committee. Hugh Wright and Emil Vogel, each of wluni edited three of the news letters, a total of six. leaving but five for me to do. That was a lucky break for some of von readers. Next I would like to thank all the contributors who have sent anything to the News Letter, directly or indirectly. Whether the letter has been good or bad, cannot be credited to the chairman of the Service Committee or any member of that com mittee. Its value will depend upon the contributors to it. John Brandt has made a suggestion, alluded to in Mr. Kupferer*s report, that if he were editor of the News Letter again he would find a way to get more personal new* in about the editors who read that News Letter. Some of us regard personal news items m our own employee publications as an evil necessity. I do, personally. I do not confess to any such great interest in humanity that I care to read about the births nr marriages of people whom I do not know. I think, likewise, those people here who do not know me, arc bored with this business about my trip to Europe and my mar riage. However, concerning those people whom wc do know, wc are interested m these things and I would add one suggestion to that incorporation of personal news items m the news letter, and tiwit is a few jokes. Anything that might Ik done to get more people personally interested in it. would be good, rather than the way it scents to lie now About 75 per cent of the editor* of the country, over 400 editors, get this letter. You hate Isci c a goodly number of those who are actively represented in the News Letter. Alxrnt three or four dozen at the outside are contributing to and supporting it. 1 do not think there is any letter suggestion than that Mr. Brandt offers, to improve its* value by fiuding wmc way of getting tlrosc persona! news items, and thereby getting the personal interest of say 400 cidtors who arc now getting the letter and perhaps throwing it in the waste basket. Ii I were editing the ncs letter again. I know whai I would do. Mr. Brandt has told you what he would do. I would ask Mr. Fish fur the names and addresses of those 400 editors who are getting the News Letter, and I would write each one a personal letter at some time during the year. There are eleven issues of the News I*eiter during the year. I would divide that total number by eleven, and write that Employees' Publication Section 70S many letters each month. I would not try to write this form letter to any editor more than once during the year. Of course if he was interested, that should start it. It would cost me a little money. It would cost tny company a little money for me to write these letters; but it costs my company money to allow me to act as chair man of the committee, and I think the job is worth doing well. It would be better done if we could establish some connection between the headquarters and the chairman of the Service Committee and those who are supposed to read the News Letter. Again, the place of the News Letter in the section: If you can justify the publi cation which you edit for your company, within your own organization, by that same reasoning you can justify the existence of the News Letter within this section. I think we have an advantage in this section: that wc do not enjoy in our individual publi cations. Most of us edit publications that do not have so direct a business appeal. We earn our living by being editors. We find in the News Letter a great deal of material that directly contributes to our bulletin and helps us to do our job better. At least that is our avowed purpose: to better enable the editor to do his job, and where our bread and butter t. concerned, w are more apt to read the publication. I do not think many of the employees of the company which employs me arc very conscious of the fact that they might be better equipped for the job by reading my publication. If it were not for the realization on the part of those who do read the news letter, ! am afraid It would not bh good at all. Our only consideration in rii*cttsing the News Letter should be. "How to improve the News Letter and how to widen its cycle of interest; how to make a direct ami personal appeal to more readers." 1 would now like to open tire general discussion <*n the News Letter, any phase of the News Letter which you wish to discuss. C. E. Kam: (Illinois Central Railroad Company. Chicago) : I was a little hit discouraged at what Mr. Bell said about the News Letter, that perhaps 30 or 40 work on it. and take an active interest >n it. and perhaps 400 throw it in the waste basket. I do not think that is quite true. I have always felt that we have a lar^c number of people who get the New* Letter and get a lot of benefit out of it. but do not contribute to it and seldom come lu our meetings. I know from personal experience there is a whole lot of difference between getting a News Letter and silling down ami writing a contribution to the next News letter. There is an effort involved, and unless something really moves me to action. I do not do anything about it. You all know that volunteer workers arc few and far between, I remember that in the army, when they wanted a detail to peel potatoes, they did not ask those boys who wanted to do it. They called off a ILt of names and those that were called went and peeled potatoes. . I am very much interested in having the News Letter conducted, allowing the editor each mouth to name the contributors, not to the exclusion of the volunteers who happen to show up, but in order to plan more or less the campaign Hat the letters should follow. I think if we have an editor who is fairly well acquainted with the section, as most of you are, he can pick otrt or assign topics for the coming News Letter, in addition to circularizing a certain number each month. I suggest, instead of attempting to rely on volunteer contributors, that we try to make a definite program, by calling each month on a certain number of selected contributors. Mr, Bell: That is an excellent suggestion. I did not state wlat I would like to put in Uvose letters which would go to 400 each year, but it would be in the nature of an assignment. Last year I tried that, but it did not work. I did not put it in the paper. It is much easier Tor Joe Hicks or Emil Vogel to get out an assignment, if I ask him to as wc leave here. Suppose I ask somebody in Chicago, as I did last year in Pittsburgh, to write me a story ou this convention. I did that last year and it was laughed off and I had to write something myself. I had to take my assignment, because I rather felt the Pittsburgh editors were too modest to do justice to that excellent meeting we had over there, and perhaps tlat 706 Txventitth Congress--National Safety Council would be true of any Chicago man; but 1 believe the assignment basis of circularizing the membership would be the only sound way. j. G. Bhawlt (J. L. Clark Manufacturing Company, Rockford, Illinois.): I think many of us who have passed through the fire will realize that we tackle a job in this section perhaps entirely uomstructed. Two years ago I was editor of the News Letter, and Mr. Kane who was chairman of the Section at the time did something that was of more help to me titan anything that occurred. He revised the mailing list by sending out a coupon in the first News Letter, advising the readers that it that coupon was not returned their name would be taken from the mailing list; and he had those coupons sent to me, in order, as he stated, that 1 might become acquainted with the membership. I took advantage of that opportunity, by writing the members. Now, in order to fill up the pages of my News Letter, I would select names of that mailing list as potentials, assigning subjects to some of them, and leaving others a free hand to do as they chose. It all worked out fine. That gave me something to stand on, and I think that if the same thing could be put into effect each year, each succeeding editor of the news letter would have gained several jumps on the job beiure he started. C. T. Fish (National Safety Council, Chicago) : Mr. Brandt spoke about that coupon to revise our mailing list. 1 might say that we did not make good on our threat to discontinue those who did not said in a ctwpoo. If we had done so, we would have had a mailing list of less than one hundred. Several of our faithful mem bers did not send in Ueir coupons, and I knew if we yanked their cards out of the file, then three or four months later they would wake up ami write in for back copies. 1 let the list ride, and revised it from time to tune, by the postal returns. Ralph \V. Liddle (Commonwealth Edison Company, Chicago) : The average editor as be picks up the News Letter is usually pretty busy, if lie is given an assignment to prepare a discourse on a certain topic, he may be inclined to neglect or slight it if given the opportunity; but it is not difficult to supply a brief discussion of some idea that lias been presented. 1 remember in some of tlus letters, a topic of discussion had been started, and in some succeeding News Letter, at least in one case, there was a note that the replies to this question were very small. 1 know that I, personally, made no reply to them, until one came along that I happened to have some interest in, and thinking of the job Grady was having. 1 said, "I will give you my turn for once, how ever bad it may be." It took about ten minutes, and it was sent along. I think that may be the pant toward the solution. If the editor were to take upon himself to find out interesting topics, or topics that should be of interest to a number of members, and send out letters to a dozen members or more through the list through the year and ask them for a contribution to some thought, out of the group some would be found to have a definite interest on that subject or at least one have a pointed idea on that subject. . Ma. Bell: Wc $an not claim any credit for the round tabic to which Mr. Liddle refers, because it is a result of our failure at titc last national convention in Pittsburgh, afore mentioned, to conduct a round table at this session. We filibustered too much and had no time left for a round table! and the questions that had been submitted for round table were handed to me by Uncle Pat Ward at the conclusion of the session, and I thought it might be a good function of the news letter, to continue in its pages what we had failed to provide time for at the session. The result was a more or less continuous round table discussion. There was no direct solicitation in this, however, as questions were merely published one month, asking for discussion for the next month. The response was not very wide. We got some wonderful discussions, I believe, from the few people. However, there was not sufficient variety of discussion. Eur4i.SE Taylor Wijktxs (Genera! Electric Company, Schneetady, H. Y.) : I want to add my endorsement to die News Letter. Since it Has been published, I have saved e*eiV copy. I find it mighty interesting to look over those copies and I have culled Employees' Publication Section 707 here eleven articles which I believe would save any editor one hundred <lollars at least in the preparation of his magazine. Those eleven items are mighty valuable and I cut them out ami have saved them just for ready reference. If you men have not cut them out I advise you to look over your copies and I think you wilt find something there that yuti have overlooked that will help you out in your work. I might add a suggestion that we restore the index on our News Letter. I found it very handy to look over the index, when looking tor something that I had read in past issues. Regarding the personals. I think it might be well to put in the names of the editors who have attended this conference. We liavc met them, but sometimes wc have for gotten their names when we leave. I think if we put in little items to give a iiersoual touch. I suggested to Mr. Bell that wc put in the names of the members of our section, taking so many each month, so wc know about who is included in our group. That seemed to be too much of a task ami take up too much room, so that was passed by. I also endorse this plan of sort of drafting these different editors in these different discussions. 1 would suggest we keep these discussions sliort. Mil Bell: I think wc should have a list of these eleven articles which provide a lesson in economy. H. W. Fitch (The Delaware and Hudson Railway Corporation, Albany. X. Y-): How did this man save $125. M*. Wilkins: They -were mailing weekly, and once in a while they wanted to add an extra four pages to an issue, and were deterred by the fact that it would cost extra printing and paper ami also a cent more in mailing. They saved this extra cost by instructing the printers to trim an extra sixteenth of an inch on three sides of the magazine. There is where he saved $12S. Another is on typing copy to fit your pages. Another is using the blue print on the photographs: another is helpful hints by Charlie Kane. He has about four items ire. Another is about grade of paper to economize; here is another about home made car toons. That is a valuable service. Another is an even basis of measure; another is the legibility of colors, sltowing the variety of colors. Here is this valuable list of books which any editor slwuld have or refer to. There were about 25 appeared in one issue and about ten others added to them. There is a whole lot of valuable information that we have thrown into the scrap basket that would save you money. Mr. Fitch : May I ask over how long a period of time those were published? Mr. Wilkixs: Two years. Logan Anik:rson (R. R- Donnelley 2c Son*. Chicago) : May I suggest that any trimming be done on the front tail only if you arc going to have copies bound? If this issue was trimmed all around, you will have bad margins on top of the hound volume. If it is necessary to trim all around, instruct your binders to sew the hooks that much below the others, and your margin will come out all right. Chairman Kuwerer: I have frequently referred to the News Letter as die life blood of our section, and I think it is. As chairman of the section last year, it was incumbent upoi. ie s add a fetter to each issue of the News Letter. It brought to me forcibly that I >^.d a job and a section each month. I do not know, as I look back, whether the letters X wrote did very much in the way of adding to die News Letter, but the letters were simply my feeling at the particular time I think the trouble with a lot of us is that we are too modest. Possibly some of us feel that this is our first meet ing of the section, and that I should not talk here because there are too many old timers. Some of us feel that because we do not happen to be among the group that was at Pittsburgh last year and Chicago the year before, that wc have not any right to talk. I think we should get over that idea. There is not a one of us but what has some idea to suggest. In Hue with that thought, I had prepared a number of subjects here, on which we can all make suggestions. Before the day is over, I am jfoing to have these papers distributed, so you will have 70S Twentieth Congress--National Safety Council a chance to resistor your own opinion on any subjects in connection with the section. If it is not covered in the section, you can turn your sheet over and make your sug gestions there. Our meetings are fairly brief, and in a day and a half we do not have d chance to get acquainted with fifty other people, as much as we would like; but I want to encourage the people, every one of you to feel this is as much your section as it is the chairman's, editor o>f the New's Letter or any one else. Just because you liave not been Cuming to these meetings five, six or ten years, as some of tts have, you should not feel bashful about it, but you should register your opinions, each of you. Wc will get 1letter acquainted with you if you will do that. Some excellent suggestions were made fur the improvement of the News Letter: hut I think we all should feel that it iw our problem. If we are just getting it euurcth after month, soaking it up like a sponge. we are really nut dutxqg >ur part If it is fine, if h is good, write in to the editor and tel! ium >ua thmk h* law wa good on a certain thing. If H is not good, write and toll him what >ur iiura mum are fur improving it. If we adopt that kind of policy, every *<oc if a win hr laclwdaf m the contributors of the News Letter. We shook! ail take avtise part. srl that hncam v you arc not trained journalists you should not con- inbutc u- it. ! thmk wir all bmakL We should acknowledge a benefit or adraamge we receive kua st. ad I think we ought to get our ideas registered, and leave it ap in the ctamaan the service committee or whoever happens to be handling the news letter whether they thmk the contributions worthy or not. At least you have had ytnur bk2. R. B. Ixjjan (Philadelphia Gas Works Company, Philadelphia): I would like to ask Mr. Wilkins to refer to ll*e file, to give us a little information as to how this $125 was saved, whether he can give us the classification and the 5lumber of copies mailed. Ms. Wslxixs: That was a contribution from Annour Magazine, S. P. Wild is the editor. He ctit the margin off and put in four more pages. Mb. In concluding this discussion. I would like to include thanks for one group of members of our association, and that is Pete Murphy. Some of you may know him personally, and some may not. but I forgot and I apologue to Pete or such of him as may he present, and also to the absent members, for their contributions to this Xcws Letter. To keep the mystery of Pete Morphy alive I do not think detracts from our interest, in Pete Murphy's handling of your house organ. 1 think it is an advan tage for us to have tlw viewpoint of some other editors on our particular magazines and newspapers. Pete Murphy gets about among the other editors a great deal, more than most of us do. and his viewpoint is constantly freshened by his association with live wire organizations in one of our big cities, and Pete Murphy has very generously contri buted to our News Letter for two years that I know of, and perhaps under a different name for previous years; so on behalf of the entire section I would like to thank Pete Murphy for his criticism and contributions. CfiMRMAX Kcpferer: 1 believe wc are already seeing the advantage of an open discussion ratlier than a prepared discussion. It was formerly the custom, as some oi you may remember..to have the speaker present his paper, and then to have some one read a prepared discussion, which it seemed to me. rather detracted from the spon taneity of the discussion. I certainly have appreciated the way you have ah jumped into this thing, and I hoj* this spirit is going to continue. The next ltaper n vor program is by F. Harvey Morse, editor of Chcckrriints. of tlx Ralston Purina Cenpam. St. L*>ek. I understand Mr. Morse has dunged his connection, and lut gi* to Nets Y>k and a i> impmsibie for him to l>c here. He 1* prepared a pajier Knsvtrr. which wii he read bjr Mr. H. \V. Fitcli. of Ue Dela ware and Hod*ja Rail*** RmWomI Crp,. Mfeam, N. Y. Employees' Publication Section 709 Hints on Handling the Reporter Staff By F. HARVEY MORSE Editor, "Cheelterlinlca'% Ralatoo Puriai Cd^ Sl Louis, Mo. The oewsiness of an employees* migazuu* will depend very largely upon die cuoperabun received from those designated as reporter*, or correspondents. Except in the case uf a very small, compact orgajuxatkxi. the employees' publication editor will oecd a group of reportorial assistant* tu keep him in touch with those intimate, gmcantuos happenings that only one immediately *>n the ground can pick up. However, even in the ease ot the smaller publication---even though the editor can cover the ground--it may still be expedient to appoint several reporters from different departments, in order to stimulate interest and make the employees feci tliat it is their paper, ratiwx than the editorV paper, or the management's paper. The Job of the Reporter The first job of home magazine reporter is to get the facts about what goes on m a particular reporter's jurisdiction, and get them into the editor's hands In time * for publication. The man or woman selected as reporter should, first of all, have a "nose for news.'* Whether he can spell correctly, or write grammatically, is uf less importance than that he have the ability to see an interesting happening when it occurs and the feeling of responsibility to uke hi* job seriously, write up the happening, and send it in. Obviously, if with this "nose for news** there is also the ability to write effectively, so much the better. In the average shop, however, don't look for too much literary ability. In fact, yew won't find much, even in the office. Don't put rite burden of getting material in on time on the shoulders of your reporters entirely. After all. they consider their house magazine work as a spare time, voluntary job; their major thinking is being put into the regular job. Don't expect them to remember that your closing date is the 15th. Several days before that closing date, send a memorandum to all reporter* calling the date to their attention and asking that they have material from Iheir departments in your hands not later than the date specified. If you are organizing a new reportorial staff, you may, for a time, have to plan a final follow-up Our CAcc&cr/iiifa staff at the Purina Mills has not required such follow-up for several years. In fact, wc have had so much material about the specific company activities coming through regular channel* that we have hpd to discourage reporter* from sending in trifling items that might drdinarily find a place in the magazine put out by a company not having such a thoroughly organized personnel program. At one time I thought I was running short of the persona! items that are so much the life of a house magazine--so I sent a follow-up to the reporters. Each and every one received it as a personal distress signal. I was simply swamped with material, much of which I had to leave out because of budget limitation*. Consequently. I haven't sent out any general follow-up since. We have found the com petitive spirit between departments is almost a sufficient stimulant. One month, our ad-service department (the group which handles multigraphing, addressing, mailing, etc.) may have a large amount of space, and the traffic department not even a single item. When those traffic boys sec that they have been Jeft out. they jump on the reporter. One morning he will sneak into my office and remark that his department ought to have a pace next issue--and he will see that it is produced. This fceJcng erf rivalry fc particularly strong among our various branches. So is the spirit of cooperation among those branch reporter*. As a rule, they have played the ga*ar t<to per cent. TWs may be due to the fact that the smaller branch groups do not have the cemam with the larger Sl Loci* headquarters group--do not have the advantage* freuewne *na* meeting* and things of that sort. . 710 Twentieth Congress--National Safety Council Six years ago when I took over the editing of Cheekerlinki 1 discovered that the reporters were waiting until tliey received my notice that material was due. Then they attempted to sit down and think of all the things tliat had happened since the last issue of the magazine. Naturally, they had forgotten many of the important happenings and all of the interesting little 'Vise-cracks" that make such good reading in employees' magazines. 1 therefore, secured enough small notebooks to supply each reporter--books costing four or five cents each. On the front of each book I pasted a few brief suggestions about the type of material wc wanted for Checkertinks and also threw out the thought that when something of interest happened--when aomeooc sprung an original joke--that the reporter jot it down m die notebook immediately. Then when the call for news came, ft would be a simple matter for the reporter to go over his notes and write up the happenings that are most worthy of being written up and discard the material which, after bring allowed to cool off, was of little value. A second function of the reporter is to write up this material in a form as usable as possible. I haven't forgotten that I said a few minutes ago, that the ability to recognize news is of first importance. It does not seem to me, tliough, that an editor need allow his reporters always to remain poor '`preparers" of material. There arc a lot of little suggestions that you can pass along to a reporter which will help him to turn in material in better form. You can, to a certain extent, teach him what is usable material, so that he will know it is of relatively Httle interest whether Jim Jones was seen at the picture show with Mary Smith, but of rather great importance to let the group know that by quick action Fred Martin prevented what might have been a disastrous fire, or that Joe Brown went out on his spare time and sold his neighborhood grocer the products made by his company. So, too. we can gradually teach the reporters to give alt the necessary facts-- not onlv tliat we want to know that Louise Lawrence married Bill Barton--but when, and where. We can impress, also, the necessity for accuracy in the spelling of names, initials, dates, places, etc. Then it Is perfectly possible to give those reporters a few suggestions on the technique of writing a new story, for example-- How to write the lead. Including all the W's--Who, What, When {and sometimes Why). Relating the important facts first and the minor facts afterward. Writing in short, simple, sentences, using simple words. Avoiding verbosity. For the benefit of the Ckeckerlinks reportorial staff, we worked up a nine-page set of mimeographed suggestions covering the following ideas: 1. What kind of matter is suitable for our magazine. 2. How to write news material. 3. Humor, acceptable am! not acceptable. 4. Feature articles--what to get and how to get it. 5. Writing the editorial. 6. Writing the book review. ,, 7. Gathering the material. . &. The mechanical side of an editor's life: under this section, we asked the reporters who could use typewriters to type their material %% inches wide (the typewriter cliaracter count equivalent to our magazine column width), and things of that sort. 9. How to take suitable pictures for reproduction. 10. Why material is sometimes omitted. Some reporters profited materially from these sheets--others of course, were not particularly interested. You will fiud some of that sort in any group. Much of the feature material the editor naturally has to "dig up" himself. 1 have Employees' Publication Section 711 found it desirable, though, wherever possible, to work through reporters in order to get that material. For example, wc ran a scries of articles built around the various cities in which the Purina Milts have branched It would have been very easy for me to write to the chambers of commerce in those cities for pictures and facts, and work up the story myself- H is better in a case of that sort that tlie branch reporter collect the material and work it up personally. I have 3>ecti able to bring a number of interesting feature stories to light by working through branch and department reporters. Sonic reporters merely suggest that a certain man or woman in a department has a certain hobby, or has made a particular record, and expect the editor to get the story. Those reporters still feel a "part ownership" in the story for having suggested it. Building the Reporter List In a smaller organization it is possible for the editor to pick his reporters personally'--lie'll know most of the likely people in the firm. That isn't possible, however, in the larger companies. Ordinarily. I (or my assistant) consult with the various department heads and with the personnel directors to determine on the reportorial staff. We have tried, as far as possible, to put reportorial appointments on the basis of bring part of a particular employee's job--not a voluntary job to be done if ttwrc be time. It is usually best for the department head to lay that particular emphasis--as editor. I content myself with sending the new reporter a notice of his appointment, with a word of welcome to the staff, and a copy of our suggestions. 1 2ave found it wise to make appointments for a definite period, usually six inontlis or a year. It's a good idea to change tlie staff from time to time, in order to bring in new viewpoints and perhaps discover some good usable material. This definite time appointment makes it possible to make changes witlwut hurting feelings. Maintaining Enthudum For some reason or otlicr, tliere are firms committed to the policy of not running editors' names in their publications. I believe that policy is short-sighted. No matter how poorly one may write, deep down in almost every one's heart {here is a longing to wm a place among tlie great authors in some leading magazine. To a slight degree, this desire can be satisfied through the house magazine. The reporters should be given credit for wliat they do. We list our reportorial staff at the head of the editorial page. Other companies, particularly wide and scattered organizations, such as the big chain stores, include the reporter's name at the .head of his particular column--a good plan, if there is considerable material coming from each reporter. At times, I have felt pretty "mean" when some salesmanager or the "Big Chief" took a piece of copy which I considered perfect and messed it all up with changes and corrections. I have lived to keep some of those incidents in mind when dealing with copy supplied by our reporters. I try to run material as nearly as possible as written by the reporters. Then they can look on the paragraph with more pride and can say, "I wrote that." This can't always be done, of course. All too often someone will send in 500 words of minute detail about some little affair that isn't worth more titan 30 words--and naturally, you have'to cut. Tlie ideal situation, I suppose, would be to return the material to the reporter and ask that he re-write it- When getting out a magazine under pressure, that isn't always feasible. Again, I believe in keeping my office door open to Ckcekertmks reporters. I'm glad to have tltem drop m to talk about the magazine at any time. I try to make them feel free to bring in suggestions--sometimes they make some good ones. At any rate, those personal chats give me the opportunity to explain the pedicles hack of our publication and to bring the reporters into a more wholehearted sympathy 732 Twentieth Congress--National Safety Council * with those policies. Because of the large number of "frivolous" engagements.---and a few hasty, unfortunate marriages--our executives ruled that ChtcktrUnks should make no mention of engagements. It is rather difficult to explain why. in a sheet of suggestions. Such a policy can be explained personally, however. We have also put on occasional noon day reporters* luncheons. Personally, I believe, where a large percentage of the reporters can be brought together, that it pays the company to give such a complimentary luncheon or dinner at least twice a year as recognition of the work the reporters have done. Such a meeting also makes it possible for executive* and department heads to explain policies and to emphasize the important place such a magazine plays in company growth. I recall that at one of our luncheons our vice-president-treasurer emphasized strongly that every column in our magazine was costing a certain definite sum of money. "When von write an article for Chcckcrlinks, just ask yourselves" lie said, "whether you'd be willing to pay that much of your own money--or of the company's money, if you were a stock holder--to put out that pjece of news. That will be one basis on which you can judge its relative value." Such luncheon meetings are ideal places for open discussions as to how well the magazine is going over, possible improvements, and things of that sort. Chairman KirtTgREft: Is tlicre any discussion on this matter of dealing with reporter staffs? R. E. Day (The Kellogg Company, Battle Creek, Mich.): 1 have been wondering how large an organization has to be before it becomes profitable from both time and effort to organize a rcportorial staff? Wc have a weekly newspaper, and we have been considering tire establishment of a rcportorial staff through the plant and through our branch offices. If any one has any suggestions along that line, we would like to hear of them. Miss Makcakct T. Stevens (Baltimore and Ohio Railroad Company, Baltimore. Maryland): Wc have 135 or 140 correspondents or reporters on our magazine and they arc scattered all over the country. Each month the editor sends out a letter four or five days ahead of the time when their notes are expected, and in this letter tells how to look out for news, the kind of notes we would like to have them get, and stresses campaigns such as safety and business getting, and also gives soma idea about writing the notes: he tells them particularly what kind of notes wc do not want, which is of considerable help. In normal times we get these correspondents all together in an annual convention, and we usually have the president and other officers speak to them. In this way they can recognize the importance of their rcportorial job. We give them a banquet and perhaps a theater party and take them to a football game or something like that. We give credit wherever credit is possible, and figuratively we get excellent tips on good stones from them, just through their notes. If wc feci the correspondents arc able to handle this story* properly, we write them and ask them to outline the story as we would like to have it. If we feel they are perhaps not able to handle it. one of tire members of the immediate staff goes after this story. C- E. Kaxr (Illinois Central Railroad Company, Chicago) : The thought that wc just had is fine. It is practical, and 1 got a lot of good out of it myself. In response to this inquiry about the number of reporters--our organization is pretty well shot to pieces right now. but in norma! times, on the Illinois Central, we have*had approxi mately 200 to take care of 250.000 employees which makes about one reporter to 250 employees. One other point in the paper tliat I liked was die importance of personal contact, getting to meet the reporters, and talking on the policy of the magazine. Miss Stevens referred to tire meetings they hold on the Baltimore and Ohio. Due to the depression, we have abolished certain meetings that we held of our tnore important reporters, and I think it is one of tire saddest things wc have had to do. 1 do not know of a thing Employees Publication Section 713 I would recommend aiiead of getting your reporters together, talking to them once a year, twice a year or every three months if you can, and thereby carrying on currently in their minds the policy of your publication and of the whole organization. CtiAIRMAN Kurrxxx*; As Mr. Kane has indicated, I do not think the size of your rcportorial Maff depends so much on the employees as it does on how large a publi cation you are getting out and how nearly you are filling your news pages. If you have quite a number of pages set aside for news, then you want to select your reporters in strategic positions so you will get at least that amount of news. 1 have also noted in some publications that each month where the reporter is from another city, a reporter's jjhotograph is set in the copy. That is an idea tlvat might work nut once in a while; at least wc could feature the photograph of some reporter each month or each week, so to speak, if you had quite a number of them, so that you would personalize the item by the reporter, too, and show the people in the particular district nr group who the fellow was that was handling tire news, and it might be an idea to Have him submit articles to the reporter for news items. * Mr. Fitch: 1 have just one other thought which is perhaps quite at variance with some of the suggestions here as to giving names. This is taken from our own experi ence. At one point, we had a reporter who was generally known among the men a> being "the reporter." He could not come up to our expectations, however, and f made Arrangements to have another reporter cover the assignment, and at his suggestion together with the supervisor in charge, he is doing it incognito, and a good many of the fellows are wondering where these hems are coming from now, because they know very well the fellow they think is a reporter never did know aliout what appear* in the paper; so that in some cases, perhaps, there i$ certain value in having your reporter unknown. Mr. Wilkins: If a publication is to he an employees* publication, it wants to have reflected in it the activities of the employees ; whether large or small, I think you should have sonic designated individuals who are reporters. - In the paper just read, I see that he apj>oints them, possibly hy conferring with superintendents or some one in the organization. That might look as if they were picked men from the company to do that particular work. In our company we have an election once a year, and votes are cast for reporters: it is entirely up to the employees to pick out their own reporters. If a man has not been doing a good job the past year, he knows he will not be re-clectcd. So In that way we get a class of reporters who are energetic and they feel a responsibility in reporting the news items. Then at the head of each, section wc place their pictures, as Mr. Kupfcrcr has stated, which gives them a little individual preference and a little dignity for the job; then once a year or two or three times a year, if it is possible, we will give them a dintlcr. My office is always open to the reporters, and they come in and bring their section notes, which gives me a contact with those reporters at least once a month. Georce N. Kaufman (The Columbus Railway Power and Light Company, Colum bus, Ohio) : I wonder how some of the people handle their reporters' copy. I know some of the copy that comes to me would not be fit to print anywhere. Wc often get into some trouble there in rewriting, doctoring np some items. 1 wonder how some of you handle that. C. A. Ward (The Pure Oil Company. Columbus. Ohio): Cut out anything that is doubtful Edward R. Egcer (Chicago Rapid Transit Company, Chicago); That question hrittgs up the importance of diplomacy in dealing with correspondents. You Have many correspondents who can not write English. That is unfortunate, but there is no doubt the correspondent gets you a contact with the employees that is invaluable; but you cannot be in touch with the employees all the time. You must inform the employees that they must fee) the responsibility of not sending in anything that will hurt any body. I know of cases in our own company that certain items we felt should be left out. We took a check on one with the superintendent of transportation, hut he said of 714 Twentieth Congress--National Safety Council this particular case of a rarztng item, '`Let it go in. That will be good for that num. He cannot take a joke. He is kind of a sour apple in this division, and wc want to leach him a lesson and try to make a good fellow out of him/' Now as to doctoring the copy, naturally it is the prerogative of the editor to cor* wet the copy; but you must be careful not to butcher copy when it is not necessary. I have one case in mind, one of our correspondents is a woman who is a ticket agent, a university graduate; she writes excellent English, but she has the unhappy faculty of not saying the thing in few enough words. However, her copy is so good. I make it a point to see that it gets in just as she writes it, because she writes such good English and everything site writes is a pat on the back to somebody. CiiAifcMAX Kuffkrek: Mr. Morse very kindly gave us a supply of his standard practice instructions to his staff. Those of you who are interested may secure this nine page leaflet of suggestions for the Checkerlinks staff. You may find it well worth while. _ At this time I want to introduce John A. Lyons of the Mergenthaler Linotype Com pany, Chicago office, who will talk to us. A Simple and Accurate Method of Copy Fitting By JOHN A. LYONS Mergenthaler linotype Company, Chicago, IU. In the matter of copy-fitting there is one point that wc aH have to watch care fully because of the heavy cost of resetting matter- Before accurate copy-fitting charts were available matter was sometimes set the column width of a magazine page and then when dummying up the pages the cuts were marked in. You can readily see what a wasteful procedure this was. Then there appeared charts of solid figures giving the number of words to tire square inch, but the'e would not do us much good today. Further development pro duced charts with type faces keyed mi the hack and this one, consisting of one disc superimposed on the other, permitted us to readily determine the number of char acters to the line, covering the faces indicated in the code. Further, wc find this chart based on the word, "the." There is a straight line to the left and one angling to tlie right. By placing the word, `'the," between these two lines the figures to the right iudicaie the number of characters per pica, and then one can readily find the number of characters in the line from this poiut. Many type specimen books and matrix specimen hooks give the lower case alpha bet measurement of the various fonts. Occasionally the lower case alphabet width is found given tn picas, which sltould he reduced to points, the reason for winch will be stated later. Ordinarily, sin] as a basts lor calculation, the width of a line of type of the face selected should equal approximately one and one-half times the width of the alpha bet. or, in other words, contain approximately 39 or 40 characters of the font selected, as tliis constitutes the most readable line- When estimating typewritten copy the average typewriter writes 60 letters single space. 30 letters double space.' and letters triple space to the square inch. With this information it is easy to ascertain the number of characters in a page, but we have known where tills procedure in being used has gone to the extreme in diguing a line down the page on the right-hand side adjacent to the shortest Hue in the copy. Then all characters to the right of that line were counted in order Lo determine the exact number of characters mi the page. Despite all copy-fitting charts there remains one certain method of computing type faces, and that is to take the length of the lower case alphabet in points and :f you do not have tin's available m a specimen book of matrices, assemble and cast these matrices and measure them, divide this alphabet measurement width bv the 26 letters ,>i the alphabet plus four spaces, or 30 characters, which will gi\re you Employees' Publication Section 715 tire average width of a character. Then divide the points hi tire width of tire line to be set by the average width of the character in points and you will obtain the number of characters to tire line. By ascertaining the number of characters in the page to be set and the number of characters in the typewritten pages you can readily determine the number of lines the copy will make. t Dividing the depth of the page in points by the thickness ol the litre will give you the number of lines m the page. One can readily ascertain the number of em tn page by measuring its width and depth in picas and multiplying by coefficients, the latter being obtained by dividing the number of square points in a pica by the number of square points in an cm in the type body under consideration. For instance, in one pica cm there arc 144 square points. A 6-point em contains 36 square points and dividing tire former by the latter we find the coefficient to be 4. Then if we have a page 38x53 picas and multiply it by 4 wc get 8,056 ems in the page. If after obtaining your final figures in a certain point size and face you desire to change to another, this can be done by using coefficients, which will be supplied to anyone desiring them. In writing copy ii one will set tlte tpyewriter scale equaling tire number of char acters in the line copy will run close to line for line. Sltonld the number of char acters in the line written, say, be 75, while the number of type characters is but 50. then each manuscript hue will set one type line and 2s characters over, which is equal to one and one-half type line*. Therefore, tire total number of manuscript lines multiplied by I will give tire number of type lines in the final composition. Where matter must be titled to irregular shapes, as in running around cuts, the layout may be prepared by using a page proof of tire type, penciling out the rectangle or circle or whatever shape it ts of correct dimensions in the produced type page and by laying over it a proof of tire cut or cuts to be placed, the proof having been trimmed to leave proper white space, and counting the number of words left in the free spaces. ... .. When type is being set while plates are made it is virtually impossible to make proper allowance for die cuts if the composition is to run around them. If the cuts are squared up, fairly good results may be expected from simultaneous com position and engraving. But where type runs around vignettes it is very difficult to make proper allowance for tire edges of the vignettes. Under such conditions, when time permits, it is better to wait for the cuts before proceeding with composition. Otherwise a certain amount of revision will be inevitable. A layout tor a page containing numerous cuts with type run around should show each change of type-measure and the number of lines to be *t in that measure {of course the lines will be spaced out full measure to aWait the dropping in of cuts). When a given piece of copy plus a given number of cut* are to be made to fill a printed page exactly, tfren tire layout man is confronted with the most exacting problem of his craft, and at! his skill, experience, and judgment will be required to determine the details of his layout. When a book or catalog contains a few illustrations, or if the latter occupy defi nite units of space (full, half, or quarter pages, etc.), the copy for the body mat ter can go to the composing machines or compositor* carrying specifications of type face, sixe. and measure. All details of style must be noted, but individual page lay outs will not be needed. For make-up, a dummy can be pasted up with the galley proof and proofs of cuts. Simple straight-matter jobs need none but general specifications, and can go through without a dummy, save perhaps a layout for cover, title page, or other special page. The company by which I am employed has a very useful copy--fitting chart and tciders rehUing to the setting.of heads, make-up ol newspaper pages, house organs, catalogs and books. Should you find any of this material would be helpful we should be glad to hear from you so we can send the folders selected. 716 Twentieth Congress---National Safety Council Kicnrst Augustus (Mead Corporation. Chillicothe. Ohio) : i had intended bringing down from my room a little scheme we used for fitting copy to the space. We followed out one of the suggestions Mr. Lyons just made, counted number of characters to the line in ten point type, average them up, all of the copy is typed on a sheet, with margin on either side; simply put the type between those lines, and the sheet is made, some four of those sheet* make exactly one full page of type in the magazine. If we want to make allowance for the head, or run-arounds, we have the printer make out a sheet, and if we arc going to have a cut that is nine picas wide, fourteen long, we mark the position on the layout sheet, send that to the printer along with the copy, and he sees exactly what size cut is going in, where we want it, and in judging our copy, how much space we arc going to take up, wc make allowances for number of lines or spaces picas on this layout sheet, for the cut. and make allowances for it on *u many line* of type on this regular copy sheet wc make. When it comes back from the printer, you will find that it docs not run under or over more than a couple of lines. You can usually cm the last sentence to make tire copy fit. It is a scheme wc worked out with the printer and saved us a lot of money. Our resetting uf type before we started using this scheme cost *10 or 5U dollars a month. Now it runs one or two dollars. Chairman Kupfeker: We certainly thank you, Mr. Lyons. The election of officers is our next item of business at this time. Report of The Nominating Committee The Committee have nominated for 1931 -32. die following officers: The Nominating Committee is Clutrles A. Ward. Ralph \V. Lsddle and W. E. Pingrcc. General Chairman. Ejwa*d U. Eggcr, Chicago Rapid Transit Company, Chicago. t'ice-Chairnuin. West. Ralph \V. I.wdi.e, Commonwealth Edison Company. Chicago. 1`iee-ChairMan. East. H. \V\ Fitch. The Delaware and Hudson Railroad Corpor ation. Albany. X. Y. Secretary. Miss Ruth E. Cunt. Staley Manufacturing Company. Decatur. Illinois. Cha'mtian. Program Committee. Thomas E. Owen. Louisville atid Nashville Rail road Company. Louisville. Kentucky. Chairman. Membership Committee. C. T. Fish, National Safely Council. Chicago. Chairman. Service Committee. Emil J. Vogel. Pennsylvania Railroad Company. Pittsburgh; G. N- Kaufman, Columbus Railway, Power and Light Company. Columbus. Ohio; Louis C. Segers, Columbia Gas and Electric Company. Cincinnati. Ohio. The Executive Committee consists of the officers and the following: C. E. Kane of the Illinois Central Railroad Company, Chicago. C. A. \Vad of the Pore Oil Com pany. Columbus. Ohio; V. H. Kltfexkr. Studebaker Contoratkm. South Rend, Indi ana. The retiring Chairman is usually made one of the Executive Committee for a year. . JL E. Bona* (Ohio Bell Telephone Company. Cleveland. Ohio): I move tlvat the report of the Nominating Committee be accepted, and that they be declared elected. (The motion was seconded and carried.) Chairman KurrEKEH; We will call on the general chairman for the ensuing year. Edward R. Egger. Mr. Eg4.fr: Yon have just spoken about mistakes ot the past. I hope tltat I will be able to prove that you have not made too big a mistake this year. I will have to step on it to come up to the record of the past administration and the administration pre ceding that, because since I have been taking a part in this organization. I certainly have formed a lot of tietpiu) and interesting acquaintances, and think it has helped me in my feeble effort to get out a little house organ, so-called. ADJOURNMENT Employees" Publication Section 717 Wednesday Morning Session October 14, 1931 V. H. KUPFERER, Chairman The Studebaker Corporation, South Bend, Ind. The second session of the Employees' Publication Section convened with General Chairman Ktipferer presiding Chairman Kupfeke*: This is an age of specialization and we all have Cettain titles which indicate the types of specialists we are. Personally, that doesn't apply to me. 1 have about 50 jobs and possibly one of the 50 is editing a plant publication. It takes about one-thirtieth of my time or possibly a little more. I have been quite discouraged at times, thinking of how many things I did and that I was out of touch with tile age, that I wasn't a specialist, until the other day 1 saw something like this: "It is much better to be a little bit of everything than a whole lot of nothing." Being some what egotistical I got a little satisfaction out of that. We hAve an individual with us this morning whom we are inclined to think of as a specialist. It is a very great pleasure to me at this time to introduce Dr. C. O. S.nppinglon, who will speak to us on "Creating a Safety Consciousness." Creating a Safety Consciousness By C. O. SAPPJNGTON, M. D, DR. P. H. Director, Division of Industrial Health, National Safety Council, Chicago A lawyer had become very famous for his ability to win favorable verdicts. When asked how he did it. he replied: "Well, 1 always make my juries understand the case. In the first place. 1 tell them nthot l am going to ie.tt them. In the second place, I tell them. Then over and over again I tell them what I to'ni them. Since repetition is the backbone of modern advertising and a psychological essen tial for putting ideas across, I hope that you will l>ear with me if 1 find it necessary to repeat things which 1 think need emphasizing. 1 have no quarrel with the subject nor with the arsons who assigned it to me. but tliere is a close similarity and relationship between "eonsckrosnet.s" and "conscience''; I am not so sure that conscience is not as badly needed as consciousness in the matter of safety. # The Standard dictionary states that consciousness is an immediate awareness whether referring to an internal state or external things--an activity of miiul that characterises being awake as distinguished from being in a deep steep or swoon. It might be remarked that it will be extremely difficult to create a safety consciousness in a great many of our people if wc follow this definition. Consciousness is, further, tlie accompaniment and condition of all mental life and for this reason is ultimately considered strictly indefinable In the light csf this definition, the statement that approximately 70 per cent of our people are only highgrade morons in their mental lives, now assumes additional and important significance. William James, the notttl and pioneer p*ychologi*t. has said that for practical purposes il>c sole organ of conscience in man is located in the cerebral cortex. Con science is defined as a moral consciousness in general--an activity or faculty by which distinctions arc made between right and wrong in conduct and character; the power of moral discrimination; ethical judgment or sensibility It is evident, then, that one should first be aware that there is such a thing as safety and second. tlwt lie should be capable of distinguishing between right and 718 Twentieth Congress--National Safety Council wrong bctiavior with reference to safety. The first is useless without the last mentioned. Wc can now understand why it is that some people being aware that tltere is such a thing as safety fail to carry out what they slnxild. X am reminded of an experience with an elevator operator whom ! had previously known as an inmate of a private sanitarium for mental and nervous diseases. This man had a definite psychosis from which he recovered entirely and was discharged from the sanitarium with a clean. bill of mental health. Eventually he took to farming and chicken-raising and as a daily occupation ran the elevator in a large department store, where l was the (ihysiciau. He asked me as a favor not to say anything about his previous experience amt having confidence in the staff of the sanitarium where he was treated and where ( had been on the staff at the time. I thought it would be well to observe profes sional secrecy in this matter. This is a border-line case and illustrates fairly well what I mean by a "safety conscience." He had the awareness, but possibly didn't pusses* an acuteness of conscience which would help him to choose an occupation which would be less hazardous to hunsdf and those whose lives were entrusted to his care. There was a definite margin of safety, however, became even under extra ordinary circumstances, a relapse into his former condition was not a probability. Another deterrent to the progress of safety is the attitude of certain equipment manufacturers who do not realize that they are in the business of saving lives primarily and that the business' of making money is secondary to this principle. We arc continually confronted with difficult ad serious problems which arise because the manufacturer emphasizes volume-production and profit-making rather than the principles of safety. * Xor is this limited to manufacturers of equipment; regardless of how good equip ment is. it must be maintained or else it will be a hazard instead of a help. I think in this instance of a truck driver who wrote the Chicago Tribune on one occasion describing his experiences in his and other organizations. Let me quote: "Companies do not listen to the drivers* complaints, or else it is because our fore men do not inform the owners. Daily we are forced to take out patched up 10 and 15 and 20-year old trucks, with faulty brakes, hard to shift, and still harder to steer. "A* for loads, I have put a monster load of canned goods on one truck and hauled it through the city, praying all the time that no other vehicle would cut me off too dose. Going at a speed of 10 miles an hoar. 1 required 80 feet to stop, using both sets of brakes. "The speed governors on our truck* are all out of order, and we are laid off if we do not make good time. It is the same if our chariots break down too often or ii u*e have an accident, tw matter how slight. It is only because wc are expert drivers that we get by. I believe it really criminal to force men to drive some of the wrecks that are on the street* today." These, then, arc some of the problems which we must solve before we can create the accessory of a safety consciousness, a safety conscience. Let me repeat that these conceptions are mental and probably can only be given impetus through the actual loss of lives, or because of serious property damage. Prevention slsould be tlte key note. but actually it happens all too frequently that results are obtainable only after disaster. This may seem to be a pessimistic pitture, but there really are certain constructive things that can be done to stimulate proper thought processes. X will mention and discuss four points which I consider important: 1. "Sr//" health and first aid. Recently a psycltological authority has said that more than 90 per cent of all accidents are caused by the improper working of the human mind. .Results of accidents and injuries express themselves in terms of the human body and the human mind. It is paramount, therefore, that the experts on the human body and mind, the physician and the nurse, should be constant parties to all procedures bearing on tin: prevention, investigation and treatment of accidental Employees' Publication Section 7X9 injuries. Perhaps it is not too much to say that the future progress of safety is dependent very largely on the raising of standards of physical and mental health in individuals and in groups. Wc have previously commented on the direct relation ship between safety and health and the actual concrete ways in which poor mental and physical health can contribute to the causation of accidents. These details may he obtained elsewhere. 2. Moke cooperation and coordination possible. One may welt ask the question, keeping in mind the story of the truck driver whose experience I have previously detailed, bow coordination and cooperation is possible in such an instance. Men are the most important industrial assets, regardless of the apparent importance of money, methods or materials. Conservation of men and man-power must Ucomc the dominant industrial conception. ^_ 3. Drive out fear of authority. Recent experience in a large public utility has shown that the so-called "bully-ragging" methods of supervision not only depress workers, hut also their production: a distinct relationship is apparent Ixstwecn the emotional status of workers and the consistency of their output; a supervisor who can "listen*' and not "talk" can in many instances almost completely compensate for outside depressing influences. The day of the "big stick" is indeed past. Perhaps it will be necessary for us to learn again some of the fundamental lessons of in dustrial relations, appreciating that the basis of cooperation is mutual understanding and that the avoidance of social conflicts is a fundamental necessity, if accidental injuries arc to be prevented. 4. Buiki on an advisory rather than supervisory basis. It is tautologie to say that the most successful industrial relations programs depend rather upon advice than supervision. Whatever modest success has been achieved by the industrial health work of tlie Council is largely due to the adoption of and adherence to this principle. We need to be reminded that the power of simple and pleasant suggestion is greater than a hundred arguments. The expression "safety and health supervision" should be replaced by "safety and health You will not find this word m the dictionary', but the use of this principle should add vision to your work in the creating oi a safety consciousness and conscience. In conclusion, the creation of a safety consciousness and conscience can be ac complished by the establishment of sound industrial relations policies emphasizing the primary importance of the conservation of man-power, and can he made possible through specific procedures expressing the inter-dependence of safety and health; making individual cooperation and coordination possible: driving out fear of authority, and building the entire program on a helpful advisory basis. Cuaibmxx Kurr&Reit: I think most of u* will agree with Dr. Sappingtou that the spread of education, the rapid method* of communication, radio, motion picture*, ami the art of illustrating publications of various sorts have tended to improve the average iotenigeiKe a great deal- People Jiave grown in years from the standpoint of intelli gence. We most appeal rather to their intelligence titan to the spirit in bulUWmq them into doing things. _ Most of us have to take orders at some time or other and I know it is a delight to me to have a superior who always presents an order as if I were doing him a favor, in such a way sometimes that it is almost embarrassing to me. and yet I know it U just as much an order as if it were accompanied by violent words or thumping a desk. . We have heard from time to lime people say that the only way to get safety is to W absolutely hardboiled about it. I think the Doctor has made his point very well in that connection. Is there anyone who would like to ask any questions or raise any discussion on this paper ? Makgahet T. Stevens (B. & O- Railroad. Baltimore) : May I ask the Doctor what effect does strict enforcement of safety rules have upon tlte worker ? 1 refer par ticularly to the worker who will not listen to reason ordinarily and needs to see 720 Twentieth Conyrtss--Xatiamtl Safety Cunmeil ljudy killed before be win pay any attention to safely. Kw example, tbe firrf accident mat mean a reprimand, a second one may nice him time off. and the third one means that he will be fired. What effect would that haw on the mind <* a worker? Do you think that would really make him more careful ? Would the strict enforcement of the rules do that: Ciiaikmax Kui't'EHEk: Dr. Sappington is make a mental mite of these questkms. Mist Stevens, and he will answer them all together. H. C. Winfield (Olds Motor Co. losing. Mich.): The Doctor said that safety lauio ahead of production. 1 should like to know how he would haw production it he had safety first f Jack 1>emi-strr (Canada Cement Co, Pun Colbome, Ont-I: I *hoM like to ask the Doctor if he hat ever had a case where in creating the safetr coasciuttfiKSS be lias stepped a little bit too far over on the other side. Perhaps I can illustrate it. Some years ago wlicn we jHit on an intensive safety campaign to win a Portland cement trophy one of uur foremen who was very intelligent came to my and said. `"This safety stuff lias got on my nerves. 1 have gut to the point where I am afraid to walk through the plant wiiitout tripping over a nail I aai afraid .to climb 2 ladder for fear I will fall down.'* It really had affected that man. He had too much safety-cunsornMnes*. U> had to deal with him as an individual. I should like to ask the Doctor whether from hi> professional experience lie has had any case like that or whether he could explain it. Da. SArptKGTO.v: On Miss Stevens' question about the strict esrfurcettwut of mlc*. particularly the mental effect: 1 don't think it win ever W possible for as to get entirely away from roles and regulations since *m*t *A uw popufatekea. puM&iy 70 |>cr cent of it. so far as tlte mental life is concerned, is a ncruotr teri*. Thcsr people must have formulae, just as Cdue interested a rertaks ioBowvqe and got them to repeat "Day by day. in every way. 1 am becoming better and better." t which iacadets- talty is a very good psychological attitude), so must industrial workers have some thing on which to stand. They must have rules. I abominate the word "rule." and always have. I dislike laws, but 1 know we must have them. We must have than for certain groups of people. 1 don't believe you can legislate safety any more than you could legislate morals. ! believe that the creation of the safety conscience and safety consciousness is something entirely aside from force. On tlu: oilier hand, vve must compromise and give people a working basis. We must give people a group of principles on which they may work, something on which to stand. Even large national organizations have what they call policies. Sometimes it is a question as to whether they arc good ones, but at least they must luve a working basts. just how far you shook! go in tbe enforcement of these things is. of course proble matical. You must judge each ca^e separately and on Us merits. You can't do this sort of thing generally any more lhau you can take two different individuals who tunic to you for diagnosis, medically, and expect to get the same results by using exactly the same procedures on them. . We haven't realized that vet. The whole safety movement is full of stereotyped tilings that we think wc can take and apply to one given case over tlicrc. and another given ea;sc here, and get exact!} the same results from all cases, although the coti' dittons are different. We need to get away from stereotyped business, and on the other hand wc must have a working basis. It isn't easy. Every plant asul every public safety situation demauds discrimination and judgment, not merely the applica tion of a set of primed rules which cannot apply to every situation or to every case. There are many extremes. On the one liand you have people who let llteir employees go wild and do anything they want to do; on the other hand you have people who clamp down very severely cm them. Where It becomes a matter of economic necessary very often the control is apparently justified. Mr. Winfield asked aliout safety being put ahead of production. I didn't think I Employees' Publication Section 721 made exactly that statement. J do remember making this statement, which should he shouted from the housetops mi tliat others will appreciate it: "Manpower is the greatest asset of industry-** I can prove that statistically but I haven't got the figures with me here. You don't need to have it proved anyway. You know that a man's life is worth more than the material and the money and the methods in any given industry. You have to organize your industry and put it on a production basis. It has Ixreu con stantly proved that your production is kept up by a good safety program. That is old stuff to a great many of us but it needs to be emphasized. In this matter of production we have become accustomed to hearing about quantity production. More lately, we have heard about quality of production. But in ti*c future you are going to hear more about the permanency of production. And there will be* nothing tiiat will put production on a permanent hass to a greater extent than the conservation of manpower, because your production will come exactly in direct ratio to the continuity of employment of your working force. Try to get away from that, if you will, but you will always be confronted with it. Mr. Dempster asked about a man having too much of a safety conscience and safety consciousness. Ye*, that is possible, of course. We have had examples con tinuously of people who are too safe when they drive. They are so safe that they will hold up the rest of tlx* parade, so to speak. They are so safe that they actually do have accidents happen to them. Their reaction time is stultified. You can have that of course in any given situation, either in industry or in public safety. As in every thing else, the ideal situation is tbe middle of the road, oot at either extreme where you are very careless or where you are too careful. It takes, of course, a certain mortality to appreciate this. Thereto* e, you shouldn't be discouraged entirely if there were some people that you can't put over the conception with at certain times. A Common Mental Attitude ju*t one more thing, after answering these questions. I ran across something the other day that is so expressive of the mental attitude of some of our people, and probably always wilt he. that I think it is worth discussion for just a minute or iwu. This comes out of a little booklet written by a good friend of mine A European health officer, responsible for effecting sanitary condition* in Damas cus. asked these questions of a leading native official in Damascus: "Question: What is vour birth rate in Damascusr "I do not know. I was not present. I hesitate to inquire. "Question: Whal is your population? "Answer: The people are many, but hov. many I do not know. They have never all been gathered together m one place at one time to be counted. "Question: What is the death rater "Answer: It is the will of Allah that all should die. Some die young, some die old. "Question: How is your water supply? "Answer: From time immemorial **o one in all Damascus has ever been known to die of thirst. "'Question. Wlial complaints have you to make regarding sanitary conditions in you* city? . "Answer: A man should not bother himself or his neighbor with questions that concern only God.** This is an attitude that we now have wcVs ensconced in the mentality of the American people--and others, for that matter--in regard to a safety conscience and this safety consciousness* Chairman Kumutru:: The chairman of our Program Committee. Gene Wilkins, had a letter from Mr. Ensminger. in which lie said that his wife was in a very critical condition. I will ask Mr. Wilkins to read this paper. 722 Twentieth Congress--National Safety Conned Filing and Indexing Systems for the Editor By H. M. KNSMINGKR Editor, "Wingfoot Clan/' Goodyear Tire and Rubber Company, Akron. O. The film* problems of employee publication editors are similar enough that it i>ot be difficult to pick out one or two filing systems, which, with a few .'(iterations to fit individual requirements, will be a real asset in the publishing of an intelligent magazine or newspaper arid a time-saver a* well. N. \V. Ayer and Sou, Philadelphia, Iwire in their files over 100,000 paintings, pictures, drawings, some as large as billboards. Vet they have devised a filing system which is so efficient ihat the location of any piece of art-work may be learned in a few moments. " It is obvious that the filing system of Ayer and Son must of necessity be different from the one lived by a friend of mine whose hobby for many years Has been the saving and filing of dippings on nearly every subject under the sun. The material to be filed is the governing factor In every set of files, plus the ideas of the person in charge of the filing. This accounts for the fact that it is almost impossible to find two filing systems exactly alike in every detail. 't here are two simple tests which editors should try out on tl*cir filing systems. 1-irst: go to your files and get all the available material on the president of your company, if you can do it in less than a minute your files are In good shape. Second: get from your files the material on any of-your organizations such as Relief Association, employees' chibs, etc., and from that material write a complete history of that organization from its inception to the present time. If vou can do that your filing system is better than the average. Every editor saves a few copies of each issue of his publication- Filing of ti*em js no problem. We save SO copies of each issue of the "Wingfoot Clan." They are placed in manila folders and filed according to date. At the end of the year five volumes of the year's issues arc bound. After two years all hut a few of the l^*sc copies are discarded. The filing of cuts is a thorn in the side of most editors. They take up so much <l*ace- They are m so many shapes and sizes. And they cost so much money vou 1'iMtatc to throw them away. ` !i the cut filing problem of the employee publication editor was as simple as that .d tlx; editor of the daily newspaper there would be fewer grav hairs. Newspapers use unmounted cuts which they place in envelopes and file in the same drawer with photographs and clippings. But that cannot be done with mounted cuts and as a result they are filed in one cabinet, photographs in another. This far from being an ideal system of filing. My advice is. don't file any cuts at all. Let your printer take care of them. Shove the responsibility upon his shoulder* and if he wants your buiirscss he'll be glad to carry it too. Ami the beauty of the plan is your cuts are right where your publication is printed when you want to use them. Have vc.ur printer make for you at least two good proofs of each cut. File one with live photograph from which the cut was made. File the other in a tolder hi which all live cut proofs are filed in numerical order. . Filing of cut proofs with photographs adds efficiency and compactness to lilinK rysiciu. Every bit of material on a subject stiouid be filed together in the *amc drawer of the filing cabinet The filing of one set of cut proofs In a folder enables the editor to look over his entire cut supply ni a few minutes. If any are obsolete, or tug> okl. it is easv to pick nt tlie ones, that should be destroyed- * Each cut proof is numbered and the primer keeps a duplicate act. Now, when, making up a dummy for the next issue all the editor 1ms to do when lie aanis Employees' Publication Section 723 to use one of tire old cut* is to tell the printer the mimlurr l it. or better yet. just no>tiec t(hliee iHnUfoUrUmIMatIIiVonK ouni t*h**eV dummy 4p-aBge-. _ ... t , I r ... Photographs, before filiug, should be identified on the back and marked with the daittee of every issue in which they were used. Clippings should be dated with a Not many employee publication editors file clippings but it is a good idea to hie of them. Here's a rule that works out satisfactorily. H any individual i important enough that a biography of him should be kept on file, Own clippings of stories published about him should be kept on file also. ' News of less important individuals can be looked up readily enough by merely noting on the index card or filing envelope the date of the issue his photograph wa, published. . . . ... . ,. , . The employees* publication often carries articles which contain data ami in formation whkh will be valuable in the future. These can he kept track of by a separate news index file. This is done by making out an index card, noting the date of issue the article was published, then filing the card alphabetically according to subject- Over a period of years, however, it will be more satisfactory if important ankles arc clipped, placed m envelopes and filed. Future articles on the same subject arc hied in the same envelope. Hence all die materials ever published on a subject are assembled in one place. ... After comparing numerous filing systems wc recommend two to employee publica tion editors. They arc the Compact Direct Filing System anil tlie Compact Card Index Filing System. .. . , . , ., The Compact Direct Filing System u one oi the simplest ami one of the best All material to be filed is placed in envelope^ which arc identified ami dated at the upper corner and then filed alphabetically. For example; you have a photograph of the president of your company. Mr. joncs. a proof of tlie cut made- from the photograph, a clipping of the story publisltcd with the cut. and a biography of him. Place the photograph and cut proof in otvc envelope, die dipping* and biography in another. Some editors use two colors o. envelopes, one for photographs and one for clippings. Now, after properly identifying the envelopes at the upper corner, file them alphabetically, together, in tlie files. Nothing could be simpler titan that. Now- when anvonr asks. "What do we have on President Jones?" vou can get "aU*' by opening one drawer. Some material to be filed will need cross reference cards. Suppose you have a photograph titled, "National Balloon Race Trophy." It cmiM he filed under National or Balloon or Race or Trophy. Here's a rule to follow that will help in fijjjig such photographs and in locating them again quickly. Always file under the word whose first letter is nearest the beginning of the alphabet. In this case the photograph should be filed under "Balloon." . Cross reference cards should be made out liaving the information that the photograph has been filed under Balloon. These cards should then be filed under National, Race and Trophy. All cross reference cards are the same size as the envelopes in the file. In the filing of group photographs cross reference cards are also used. If Adams. Barnes and Clark were In a group picture the photograph would l>e filed under Adams, became A is nearest to the beginning of the alphabet. Cross reference cards would be filed under Barnes and Clark. > Clippings unaccompanied by photographs are placed tn envelopes and filed alphabetically according to subject. An article stating that the Relief Association had pkw* mto effect a new schedule of sicknes* and accident benefits would he filed tinder Relief Association. If filiug is properly done that envelope will contain a complete history of the Relief Association from the time it was organized to tlie present. Sometimes it is desirable to group photographs under one topical head such as 724 Twentieth Congress--National Safety Council "Sports-" An envelope containing a picture of Ferrell, star Hurler on the baseball team, could be filed under Sports but a cross reference card would have to he filed under Ferrell. Filing envelopes should be uniform in size. Those editors who use small photographs can use the 5x8 envelopes to advantage. We use 8x10 photographs mostly which arc placed in 8^x11 envelopes and filed in tegular correspondence filing cabinets. That covers the Compact Direct System of Filing pretty completely, I believe. All material is filed in envelopes alphabetically, neatly, intelligently and compactly. Jo get everything on an individual, organization or subject, only one drawer of tl>c filiuK cabinet has to be opened. For saving of time and ready reference this system is unequaled. The other system of filing, tire Card Index Filing System, is used more widely than any other. We use it in the "Wingfoot Clan*' office, and probably most employee publication editors use it The method of filing material on President Jones by the Compact Card Index System is to write on an index card his name, his position, the Hate photograph or article was publislied, and the number of the filing envelopes. Place photographs and cut proofs in one envelope which should be identified, "President Jones, photographs and cuts", and clippings and biography in another, identified, "President Jones, clippings.** Be sure number of envelopes corresponds to that on the index card. Then file index card alphabetically in the card index file and the envelopes numerically in the envelope file. When filing a photograph like. National Balloon Race Trophy, four index cards are made out and one filed under National, ntxr under Balloon, one under Race and the "ther muler Trophy. Each card carries the number of the envelope in which the photograph was filed. In the case oi group pictures an index curd is made out for each individual in the group. These arc then filed alphabetically in the card index. Clippings unaccompanied by photographs are filed the same way. An article on the Relief Association is placed in a numbered envelope along with any other clippings on the same subject. Two index cards are made out, one filer! under Relief ard the other under Association. The Card Index System has unusual flexibility wIkij photographs are to be grouped under a topical head such as "Sports." Pictures of the baseball team in a group might be filed in Envelope I. Individual pictures of lire players might follow in Nos. 2. 3. 4, etc. Any kind of grouping which will help in ready reference can easily be carried out. without confusion as the index cards arc always in alphabetical order regardless of arrangement of envelopes. In the "Wingfoot Clan-' files photographs of tlx? Goodvcar-Zeppelin airdock are in Jinvclope 100. Photographs oi the U. S. Navy airship Akron are in 101. Photographs of Dr. Karl Arnstein, vice-president and chief engineer, are in 102. UUtcr officials follow* in order. So it is only necessary to look at one index card u> find the location of every bit of material tve have on the Goodyeai-Zeppelin Corporation and its personnel. Both the Compact Card Index System and the Compact Direct System, if properly kept up. will handle the employee publication editor's filing problems verv easily. The Card Index System is just a little more flexible, but the Direct System, a> its name implies, with only one file to take care of, is quicker and more direct I rankly, if we were to install a new system it would be the Compact Direct System of Filing. Every editor has filing problems more or les* peculiar to his own publication. The \V mg foot Clan, for example, is lithographed, eliminating the use of cuts entirely. At the same time we send out a weekly news service to the editors of 12 iHHKlycar subsidiary plani gtuhhcatM'U* which involves cuts, electros, mats, photostats **ud photographs. Employees' Publication Section 725 Judgment must be exercised in deciding what to file and what to throw away. A general habit is to file too much. A worse habit is to file too little. Photographs that today seem unimportant may have historical value 20 years from now. The real measure of the value of any filing system is in the material it contains, ami tlx? accessibility of that material when it is needed. Editorial files used to be called "morgues". Now- they are called "reference libraries." . If from your files can be written a complete history of your company, subsidiaries, picture history of your company, then you liave a "reference library ' in fact as employee organizations ami personnel, and if from your files can be assembled a well as in name. Chairman KcerERER: I am sorry Mr. Knsminger isn't here to answer any ques tions concerning this paper. Perhaps we can find somebody here to answer tin? questions. Is there anybody who has a question concerning filing and indexing methods, or is there anyone who lias something to add to this paper? Ijocis C. Secern (Columbia Gas & Electric Co.. Cincinnati. Ohio) : I liave been tryhxc foe the last six months to set up some sort of index for the iiack numlwrs of r*ir plications, due to the fact that the New York office and the various branches `we constantly asking for material, cuts or photographs. In trying to set up thh mdrx I find mysell so deeply involved in the intricacies of it that I am just lost in the wtkiernes*.' I have more or less depended upon my mind entirely to recall any particular thing they may ask for. If they want a picture nr a cut of Mrs. Tones ,4- wtuie-rer it may be. I just depend upon my memory to know where to gel that particular cut. So far as cuts are concerned, we file those hi our own office. The printer doesn't take care of them. I can say that the needed material was in flic January issue of 1927. Nine limes out of ten I am right. 1 can't find any satisfactory way of indexing everything without so many cross-references ami files that it doesn't seem to be any help. It is more trouble looking up the index than it is to go through a couple of magazines. H. W. Fitch (Delaware & Hudson Railroad Orp.. Albany. V Y.) : With refer ence first to the paper that has been read. I should like to raise the question as to how much time must be involved in maintaining such a system of indexing and filing as was described here It would seem to me that it would require t!>e service full-time of at least one person to handle that thing. That is more than many of us arc able to give. Referring to Mr. Scgcrs' remarks about keeping in your mind die location of things, that is all very well if he has the retentive memory that he appears to li&ve. Unfortunately, I liave a vile memory and I can't tell now wliat happened six months ago. Besides, our sheet comes out twice a month, which makes it doubly complicated. We do have an index which we keep up currently by cards, going through each issue as it comes out, and indexing and cross-indexing, which is vital to the success of the thing. You may have to index a thing in three or four different ways. Often times the title under which it appears In the magazine will convey no idea of the actual subject matter or the point that you arc seeking. You have to have it crossiodexed three or four ways, but that does iot involve as great an amount of lat*r or time as it would seem. We have this index printed up and it is available for dis tribution on January 1 for the entire preceding year. It takes perlsaps 16 pages the size of our sheet, which is 7% by 10. It is very useful. Suppose Mr. Setters passes on. The next fellow won't remember. Chairma.x KcrrERR*: Harrington Emerson in his textbook on efficiency named twelve principles. I think the one that most so-called efficiency men overlook is the principle that he outlines as common sense, of which we have keen frequently informed there isn't any such animal. 1 think that is the solution to the situation. We all have an individual problem. If we were to index the births and marriages 726 Twentieth Cotigress--Nalioml Safety Council and so forth we would have an awful job. 1 think we can use a little common sense and find the j>oint at which we should eliminate indexing. For instance, there might be certain articles on the subject of expansion work m the particular company that we represent or have something to do with. It might liave something to do with the thing the paper suggests here, the mutual benefit plan, as to when it was changed and where that was first announced. You might Iiave an announcement of company policy regarding wages or liours or regulations. Those possibly should be indexed. I know in my own case we have certain things which appear officially in our publication as announcements. Frequently we are called upon to dig out those articles or those announcements so that the actual text may be before us and \vc see what was said. Sometimes those policies are forgotten. I agree with both Mr. Segers and Mr. Fitch, that a scheme such as Mr. Ensmin- ger suggests here would involve considerable detail. However, some of us are blessed with assistants who can give considerable time to it. But my assistants and I have other things to do. I must confess that I am quite largely in the class of Mr. Segers and my filing system is very, very simple. 1 do have a file for historical material concerning the executives and the company itself. I could meet with the measuring stick of Mr. Emminger here in that I might be able to write a history and so on, but for certain articles or certain items I would just simply have to guess as to what time they appeared. If it is important enough to have usually it is important enough to take the time to go through two or three months* issues. If you can, I think it would help you to have a cross-reference set up in the matter of the time a certain article appeared. * Erxest Augustus (The Mead Corporation, Chillicothc, Ohio) : Has anybody worked out a system of what to throw away and what to keep? For 12 years 1 kept nil my cuts. Then last month I shut my eyes, and started to throw away. About two weeks later I found I had discarded some cuts that 1 could have used. What rule are you going to follow? Ms. ScCers: Here is the rule I follow. I keep tlte photograph and throw away the cut. You can always get a new cut if you have lle photo. I want to correct an impression I left with Mr. Fitch t>cre about my superhuman memory. I lean on the publicity department for lots of things, but I do have a filing system to the extent of practically every article which contains the original copy or a duplicate and a photograph or the photograph* pertatmoje to that par ticular article. They arc filed with each issue or in groups of each issue. If a plwtograph or any materia! in there is called for by somebody in anotlter district, we make a note of it on that particular envelope. It is a large 854 by 11 envelope. There wc keep our reference, our indexes. What I meant was the setting up of an elaborate index or filing system that you H*ould have printed or multigrapbed to send out to your various correspondents aud associate reporters throughout your districts or to the places where you serve. We operate in eight or nine states. It is really no advantage to the man out in Podunk Comers to have tlus index and say, "Send me cut No. 4 of John Jones on Page 72 of so-and-so issue.** If he wants a cut of Joint Jones which appeared in the March issue, we almost know where to get that immediately. H. E. Boxa* (The Ohio Brit, Cleveland, Ohio) : In answer to Mr. Augustus* question about this, we follow this rule m general: Each month we throw away just as much as we feel sure it is possible to get rid of. Photographs of women employees are thrown away. The styles change too rapidly to pick them up one or two years later. Cuts of men employees arc saved as a rule. On other photographs or cuts of groups or incidents or whatnot, if we have the photographs they are discarded. The chances are not one in a hundred that you will use than again anyhow. If it is some particular incident where we have made a cut from the photograph sent to us, on some occasions wc will have our plmtographer make a copy of it and ditch die cut. Employees' Publication Section 727 As an exception to that, as we go through we arbitrarily may save various etns. both of women and particularly group pictures or cuts of various incidents that we figure some day .may have some historical value. There is a very arbitrary rule followed, and to sav which cut you will save and which cut you will discard is just simply a matter of personal selection. With that we have followed the rule or the suggestion made by Mr. Ensminger in this paper, to pass the buck to the printer, and it works very well. We are seldom called upon to furnish a cut through titc printer where he hasn't been able to do it. We made a further cleaning out of the files just about a year ago occasioned by moving from one printing establishment to another. When we arranged with the new primer to take over the printing of the magazine it was part of the agreement that lie would file our cuts. When they started moving them over to him lie sent out a S. Q. S. because about a vanload of cuts in boxes was taken out of the old files. He didn't have enough room to put them away and to store paper on his floor. _ We went through at tliat time and made an arbitrary cleanup. Everything prior to 1927 was sent to the furnaces. Incidentally, we get quite a bit of recovery from that scrap metal. Since drat time we have adopted this system just outlined, of eliminating as many cuts as possible each inontlu , J. G. Bandar (J. L. Clark Manufacturing Company. Rockford. 111.) * In my work I have been traveling along the same lines as Mr. Augustus. I hang on to everything. I have shelves loaded with every cut that we have produced m the past fifteen years. I made a mental resolve, since hearing this discussion, to clean out when I get home. I take my own pictures, with the exception of the cover, and lately I have lieen going into portrait work. On a few occasions I took what I thought were sun>e excellent pictures of girls in our employ. I showed them to those girls with pride in mv heart, knowing I lad accomplished something very good. Without a tingle exception they said. "Oh. my goodness, don't publish that.*' They were really good, good likenesses, but they didn't Hatter any of them. In regard to the future saving of cuts and photographs also, as I go along with mv work, as soon as a later picture comes m of a particular individual the older one is discarded. There is no woman and no man who wants a picture published of themselves taken some years back when they have a later one. We see that in news papers so modi. They hold cuts for ten or fifteen years for people we know are 60 or 70 years old. When the pictures are published in the paper they show them at 35 or 40.* Is isn't true. 1 personally would rather publish the story without a picture than to go to that extreme. R_ B. Ixman (Philadelphia Gas Works Co- Philadelphia, Pa.): I should like to get a slant from some of these editors as to just how they go about finding these cuts that they have had on file for ten or fifteen years. Just what is the actual awt so far as the time clement is concerned? Is it cheaper to discard a cut after saving it for one year and have a neu* cut made? On tlte matter of the return of photo graphs where there is a request that they be sent back, if you keep a copy of tire halftone from that cut there is no doubt that your engraver can make a very excellent reproduction from that halftone copy. Where you have cuts that are absolutely necessary to keep, you can do as was pointed out for the newspaper men. You can strip your cuts from the blocks anti file them ut an envelope. With a small instrument you can release the tacks in the block and the cut can then be filed away. You can give it a number and file it. That is much more economical than filing your wltole cuts and then spending half a day trying to find one on the top shelf. It may have had a number pasted on the back which has since become damp ami tlic number wiped off. Logax Anscrsok (R. R. Donnelley & Sons Co., Chicago) : As a representative of the printers I fell X must say something here. I am head erf out house organ department and we keep our cuts five days and fiten throw them away, all except lialttoncs or something of the plant tlttt might be used by some oth publication. 728 Twentieth Congress--'National Safety Council They are of no use to anybody else and we don't ever expect to use them again in our own magazine. Certainty if there were any economy in keeping them a printer would keep than. There is no reason for that because it is very, seldom that any body will use them again. ' You change papers. You can get a good jpb of printing with a Italf-tooe of 120-li:*c screen and then change to a 133-line screen if you use the same kind of paper year after year- I venture that very few of you are. Furthermore, it is almost impossible to keep a halftone any length of time without getting scratches on it, no matter how careful you are. I had over $2000 worth of halftones made for a year book of our training department. The publication of that year book was delayed about a year. When we went to look them over again we found that in spite of the greatest care there were scratches on halftones as large as seven by ten inches. The work tn re pairing a halftone plate by the engraver is almost as great as for the halftone itself. If your iKTinter is storing your halftones for you, you can bet he ts charging you for it. When rents are as high as they are, especially here in Chicago, he isn't allowing one foot of door space for your cuts without eftargiug you for It Eowarp R. Eccer {Chicago Rapid Transit Co.. Chicago) : In this day of so-called depression anything that moves toward economy ** something that we arc all anxious to follow. On this question of throwing all cuts away, I hud that there is one way of making it possible for you to use cuts again, especially in the newspaper style oi publication. That is by using a thumbnail inset cut in your stories. You use only the head. 2f change in style means anything to you, you don't have* to worry about that because the clothes don't show. I have been able to use the same cut six, eight or ten times. You have a story about an individual who is promoted perhaps-, and you go right on through carrying it as a news event until his death. We have used cuts as high as six and eight times. Finally, by taking the same little cut and putting a heavy- border around it, we use it in tlic death notice and then retire it. For those who can use the thumbnail inset, it is certainly something that will save you money. Tliat is one cut that wc never throw away. As to the genera) run ol events, we know that those cuts will never have any news value again. The individual portrait cuts and the historical cuts as to equipment and company activities, those that may have future historical value, are the things that we save. We file tliem in steel cabinets with an alphabetical index along the outside in the little niche that is provided for that purpose. By using a little common sense and reason we don't have any trouble at all in digging up these cuts, even though wc have to use tlxtin for five or six years back. Ma. :Anderson What is the number of copies of each of your issur Ms. Huger: Wc run 6000 of one and 2000 of the other. Mr. Andsrsox: A halftone will last only so long. IC the total number of im pressions from that halftone goes up.into the thousands it doesn't work so well. It would depend on the uuntber of copies you print as to how many times you could use a halftone over again. - There was a question as to whether you could reproduce a halftone for later use. You could not get as good a result as you do in the first place, but it is possible to take a line-drawing of a halftone proof and get a jnetty good halftone plate for use again. In an emergency it is quite feasible. Chairman Kopvere*: You have received some questionnaires. I have indicated a hail dozen questions or statements here on which we should like to have your comments at the close of this session. Will you look over these sheets as you have Ibc opportunity and see if there U anything you would like to say there and go ou record so that when we open the Question Box thk' afternoon we will have some thing to start the ball rolling. Regarding the next item on the program, Mr. Fish has an announcement to make. Carman T. Fish (.National Safety Council) : I am not here to pinch-hit but just Hmployccs1 Publication Section 729 to explain that our esteemed cartoonist. Milt Youngren, is not here today because oi illness. Milt is known to quite a few' of us through the National Safety Council posters, also the cartoons for the Plant Publication Service which are issued with the News-Letter each month. Since he can't be here I would suggest that wc have an open forum on the subject of cartoons. Chairman Kurferek: We will ask Mr. Fish to conduct tlw forum. Any ques tions? Eugene Taylor Wilkins {General Electric Co., Schenectady, N. Y.)) : How are the ideas for the Plant Publication Service cartoons created? I thought It would be a good idea to have Dr. Sappington and Mr. Youngren here so that members of our organization could meet them. Contact with members of the headquarters staff will strengthen our ties with the National Safety Council. I wanted to get Milt Youngren here to make his bow and show us how the work is being done. I think Mr. Fish also has a hand tit the cartoon service, ft wuold he interesting to see how those cartoons are originated and the ideas developed. ' Mi Fish: In getting ideas for cartoons the plan I usually follow is to clip cartoons having a safety slant or the germ of an idea that might be adapted for our purpose. I put them in a file. Then in November I get them out and decide that most of those that looked good at the time don't seem so hot. So I spend a few days trying to grab ideas out of tliiu air. If eight out of the twelve ring the he!) I think I have done a good job. Om rare occasions tome person has sent in a usable idea. And once I got an idea team actual personal experience. My young daughter was four years old at the time as you might expect, she had received considerable instruction about the dangers * jhyiiUC aa the street. One evening site saw a dog playing In the middle of the *thof aod became greatly alarmed. She called out: "Oh. doggiet you mustn't play ut then.; k* dangerous1" And the dog trotted back to the curb. HL E. Boxa* (Ohio Bell Telephone Company. Cleveland, Ohio): The ideas for the rarSt i mi. I think, are largely the brain children of the cartoonist. As a rule, all mar* needs is a draft of the text of the subject. If you give that cartoonist pa to go through it and pick out the points which seem to him best adapted W rytii i he is going to hit it about nine times out of ten. He may present a k> yue on which you can offer some suggestion for improvement, but the feiriiipumM of an idea is a part of the cartoonist's ability and practice. W haw brew using cartoons for about a year and a half and are making a regular MnMJfcty feature of it. Of all the contests of- the book 1 believe I would give up MtydMac cfee nther than the cartoons. Otf cmuni are more than cartoons; they are character*. We have what we figure are very clever characters and the cartoonist builds a little sketch around awfevaAigfe *m the organization- I think you will agree that no matter how good or fcgstring a photograph may be, there Is a bigger kick to a pen and ink sketch of an iniijivi Vnl than there is to his photograph. TW mm we have is not an employee of our company. He is a free lance artist, t md him through our entire territory each month. We map out a schedule. I pave the way for him by contacting with people at that point, asking them to take hku Ws hand wheu he gets there. The department Heads arc requested to indicate the subject they want this man to sketch. It is required that with each subject they recount to him any peculiarities or traits or any unusual happenings that have oc curred that he can build the plot of his sketch around. That has worked very well. We have ran up to the present two pages of those, a double-page spread of these cartoons He comes in from a trip and outlines his plots. He has his sketches. We go over those. Some oi those as a policy matter we will discard. On others perhaps, knowing the Individual. I can give him another slam which will improve the work. Iu some cases when he has nothing definite aml Hasn't been able to get any definite material 730 Twentieth Congress--National Safety Council tu work on, he will go back to that point again. Then by correspondence or wire we will get them thinking further about it. He usaUy comes jn with a surplus of sketches so that wc do have ample leeway to discard those which we can't develop or those which are not desirable. So far as the appeal goes, the interest in that, I will say that it is very general and very marked, and decidedly worth while. The overall expense in our particular case is fortunately very low. Mr. Gray LaVirr (North American Light & Power Co., Chicago): As to the cartoons, I think all editors agree that the cartoons are being used more than ever. For instance. Urey can be used where you want to bring out some point of safety that would be hard to illustrate otherwise. People hate to be preached to. A cartoon feature can bring out an idea much more dearly than it could be brought oat other wise. I think that the magazines generally, at least those coming over my desk, don't use t!c cartoon feature as much as they coukL They should put in more time to work out the idea. I know it is so in our case. I myself know of cases where especially the foremen have written in and complimented us on bringing out certain feature* tiurt portrayed the safety idea. They were used in cartoon forms. They thought the men working under them grasped the idea more readily than if they had had a meeting and somebody told them the mistakes they were making, I think that Mr. Fish ought to be complimented on the series of cartoons that he has sent out monthly. The men hi our organization have really accepted them and we look forward to using them each month whenever possible. Rohrrt 15. Day (Kellogg Company, Battle Creek. Mich.) : I think there is little doubt that the cartoon idea has its good points. Yesterday tip in the Food Section we were having a discussion which was rather interesting. I think perhaps Vern Sutton can tell us sore reactions which he got from a little study he made in the Postum plant regarding the effect of humorous material presenting the safety idea. Some of us. <r most of us in fact, are limited in our expenditures for our publications. For that reason some of us can not get as good artists as we would want to present a cartoon definitely related to our local situation. For that reason we have a little ixtrsomicl problem that lias to be carefully handled. Vern D. Sutton (Postum Company, Battle Creek, Mich.): The whole proposition that Mr. Day refers to can be summed up m the statement that the employee* of the Postum plant get all the safety humor required by merely looking at the face of the safety supervisor. The discussion we had in the Food Section was regarding safety posters rather than cartoons in the magazine. However, humor is humor, whether it is m a maga zine, on a poster or in the physiognomy. T like a little humor once in a while. I occasionally wa* putting on the poster hoard a humorous safety poster. I got a reaction from it almost invariably. I might say invariably. They didn't like the humor. They didn't like the cartoons on the poster. They seemed to take personal offense at a great many of them. I a character icpieseuting a workman was a little grotesque, they seemed to think that just because the safety supervisor could sit up there on the hill with a white collar on he was trying to pose. He didn't want to come down and get his neck greasy when he worked. They resented it. . S*> l adopted the system of having my safety committee, composed of workmen anil work girls, high-grade employees, very few of whom are foremen or forefadtes. vote m this poster. Occasionally they favor a porter that is humorous. If 20 per cent *t my committee votes against the poster T refuse to use it. That vote nearly always goes at, least 20 per cent against the humorous poster. ' To apply the suggestion to vour magazine proposition, I sttggest that if you can establish some way to get a census of your readers you should establish such a channel. Use your own ingenuity as to how that shall be done, but find out how your readers like the cartoons, whether there is any objection to them. ' Employees* Publication Section 731 We have a high class of work people up there, no foreigners. Practically all of our people have had a grammar school education. Some of them have been through high school and vre have even had college graduates working in our plant. That is the type of people we have. You find them very sensitive. Just because they liavc to wear what they call working clothes they think there is a line of demaraction between themselves and the people in the office, the white-collar job people. Tlwj seem to be constantly looking for occasion to be offended. In my work l am very careful not to offend them. 1 stttgcst that you find out what the reaction of your readers is, the reaction of the people who work in your plants, as to all features of the magazine but especially with regard to humor. H. W. Fitch (Delaware & Hudson Railroad Corp., Albany. N. Y. ) : Can't we sum that all up in that one little Hue that has been used before: "Don't kid altout safety. You may be the goat l,; X know our fellows all take this safety business very seriously and consequently a cartoon can be used that will convey a message and put over a point and yet il is not considered as kidding about safety. H. C. Elokjcx (International Harvester Company) : The question has occurred to me as to the advisability of using safety cartoons. Mr. Sutton has brought up the point and related the experience in bis plant. I recall certain experts on safety have questioned the advisability of using any hnmor in connection with the presenta tion of the safety idea. I recall especially that book, "Mental Causes of Accidents," which was somewhat of a classic, and the author brings out the point that safety should not be presented by the cartoon. I imagine however that there is a happy medium between the two. I am just wondering if we can get an expression from Mr. Fish on that point. Mt- Fish : I remember that correspondence very well anti I came to tile con clusion that Vern Sutton was the only one in the Postum Company who had a scum: of humor. As l recollect Dr. Sapptngton's remarks tins morning, 70 per cent of our population were very little above the grade of moron. I am inclined to think that about 90 per cent of them have a defective sense of humor. There is no doubt about it that cartoons have to be handled with discretion. Sonic of them carry an awful wallop. I remember about 25 or thirty or more years ago. when the insurance companies were smarting under the Armstrong investigation, there was a cartoon in Collier's. It published a cartoon featuring tl>c Prudential's familiar Rock of Gibraltar, The cartoon showed the president, Dryden, caricatured against the rock, and under it was the caption, "The Drydential has the strength of Hmberger." . That was a long time ago but that cartoon stuck in my mind. I don't think an agent of the Prudential could have sold me although the company has had a splendid record. I don't think any of the safety cartoons carry such a kick. There is, of course, the danger of treading on the workers' toes. Most of them are rather class conscious. In our cartoons wc have tried to avoid making them too broad. I don't think any body could say we are kidding about safety. We are kidding about certain unsafe practices. There is quite a difference there. Mr. Augustus : Does a cartoon justify its expense and space unless made 1>y a good artist? All of us probably have some aspiring artists in our organization. They get a happy thought, make a so-called cartoon, and want us to publish it. You don't want to hurt their feelings and still you don't want to use it because it isn't good enough to use. Mil Fish : I feel rather reluctant to try to answer that question. We might think an artist was terrible but some of the men in the plant might think his work was great. But you must hove certain minimum standards of quality. It requires con siderable tact iu dealing with artists and poets, and I can't offer any blanket rules. ADJOURNMENT 732 Twentieth Congress--National Safety Council Wednesday Luncheon Session October 14, 1931 V. H. KUPFERER, Chairman The Studebaker Corporation* South Bend, Ind. 1 lc third session of the Employees' Publication Section convened with General Chairman Kupferer presiding. Chaiiman* _ Ki'MEstn: Mr. Wilkins did an excellent job on tins program, however, in giving the next speaker his subject, it possibly uas a bit of a misnomer. Dean Harrington is not quite an outsider. He has met with us a number of times and I think He is at least a member ex-officio of the profession. l>can Harrington needs no introduction, to most of us- He is the director of the Mobil School of Journalism of Northwestern University. It is part of his joh to know something about employees* publications. In fact, In a recent bool which I haven't seen and I don't know whether it is published or not. he has a chapter concerning employees' magazines, to which he asked some of us to con tribute ideas. It is a great pleasure for me to present Professor Harrington. An Outsider's View of Employee Publications By PKOF. H. F. HARRINQTOK Director. Medill School of Journalism, Northwestern University, Evanston, 111. Some of the thing* I say Itcre may not be true, even though they may come in the guise of official preachments of a college professor--a man who lias never leeti the editor of a slop organ or an employees' magazine. I have seen manv i>i them and have analyzed many of them. I think I know, theoretically, how die ideal house organ or employees' magazine may be made. I do not wish to say anything in criticism or to bring in a yardstick for measuring ilesc publications. I haw no magic formula at all. I am just going to suggest certain things and you can come to your own judgment on tltese things. Thcv are things that interest me and 1 think they might interest you. * As I see it. there are live different types of these internal organs, these publica- lions. The first we will call, for the sake of classifying it, the wall newspaper. Curiously enough, this thing wc find in our plants has been taken p by Russia. I was talking to a man the other day who has just relumed from a trip to Soviet Russia. He was very much interested in these wall newspapers which are arranged ri the walls of the big shops. On them they would have announcements'.of the industrial policy awl something about the ideals of the central Soviet government. I hey would have letters from employees about certain things tliat interested them, a nreat grist of personal items. You find small groups congregating around these wall newspapers in the plants. You find many pictures and many placards and a ynod deal of color used. * That is ratlier new to Russia. In 'Russia they are interested in Russia, so far si* the Soviet part of it i< concerned. They are interested in grtii-ig a morale established ami hi getting a common bond, anything that may be useful to the de velopment of a certain idea, about industry and about capitalism. it isnt so new. however, with us. A* I passed down the corridors here 1 saw some suggestions of journalism un the wing, journalism as voti walk, in all these placard* that attract your attention. Probably you linger in from of these pla cards to sec what the message is. It is a matter of big headlines, color and pic tures. Nothing very thorough, just superficiality. It gets your attention and curiosity aroused, but it doesn't go \ey deep. EtHployces" Publication Section 733 The wall newspapers you find in many establishments. I have found them that way. We come to a big bulletin hoard and there we liave some company maybe some joke, maybe some bulletins and routine matter, all very carefully arranged. There may be an editorial staff or someone else in charge. I suggest it is a pretty good thing because it has a visual field at once. Even though you have a newspaper, you don't have the continuity and you don't have the constant attention that you would have if you also used bulletin boards where you can post certain things that have to do with the plant. With the employee it is particularly true about books, suggestions, articles that you would like to bring to their attention as they are on their way home- They can look at it during the lunch hour. That wail newspaper is one of the roost valuable assets of the kind that you have. You nay get your interest in the regular newspaper, but you might also get it la cownection with these wall placards and announcements. There are probably other things you would like to use very much, but if you don't have these other chop organs or shop media probably that is better than nothing at aft If you are in a situation where you haven't any budget fnr any printing, where yoe can't publish a paper or a magazine, you can at least do this. You have a newspaper on the side of the wall, you can have a bulletin board. Get some color od the bulletin board and get something on there that unifies and brings these divergent groups together so that they are at least Interested in one thing, interested ka something very concrete. If it is conservative along those lines St should be quite useful in building up the family spirit. The next thing b the mimeographed newspaper. Many of them come to my desk. You have a mimeographed newspaper sent out in connection with this or ganization. It wa* rather interesting to bring all divergent groups together. One man hears about another man through the medium of this clearing house, the mimeographed newspaper. The mimeographed newspaper b also quite a useful thing if you don't have anything else. It Itas the merit of being cheap. It has certain demerits, in my opinion. The mere fact it is cheap gives you the idea that it isn't very valuable and may be dispensed with and thrown into the wastebasket. Sometimes the ink is very dim and there is no artistry in the pre paration of it. So the whole thing is amateurish and ragged, and if you allow the amateur aftist to try to draw a cartoon it becomes even worse, because it is very difficult, as you know, to trace a drawing and make it look like the real thing when it comes out in a mimeographed paper. There you have all the disadvantages of the amateur work. It is the same stuff, I grant, that you may print, but it is the mere way you put it up. the way it comes to the reader. It is generally a very poor quality of paper. It is typewritten stuff, with perhaps a cartoon. Its physical appearance is bad, and even though it may have a frequency of issue, it should be used only when you have no other medium to take its place. I would say, parenthetically, that I think even mimeographed newspapers could te improved. I think you could have a name for it You could have a name for the paper and have that name printed on it somewhere in your job plant, printing it in regular type, rather larger, of course, than the typewritten script. Maybe you could rule the columns if you care to rule them. You (mild do a good many things hi a print shop in order to give it some kind of appearance of craftsmanship or skill* Then you could use some device* a little different for the headlines. 1 am not speaking of drawing in the headlines but 1 know you can get a larger type face for headline purposes, which you can imprint in that stencil* We have done it in the things we get out at the university. In that way you get away from the regularity of the ordinary typewritten production. Color might very easily be brought m. You might use a little red ink, for instance. It h interesting to me to see the increase in circulation of the magazine Time. I consider one of tlte reasons is largely tlie use of red as the color. I think it is cme of the things 734 Twentieth Congress--National Safety Council to do if you are going into the magazine and certainly the newspaper- The Tribune has announced these new color presses. The time will come when you will have color illustrations tet the regular newspaper columns, and Headlines in color and color ia the advertisements. Color is the thing that is attractive today. It makes interest, it attracts attention, and I would say that probably it ought to be used in more employees' publications, where it Isn't so expensive and where it adds cer tainly to the charm. In speaking of mimeographed newspapers and the things that might be improved, certainly the text of die copy could be improved. The looks of the copy can be improved. think you could have the copy more like the newspaper style, which is my favorite of all these various types. It is the newspaper form. By news paper form I do not mean six or eight columns of paper. I think that is rather unwieldy. 1 do think the newspaper itself can teach us a lot in regard to the preparation of these shop' organs. The tabloid newspapers use headline devices and pictures as much as possible. They use one strong story, for instance, for a good kick on the front page. You can emphasize something and make up the entire thing as the newspaper is made up. The advantage, of course, is that you have made one hurdle as soon as you have that. The people like It because they are used to the newspaper. Therefore they will take this medium. It has repetition, it has reader interest, at least for two days. It goes home, which is seldom true of the mimeographed newspapers. You can have a city editor, which is the depertnxaU chief. You bring in certain things that have to do with the news of the day. The editorial department, in fact, every department that you find in an average newspaper, might be lifted over bodily into this tabloid newspaper, and through a new application of the text you use, through the form you use. send it to your own family of readers. Then there is, of course, the magazine type. I think the magazine type is a little too expensive. It frequently has an attractive appearance but it is expensive, just as the large, magazine format is also expensive. Really, f doubt very much whether it would be read by the employees. It is almost a thing to send out to other firms to indicate a very fine type of magazine and that you pay for the verv best kind. * You can make^ a choice of any of those things. My own feeling is for the news paper type. I think the organization and staff might be worked out in that partic ular way. I have talked to many editors and I have had many letters from them and they all agree on one thing, that probably the chief element in the employees* magazine is the personal items, at least reader participation. Many of these items at o4kc give you a little glance into the lives and experiences of these employees. Many of these items, however, arc very poorly written, if you examine them. 1 believe, of course, in as much humor in these days as possible. I think an editor ought to have a good many of rather funny stories, humorous stories and sketches in his paper. I think he ought to get many jokes, canned and otherwise, in his paper. I do think that it is not necessary to get too personal, when the sketches or stories play upon some weakness of an employee. I would ratlier get a more impersonal note and not poke fun unduly. It is not well to take a canned joke and apply it to a man because he knows it is a lie. He was never Quoted or it never happened to him at all. ' I believe there should be a certain dignity in rvc*i the personal hems. I do think u little quotation would help, but I do think, if I were the editor of a magazine, that 1 wouldn't cany it too far. Some often call the man "mister,*' although sosne think probably a nickname would have a better appeal. I think there is such a thing as too much ctubbiness, too much around the shop, one of the boys, not one of the establishment I think we ought to get over the idea that they are the em ployees and the other group is the employer. There is a ratl>cr delightful story in the Old Testament about bringing the liarvest home. The verse is like this: "Mas ter and sonant rejoiced together.'* Why stauldn't they? Why should this group Employees' Publication Section 735 here say, "We are not interested in the employees at all. This employee is in a separate group entirely.** Here is another otic, an underline, inferior. I am inclined to think we all belong to the same family, that these men who do the minor tasks are just as important in the establishment as the men who are on the hoard of trustees and who control the policies and at times get the dividends. I think we arc all together, there is no such thing as an inferiority, we are all associates in the same job. t,, 1 should like to see a personal column, say with the vice-president in one item, then an employee next, then possibly something about the president of the company, then somebody else again. Have them all mixed together in that way. all the same family. Have it an employees' column and a column for the members of the plant official family. I would say that reader participation can be obtained by having an individual representative for each of these divisions uf the work, holding him re sponsible for getting as many items as possible. It may be a good idea every time the paper conies to you to go over it with a pencil -and count the number of names mentioned. Then decide to get 50 more names next week and go out and get them, or 50 more items. There are two ways of getting attention in the newspaper. One is by your heavy artillery', by mowing them down with sensations, with fireworks and displays of noise. You get attention that way, by having a big tragic story on the front page. * The other way is the sharpshooter method, just picking off certain people. Every name is a sharpshooter. Bring him hi. Every person has at least one hundred friends, and just as soon as you mention his name you at once enlist one hundred friends who are attracted to that name by reason of how it is used. You get that interest in connection with things you are doing, the things they are doing, little events that may have to do with safety. That ail helps. You get it by inference, by citing little adventures, things they have done, which connects up the incident with the name at once, a little quotation with tire name. Probably the secret of the Boston Globe is that once every year every important uum in Boston is mentioned at least once. The telephone directory is used for that purpose. They absolutely go through the telephone book and pick out the men that they think have some official connection. Then they make it a point to see that the name is printed at least once during the year. It is rather hard sledding in Decem ber, l am told, because ol the leftovers they haven't been able to get into print. They make a speciality of deliberately getting those names in. I f you read the Boston .Globe you know at once that It is one of the best name newspapers in the country. It is a neighborhood paper and the people swear by it. It has been in certain families in Boston for many, many years. It is one of the institutions of Boston. It is a great thing, a great personal newspaper. I took a census of some of the things that came next and this is the table of con tents that makes good reading: Up from the ranks interviews, liow they started, what they think of that. Good health ankles; new sales methods, methods of operation of machines, pre vention of accidents, planning operations and policies, old times and old-tiraers, cartoons and sketches, welfare work, competitive sports, business trends, feature stories on general subjects, prize awards with pictures, women's sections with photo graphs, double spreads or action photographs. For the raid-section, letters written by employees, savings and thrift, editorials on company policies, poetry written by employees, shop-made sketches, vacation itineraries, articles written by department heads and executive officers. That is the kind of things you should try to put into these publications. Of course, the big job is to get the space. I have one criticism: There is too much propaganda and too much company talk in these employees' publications. I fee! as I read them that die company is too much in control. I should like to see the employees' magazines made by the readers. If I can gage a newspaper reader, he '36 Twentieth Congress---National Safety Council doesn't like to he preached to. If 1 can gage the employee and gage the employee interest, it is that he isn't a man who wants to be moralized to. 1 would think that a little object lesson, carrying out your propaganda and safety features, would be considerably better than a long broadside or editorial or a message from the president of the company. It would be better to get the interest and attention through the object lesson and through the news. You could mention it incidentally in the feature story that is only slightly propaganda. I picked up an electric public service magazine the other day and found a de lightful story entitled, "The Five-twenty-four." It was the story of a commuter going home from New York City on a suburban train. He described how the lights would come on from the building along the way, how he started, what he saw. It was a very vivid description of just the things he saw along the way. That was a magazine derated to electricity and the electricity extension to home use. I am sure you would get more ideas out of that story as to what was going on than if someone had written an editorial urging tluU more electricity be used. [ think more photographs ought to be used in connection with this propaganda (at least it is a little propaganda) and more photographs should be used in connec tion with these stories, more descriptions, more letters from readers, from em ployees. Then a soft-pedaling of anything that sounds like a sermon or propaganda on policies or programs. Bring them all together through the news, the feature story. In those feature stories t think you should have them written with a humor ous twist, with some color in what you say, some life, some vigor. That is what we want. I think we can do it if we are good editors. When I think of success in any institution I sometimes think of it as due almost entirely to a man's assistants. I think the good executive is the man who knows how to delegate his work, bow to recognize talent here and there, and how to get these people working. I think the shop organ has a pretty good name, "Shop Organ/' You know what an organ is, how it works. The conductor or whoever he is sits down there and if he has something to play he knows what it I*. He plays ft. It is music and it represents a certain tool, certain harmonies. He knows he has to pull this stop and that stop. He keeps it going and lets other people make the harmony. That is music. I think there are too many editors wlw want to do it all themselves and bow to the audience when they applaud. As a matter of fact all things come Into the picture, all the various talents and the various capabilities. So I would say that success in an organ of this sort comes almost entirety in the wise choice of assist ants, the enthtuiam you can get. One can do this well; another can do that well. Combine all those talents into an organized pattern we call a newspaper or shop organ. You can't do it by sitting inside an office. Sometime# I have said the city editor is doing it the wrong way. He is called a city editor and that is exactly what he is. He stays in his office and expects to run the paper. He has to get out and be an editor-aU-brge. a sort of rambling reporter, The editor ought to get out among the shop people and talk to everybody and get their ideas and be friendly with them and suggest storks. He should see if he can make it more a medium of exchange and information than gossip. Down here near the Auditorium thele is a rather interesting exhibit. I was talk ing to the keeper down there and we were near one of the tanks- He said, "Do you see this tank here?" There were a lot of minnows in one side of the tank and a big bass on the other side. Why doesn't the bass go after the minnows? That is an interesting story- For a while when we had the aquarium here the bass would dash right m and get the minnows. He tried to get as close to the minnows as possible. He did get a lot of them. He lunged around in there and had a very good time. We couldn't keep enough minnows in there. "Then we hit upon the idea of putting a glass partition down the middle of the tank. We put the minnows on one side and the bass on the other. The bass got busy right away. He would start after them and smash himacll against the parti Employccs' Publication Section 737 tion and then he would tuck off. Toward the end of the day he tried it again. He wondered what was the matter, why he wasn't so successful as he had been be fore. He would make a lunge and start forward just like a back on a football team. He hit this partition again, and back he would go once more. The. minnows kept on swimming around and having a good time. He kept that up for two or three days. Then one day we took the partition out. The minnows were on one side and tite bass on the other. My friend, the curious thing about it was that while there was no partition there the bass stayed on hts side of the tank. He made no further effort to get to those minnows. He had learned his lesson." The point of the story is this: There are a lot of glass partitions that don't exist at all between employees and employer. You may think you are pretty super ior and the other people are rather inferior. You won't fraternize at all. Well, that is a sort of artificial division, it seems to me. What we editors have to learn is to overleap those artificial barriers and divirions and say, "We are with the large group of readers anrl employees. We want to get their point of view. We want to see what they are thinking about. We want to be one of them, to go to school with them, to learn the same ideas, to respond to the same points of view. We are in the same family so why not consider ourselves in the same family. it is true of the editor, gentlemen, that lie is in a place of authority, but he should also fraternize and get their spirit and carry out the institution's programs and policies by bringing to the attention of the readers the things that would be interesting to them and to him. I would say what we need more than anything else is more of a human approach. Most of these shop organs are pretty small, rather poorly written, no sparkle. They lack color; they are standardized. I think we ought to have more a human approach to them, more whimsicality. We are inclined to take ourselves too seriously about them. We should make it a little more cordial and bright and happy, particularly happy, because we want to pick it up and find out what is being thought of and talked about m the shop itself. That is what it ought to be. It should be human, interesting, lively, successful, entertaining and thoroughly interesting, so that it becomes a rather good portrait as a shop organ of the shop or the institution that you are trying to serve. ADJOURNMENT 738 Twentieth Congress--National Safety Council Wednesday Afternoon Session October 14, 1931 V, H. KUPFJCKER, Chairman The Studebakcr Corporation, South Bend, Ind. The fourth session of the Employees* Publication Section convened with General Chairman Kupferer presiding. Chairman Kupferer: Being from South Bend, I should know a lot (or at least more than I do) about football. I don't know how good the Notre Dame football team Is this year. I do know one thing that Notre Dame is going to miss and that is the Rockne spirit. 1 have bad the opportunity to see Mr. Rockne in action a number of times. I have heard him give his men the locker-room pep talk. 1 think that after all, aside from being the caliber of football men they are and knowing the fundamentals of football as they are taught, a great advantage which the Notre Dame team has had has been the dynamic spirit of Rockoc back of it ail. We are all ready to admit that the spirit of anything gives us the extra effort, the extra power to put us over. I am very happy to see that we have been getting a little more spirit into our group and into our sessions. After all, there are certain problems which are more or less cut and dried. You might get a little new angle on them, you may vary the thing a little bit, put a different colored coating on them each time, but the spirit of our Section, it seems to me. Is the thing that stays with tts and that is ever-fresb. 1 know it is that way with me and f feel sure it is that way with a great many of y Ou. So 1 hope we all catch tlus spirit of fraternity. I think we are a fraternity, though without any constitution or by-laws or forms or initiation. 1 am sure that you will all get a greater henefirt from it. if my experience means anything, if you get into the spirit of this Section with an interchange of ideas and fellowship, friendship. You will get a great deal more dividends out of your contacts and out of your contributions to ft than might otherwise be possible if wc consider it as a routine thing. Some of us have been connected with the Section for a number of years; others of us are new. I can only say that it has been a great deal of pleasure to tne, a persona! pleasure and a persona! profit to be connected with this Section. 1 count among the members of this Section some of the best friends 1 have. 1 hope that each of you will find that same rich experience as the years go by. We are fortunate to have with us as the first speaker of the afternoon. Miss Nan Carter, associate editor of tlc IlhnoU Central Magatine. Creating Contacts `With the Home Through Employees' Magazines By NAN CARTER Ataociate Editor, "The Illinois Central Magazine,** IUinoi* Central System, . Chicago. Business and home arc the dominant interests of men and women alike. It is inevitable, therefore, tliat their attention should be attracted by those things which are useful to and concerned with business and home. Why do men and women join trade associations and parent-teacher clubs? Xt h not merely to satisfy the natural instinct to move in groups: it is because in such associations they find a community of interest with others who are engaged in the Employees Publication Section 739 same business or ho arc in pursuit of a similar ideal. For a like reason they seek magazines which il. ularge their view of the particular work in which they are engaged, and even in their leisure moments their interest is aroused by opportunities to participate in the social activities of their fellow-workers. The man in business reads his trade Journal or employees* magazine as a part of his job. But magazine editors are not content with winning his attention. Their aim is to reach not only the worker but also the members of his family. Now, the woman in the home Is acutely interested in tlut family's means of livelihood; yet the home remains the peculiar sphere of her activities. Therefore, if wc arc to foster reader interest in the home, we must create contacts with the woman in the home, and we can do this successfully through the employees' magazine. When \v< create such contacts we assure ourselves that live magazine wilt tie welcome in the home. Once it is there, the way to intrench its position is by enlarging the interest of the home reader and strengthening the publication's contacts in all possible ways. Do all employees* publications create contacts with the home? A recent examin ation of n number of magazines showed that there arc some which make no such attempt. Of these, two arc published across the Atlantic; the others arc American products. By far the greater number of employees' magazines published in the United States, however, make a conscious effort to reach the wife and mother and Ihe younger members of the household. There is a sound reason for this effort. The home supplies a background which is distinctive. Long after the individual has passed through its portals into the wide world, the home atmosphere clings to him. Employers sense it when he applies for a position. It is summed up in personal appearance, poise, courteous approach. Recognizing the value of creating contacts with the home, wc may well consider how such contacts are successfully made. Woman prefers to be treated as an in dividual. and foi* that reason the setting aside of a section of the magazine for her special attention is bound to make an appeal. Departmentizing is also successful for the children's page. The youngsters ate tlui* made to feel that, although small in stature, they occupy a large place as members of the employees* families. Planning a woman's department in the employees* publication presents much the same problem in selection as that which confronts the magazine devoted exclusively to women and their interests. Among the points of successful contact arc health, beauty, pride, style, maternal instinct, cleanliness, and economy. It is interesting to remark that, from the advertising point of view, a table of persuasiveness ranks hcalthfulnes, cleanliness and time-saving devices dose to the 100 per cent which represents the highest possible value of persuasive appeal. Material for the woman's page is most advantageously put across by simple lang uage. Always open to suggestions, the woman reader will invariably attempt to follow any honest, intelligent plan of action that is carefully presented and that appeals to her innate sense of refinement and harmony. What should the woman's sei-tion of an employees' magazine contain? First of all. there should be baby pictures, and plenty of them. Wltere is the reader, man or woman, wlto is not interested in pictures of laughing, dimpled babies? Even those magazines which function without a woman's section grant a prominent place to the infant. The baby picture layout is an Irresltble drawing card, and for that reason many employees' magazines feature a regular page of baby pictures. Here the home page editor may be absolutely certain of cooperation from the parents arid continued reader interest. Next, and by all means, there should be recipes. I lave yet to find a woman who does not read the recipes in her favorite magazine. She usually clips and mounts them for her recipe card cabinet. New ways of preparing dishes always appeal to the Irouscwife, and often a suggestion will fill a gap in the menu. The editor must carefully check all recipes to insure elimination cf trade names, and if possible he should test them for correct proportions. It is also useful for the editor to 740 Twentieth Congress--National Safety Council indicate (he number of iK-lpings whkh d>e recipe will yield, bearing in mind that the average family consists of five persons. Reader contributions to the recipe column are encouraged by printed exchanges between readers. Another stknuha is the prize contest for the best recipe. In addition to recipes, it is advisable to carry a special article every month which will interest the housewife outside the kitchen. A useful program can be worked out in advance, with a selected subject for each month. For example, the arrival of the holiday bills in January suggests an article on the value of the budget plan ct spending. In February, when department stores feature sales of household far* niture, an article on home furnishing would be appropriate. Despite the sfcrii breezes which usher in the third month, the home gardener in March begins to pit* for a future harvest. April readers cannot fail to enjoy an article on litinr man methods of housecteaning indoors, which might be io4lowed by a May article om improving and beautifying the home grounds, vacant lots and the *<-/ g^erally. An alternative for May, which brings Child Health Day, b an article a* health and safety. Planning a trousseau or outfitting a small home would cagage the attention of the June bride, who would also be interested in the July story ateat practical and economical methods of canning fruits and vegetables. In August ifcr mother of the family would naturally become absorbed in an article oo the prrpan tion of the children's school wardrobe. For the cooler days of September, dtib r parent-teacher work would form a link of interest, with an article on the activities of women in chib life and their accomplishments for better public health. For Ac long evenings while October's golden glint is in the air, an article cn nag wiai'--g or knitting is suggested. November, of course, calls for suggestions for (Thrift--la shopping. December, the season of cheer, might elicit an article on Christ--> cooking and a resume of the ideals and attainments of the woman's department 4msing the year. Another forceful point of contact is through the fashion page. In spite of the contention of many home page editors that women do not seek current fashions M the employees' magazine, those editors who run a fashion page measure the race-- of their venture by the large response in pattern orders. Articles on stylish ac cessories are always of interest, as are articles on the correct way of discharging social duties. While it is inadvisable to mention trade names in the columns of the woman's page, the editor must not lose sight of the fact that women buy or influence the buying of 80 per cent of tlie articles which go into the home. and it is possible to stimulate the consumption of commodities by intelligent suggestion. Through the editorial columns the truth or falsity of some doctrine, belief or statement can byexplained, Woman m the home will observe with greater weight the statements which come to tier through the columns of her husband's business paper or magazine. Forces detrimental to his job arc harmful to her security and well-being, and she can be depended upon to defend her liomc and its members. A personal-help column, termed perhaps "What to Dor", to which the reader can apply for temporal relief or spiritual consolation, has found ready response in our employees* magazine. An elderly woman wrote for help in obtaining employment and was put in touch with an employer who needed a housekeeper. A troubled mother sought advice as to the future of her daughter. A college professor offered assistance to a deserving student, tlie child of a deceased employee. Sometimes the letters ask for practical help; oflen they seek a few words of encouragement What ever the need, in the personal-help column wc strive to fill it. The woman's page may contain any cr all of the features suggested, but, whatever it contains, it should be well written, well prepared and directed toward the satis faction oE some need or demand. The successful womans' page is the one that adopts for its key the word, "service." No home is complete without children. Therefore, an article on creating contacts Employees' Publication Section 741 with the home through the magazine would be deficient without some reference to the future members of the working ranks. As heretofore pointed out, the children enjoy and took for a page devoted to their particular interests. One of the chief points of appeal is the letter box, through which they correspond with the person in charge of the children's page and with one another. What a thrill those youngster* feel when the postman puts into their eager hands an envelope of goldenrod yellow with a line in maroot\ ink in the corner that identifies it as a message from the juniors' Club--an ensemble of cheeriness and brightness 1 AH employees' children of sdiool age are eligible to join the Juniors' Club, but they must make application' to do so. When they are admitted to the membership roll, they are also supplied with pins which bear the club emblem. Of course, the club has definite rules, tl*e principal rule being to practice .safety first at street and railway crossings. Other rules exhort the members lo try to prevent fires, to help at home, to spread a little sunshine every day, to be courteous at all times, to be cooskientc of others, particularly elderly persons, and lo be attentive to studies. Tbc organization of individual clubs at local points provides valuable contact through club meetings directed by a representative of the magazine. Children's stories have a definite appeal and presuppose the writer's knowledge of children, dramatic feeling, sense of humor and sense of story-telling. A guide to what is as interesting story is a clear memory of tlie writer's childish likes. Wlien such fttorks are illustrated by pictures or worked out in puzzle-pictorial form, they are i--:ty interesting and insure a demand for each issue. Stories of animals and travelogues can always be depended upon to reach young readers. Proverb puzzles, crosswords and hidden-word contests all have an appeal for children. Birthday lists furnish a medium for getting the names in print, while competitive drawing or writing contests find universal favor. The children's page provides an appropriate place for stories of scholastic ac complishments and excellence in sports and pastimes. The foregoing suggestions attempt to tell you how it is done. In reviewing the mechanics, however, we must not lose sight of the fact that the making of influential contacts with the home through the magazine is primarily a question of presenting useful material so honestly and forcefully tliat we convince the reader that the magazine is sincerely concerned with home welfare and with serving the family unit. Ralph W. Ltddle (Commonwealth Edison Company. Chicago) : I can see that the women m small towns who read the railroad paper would be interested in what is in the paper because they do not always have access to as much material as the city readers. But what about magazines that circulate entirely to city families ? Our magazine. The Edison Round Table, is small. At present, we have no woman's page and we have no children's page. We have told all the people who asked fur that, along with the men who asked for a radio page or a home builder's page, and such things, fashions, and so on, that in those matters we don't feel that we should try to compete with the metropolitan dailies and with the magazines of general cir culation, that we should be satisfied to do well our own job of telling employees what is going on in the company. Is that the reasonable solution or would we profit by the installation <r>E a wo man's page? Miss Caster : Isn't the answer to that, Mr. Liddie, that the metropolitan dailies mefnde a page for the women? Ml I-idoul: We have felt that without going to a great deal of expense or without almost copying them, we couldn't compete with them, to to speak. We feel that our readers have ready access to as much of that information as they need and that our contribution to it would not be as high grade as we would want it to be. Our general theory is that the employees' magazine deals primarily with the em ployee and his relations to the company, that is, his business life, and that it doesn't 742 Tivcnlicth Congress--National Safety Council need to go i*t Ins life rKMsidc company wnrk to any great extent. We think Out the girls. who are in the company have their |<ir) activities and w.c envn those from the news standpoint. They have their plans and their association and their part of the company work. They report their business just as the others do. Mils Carter: 1 think your problem is somewhat different from ours where w go out and reach the people ttt the small towns. I still think H would be a better magazine if you had just a little department devoted to your women. H. W. Fitch (Delaware and Hudson Railroad Cocp,, Albany, N. V.): May I offer a suggestion? We have with us here our guests who I believe should be much better able to answer these questions than any editor. Your readers should be able to tell you wliether your stuff is going across, what they think their needs arc, whether you are doing your work well. I should like to know if we can't hear from some of these ladies present Miss Delloxa M. Laabs (Seaman Body Corp., Milwaukee): That is a very good suggestion. In Milwaukee one of the big department stores publishes a maga zine. The editor of the magazine puts in a fashion page, with suggestions that have come direct from Paris. She made up several cuts and had the stylbt write up some articles on these little accessories to put them over to the Wisconsin group. She makes up the pages and we just borrow from her. Another group may be for tunate enough to have a story in there and the store is prevailed upon to go into it. too. It got so that we started panning each other's magazines. The fashions were the same in each of them. Then we decided to change certain parts. Miss Barbara M. Zehbsk (Alton Railroad, Chicago) ; I told Miss Carter that tve get her Illinois Central Magazine in the office every month. While I read it through, the first thing I look for is Miss Carter's section. I always find some thing very interesting and of benefit. There Is also something of interest In other parts of the publication. Miss Laabs: 1 think Miss Carter appreciates that fact. Is there anyone else? Hou many of the editors run women's pages in their magazines? (Six) How many don't? (The balance) Why not? Louis C. Secexs (Columbia Gas & Electric Co., Cincinnati): I feel just like Mr. Liddle does about this matter, especially in the metropolitan areas. There you are competing with your daily newspapers arid with your various magazines which can take care of those things so much better than we could in our own publications. We don't seem to have the space for it. We are limited to a number of pages and each issue is overcrowded. May I ask Miss Carter if she has any direct way of telling the results obtained from a woman's page? Do you have more copies reaching the home because of that page in there5 Do the employees get it at their offices or is it sent to their homes? Mug Carter: The employee gets it at tlie office and takes it home. As to the circulation before we had a woman's department in the magazine; my observation is that the magazine is taken home more by the employees now than it was before. Formerly it used to lie atound the office but now you never see a copy there. After it has been read the employees always seem to take it home. I believe the women employees take it home, too, because of that woman's department.. Mr. Segxks: Do you really feel that the employee is a better workman and a better employee because lie is jacked up at home by the boss of the family ? Miss Carter: Undoubtedly. * Miss Laabs: In checking up on that, Mi. Scgers, we ran a series of recipes. It happened that there were a lot of girls who had a basketball team. The girls from the office and from the factory were togctlier. They had a banquet and several groups Iv&d dinners lie fore. They used the recipes from the last issue of the maga zine. At five or six dinners they all had to serve the same thing, so evidently it went over so far as the rest of the girls were concerned. Ernest Augustus (The Mead Corporation, Chillicothe, Ohio): 1 am just won- Employees* Publication Section 743 dering if anyone else liad the same experience l bad, Out of >>ur lot*! number of employees, some 2500, there probably arc nnt more than 50 women employees, anil most of those are young ladies under 20 wlw> hat cut had much experience with home affairs and problems. I have tried several times to get some of the women in the organization to take the responsibility for getting out a woman's page and they don't want to do it. I dent feel competent to do it myself and l should like to ask Miss Carter what she would think of the advisability of getting the wives of some employees, who would be interested in that kind of work and who are competent to get out that page. Miss Carter: I think that would serve, but it would be much beitei if you could get the employees together and encourage them in some way to contribute to that page. If you take the responsibility for it, you should solicit contributions from the women employees. t Miss Laaus: Have someone responsible ior that page and get some girl for that work. _ Chairman Kuiterer: We will now have the report of the Judging Committee, aad how ami why. PLANT PUBLICATION CONTEST AWARDS (The following list of awards was then read by Mr. Fish.) Claw I 1. Louisville & Nashville Employees Magazine ................................ .. 92 0 2. Au Sable News ...................................................................................... .. 89.0 3. Mead Cooperation .................................................................................... 88.0 Honorable Mention Southern Telephone News ...................................... ................................ 87.3 Ohio Bell ................................................................................................... .. 87.0 Central Hudson Bulletin ........ ............................................................. .. 87.0 Hail Columbia ...... ............... ............................................................. .... - .. 86.0 Union Pacific Magazine .......................................................................... .. 85.3 Claes II 1. Checkcrlink* ................................................................................................ .. 85.3 2- Hercules Mixer ...................................................................* - --------- - - - . 84.3 3. G. E. Works News (Schenectady) .................................. ............... .. 84.0 Honorable Mention Warner Midvale American News Safety Bulletin ................................ ....................... .............................. ....... -................ ............... ........... .. .. 83 82 Tenney Service .......................................... -................. - - - .................... .. 82 Kohler of Kohler News .................................... .................................. 82 G. E. Works News (Erie) ................................- ------- ---------.... ... 81 Tick Talk .................................................................................................... .. 81 The Yoke .................................................................................................... .. 79 San Joaquin Power Magazine .................. .................................. * - - ,.78 House Dope .......... ........................................................................................75 Crumbs ................ ................., .........................................- - .................... . . 76 Bancroft Bulletin .................................................................................. .. ..75 Claw HI L Pennsylvania News (Central Region) ................... \..........................85 2. 3. The The HHiigghhbaLlilne................................................................................................-.............................................*..................................... 83 82 Honorable Mention ...Snap Shots -- ............ .. --. -............................................................ 82 The Standard Refiner ...... ........ .... ......................................................... 80 Armour Oval .......................... ........... ............*............. ..............................76 The Circle .................... .... ............................................................ .............76 Delta .......... ........................................... ...................................................... ...74 744 Twentieth Congress--National Safety Council Why We Picked the Winners By CABMAN T. FISH Editor, National Safety News, National Safety Council, Chicago Now that the winners have been announced and the awards made. I hope every body is hann.v. hut I am afraid that is too modi to expect. We will never have a really perfect contest until we develop some system whereby everyone can gain some recognition. The complaints of the smaller magazines which must necessarily operate cm a limited budget and cover a limited field of interests has always been "what chance liare we got against the more elaborate magazines ?" The answer is "none at all." They have about as much chance of winning an award in one of these contests as you or I have of writing the great American novel, yet most of us are filling our own small nfclxrs in our respective organizations in a manner that is at least fairlv satisfactory. ' After serving as judge on several contests and helping to liame the rules. I am convinced that no set of rules can be drawn up which will be equitable in every case. I believe`that our present basis of award is the most scientific yet developed. It forms a reasonably accurate basi* for evaluating an employee magazine. The chief difficulty is in the classifications. If we had 1000 magazines entered instead of 100, it would be possible to sub divide the classes still further, but that would be tough -on the judges. In every contest there are always several magazines which are just on the border line between different classifications, particularly between Class 1 and Class 2. A magazine may^ belong in Class 1 by virtue of the number of pages but its quality might not justify our putting it in such fast company. * In a competition like this the editor of a magazine 6x9 inches or smaller is at a decided disadvantage in competing with those 8jxl! or 9x12. No matter how much money the editor las spent he cannot display his material as well as he can with the larger page size. There are. of course, a large number of extremely attractive magazines which use the smaller page size yet thev would fare rather badly in competition with the larger magazines. * This difficulty cannot be solved by classifying the publications according to the editor's budget. Some editors are getting a great deal more for their money than others. Some have a great deal more time to spend in getting out the magazine. We roust also remember that the functions of a magazine for a plant with 500 employees are not the same as those of a magazine published for 15.000 or 20.000. There is another thing we must face--editors may be bom free but tltey are not equal. The small four-page leaflet devoted to shop news or to safety propaganda is hopelessly handicapped at the start. Such a publication may fill a real need in an organization but it is not a complete and well rounded publication. There is another difficulty in the way of such a magazine achieving outstanding merit. The editor is frequently on editor in spite of himself, having liad the job wished on to him and devoting to it as much time as he can-spare from his breud and butter job. k is true that we like to hand out as many honor* a* possible but wc have certain standards that cannot be relaxed if the contest is to mean anything. It is quite an agreeable feeling id get a certificate to show the boss and hang up in the editorial sanctum but I do not feel that this is the roost important part of the contest. The real value Iks in tlte incentive for each editor to study his publication and try to find ways of improving It. I must confess that 1 had a rather helpless feeling at times while I was grading the publications and I realized that the grades the judges assigned were not neces sarily an accurate estimate of the publications worth to tlte company and its em ployees. I do not know how the other two judges, Mr. Patterson and Mr. Frarirr, Employees' Publication Section 745 looked at the matter but I tried to pnt myself in the position of an employee of the company. Personally. 1 am mare concerned at what John Smith, safety engineer for tl e Blurp Manufacturing Co., thinks ct the National Safety News than what George Horace Lorimer thinks of it. Of course,-wc alt appreciate praise from fellow editors who are supposed to be good judges of editorial merit, but our success or failure in the long run will depend upon what our own fellow readers think of the magazine. The late Edward Bok once remarked that he had never edited the Ladies' Home Journal to suit himself. If he had, he admitted, it would have had a much smaller circulation. Now let us consider the magazines which walked off with the awards. Leading the field in Class 1 was the Louisville & Nashville Employee Magosiuc three points ahead of its nearest competitor. I know that you will all agree with me that the award was deserved. The Louisville tt Nashville Magazine lias been consistently good for several years and it seems to have been improving. Tltere arc iwo outstanding things about this magazine--one of them is Mi. Owen's ability to get the money out of the management in these days when the railroads arc so hard up. and the other is the number of good contributor* he has dug up in his organiza tion. . Since Brotlier Owen is chairman of the Program Committee fur the coming year 'and I would suggest that he put himself down on the program to tell us all how he developed a staff of feature writers. _ The editor of a railroad magazine has certain advantages over the editor of a magazine published by an organization whose activities are combined largely to within the factory walls. To those who are not working for the railroad, there is a great deal of romance connected with the iron liorse, and I have always had the feeling that railroad cmplovees felt the fascination of their occupation. The L & N Magazine rank* high in the matter of reader interest, and an outsider will enjoy a!n>ost as much as an employee. The pages look interesting and inviting. Considerable ingenuity has been dis played in picseuting the heads and illustrations. Perhaps I am prejudiced in its favor because I like the Kabcl type used for the beads. It happens to be the same type we use in the National Safety Act**. The editor has avoided any stereotyped form of page layout which adds interest and variety to the pages. In this connection I have one criticism to make. Some of the paragraphs are too long for easy reading and some of the pages are a trifle crowded. There is plenty of educational material in this magazine, including safety, as might be expected in a railroad publication. Some good material is issued each month by the Safety Section of the American Railway Association, but the magazine does not depend on canned material alone to tell the safety story. The Louisville & Nashville Magazine is not a cheap publication nor is it over elaborate. 1 do not know what the publication budget is but I would say that the railroad is getting excellent value for the money spent. Second in Class 1 is the An Sable AVrcs- T.at year this magazine received honor able mention. One of line advantages of having a change of judges each year is that there is less chance of the same winners repeating. However, it seems that in this instance the judges were unanimous in recognizing merit, since their scorei for the three winners of Class 1 were very close together. Farther down the line there was a wide discrepancy. Ah Sable News is a less elaborate ami more conventional publication than the winner of first prize, which shows that it is not always necessary to make a big noise to gain recognition. This magazine is quite conservative in its make-up, Us pages are well balanced and Inviting to the eye. mid it has a good variety of inter esting articles which would appeal to an employee of a public utility company. Plenty of material has licon devoted to educational topics, including accident pre vention. 746 't wentieth Congress--National Safety Council Next in Hnc comes Mead Cooperation, whose editor is ooe of the veterans of our Section. Once more the judges were unanimous in awarding a high rating. Mead Cooperation ranks high on all points in the schedule. There were five magazines grouped within two points of each other in the Honor able Mention class--Southern Telephone News. The Ohio Bell, Central Hudson Bulletin, Hail Columbia, and Union Pacific Magazine. Alt five are outstanding, and there were half a dozen more that it hurt us to pass up. Following very closely behind the winners were West Penn Life, Wisconsin Telephone News, The Express Messenger, Grady Udl's Sohioan, and Uncle Pat Ward's Pure Oil News, and the Norfolk and Western Magazine. All of these had a grade of 82 or better. Another magazine of unusual excellence is ByUesby Management which suffered in this contest because it apparently is edited more for the executive than for the man on the job. Next we come to liie ^reat middle class--Class 2. Leading this group is Checkerlinks with a grade of 85J- This magazine used to belong in Class I but on account of hard times the pages shrunk until it came within the limitations of Class 2. The covers are particularly striking and Use contents have been reduced in quantity rather than in quality. The editor has divided the 24 pages in such a way as to give a good balance of employee interest witltout omitting the educational features. The Hercules Mixer, whkh ranks second, 4s another publication which finds itself in Class 2 owing to a reducing diet. Tliis magazine Is strongly institutional in char acter and it confines its contents largely to explosives and safety. That I quite appro priate smee the workers make a living manufacturing TNT and they won't last very long at the job unless they observe the principles of safety. Third on the list comes our old friend Eugene Taylor Wilkins with General Electric Work News, Schenectady edition. In producing employee magazines the General Elec tric Company has apptied mass production methods. This has made it possible to pro duce an Interesting magazine (or each plant at a cost which would snake the rest of us envious. I do not know of any organization which would offer more interesting material for the editor to work on than the G. E. The company's laboratories are constantly turn ing out products to make our daily life more pleasant and comfortable and there is a fascination about scientific development very much like that whkh surrounds rail roading. That doesn't detract a bit from the credit due to Comrade Wilkins who pre sents the story of doings at Schenectady Works in such an interesting fashion. Among the honorable mentions is another General Electric Publication, the Erie edition of G, E. Works News. This magazine received a grade of 81, although l find it hard to explain the 3 points difference between the two editions. At any rate, that's the way it looked to me when 1 was grading them. Space does not permit a detailed discussion of the honorable mentions in this class. Wamer American News has quite a distinctive typography and a good variety of contents. Mid-ktle Safety Bulletin is a midget among publications devoted largely to safety but finding space for other Items of employee interest. Its dress is distinctive and it uses a large number of artistic photographs of steel mill scenes. Tenney Service. one of the prize winners last year. -a rattier conservative magazine with a good halancc of editorial contents. San Joaquin Power Magazine, winner of first place in last year's contest, might be placed in the same classification. Kohler of Kohler AVacs H a newcomer m our contests. It is not devoted entirely to employee interests but it is a good example of what can be done with a dual put pose magazine. Being edited and produced in the beautiful village of Kohler. Wi*.,, hv an institution whkh has helped to glorify the American bathroom, we expect it to lsc attractive in appearance, and we arc not disappointed. The l*nice has Svcvii enteric! in several cunlols, ami i>L->ciiram*e has- at la-1! Iwcii rewarded- Now for Class 3. Pemtsyh'ania News, Central Region, leads off with a grade of 85. Employees' Publication Section 747 It an excellent example of the slogan "It's smart to be thrifty." It is printed on newsprint paper but the pages are made up attractively in newspaper style and con tains quite a wide variety of interesting information. This year one of the judges was from the Western Electric Company, so he grace fully waived the privilege of entering any of the Western Electric publications, although we offered to let someone else sit in judgment on them. However, he preferred to avoid the appearance of evil. At any rate, the absence of The Distributor and The Observer gave someone else a chance. And the one who profits l>y the cliancc was our chairman for the coming year, Mr. Edward R. Egger of the Chicago Rapid Transit Company who won second and third place with The Highball and The High Line respectively. The first mentioned publication received 83 points and the latter 82.6. Actually. I do not think there is 2/5ths of one per cent difference in the two publi cations but the judges felt that they couldn't give two second prize to one company and decided the difference on some minor point Both of these publications are printed on a high grade of paper and are made up expertly in the newspaper style. The same might be said in a lesser degree of the five honorable mentions--Snap Shots, Stand ard Refiner, Armour Ot>al, The Circle, and Delta. ' Lastly', we have Class 4 with only four entries. The winner of this class was IVat- News, published by the } R. Watkins Company, Winona, Minn. All four publications in this class were made up with considerable ingenuity with hand lettering and sketches cut in the stencils. With such limited competition, the judges felt that it was strain ing a point to award each one certificates, and we doubt whether this classification should be continued. The judges have felt that the basis of award used this year is the best yet devised. Segregating the publications into the various classes is a more difficult matter and arbitrary standards will not fit all cases. Comments and criticisms of this year's con test will be welcome by the officers of the section and the News-Letter will provide the medium for the carrying of opinions. Chairman KuKEastt: I am sure we are grateful to Mr. Fish because he engineered this job of judging the magazines. I am sure it was some job. Eugene T. Wilkins (General Electric Co., Schenectady, N. Y.) : I want to sug gest that we give Mr. Fish and the other two judges a rising vote of thanks for their efforts. (A rising vote of thanks was extended to Mr. Fish and the Judging Committee.) Chairman Kupferrr: Some of us felt somewhat discouraged by the Itandicaps placed upon us in this contest. The suggestion has come at various times that wc classify publications according to their cost, according to their per-copy cost, which is rather a complicated thing because, obviously, the magazine with a large circulation would get out something more elaborate with a much lower per-copy cost than is the case with a very small circulation magazine. Nevertheless, 1 don't think there is any record in the minutes that the contest rules as outlined this year are iron-bound, and while 1 do feet that considerable thought was given to them this year and that we should not hastily make any radical changes, we should consider tlrem as set up and work toward that particular basts until we see something that is better. One disadvantage in constantly changing any rating plan is the fact that you have a clumged basis of comparison. I don't think, so far as I have been able to observe, that we are going to get a rating plan that is going to please everybody and fit every body's publication, because after all, we have a problem that is peculiar to each of us. That is not an alibi for my not winning a prize but it is simply a statement of what I think is the fact. We have on our program this afternoon as tire Iasi feature the introduction of the incoming officer*. I was a little disappointed that some left before we liad the election of officers, feeling that probably it was a steam-roller affair and didn't make any dif ference anyway. I want to have the officers who arc here and who were elected for 7*18 Twentieth Congress--National Safety Council (he coming year stand at this time so that we can all see them again. Perhaps some of us were not here when they were introduced before Will all of our offietrs please stand up? Now let me introduce them. Mr. Edward R. Hcuzjt, Chairman. . Mm H. W. Fitch, Vice Chairman for the East. Ms. Ralph W. Lipple, Vice Chairman for the West. Our new Secretary, Miss Cade. I think she says she has been secretary {or ten years. Mu. Wilkcxs: just at this time I should like to make a suggestion. I have been talking the situation over as to what is done in other Sections. I think that it is something tlut the Employees' Publication Section should follow. We have a number of chairmen who have practically dropped out of the life of the organization. It seems to nv we should try to keep them in our organization to give us the benefit of their experience. Jt seems proper, from -what I understand, that instead of having three member* on our Executive Committee, we sltould automatically add to the Executive Committee the Chairman who has served each year. I think it would be right and proper that wc add to our Executive Committee mem bership these various past Chairmen, putting their names down according to the year they have served. I make this as a motion. (The motion was regularly seconded). Chairman KumuiER: You have beard the pxrfion as stated. The motion is that alt past chairmen erf this Section be made permanent members of the Executive Com mittee. which means tiiat the Executive Committee will be enlarged by one member each year. * Ralph W. Limlr < Commonwealth Edison Co., Chicago): I should like to make an amendment. The Employees' Publication Section will go on for many years. Every committee that 1 have been on seemed to lose its per capita efficiency as it was increased In size. I would not speak against tite motion but I wonder if it wouldn't be expedient to limit the number oi previous past chairmen who were on the Executive Committee so that we can retain the thing that Mr. Wilkins recommends and still have an Executive Committee of fixed membeohip. In that way each time a past chairman Is added to tlte committee someone, a number of years back, will leave it. Mr- Wjlki:<S ; May X add that 1 think some of the former chairmen hare dropped out of existence. I would possibly limit them to say five years. That will include our present membership because I think their services are undoubtedly valuable to the organization. Chairman KupkerEr: The suggestion as it is now is that each retiring chairman be elected to membership on the Executive Committee for five years. Is that right? Mr, Wilkins; This has been worked out from tire Medical Section. They do like wise. Even in our Council organization, the chairman automatically becomes a mem ber of the Executive Committee. Louis C. Sobers (Columbia Gas & Electric Co., Cincinnati, Ohio) : I move that wc amend the motion and put the names ot the past five CUxwmew ou the Executive Committee. (Tltc motion was regularly seconded ami carrier!.) Charles A. Ward (Pure Oil Co., Chicago): I don't know whether at this morn ing's meeting any motion was passed extending a cordial vote of- thanks to the Chicago editors. If not, 2 should like to make such a motion Mr. Wilkins : 1 second the motion. Mr. Ward: 1 have been attending tliexe meetings for about ten years, and while I luivc attended a much larger meeting than this I llave never attended a nicer one. We mvc a great deal to the Chicago editors who arc, 1 think, the iivest bunch of the kind in tlie country, a! least in point of size and entfmriasm. We owe them much for the fine entertainment they have given us while we are Here in Chicago. It is almost an Employees' Publication Section 749 Imposition to ask them to do it because we come here so often, but they seem to always be willing to do it, and they do it hi a friendly, cordial spirit. (The motion was put to a vote and was carried.) Edward R. Egger (Chicago Rapid Transit Co.): May 1 ask for the floor for a second? Before wc finish with these final moves, I want to take this opportunity to express the appreciation of all of us for the fine work that our retiring administration has accomplished. After all is said and done, we couldn't entertain you folks m Chi cago if you didn't come here, and your being here indicates your continued interest in cur organization. 'a To save the retiring chairman the embarrassment of putting this question, I should like to hear somebody make a motion expressing the appreciation of our Section for the fine work of the retiring chairman and his stall. Louis C. Segers (Columbia Gas &. Electric Co., Cincinnati, Ohio): Let's give him a rising vote of thanks. ^ _ (A rising vote of thank* was extended to Chairman Kupferer and His admmistratkm). Chairman Kupfereb: I want to tell you fellows and girls and I don't know when I have enjoyed a year so much as I have this last year of working with you. With the letters that I have received, the personal visits I have had with many of you, our meetings, it has been a year of real enrichment in my life. I personally arrf selfishly glad to see the motion which went through a short time ago, which had no inception cm my part, because the idea was simply Gene's. It will give me a great deal of pleasure to know that I am at least to be associated in name with the Section officially lor a few years. So far as taking any credit for the work of the Section is concerned, tbe most work 1 have doue has been in the last day or two. I like to play hookey. I haven't been able to do that very much. My time has been rather filled up. It is hard for me to be (led down. So far as the work during the year is concerned, all I did was send you a hello letter each month. The News-Letter Committee took tbe work on that. The Program Committee got up the program. There was very little effort on my part, and tltc Regional Committees functioned perfectly. I did this year just what I said I was going to do at the Pittsburgh meeting. Witcn I wanted somebody to do any thing, I was simply going to address a letter to So-and-so, with a carbon copy to So- and-so. That is exactly what I did. They all responded like real soldiers and deserve a great majority of tbe credit. So far as recognition is concerned, I was very happily surprised not long ago at something I didn't know was coming. I received a nice little certificate from the National Safety Council, all framed up and everything, stating that I had served as chairman and had served the cause of safety for a year. It was very delightful. Now we have the Question Box, I am turning it over to Gene Wilkins. The Question Box Chairman Wilkins: Has everyone a slip showing the subjects for discussion? But don't be limited by tbe slip. This is one of the most important parts oi our program because everybody has some problem. Ernest Augustus (The Mead Corporation, Chfllicothe, Ohio) : I should like to hear someone else discuss No. 15: "Explaining tbe firm's business to the workers." I ask lor that because I had a lot of cold water thrown on the idea sometime ago. I had intended writing a scries of articles showing where our .products go, where they are used, how they are used, and so on. It was a sort of a series of romance stories describing the romance of our paper. I had gone into it to the extent of getting a number of cuts and a lot of data. In fact, I even had the first story in the series written and was told not to go ahead. It was all right if only our employees were going to read it, but when we started putting out that information to the outsiders, to our competitors and so forth, it wouldn't In: good for us. My scries of articles endedf should like to gel someone rise's reaction on that. 750 Twentieth Congress--National Safety Council H- E. Boxah (Obi Bell Telephone Co.. Cleveland, Ohio): Our experience has been with that problem hut it is not the same experience. While we consider that our magazine is primarily for our employees, we liave also felt that the things that are published in that magazine are not to be hushed up. I may say that it h not published for our customers, but our customers may read it if they wish. They are welcome to anything they may find in there. We have not held anything out of the magazine because of the effect it would have on our customers. It may be because something of that nature has never arisen. It is rather hard to express just what I mean. In editing the magazine, we have horne in mind that it will be read and we are perfectly willing that it shall be read hy any customer of our company. On our own operating practices, methods of oper ation, any angle of that which has been stated in the magazine, there has never been any question that there would be anything that would react unfavorably on our custo mers ; that is, to have an adverse effect on public opinion, our public relations, which vve strive for at all times. So far as any matter of company policies or practices are concerned, I don't see how anything that could be said about those would have that adverse effect. So far as the service goes, where you are putting out a product, like this paper company here, I can see where that would be disadvantageous. It would perhaps be putting information into the hands of a competitor that he could use to his advantage. So far as the public utility goes arid it* public relations, it scemfc to me that is a horse of another color. 1.omA C. Skorm (Columbia Gas & Electric Co, Cincinnati): This problem is one of the big things that confronts us now. It is going to get mere and more into our publications than we have had it heretofore. Of course, this is peculiar to the public service companies. Wc are serving the public, and if we can sell our business, our firm, our organization, to our employees, we believe that they iu turn will serve the public better. They wSU have a better idea and a better understanding of what the company is trying to do. So far as giving out any secrets is concerned, I don't think there are any secrets that the employees and tire competitors should not know. In fact, we want to make the employees better employees by explaining the Intricacies of our business and its many ramifications so that they won't be totally ignorant of what they arc doing. An employee when lie comes in contact with the public Is the repre sentative of the company. In fact, he is the company, and he can do more good by answering questions and explaining to the public and our customers his business and hts company, and the more he knows about his company the better he Is going to be able to explain it to the customer. Chairman* Wilkins: 1 think that point is very well taken, The General Electric Company, I believe, is trying to do that very same tiling. We try to enlist our workers. We Interpret the magazine so that the employees may be acquainted with the facts of the case, as to earnings, for instance. We even give graphs showing how our earniugs arc going along. We try in every way to give our employees every opportunity to know as much as they can about the business, because we feel they have that right. I believe it is a step in the right direction. In the editing of the employees' magazine and the advancement of human relations, the closer we get the employee to the employer the better off we will be. That is the link that wc build up through our magazines. That link is going to become lighter the more we are willing to give out that information and stop the men from being skeptical of our organization. They think we are hiding something from them, something that we are afraid to give them. I think Mr. Augustus luul the idea of explaining processes ami certain factory com1>Mtion and "things like that.. Mu. ArocsTVs: ft is where our products go. In our plants we make a great deal nf paper for five nationally known publication* that go all over the world. A lot of our employee* don't know that. They read tltose magazines hut they don't know* that Employees' Publication Section 7 51 we make the paper for diem. A lot of tliern do but some do not. My idea wa> that if they could pick up these magazines and read them, knowing that we and they had had a hand in the making of that paper, they would take a certain pride in that fact. That was the purpose. The objection came up right away. The first article happened to be on one of the smaller publications. The management said. "If you print that story the Crowell Publishing Company wiii come down c>n us very strongly and ask how we picked this other paper first." Or they said, "The Lakeside Press is going to say something." and so forth and so on. Chairman Wilkins: It is surprising how much your competitors know about something when you think they don't know anything. Let's go on to some other subject. S.Reginald Lkistfr (Kellogg Co., Battle Creek, Mich.): Question No. 5. The Kellogg News will be celebrating its first anniversary in a few mouths. Wc are, of course, now going through that period where we are profiting by the experience of other publication*. I wonder if any of the editors uf these publications could give us any information about methods they have used in distributing their papers. At the present time we are mailing all of the copies of tire Kellogg News to our entire mail ing list. That includes the people in the Battle Creek plant as well as ilie plants in I^ondon. Ontario, and Sydney, Australia. Of course, it involves quite a bit of expense to mail it to that number but wc felt when we first decided to publish a magazine that it was worth publishing at ail it was worth mailing to the individual at his home. The question of expense involves the possibility that we might change to a plan of handing it out to the employees at tlw plant or through their foremen. I wonder H any of the editors here Imve hail any experience where they have changed from one type of distribution to the other and what the effect has been. Ma. Scgeks: We have had a similar ex|tericnce. In the distribution oflho last issue, instead of distributing the publication to the different department heads and letting tlcm distribute it to the employee* in their sections, wc placed the magazine* in several district locations, The employees were asked to conic and get them, to get them as they passed out or as they canic in. Wc put them out liberally in other places As a result, we found that about 75 per cent of the employees took the magazines, George N. Kaufman (Columbus Railway. Power St Light Co.. Columbus, Ohio) : W found in our first issues that mailing them to the homes was a little more expen sive than the budget would allow. Wc tried a method which wasn't new or novel- Wc thought wc would send them to the department licads and let tliern decide as to just how the magazines were going to reach the employees. When we were sending the magazines out by mail we had a surplus of about 120. After we began sending them to department heads and foremen we found we hadn't nearly enough and we had to order more magazines, which brought us to the conclusion that they liked to get the magazine and they were anxious to read it. Chairman* Wilkins: We might have a showing of hands here just for information m that. How many mail the employees' magazine to the employees? (Two) Appar ently all the rest hand them out. We Uistriliute 21.000 copies each month to our employees by sending them through to the various department (wad*. \V> check up on that to see that they are handed out. Mh. Lidoi.f.: I might add a word here because the gentleman in front of me was tell ing our friend that he would never get this problem of distribution settled. As different mctltods have been spoken of t have thought of our own. which is a combination of ail of them. You may cay it is an individual problem. Wc try to hand our papers lu uur employee* and get them into tin. hands of our readers as best wc can. To do that WC use U. S. mad, company mail, distribution by lioys around the building, bulk distri bution to the outlying parts of the city, and in sonic cases redistribution by company 752 Twentieth Congress---National Safely Council mail in the departments themselves. It is just a system that has grown up with us in the effort to do the thing in the best way. Chairman Wilkins: That is fine. Is there anybody else on that? What is the next question? If we all get into this discussion we arc all going to get something out of it. Don't be afraid to gel up three or four times. We are here to help you if you want help. Mr. Kaufman: I should like to ask a question that is not down here. It refers to the women's pages in reaching the home. The lady who talked on the woman's page in the home section was from a railroad. Her problem is altogether different from ours. Our organization is a utility. I just thought possibly I could get a rise out of some of these fellows here from utilities, whetlicr it is a holding company or not. to sec how (hey handle the home section. If. W. Fitlii (I). A H. Railroad. Albany, N. Y.) . 1 want t<> take exception to the general statement that is being made here that our pr-Meins arc different. Regard less of whether it is a railroad or utility or a factory contained within four walls, our fundamental problem is the same. We arc supposed to be interesting and instructive to our readers. I don't think that ftc pay quite enough attention to nur fundamental purpose sometimes. We get too far away from it in consideration of the details of how we arc going to achieve the result. For example, when tl*c paper on the woman's page was being discussed and methods of attracting interest were spoken of. I was reminded oi an incident that happened in our publication. We injected a one-page article on the home use of concrete That is going a long way from railroading. That lias very little to do with and it isn't con nected very closely with the idea of the public relations of the public utility. But that thing liad more of a comeback titan you can imagine. More people told me that titey had clipped it and filed it away than one would think, which shows that it did a lot to get the magazine into the home. I think that we should give a little more consideration to such items of general Inanely interest and not stick to a straight line on a great or smaller thing. Mr Kaufax: Maybe I had better correct tlmt impression. I don't want Mr. Fitch to misunderstand me. 1 don't mean that our problem in trying to make our magazine interesting is any different from that of a railroad organization. What 1 meant was that in a utility our product naturally goes into the home. it is used in the home, whether it Is gas or electricity. Then too we sell appliances. We try to cor relate in our own case electric appliances and the use of them in conjunction with our home section. For instance, the editor of one of our women's pages talks about cook ing. She deals with it in degrees and fairly technical language. If you had no electric stove you wouldn't undci stand what she was talking about. If you have only a gas stove you arc likely not to get all of what sire is saying. In that way we have sold a number of stoves to our own employees. In the same way she deals with refrigeration, or about the electric sewing machine a< against the automatic or whatever it is. It is in that light that our problems are somewhat different from those of the railroads. Chairman Wilkins: If we are going to encourage the men to carry the magazine home (if we do not mail it) we ought'to have in it something of interest for the wife, or something that the little boy or girl at home can look over. This is a round table discussion and we can talk personalities wi'Jwrot anj idea of having to e<pln. We devote one page in here to the children and one to the women. I have met several of the wives at our foremen's banquet and they have told me that they look to the woman's page for the recipes and various information regarding electrical appliances. As for tlie children, l think it is a plan that is far->caching. 'Hie hoys and serfs that you are directing, or having a little fun with by wilting in puzzles, pictures of their pets, little poems tiiat titey write ami contribute, may mhijc day {who can U-ll) be your future employees. Who can tell that titey are not going to take your job? What you remember as a little boy or girl grows up with you. If he has impressed cm his Employees' Publication Section 7 53 mind .vuir individual concern, he is going in make a Inner cipk>ev when he grows up. That is loyalty to the organization. That is what I think i> hack of every employees' magazine lhat conducts a junior page. It ts mighty interesting to receive the letters coming from these youngsters. We get from 75 to 100 letters from every issue, addressed to Aunt Polly, concerning the problems and puzzles that we put in tliere. Those children look for the IVerks News every lime it is issued, and if Dad doesn't bring it home he lias to give a good reason for it. It is the same with his wife. I thmk if we can encourage tlte wife to look over the employees' magazine, to know the concern that her husband is working for, we are going to make more loyal employees- That is the way f look at it. Mx. AfCCbTvs: If we are putting out an employees' magazine and putting it out properly, as we should, the primary purpose of the employees* magazine is to get the interest of the employee and his family. Now, then, if your magazine is sufficiently interesting, with the things in there that you want them to read, why do you have to sugar-coat it with a woman's page ? We mail our magazine out. I have had numerous employees come in and tell me, a day after the magazine conies out. "Hell. 1 haven't liad a chance to read it. The wife and kids got it and l can't get huld of it." tWe don't have any woman's page. My contention is that if your magazine has the right type oi material in it, it will appeal to the women and the other members of the family without having a woman's page. I don't think you need n. Your children's page may be a little kit different. You may fill it with puzzles and that sort of thing, for they are not interested in reading the other things in the magazine. By getting them interested in those puzzles, later on when they grow a little older, they will have an incentive to read your magazine. I believe, so far as the women or the older members oi the family are concerned, that if yon have the right type of material in it they arc going to read it, without addresses on how to make pie and homebrew and so forth. If they don't read the other articles they are not going to read the woman's page. I think the comment was made here a while ago Uiat you have all the news-stand magazines to compete with, you have the columns of tle local papers, you have a number of department stores and merchants putting out little house organs, with lots of suggestions on decorating, style, and so forth. What is the use of going out and trying to compete with those people? Put something else in that interests those whom you want to reach. Let them get their health hints and advice on how to take care of the baby from oilier sources. Chairman Wilkins: It is a matter of opinion. Our magazine is being read. I wouldn't cat! it sugar-coated. I think there is no sugar-coating in our woman's page. It is put In there to make a well-rounded proposition to present to them. We cater to men usually. We talk about big machinery. There is very little in that machinery to interest the women, so therefore we feci Uiat she wouW be nucleated in the use of electrical appliances. The local newspaper doesn't publish that information like we do. The other information she can get in other ways. Mr. Kaujman : Let's try No. 12. "Working tile joke--bow far should it go?" Miss Delloka M. Laabs (Seaman Body Corp . Milwaukee}: 1 you want to pull it on yourself, it is all right. Otherwise, it doesn't go. Chairman Wilkins: i think that i$ really the basis of it. We can't allow offense or jeopardize the personal interest of somebody else. If it is a shop joke, it should be considered as a shop joke awl should not be. published. Mr. Kaukmax : This speaker we Imd at noon suggested that we use jokes. 1 won der if somebody agrees with him. Chairman Wilkins: We can't advocate a thing of that kind that anybody has to use. We can make suggestions. H. E. Bo.s'ar (Ohio Bell Telephone Co, Cleveland. Ohio) : Right along that line, we use a jnk< i&ge. We think it is worth while. We believe that any device that will 754 Twentieth Congress---National Safety Council get an employee to read any page in enrr magazine is fair and square. H we lave an employee whose reading tastes are such that l* reads nothing hut the joke'page, we can bring him to the Bell consciousness, and we believe, to some degree anyhow, we have accomplished our purpose with that employee. There is one thing on the employees' magazine that I have always contested. It is this: You do not have a selected group of readers; that is, no appeal to a selected group or class of readers. Take any national publication. The Saturday Evening Post has a cosmopolitan reader circulation. The articles and stories are prepared for a cer tain reader group, to appeal to a certain reader interest. To fill the requirements oi reader interest, the average household will take several different publications of dif ferent classes. The best of those publications has a very small percentage of reader interest com pared with the reading population. Take an employees' publication for a group of employees. They have a common interest in their employment, but the reading tastes throughout that group, from your supervisors or executives down to your track men and what not, vary just as much as the readers of the Saturday Evening Post and Romances or what not. You can't hope in any large degree whatever to get a maga zine that will be read from cover to cover by all employees. Therefore, we say if we can put something in each issue that this group or that group of people or employees will be interested in, we have accomplished our purpose. - Chairman Wtlkixs: Another good Idea that I have been trying is this: Run one new experiment each year in your magazine. See how is works out. I think if you don't change, if you are going along in the same rut, making the same statements that you made five years ago, you ought to quit. I believe that you should make a difference in the make-up of your magazine. You should be adding something to it. Otlwrwise you are just getting into a rut and going stale. I think you want to freshen up your magazine by changing your type, by putting in new features. Put in a page of jokes, if you want to. Try them out and see how they go. Put in one page and try it out. If it doesn't go, drop it. There is no disgrace hi trying a junior page. Try to get shop equipment ideas. Get your employees or shop foremen to thinking on how they do their work. Get them to write short articles on it. Try the Employees' Opportunity stunt. I think our magazine carries mine classified advertising than any magazine In the United States--free. We have four or five pages of classified adver tising in the hack here, free to employees. It has been a big help to employees who want to get rid of their second-hand tilings. M. Hccer: You exercise a censorship on that to be sore you are not carrying out side lines through your publication, don't you? Chairman Wilkixs : Yes. That is a valuable help. The employee feels that Ills management is carrying his advertising for nothing. Otherwise it would cost him 30 cents a line in the paper. We don't try to compete with the papers uptown. People even try to get their advertisements into our paper throuKh our employees.. We make thcui put their names and their connections and building and full information on the application. Tlien we go through the telephone directory to see if the number cor responds with the name. We accept advertisements only from our own employees. Mr. Augustus : How about some discussion o No. 4 ? "How to obtain the cooper ation of the management and factory officials in getting articles dealing with company policies." * Mr. Eccer: Mr. Chairman, I should like to add something to that question. Is it advisable or is it beneficial to your publication to get an article from the management as it is from some employee based on his own experience? For instance, in this issue of our Rapid Transit publication I had a voluntary contribution from an employee on how employees can help get business stuck back ou page three. There was an item on a half-million dollar industrial project located on our line ahead of it. The vice president on looking over the page proofs said, "Move that article from this employee up to Page I." Employees' Publication Section 755 1 find in our organization that they don't want the management played up. They would rather have something from the employee. I was told by the general manager once, T wish you hadn't put my picture on the front page. Move me back funkier. Put the employees up there." . Mr. Augustus: I don't think there is any question but that the quality of an article from the average employee is in most cases probably greater than that from some executive. There arc times, there arc conditions, and there arc certain subjects which should be discussed in your magazine which arc better discussed and presented by some member of your management than anyone else. Our management agrees with that, but the problem is to get them to write. They want us to do the gliost wilting for them and they don't want to be responsible for it. "Go ahead and write something. Put my name on it," they say. It is a darned hard job to be tire ghost writer for about half a dozen people with different personalities, with different styles of writing. You have to be half a dozen different people. I have tried it. I have had fellows come in and say, "We know you wrote this. We can tell from the style." How are you going to get these fellows sold ou the idea that you have to write it yourself? I have a vice president who insists on having a page every month. He want* that page in there, but lie doesn't worry about writing it. I dash down about two days before the dead-line date. "Have you got your copy?" *`Oh, hell, don't bother me with that." Still he wants it m there. How are you going to get these fellows sold on the idea tliat they must do it? < Mr. Seg&rs: I have a particular instance which I believe may throw some light on this subject, just recently the president of one of our companies addressed the employees in tliat district ou a subject of vital interest to all. The title of his talk was "Our Company." It was an excellent talk and it was taken down by one of the stenographers there tliat evening, i finally got it and whipped it into shape, not changing much of it, but making it into a nice flowing article rather than just an extemporaneous talk. After I did that I submitted it to him for his approval. It will be published practically as I made it. but, however, it will be under his name. He will be given full credit for the article. That is the way we handle it This particular article is applicable to our entire list of 12,000 or 14,000 employees. About 500 heard that talk and there were about 13.500 who didn't hear it. We want to get tliat message to them because it is a worth while message. We believe tliat it is absolutely essential to get articles from your executives because they speak with authority, and when an article from them is in your publication many employees arc a little bit more ready to read tt. Mr. Fitch: I might say in that connection that it has been our practice to get speeches of a more or less technical nature, dealing with die problems of the different pluses oi railroad operation, which are delivered before various meetings and. when properly edited, insert them in the bulletin. These are so comparatively few, coming as they do once every five or six issues, that it docs not give the effect of being official propaganda or anything of that sort. I feci certain that the employees read them with a good deal of interest, knowing that the writers are authorities on the subjects which are treated. Robert E. Day (Kellogg Company, Battle Creek, Mich.) : I am very much inter ested m a recommendation that Dean Harrington made this noon. It was about giving our stuff the news slant. In the case of this president's address, it occurred to uie while the gentleman was talking that it might be handled from the standpoint of news. You could say the president gave such and such an address at such and such a place with so many people present. The people reading that would he interested in that particular event as something in the company's activity. Then you could elaborate on it by quoting the president, handling it like oar daily newspapers handle such things. I think that would probably lead to a great deal more interest on the part of the readers than read ing a statement which is enclosed m quotes and bearing the signature of the president. 756 Twentieth Congress--National Safety Council They arc naturally interested in human events: and incidents in their uvrn organization. We have tried that in the Kellogg New:; and m many eases it worked out very suc cessfully. We have been able to put across a thing which I am sure would have been rather dry reading lad we just used the statement with the signature. The thing is to relate the statement to an event which transpired. For instance, we are preparing right now an article regarding some new equipment we have in the plant. It has a safety feature which we play up as part erf this new installation. Tle story of its instal lation is news, but the safety feature of it will be included m the article. Suppose that your welfare association extends help to someone whose home is burned down. Play up the burning of the home as news. People will read is quickly. Let them get the company's policy in regard to those matters incidentally as part of the news story, rather than some cold, formal report from the welfare association. Mr. Sege*s: We play that article as a news item. In fact, we play it up as a major article. We probably would head it that vice president So-and-so, addressed the first meeting of Ibe employees' educational association. So many were in attendance. This was the first seasonal educational meeting. The other meetings will be held later, and so on. Then It would be followed up with that address. I would start out with the local lead. Ma. Boxak' Would you give that over the president's name? Would you use a by line on that? " Mi Sege* : No, it goes in as a regular news article, and then we quote below. Mil Kaufman: I think it might be of interest to tell of an experience that we had. Our company has been in business since about 1847. It was U>e first time in the his tory of our company that the president talked to all the employees. Naturally, that was an important event for us. The employees didn't realize it as such. They ditfa't care much whether he talked or not. That was one reason we figured on using this in building up an esprit de corps which was fast lagging. This is the way we cov ered that story. We offered it first as a news item. In a couple of pages we included a few high lights of the talk, erf course, in quotes, and then in another section of the magazine we gave his speech in fall. We headed it in a box: "Following is the text of President Myers' talk to the employees at his first meeting." In that way we played it up both from the news angle and the other side and wc still were able to give them the word-for-word text of the president's talk. It wasn't all an exact word-for-word text. It was edited some, but we got him to O. K. it and it was all right. Mr. Augustus : I got hold of a ropy of a book that might be helpful and interesting to some of these Oliver editors. It is "The Magazine Article," by Crawford, published by McGraw-Hill. It gives some excellent information on writing up articles. One of the heads concerns writing your own paragraphs, and some of the conclusions are very good. (Ma. Egcks took the chair). . Chairman Eccer: We arc primarily interested now in the sectional meetings which will be held early next spring. I hope that we can fix some cities that won't be too far away for all of you. I think Chicago has been getting an edge here on the meetings recently. It behooves us to lake away from Chicago the regional meeting of this Western Section next spring. We will announce that as soon as possible in the News Letter. I hope you will H point to those regional meetings and then at the next national convention we will Iwve you all bade again wherever we go. I am sure that our new Program Cliairman will have a job on his hands to do as good as Mr. Wilkins lias done this year. I hope that he will prove equal to the occasion. I lode forward to seeing you all at either of the regional meetings. I look forward to seeing all of you at the Western regional meeting and a* the next annual meeting. Good-bye and good luck. ADJOURNMENT TWENTIETH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Food Section Officers 1930-31 General Chairman--Will Cooper. Executive Offices, Stevens Hotel, Chicago, III. Vice-Chairman. Membership--Henry J. Minkur, The Borden Company, New York G'ty. ^t ^ Secretary & News-Letter Editor--F. A. Hakse, Com Products Refining Co., Chi cago, Tit. Chairman Paster Committee--C. M. Bliss, General Baking Company, New York 'City. Chairman Program Committee---Cam. C Clements. National Dairy Products Co., Inc., New York City. Chairman Engineering A* Publicity Camm'tlicc--R, E. Prgiitv, Aetna Life Insur ance Co., New York City. Chairman Statistics Committee--Vv. A, Sullivan, Loose-Wiles Biscuit Co., Kansas City, Mo. Chairman Committee on Slides and Safety Kinks--J. T. Johnson, The Quaker Oat* Co., St- Joseph, Mo. Executive Committee--The Officers and Ernest t>. Fowler, Americus Hotel, Allentown, Pa. Albert W. Pell, Lamont Corliss & Company, New York City. R. W. UrsHAw, Anheuser-Busch, Inc., St. Louis, Mo. Tuesday Morning Session October 13, 1931 WILL COOPER, Chairman The Stevens Hotel, Chicago, III. The first session of the Food Section convened with General Chairman Will Cooper, Executive Offices, Stevens Hotel, Chicago, piesiding. Resume of Year's Activities By WILL COOPER General Chairman . This is the twentieth annual safety congress. We have iust passed through one of the tightest years tlvat the United States has ever known. If none of us are old enough to make that statement from our own ex perience, 1 think that at least we can make it as far as the range of our own lives. 757 758 Twentieth Congress--National Safety Council Last year in Pittsburgh I made a particular appeal to you not to let your Council memberships suffer by the retrenchments that so many industries were engaging to. At that time I shared the optimism of a great many people that we were past the lowest point of the depression. If 1 had known at that time what wc know now, tiiat the worst was yet to come, 1 would have made my remarks stronger than I did. It seems inevitable that when people are called upon to reduce expenses they will eliminate thpse items that produce the quickest results. For that reason I was afraid that in the average plant safety work would be one of the first activities to be curtailed: but my fears were not realized. . The Food Section has had an actual gain in membership since the last Congress. We started with 198 and ended with 201. A good deal of this lias been due to the activity of our vice-chairman, Henry Mincur, who has had charge of membership work for this Section; hut the Council as a whole has not suffered nearly as much as it did during the depression of 1921 and 1922. As a whole, there was a slight loaa but the net income from membership dues hi 19.11 has been only seventeen thousand dollars less than it was at the peak in 1929, and that is not a very bug shrinkage on an Hem that amounts to nearly half a million dollars. 1 don't know whetlier atl of you read the same judgment between the tines of that statement that 1 do. but to me it is jrfain that safety work is now considered one of the essentials of industry. Economists tell us that when a depression hits a community the last things to show tiie effect of it are the staple foods. The things that feel it the quickest arc tiie luxuries and whims. The last two years have shown that safety work is a staple fued of industry, it is not a whim. As insurance is considered an esientiai, so is safety work which is a complement of it and of equal importance. Xow, we have a very good program and I don't want to take up a lot of the time that belongs to it. as I necessarily most if I continue to talk, because anything that 1 say is outside the schedule--sort of what a good press-agent would call "an extra added attraction", altltough ? think I can see a suggestion of a sardonic grin on the faces of most of you when I call it that. But it is the general chairman's privilege to infiict his remarks upon the audience without a fear of retaliation unless he goes loo far or has failed to take precautions, and so I want to take this opportunity to again stress the importance of your being active in Council affairs. The National Safety Council is not like an insurance company where your money ts received and a group of paid employees looks after the business and sees that you carry out your part of the contract because their livlihood depends ttpon it. The National Safety Council is a cooperative organization and it is a non-profit organiza tion. it is also a research organization and while there is a paid staff, the staff is engaged mostly in research work. They are engaged in working up the data and statistics from material sent in by the members and getting it in shape to send back to the members in a form that will permit them to profit by the experience of others as wrll as themselves. This stuff is not a staff that is large enough to carry on all dtc work of management and administration in such u large corporation. Most of that devolves upon the volunteer workers among the members. As long as you have a Council membership, get the full value out of it by taking an active part In the management and the activities of your Section! By this 1 mean cootiibutc <v llw News Letter and help to carry on the work in any other way you may be asked to. as far as your abilities will permit without material injury to yourself. As 1 said before. Use Council is a cooperative body. The closer you work in with it tl*J more you will get out of it. ! warn to lay particular stress on this point because it seems so lard to get men to take office. Al tlse beginning of this year I appointed a committee of past general chairmen to act as a Nominating Committee for a set of officers for 1932. While they have prepared a very satisfactory slate, it took persona! solicitation to get most of the nominees to accept. Tins is due primarily to lack of understanding of just what Food Section 759 the Council is and bow it f--ctkao. Even among those resident in Chicago there was very tittle definite knowledge of the Council's structure and even fewer lad ever visited the office asd sects the sort of a place it was. None of yon should leave this Congress without gomg over these. The headquarters office is located on the ninth floor of the Civic Open BoMmg at 20 North Wacker Drive, and while most of the staff are over here this week, there will be some one there to show you around and it will be an eye-opener and ispintiwi to you to see what sort of an organization you belong to. The National Safety Council is attracting more favorable comment today than any other siwflar mstimrioa. nut excepting the Red Cross, and if you are asked to serve on the Sections Executive Committee you will find it worth your while to do it. * You should consider that I have served as chairman of the Food Section for two years and it has not been an easy jot\ but I lave gotten a great deal oj safetv education out of it. " Chairman Cooper: Several years ago, so far back I don't like to think how long ago it was, 1 got out of college. The first job I had was with the Santc Fe Railroad iu New York. I used to sign bills of lading for many companies, and one of tltcse companies was Lamont, Corliss and Co. 1 did not suppose at that time that my path would ever cross with an officer's of Lamont Corliss and Co., but we have with us tdday Mr. Pell, the treasurer of that company, who is going to talk to us. 1 do not know whether Mr. Pell i* going to tell you anything about his corofnny. but 1 will say that they Operate a chocolate plant and rubber lieel plant and i do not know how many other industries, so that he gets a pretty good slant on safety work in different kinds of plants. Albert W. P&ll (Lamont, Corliss and Co.. New York City) : The statement "How We Interest Our Employees in Safety" as it shows in the program, might convey the impression that it is by persuasion or penalties or rewards. Tim was the original form that the question occurred to me, and I hope that this paper 1 am submitting will result in discussion, for I would like to learn something as well a> you undoubtedly will. Might I say that as a preliminary, our chocolate plant m the ninth of this month completed 549 days without a lost-time accident. we fed flat we have accomplished something. There is a considerable increase of interest among the employees and as a result we arc hoping to complete the second year, at which time we will hold a celebration and may do some slight rewarding. How Shall We Interest Our Employees in Safety? By ALBERT W. PELL Treaattftr, Lamont Carlltt A Co., New York City Before starting this discussion 1 wish to acknowledge indebtedness to Mr. C. W. Hill, Vice-President of the Peter Cailler Kohler Swiss Chocolates Co., Inc., for valuable hints culled from Ins own experience in the management of many hundreds of men, these hints having been passed on to me in discussion of this subject. Perhaps the most difficult problem which faces the safety director or employer, who is honestly interested in safety, is that of awakening an equal interest on the part of the employees themselves. It might naturally be supposed that the individual who is exposed to possibility of personal injury would have the greatest interest in preventing this result, but experience has shown this not to be the case. The employer, of course, has this personal interest anyway, though from two different angles--one selfish and the other unselfish--namely, possible saving of premium on his compensation insurance, and a real desire for the welfare of his employees. It is fairly simple to provide proper guards, but it is not possible to so guard all 760 Twentieth Congress--National Safety Council machinery that it will be impossible for an injury to take place--either through carelessness on the part of the operator nr at such times as the mind wanders for a few seconds on account of the monotony of the job- In addition to this there are numerous ways through which injuries may occur that are not preventable, except by the exercise of caution ou the part of the individual; such as, stumbling over objects carelessly left ui passageways, (ailing cm slippery (kx*rs, having the hands caught between cases being moved, and other ways too numerous to mention, with which you are all familiar. The crucial point in accident prevention, according to my experience, lies with the individual employee and strange to say, this is the most difficult problem faced by the employer. The subject may be sub-divided into several headings, such as-- education, reminders, persuasiou, penalties, and rewards. It will not be well in this discussion to attempt to select oiie of these divisions and consider that the sole basis for safety effort, but on the contrary all should be applied as circumstances show to be desirable. Education--This Is necessary as a preliminary step. It can be done by posters, clock notices, pay envelope enclosures, safety committees, nurses and foremen. Education should include: 1. Instructions on what to do in case of accident 2. Rules on Safety which the Company enforces, such as-- (a) No cleaning of machines in motion. (b) No climbing up on machines whether in motion or not. (c) No reaching into moving machines. (d) Stopping motor instead of clutch. (e) Prompt reporting of accidents. 0 ) No running, horseplay, or loud talking. (g) Proper clothing and shoes. (h) Clean floors around machines. (!) Removal of guards. 3. Necessity of prompt attention to cuts and scratches. 4. How to do each job safely. 5. Hazards of various job** 6. The foreman should catch all unsafe practices and see that they are stopped. If he sees one roan doing something unsafely, he should use it as a text, without giving the roan's name, for a talk to his men to avoid others doing it. It does not do to talk only to the one man whom he detects in an -unsafe act. Education should be_ continuous. Reminders--At the immediate time of the occurrence of an accident there is excitement and everyone is wide awake hut it is- surprising how quickly they forget and fall again into careless practices. It is, therefore, necessary to take some means to keep their memories awake. This may take various forms: 1. Thermometers at gates. 2. Exhibit of safety prizes at gates. 3. A safety message on each time dock every Monday rooming. 4. Special safety stunts at intervals; such ai, celebration by small prizes, or a plant safety parade. ' - 3. Foremen should be asked to select one source of accidents each month and go over thr department to remove such sources be they equipment or methods of work. Ptrxitajion--It is in my mind tliat there is a wide opportunity for thought in the three divisions--persuasion, penalties, and rewards. While these probably should all be discreetly used. yet it may be that circumstances will he such in some plant that emphasis should be placed more upon one than upon another. The attitude of the great body of employees will influence this question considerably. There may be groups that are attentive to suggestions of the foremen, or other heads. Food Section 761 and ate of naturally intelligent and thoughtful dispositions. To such groups persuasion is bound to be very effective. At the chocolate plant previously mentioned, every matt wlio has an infection has to report to the manager, who explains infections to him and asks him to promise not only to go to "first aid" promptly, but to use his influence to get others to do the same. Some pressure is exerted in a manner that might be called "back-handed1' persuasion, in that analyses of accidents are posted; and if John Doe is hurt as a result of carelessness or violation of rules, the fact is posted on the bulletin board. The result is some kidding of John Doe by the other employees, and he also realizes tliat it is a black mark on his employment record. Also, at every example of unsafe practice in any department the foreman talks to the employee, showing him the danger of such a practice, and endeavors to persuade him to be more careful in the future--this without regard to whether or not any accident has occurred. Wo also have & system which causes amusement among the employees, but at tlw same lime makes them anxious to improve their department's record. We have a brown derby which is awarded to the department which has the last lost-time accident, and you may be sure that no one wants to be responsible for bringing it to his department. Penalties--^These should never be applied without careful consideration but only used for serious infractions of rules, causing accidental injuries of some kind. Too strenuous use of penalties is more apt to cause a feeling of sullenuess on the part of the employees than it is to awaken them to their individual responsibility. In general penalties should be given only for infringement of rules, such as cteaning a moving machine, or failure to report an accident. There should not be, as a rule, any penalty applied simply because an accident has occurred. On the other hand, the frequent occurrence of accidents to or because of a certain employee or certain employees, should result in penalties. If a warning i< not effective, discharge should follow. Perhaps under this heading should be mentioned that it is sometimes found that the physical condition of an employee is an accident breeder. Unless such an employee can be shifted to a safer position, he should be dropped--not as a penalty but because be Is a hazard to the others on account of his physical condition. Rewards--It is questionable if targe rewards are as effective as small ones, as after all, the purpose of the reward is to attract attention on the part of the individual rewarded, as well as his co-employees, to the fact that there has been good work, and to create sufficient pleasant fedmg to more or less drive home the thought, rather than to provide something of great Intrinsic value, which might attract more attention to itself than to the deed for which it was awarded. , We. use minor rewards, such as a package of cigarets or some candy, only to intensify a reminder. Larger rewards have been made only once. That was at the end of our first year of no lost-time accidents. It may be that if we succeed in completing another year, we shall increase the reward somewhat. At any event, we regard rewards as reminders and publicity stunts. We find that it is poor psychology to pay people for doing wlat is right and what they should do. Safety carries its own rewards. Anyone who can't work safely without having a reward is too dumb to have around. . Again there is no way of tying up the saving on the monetary value of a safety- record with a reward. You might give a reward this year, and have such a bad record next year that the saving this year would be lost in comparison. The individual reward must be small and as the employee does not realize all tbo facts, he may imagine tliat the company has saved a pile of money and pocketed moat of it. However, small rewards cause comment and we have found that they are fine reminders. 762 Twentieth Congress--National Safety Council If wc were convinced that rewards were necessary, or especially desirable, we should be inclined to handle them in connection with the wage rate. In our own experience, wc have not felt that rewards are the best way. In fact, we have the notion that it is the wrong way around. .toother objection to reward* is that you probably get the best safety record* when business is the poorest, partly because jobs are hard to get A company might find it hard, if not impossible, to pay out any sizable reward when they might be running in the red. To sum up then, we should say that some of the thoughts which we have offered for this discussion are; 1. That it is necessary to interest the individual worker in safety K any satisfactory result is to be expected. 2. That the normal attitude of the worker is passive. 3. That there are many ways that may be tried but that no one way is a complete answer. 4. That a method which is effective in one plant may not be sufficient for another. 5. That the safety director must keep himself posted as to the various possible systems, carefully weigh each in its application to bis own plant and adopt those which are found to work best with his group, at the same time keeping an open mind and being prepared to make such changes as time and varying conditions show to be destrah'e. Chairman Cooper: Mr. Pell's remarks have given us something to think about. I would like to hear from some of these present as to what they think of the value of those different methods of stimulating interest. v.Vern Sutton (Postum Company, Inc* Battle Creek, Mich.): I thoroi*hly agree with all Mr. Pell has said. Especially was I impressed with what he had to say about not giving rewards of great intrinsic value but merely some little token that reminded them of their success. I have observed that in giving rewards, whether for safety or anything else, and in the matter of contests of any sort where rewards are given, that the greater the reward the more dissatisfaction there is on die part of those who didn't win. especially among factory employees where large rewards are given. W. A. Sullivan (Loose-Wiles Biscuit Co., Kansas City, Mou): I was bopii% tliat somebody would take issue on this disciplinary item. I have always been heartily in favor of that particular method of dealing with accidents to employees, but oc casionally we run into trouble especially with workmen's compensation commissions. That is particularly true in Missouri. You don't dare to discharge a man on account of having an accident. We do get rid of them, all right, but we do not get all the benefit of the discharge as we would if we could broadcast and give a lot of publicity about discharging for that purpose. We have to find some other reason usually. But I n not as familiar with other states as with Missouri, and 1 am wondering If somebody else will argue on that subject. Mr. Pox: Don't make any mistake. We discharge a man not because he has had an accident, but because he has disobeyed orders. He has direct orders that he most not attempt to fix moving machinery and must not do certain things. If lie deliberately disobeys orders, he gets discharged. . ' Mr. Suluvan : Wt stilt don't get around not discharging for accidents. - Mr. Puli.: What is the law on that subject? Mr. Sullivan : I cannot quote the exact law. You can discharge a man, if he hasn't been hurt, for disobeying rules. If a man violated a rule by attempting to clean a moving machine or removing guards from die machine, and wasn't hurt, you can discharge him: tliat is within your power and privilege. But if he should become injured, yon have to put him back to work and let things go along. My argument is that it loses a lot of effect, if you could let it be known throughout the department and entire plant that the man is being discharged for that sole purpose, the psycho Food Section 763 logical effect oq the rwiilujiti would be far better than it is to ease them oat amt so get rid of them. We caaoot correct each accident by individually handling that accident. We want to prevent a recurrence; we want to create a better spirit in a blanket form, you might my. Roasre E. Dxr (Kellogg Company, Battle Creek, Michigan) : We have had a little experience along that line. We have had some trouble with our machinists about wearing goggles when chipping ccmcut, etc. We have quite a mechanical department and we found that temporary lay-off is pretty effective. It means that he is going to be off, maybe a week, without pay and you can broadcast tint thing, and when he gets back, it is going to be all over the department. After we did that in two cases the same day, we didn't have trouble with a single man about wearing goggles for a period of two or three months. In the case of a man who has been seriously injured, sometimes we do have to discharge him later but we usually try to check up on the man to see if he had a serious set back. Chairman Cooper: Mr. Sullivan, do you mean that under the Compensation Taw in Missouri, if you have a man who deliberately takes a guard off a machine, for example, violates the instructions, and gets hurt, you cannot discharge him for that? Mr. Sullivan: Perhaps if you could prove that he deliberately did so, you might get away with it. But wc had a meeting over a mouth ago of the Associated In dustries of Missouri, rather an informal affair. We were seeking to get their re action and tbetr attitude on certain types of safety work. That question was put to them point blank, and while they did not want to answer it because it might become a matter of record, they told us that the thing to do is to find some other reason to discharge the man. unless lie had some obvious self-inflicted wound nr accident caused by self infliction. CHAIRMAN Coot-ek: Then they did not say that you cannot discharge u iiiau for deliberately wounding himself ? Mr. Sullivan* : They evaded the question, but there have been two or three paiuts brought up where tliey have caused the employers a Ux of trouble. Mr. Pell: Suppose you say John Smith was discharged for violating such and such a rule and not as a result of injury? Mr. Sullivan : 1 am afraid it would kick back on you. Chairman Cooper: You know, an accident often is the result of a little love of the dramatic, especially among younger employees when they are at the impressionable age. I have in mind the case of a girl who was injured in a department where there are many young girls who are just beginning to think about bleaching their hair, rouging their Ups and fixing themselves up to attract attention. Often timev, a frame of mind is created where tliey would do anything to draw a little attention to them selves. This girl caught her hand in the rolls of a machine. We had to take an axe and break the guard off the machine to get her hand out. She deliberately stuck Iter finger through this guard. There was no question about its being deliberate because we tried afterward and it was too great an effort to get a hand itt there for anyone to liave done it carelessly. There is one feature in Mr. Pell's talk that I 'think is a very good way to compel employees to avoid accidents, and that is to make the accident result in a little bit of humiliation or undesirable publicity. They do not like to be laughed at or sneered at by fellow employees. I think that is one very effective way. Wc use here in the liotd a set of posters. There are two posters gotten out by the National Safety Council. One of them is a picture of a dog all bandaged up and It says, "Believe Me, It Hurts to Get Hurt." Then there is another one that reads. "Not a Lost Time Accident in This Department Since------ How Long Can Wc Keep It Up?" You fill in the date. We liave a large bulletin board in the service entrance wHctc all employees pass twice a day and we have one of those posters "Not a Lost Time Accident in This Department Since--with the date, on that board for each 764 Twentieth Congress--National Safety Council department in the hotel. When any of those departments has an acicdent, that poster comes down and one of tliese with the bandaged dog goes up. The employees do not leave that dog up there very long. After the first or second day it is all covered with pencil notations somebody has put on. for instance, "They must have been out late the night before/' After three or four days it frequently disappears, the reason being that tiie employee comes around when nobody is looking and takes it down. Rut we put it right back up again. I don't care how many posters they take down. I have had them come to me privately and say, "Please don't stick my name up there/' I think that is a very good way. We have a gentleman in here, Mr. E. D. Taylor, from whom I would like to hear, for the reason that I started my mechanical apprenticeship in a packing house, and 1 would like to hear the different kinds of work he has to contend with. E. D. Taylor (Assistant Master Mechanic, Omaha Packing Co., Chicago): Our accidents are getting fewer. We are getting onr machines pretty well guarded, and while wc have not Iiad any ixmalty attached to these accidents (or anything like that) we have done considerable talking to employees and have tried to impress on their minds that the breaking of a rule, such as working on machines in motion or removing guards from a moving machine, would be the cause of their losing their jobs. We have broadcast that considerably. I think it has had some effect because I have noticed that guards are not removed as much as they used to be and accidents are getting fewer and fewer. Chairman Cooper: How do you reach the foreign employees? You must have a great number that do not understand English any too wdT. Mr. Taylor : Wc have an assembly system. What we call au assembly is a certain number of employees and so many management representatives, and they meet every month. Each department has a representative, and when we hire a new employee, it is one of the duties of the representatives to explain all these different things--the working of the plant, the dressing room, the safety problems, and all such things. We have quite a variety of representatives who talk several languages, so they are able to explain to the others. F. A. Hassk (Corn Products Refining Co., Chicago) : Wliat is to be gained by firing a man after lie is injured, even if it was his own fault? Personally, X have always taken the opposite view. By removing the gttard and being injured he has hcen penalized enough. By keeping that man, you have probably a better safety man. Wc fire very few men in our plants because of accidents. The Only time we fire them is when they have been the came of some other man"* injury. Chairman Cooper: It seems to me tiwt the story of the negro is something like firing a man for having an accident. This negro was going to be hung and he was asked if he had anything to say. He answered, "Well, no; but it is going to be an awfully good lesson to me." You don't care whether it improves that man or not. It >x an example to the rest of the employees. Mr. Hasrr: It seems to me that having a man in a plant, if lie loses a finger, is more of an object lesson to those surrounding him than it is not to have him in the plant whatsoever. . Mr. Pkll: There is something to what Mr. Hassc just said, but our view-point is different. We have a Rood many hundred men whose safety depends upon themselves and upon the others working with them. Hie rules wc have established are rigid rules. Wc can't relax ou one man because he has been injured. Don't misunderstand toe. wc don't discharge because of injuries: wc discharge because i>e lias violated a very important rule: if we should overlook his case, we feel that others will over look the rules. .While it may be unfortunate for him. the result to the general factory* would be extremely serious if we kept on a man who deliberately violated the rules. Mr. Taylor : For a long time wc had safety talks around the plant for a few minutes. At noon we would gather the men of a department together and sometimes Food Section 765 our doctor or or aytfiute<kst or some other person would talk to them and explain how they shook! be careful, how au accident leads to much suffering to themselves, suffering for their families, and so on. I think that has had a lot of effect on employees and has brought it home to each one in the department. Mi. Sullivan: We do not fire men for having accidents. It is the violation of the rule that raawi the accident. For example, one of our plants was having in numerable ernes ot falling down stairs, falling over things, failing on slippery floors. We made a study to see why there were so many falls. We found that our talks were of no avail because of ooc man who was continually running back and forth to the elevator, to the time clock, etc. He was cautioned two or three times. We found that he was more or less a leader in all activities. Eventully that man slipped (he was running over some wet Boor) and broke his collar bone. He was off for about three weeks, bat nevertheless, he was not back two weeks until he did the same thing again. He was discharged. We got by it very nicely that time because we took him back the first time. He violated the same rule twice and it was for that reason that we discharged him. We made an example out of tiiat and I don't think we have had accidents of that character again. Chairman Cooper: think a very good example of discharging- employees for deliberate infraction of rules is shown by the discipline carried on by a certain rail road. A trainman who causes a wreck by deliberate infraction of the rules is per manently discharged. His own brotherhood will not back him up simply because they know that in the operation of trains there must be discipline. He is made an example to the others. Alexander Deenst (The National Sugar Refining Co., Long Island City, N. Y.): I think a very delicate question has been aroused here. None of us want it put on record that we discharge a man because he is hurt I do not think anyone would discharge a man for being hurt. If there is a reason for getting rid ol him, naturally a way would be found later on, but not for the fact of his getting hurt; because that is entirely up to them to see that they do not have any chance for getting hurt. In respect to the prizes. Wc had a plan in which the five leading departments, i. e., the foremen and subforemen of these departments, wta arc entirely responsible for accidents, received cash prizes. There was dissatisfaction on the part of the other departments who had not had any accidents. We are contemplating a plan now whereby every department that does not have an accident, will receive a prize. We believe this will work out more satisfactorily' We think that when a man runs along for six montlis with no accidents, he is entitled to a prize. * Chairman Cooper: I think we are all agreed that we do not discharge a man for accidents, but just infraction of rules. ' Mr. Pmx: I have had this part of the work in my company for twenty or thirty years. When I first started in, it was necessary for me to go over every newly pur chased machine from top to bottom and guard it; find every moving part, see whether there was a possibility of danger to the operator, and if so see that it was put in a safe condition. As an actual fact, now when you buy machines, they arc sc thoroughly guarded by the manufacturer that in most cases there is nothing for us to do. Safety work is having scene effect. Mr. Sutton : There is one other phase of the situation to took at. Mr. Pell said in his speech that we should not overdo ttie matter of penalties. I doubt very* much the wisdom of doing as Mr. Sullivan suggests, broadcast* g tile fact that John Doe lias been discharged for receiving an injury due to his own violation of the rule. Mr. Sullivan : I did not say I did it; I said I'd like to. Mx. Sutton: I doubt the wisdom of it if you would like to and could do it. As Mr. Hasse says, he wall probably be a much safer roan. Henry J. Mincur (The Borden Co., New York City): This iis a subject ratlrff close to my heart. Frankly, I cannot see why the failures tlttt usually result in accidents should be treated m any way different from the failure of a roan tn properly 766 Twentieth Congress--National Safety Council Utfrchai-gc his duties. Where U the difference; where is the line of demarcation? X dunk ooe of the greatest difficulties we get into in our discussion is the coofmkm <rf the result with the cause of an accident. We,,talk a great deal about after the man is injured. Frankly, we are not interested. We caimot control the degree of the injury. God alone knows, when a man has an injury, just bow badly be is voir* to be injured, but it causes something we can deal with and that is what Wt are interested in. My good friend, Vera, says if a mart violates a rule and doesn't get injured, he should be discharged, but if another man violates a rule and is injured, we are not to discharge him. I cannot see the consistency there. Just why shook! the man who is not injured derive the penalty or be shown the partiality? Or why is the man who suffered the injury entitled to any special consideration? Frankly. 1 do not think tint any safety organization can accomplish its purpose without a definite policy. We consider the accident as an operating problem and as such we have to handle the failures that result in accidents exactly the same way. CnMfcMAM Coops*: You have got to have rales. 1C you have a man who per sistently violates your operating rules, you liave got to get rid of him and it is all the more important if the violation involves injury of somebody else. Gentlemen, we will have the report of the nominating committee. Mr. Vem Sutton, as chairman of the nominating committee, will now make hra report. Report of the Nominating1 Committee By VERNE D. SUTTON' Chairman Your committee appointed to select and present for your approval a list of officers to serve the Food Section during the ensuing year 1931-1932, has selected the following: General Ckctimtan--W. A. Sullivan, Loose-Wiles Biscuit Company, Kansas City. Missouri. I'ice-Ckairman--Hkmky Mjnkuh, The Borden Company, New York, New York. Secretary and Editor of Netos Letter--U. E. House*, B/G Sandwich Shops, Inc, 174 W. Randolph Street, Chicago, Illinois. Chairman, Pester and Illustrations Committee--Thomas Syroshab, Wagner-Taylor Company, Philadelphia. Pa. Chairman, Program Committee--R. E. Paourv, Aetna Life Insurance Company, New York, New York. Chairman, Engineering and Publicity Committee--J. J. Lyons, John F. Jelke Com pany, 759 S. Washtenaw Avenue, Chicago, Illinois. Chairman, Statistics Committee--Jtast J. Zietn**, Continental Baking Co., 235 Madison Avenue, New York, New. York. Erccuihv Committee--All Oyficlus and the following: Eun'kat D. Fowl**, Amcricus Hotel, AUentuwn, Pennsylvania. Albert Fell, Lamont, Corliss and Company, New York. New York. Will Cuoi'Kk, Executive Offices. Stevens Hold, Chicago, Illinois. Frank Has*k. Com Products Refining Company. Chicago, Illtnot*. Alexander Dicxwr. National Sugar Refinir^ Company, Long Island City, ` New York. Vxax D. Sutton, c/o Postum Company. live.. Battle Creek. Michigan. Cuaixuak Coovsa: You hare heard the nominations, if there are no changes or additional nominations, it is suggested we proceed to ballot. Ms. Mined*: I move the nominations be closed. (Tlte motion was seconded and carried.) H*. Dmcmst: I move that the secretary cast the unanimous ballot. (The motion was seconded and carried.) Food Section 767 Chairman Coocaa: Next ou die program is the gentleman who is in the publicity safety work, S. M. Lippiaeott, mad be has a vary interesting subject to handle in that he is going to talk about home made posters. I guess there is hardly an industry that U a member of the Council that doesn't wish there were more posters that were definitely applicable to them. Mr. Lippineott is going to show us how to get around that by our own posters. S. M. LrrwNOOTT, (secretary, Erie Safety Council, Erie, Pa., and safety engineer for the Liberty Mutual Insurance Company, at this point presented an interesting series of home-made safety posters; he stated that the success of many of the safety campaigns conducted by ton depended, in his opinion, on home-made devices of vari ous kinds. Mr. Lippincott gave running comments on the posters as he exhibited theta.) Chairman Cooper: Have you ever run into trouble in the copyright line? M*. LirriMcorr: No, they haven't checked me up but I do not believe there is any danger because your men are using it in your own industry and I am tartful if I send it out to customers, for in that case you are practically selling something. 1 do not understand the copyright laws, but I believe it would be treated (be same as a patent One can make an article that has been patented, and as long as he does not sell it, be is privileged to use It himself. Albert W. Pell (Lamont, Corliss and Co.. New York City) : I use a great many bulletins, and these bring up ooe question that has .always been more or less puzzling to me and I would like some opinion* on the point There are three classes of bulletins, die joking, the more or less horrible (illustrating the details of an accident, legs lost, arms lost and fingers lost, with the blood allowing and that sort of thing), and the ordinary type which is a warning. I have generally avoided the horrible oo the theory that they made the man nervous and he is more apt to meet with an acci dent after seeing those things than he might have been before. The amusing, I have never been quite able to make up my mind about. Mr. Lippincott has had much success. I have used these to some extent, but I am not sure whether it results in a feeling amoog the employees that it is not serious and is of no consequence, or whether it really makes an impression. 1 would like to have some opinions on just what type of poster is considered the best. Mr. Mikkur: I do not believe the National Safety Council, with all it* ex perience, has as yet reached a decision whether the gruesome picture or more con servative picture which shows abnormal conditions or conditions as they should be, is the better of die two. There is also some question as to whether or not we ought to have some safety in cartoon form. Frankly, I think that you will run great risk when you put out safety messages in cartoon form. There is room for the cartoon in the poster campaign but those cartoons must be very carefully considered before adopted. I think it is wise that the poster and the message should be around the idea of the instructions that are given out by the company. We stick very closely to them. Verne D. Sutton (Posture Company, Iixl, Battle Creek, Mich.): Regarding Mr. Pell's question of whether to use the humorous or the gruesome bulletins or posters, I recommend the method which I have found successful in our industry. In our plant when I first started sticking up posters, I got a great many kick-backs from them. I put up humorous posters and found the men were very sensitive. They thought we were ridiculing them. They thought, "Old Safety Sutton up here thinks we look lice that.** * I took the posters that I proposed to use, a sample uf each one of diem and fastened them on a card and put it up in the committee room, and I provided the men with ballots, and there were numbers on the ballots corresponding with the proposed posters. During the meeting, about in the middle of It in order to give them a liule recess, I had then* get up and walk around and examine these posters and marie 'VcsM or "no" in a space opposite the number. I did not know how anyone 768 Tivcntielh Congress--National Safety Council voted lut after the meeting I drew up a schedule or a chart indicating how many votes were for and how many against each. If a poster has 20 per cent opposition in rotes. I do not use it. I do not take tile risk, because if I did, too many would come back and have a bone to pick, particularly with Safety Sutton. I find that when I put up humorous posters, except m very rare cases, most of the humorous potters get a favorable vote of two out of fourteen people and the rest are all against them, sn 1 use very few humorous posters. I think humor has a place m putting across the safety message but be careful not to ridicule the safety idea. It can be used, but nut in our plant because so many vote it down. Gruesome posters have about the same sort of record- Once in a while the grue some poster, if not too gruesome, get* a favorable vote and is used. So I recommend that practice, that you let your safety committee, if it is composed of people from the plant, not all foremen, but people from die workbench and the machine *hop, vote on your posters because they know what the people in the plant are saying and how they feel. G> L. Cork (chief safety engineer, Bruce Dodson Co., Kansas City, Mo.): I have Iwtd a good deal of experience in sending out safety posters to our subscribers. I am nut an old timer in this work at all, but when X started sending out those posters f expect 1 got in more jams titan you can sitake a stick at. The posters that have been effective arc those tiiat are of a serious nature and instructive, I have not had anything but back-lashes from gruesome posters. I used to think that the way to warn against infections was put up a picture that would make men think. I have sent out 2,200 or 2,300 of those and I have heard from our subscribers that they didn't like them. They, had visitors come through the plant, and they didn't want the visitors to get the impression that there was any such- possibility in their plant <>f a serious infection, especially in handling the food products. I am really in favor of instructive posters, but I do not think so strongly of the humorous posters. I think that you have got to watch that very carefully. Chairman Cooi'Ek: I would like to give you some information that I gathered mer at the library of the National Safety Council. They have some posters over there that they Have collected from foreign countries. You would be surprised how the nature of lltosc posters seems to line up with the nature of the people. Some parts of Europe, particularly Spain where they enjoy hull fights as a Sunday afterikkhi pastime, and particularly cock fights, which are a great pastime, seem to run to these gruesome pewters. You get up in tle Scandinavian countries and the British Isles, and you do not see any of them in that collection at all. I do not want to make any comparison between the merits of those different nationalities, but it U perfectly evident to me that the likes and dislikes of the nature of posters are all in the way you are brought up. I do not like tlie gruesome poster, myself. We have one out here in the hall showing the result of some infections. I think that is a particularly bad tiling to put up. Tire National Safety Council did publish one of a man who had his thigh rnught in a gear wEtcel. He had both hands back and the whole attitude and expres sion on his face showed great pain. I put .that poster up as a test and it did not stay up one day. Somebody tore it down. I put another one up and tiiat did not stay very long. It was tom down. I put a third one up and one of our employees came tn_ me and said, "1 don't like that Mr. Cooper. I wish you would not pat a thing like that up", so I did not put up any more of that kind. About the humorous ones. I am inclined to think as Mr. Sutton says, that if wc took a vote on their value, it would prove that they were of little good. That has been my experience with them, that no attention is paid to them. I never got any comments on humorous posters at all. I have gotten comments hack on some of the others. Mr. Sutton: On this poster proposition. I keep hi pretty close touch with the man who gets out lltesc posters and I want to say that the National Safety Council Food Section 769 wants to learn, and it you want to send In suggestions to them, they will be very glad to get them awl very glad to get comments on the posters they do publish. I know, because I write doaeos and dozens of letters; and I was talking with one of the young ladies down at the convention registration desk and she said she read a lot of my letters and she assured me very frankly tiiat none of my letters went in the waste paper basket, they all went in the files. Now, if my letters go in the files, yours surely will, so do not hesitate to write Stan Kershaw what you think of the posters. Make suggestions for new posters. Roseat E. Day (Kellogg Company, Battle Creek, Mich.): We prepared a prob lem one time and it got over in good shape. It gave our message in the way we wanted it We took an X-ray picture and make a photostat copy, with typewritten copy telling the story, after asking the man's permission to do it. He agreed, so we had a meeting of machine men, put posters up, and it was quite effective. In that way we touched on the gruesome and it was serious and educational. Tt did not have all the bloody details of the injury as it might have appeared had a photograph of his arm been taken, but it just showed this broken bone and here was photostat copy in blue and white and it made a rather effective picture. Chairman Cooper: I think you will get a great deal of benefit out of home-made fgnters from photographs you can make in your plant. I never thought of using a mimeograph machine and a stencil, the way Mr. Llppmcott has, but I can see that it would have almost unlimited possibilities. Mr. Sutton : The mimeograph is a fine way of getmg out home-made posters and if you have a blue print machine you can use it also for getting out home-made posters. ADJOURNMENT 770 Twentieth Congress-National Safety Council Wednesday Afternoon Session October 14, 1931 WILL COOPER, Cburuun The Steven* Hotel, Chicago, I1L 'i hc second session of the Food Section convened at two-fifteen o'clock. General Chairman Will Cooper presiding. * Chaikman Coona: Gentlemen, Mr. parid J. Price, Principal in charge; Chemical Engineering Division of the United State* Department of Agriculture, has made a study of dust explosions. Some may remember that ore had the pleasure of hearing Mr. Price a few years ago and the very mtemtmg fcdfc he gave. I mder- Un<I that since that time they lu.ve made some new discoveries and he bos new prac tices t<j rcoomnientL Mr. Price. Reducing Dust Explosion Losses by Industrial Cooperation By DAVID J. PBICK Principal Engineer in Chuge, Chemical g"r--DMaica Bma oi Chemistry and Soil*, U. S. Dapartsncat of Agricnlitars,' The splendid cooperation between the Federal Government and all agencies in terested in dust explosion prevention has brought about a reduction in losses of life and properly from dust explosion* in the industrial plants in the United States and Canada. In recent years very marked progress has been made in our industrial plants by the development and application of methods of control and prevention. It is very proper, therefore, that the Food Section of the Matronal Safety Council give consideration to tlie accomplishments in tire adoption of safety measures that have proved effective in order that further progress can be made in the prevention of dust explosions hi the food industries. Research Wot lc of U. S. Bureau of Chemistry and Soils The Bureau of Chemistry and Soils, United States Department of Agriculture, has had leadership hr this country in the research work on duat explosion control and prevention in industrial plants. The research investigations of the Chemical Engineering Division of the Bureau on explosion and fire prevention are conducted along tlie two following major lines: <0 Dust explosions and resulting fires in grain-handling plants and other industries. (2) Spontaneous heating and combustion of agricultural products. The investigation of dust explosions has placed the members of the Chemical Engineering Division in dose toudi with the industries of the country, especially the food industries. A very pleasant relationship has been established with the result that the combined efforts have been largely instrumental in the application of safety methods and appliances which have been very effective. This valuable cooperat.or, with the food industries has been supplemented by splendid cooperation with fire prevention associations, safety and insurance organizations, and State and federal commissions. This splendid spirit of industrial cooperation has been definitely demonstrated by member* of the Food Section. The engineers of the Bureau of Chemistry and Sons lave enjoyed the confidence and interest of the safety organizations repre- Food Section 771 sented at this meeting, and have been happy in playing a part in the important work of saving life and property by dust explosion prevention. Extent of Dust Explosion Losses It may be of interest to consider the extent of dust explosion losses in what might some of the grain-handling and food Industrie*. The following sum mary ha* been taken from the records of the Chemical Engineering Division of the Bureau of Chemistry and Soils, and includes dust explosions from i860 to the Industry Total Explosions with Number Number Amount of Explosions Injury or Killed Injured Property Los* Reported Fatality Flour Mills Gram Elevators Feed and Cereals 78 76 61 19 22 34 $ 4327,900 20 70 116 14,390,655 24 52 165 5,348,800 Stprch and Corn Product* Sugar Refineries Coffee and Spices 30 22 JO 15 128 123 5.1W5.800 4 12 31 1.622,300 2 s 13 201,700 Some of tha other industries affected by dust explosions include tite following: Wood-working Plants 64 27 22 76 $ 1,791.860 Cork Plants 28 4 4 19 161,700 Fertilizer Plants 17 3 11 10 646,250 Metal Dusts 10 7 23 55 1,375300 The Bureau of Chemistry and Soils has record of S31 dust explosions in indus trial plants of the United States. One hundred seventy-three of these explosions resulted in tbe loss of 424 live* and injuries to 835 people, or a total of 1.259 iicrsons directly affected. The property Iocs in 422 cases reported was approximately 1+5,000,000. Although the records of dust explosions i foreign countries are very incomnlctc. more than 100 dust explosion* have been reported, resulting in the loss of 197 lives, injuries to 530 others, and property damage in excess of $7,000,000. These explosions occurred in 16 different countries. . Taking the records of dust explosions in the United States and foreign countries, we have a world total of 633 explosions resulting in the loss of more than 620 lives, injuries to more than 1,360 others, and a property loss in excess of $52,000,000. Reduction in Louses in United States Plants A mrefb! study oi the records of losses from dust explosions in the food indus tries will show that there ha* been a marked reduction in losses during the last five-year period (1926-1930). In Boor mills, for instance, we fmd a record of only six exploring*--all of minor proportions--during the period. No lives were lost, three people were injured, and the total property loss reported as the result of thr rxpioewtm and tbe fire which followed amounted to $322,500. la stal'd* --wt corn products plants we also find records of six explosions. Six fives were lost and 18 person* were injured. The damage reported from the dust cxplorieoa *f*d resulting fires amounted to $253,900. In five of the six explosions there was ao foe* of life, and in two cases there were no injuries, the explosions atttutAY limited proportion*. This is a very significant recognition of the value of 772 Twentieth Congress--National Safety Council the safety organizations of the starch industry, atnl indicates definite progress in dust explosion control. If we take the sugar industry we find records of only four dust explosions during the five-year period. No lives were lost, six people were injured, and the property damage was limited to approximately $26,000. We can appreciate the significance of these figures when we observe that there were 131 dust explosions during the five-year period which resulted m a loss of 102 fives, injuries to 262 others, and total property damage of over $9,500,000. The object in calling attention to these records is to indicate that the three indus tries referred to, namely, flour, starch, and sugar, have all made marked progress in the control and prevention of dust explosions. The dust explosion hazard in these respective industries is fully recognized and the safety organizations of the com panies included in these lines of industry are to be commended for this fine record. Duet Explosion Safety Codes The Dust Explosion Hazards Committee of the National Fire Protection Associa tion was organized in 1922 and for the past ten years has been engaged in the preparation of safety codes for industrial plant dust explosion prevention. The scope of the work of the committee ewers a wide range of industries. There are at least 28,000 industrial plants itt the United States that are subject to the hazard of dust explosions. These plants employ approximately 1,324,000 persons and mamifac lure annually products valued at more than $10,000,000,000. - The committee has pre pared the following safety codes which lave been adopted by the National Fire Pro tection Association and the National Board of Fire Underwriters. The American Standards Association has approved these codes as American Standard. 1. Flour and Feed Mills 2. Sugar and Cocoa Pulverizing 3. Pulverized Fuel Installations 4,, Terminal Grain Elevators 5. Starch Factories 6. Coal Pneumatic Cleaning Plants * 7. Wood Flour Manufacturing Establishments 8. Spice Grinding Plants 9. Use of Inert Gas for Fire and Explosion Prevention These codes are available to safety engineers and tire recommendations made should be carefully followed by the industries creating combustible dusts during manufac turing operations. Summary 1. The results of technical research of the Chemical Engineering Division of the United States Bureau of Chemistry and Soils on dust explosion and fire prevention have been well received by the industries subject to dust explosions and respiting fires. 2. The splendid cooperation given by the food Industries of the United States, through their safety organizations, in the application of control measures has been instrumental m bringing about a marked reduction in losses of life ami property resulting from dust explosions. " 3. The Bureau of Chemistry and Soils has record of 531 dust explosions in indus trial plants of the United States. In 173 of these explosions 424 lives were lost, 835 people were injured, and property loss in 422 cases reported was approximately $45,000,000. . 4. Although records of dust explosions in foreign countries arc incomplete, over 100 industrial plant dust explosions have been reported with a resulting loss of 197 lives, injuries to 530 others, and property damage in excess of $7,000,000. Pood Section 773 5. In the five-year period from 1926 to 1930 llirce representative food industries, namely, flour, starch, and sugar, have experienced a marked reduction in dust explosion losses. . 6. The Dust Explosion Hazards Committee of the National Fire Pmux-ihm Assn, ctation has prepared special salety codes for dust explosion prevention in a number of the principal industries subject to the dust explosion hazard. These codes have been adopted by the National Board of Fire Underwriters and approved an American Standard by the American Standards Association. Altliough very definite progress has been made in the reduction of losses from dust explosions and resulting fires in some of the representative food industries, this experience should not be relied upon as a complete guarantee of future protection. "Eternal vigilance is the price of safely," and tl safety organizations of all industrial companies should be always alert to adopt and apply effective precautionary encaMiros that arc developed for dust explosion and fire control and prevention. Chairman Cooper: The meeting is open for general discussion. C. J. Alger (Corn Products Refining Co., Chicago): I want to thank Mr. Price for the tribute he paid to our industry. After what we have gone through tlic last decade, we really need it. I also want to say that if there is any one man in the United States as directly responsible, I may say, for the great improvement that lias been made in the prevention oi dust explosions, it U none other than our friend, Mr. Price. I have IiaU the pleasure of working with him directly for a period oi seven years; we have gone to him with our problema. He Has always been there with a helping hand and 1 can say that Uncle Sam should be very proud of what he has done in the past and what we expect of him in the future. Mr. Price : There may be a question asked about the methods of control and prevention. That is covered very fully in the two reels of motion pictures which we will show later, but I will be glad to lve any other questions. I always enjoy going out to these meetings because the men in the industries have problems on dust explosions and tlie wily way we can get your reaction or questions is to have you ask the questions directly. I wish I had a chance today to say something about another kind of work we are doing, and that is the spontaneous heating of industrial products (I mean spontaneous combustion), the funny fires caused by water whether in cattle feed. Hay or grain, or sawdust or whatnot. It is a study as to why water in these industrial products will light up and make fire which we call spontaneous combustion. What we are doing right now, what we consider very fundamental workings, which I think the food people will be interested in, is to find out why water causes fire. There were some of the most amusing fires in Vermont a couple of years ago during the floods. The government of Vermont said, "We have lost a lot of cattle, we have lost lives and our property has been destroyed. Now tlie barns are beginning to heat up and die houses will burn. We would like some help." We went to Vermont and we saw that peculiar tiling. When the water began to recede, it started to recede on Friday, it was about seventeen feet high from the valley to Montpelier. Monday afternoon, for instance, when the water was still six iect high, 1 saw a barn burning, standing in six feet of water; in other words, the receding o! the water had dried out tlie barn and it had caught fire. We are trying to find out just why it burns. I wanted to tell you about that because you may want to ask questions about that problem. I wilt be glad to have your questions if you lave any. Henry J. Mineor (Tlie Borden Co., New York City) : It is my understanding that the dust explosion hazard of the dry milk plant is rather removed. As a matter of faet, Borden and Company lias no record of explosions. However, I was interested enough to get some information on it, Ilaving read some of your publications. There was only one case on record of a dust explosion in a dry milk plant. Is that correct? 774 Twentieth Congress--National Safety Council Ma. Paice: I would have to confirm that before making a public statement. I know very definitely of one case and 1 could easily answer that question by lookup m the records. I don't want to mention the company or the place. I just came from the Pacific coast where they have never had a dust explosion any industry out there, and they claim that they probably can't have any on account of the humidity. (I had forgotten, we did have one in Portland,--I moon the big elevators.) 1 rather like to feel that there is a potential hazard there; and ward against it. I would ratter feel that powdered milk companies have taken precautions to stop explosions. Ttet is the better approach. I would like to say the powdered milk rrmrinrn do not have explosions for that reason. I think that thing is true with spices. I do not think we have had a big spice dust explosion, and many other dusts that I on mention. The laboratory tests show that they will explode. Perhaps the operating conditions are of such a character that that will not happoi. J. I.. Stone (Globe Indemnity Co.. Chicago, I1L): Taking it country wide; all <tarch (Hist explosions, in how many cases have they been able to definitely determine what the underlying cause was? Mr. Price: That is hard to answer. Here are 30 cases of major proportion. I have personally directed many explosion investigations all over the country. We feel from our end that we have, in almost every Instance, solved them to our satis faction. I mean by that, when we come on the ground and there are 30 or 40 people killed and there is a mass of wreckage, we have got to arrive at certain condorious. Two and two make four, f cannot prove in all my investigations that the explosion started from any certain cause. Jt is a matter of persona! opinion based on ex perience and the difficulty is to get that cause. We go out and we may have a different idea than the company's engineers. They may be right and we may be wrong. We think we arc right and so publish those results. They may have a different opinion but the two causes can be taken and guarded against, if there arc two causes. I want to make dear that investigation is very difficult. It is just as difficult as an investigation of an explosion of a coal mine. It 1$ just like going into the dark. Men are killed, many of them. You go m and get certain evidence and discuss it pro and con, but I think in recent years we are getting- pretty dose to getting the right cause. There is no difficulty as far as the company is concerned getting evidence and cooperation. Sometimes Doctors disagree, that is natural. We have got to have that difference of opinion. Rowgtr E. Day (The Kellogg Company, Battle Creek, Mich.) : How cut we get copies of these safety codes? Are they in published form now? Ml PrKx: The Department of Agriculture has available a large number of pub- licatiows oa dust explosions which you can easily get on request. The safety codes are published by the National Board of Underwriters, 85 John Street, New York. I understand that Mr. Ethelbcrt Stewart of the Department of Labor is going to take these nine safety codes and publish them in one. pamphlet You can get a copy of these complete codes in a very short time from the Department of Labor. Ml Algu: I may add if anyone will take the safety codes prepared and study tliem, they can see what is the cause in a good many cases of dust explosions. Where precautionary measures are recommended in the code, the story is right there; you do not have to look any further. . Mr. Mixyuk: Mr. Price, from a general standpoint may -we not assume that wherever there is dust in confined spaces with the proper mixture ox air (or what ever it is) this will finally bring about explosion, there is always danger? Ml Price; Yes, Mr. Mincur. We say tlxat any dust which bums will explode. I say practically all dust because we must qualify the cause. We have never had an expiosxm of hard coal dust to my knowledge, and it bums too. All other dusts explode. The nctsb come in and they always raise a question. Now we have gotten down to this simple formula. If the dust bums, it will spread fire through this mass of Food Section \ 775 dust and air which must be mixed in proportion and concentration the same as gasses. Illuminating gas has a range of five and one-balf per cent to 14 per cent. The gas will run until you reach 14 per cent. Keep on adding gas and you get to nine and six-tenths per cent of gas and five and four-tenths per cent air. you have the most explosive mixture of highest pressure. You con tinue to add and when you get to 15 per cent of gas and five per cent of air, you cannot make an explosion it goes out. The same thing is true of the dust. You have the higher and lower concentration and when that dust and air ia mixed the fire travels through. I say a fire because in this type of explosion it is very hard to draw the line between a fire and an explosion. Aay fire may be an explosion if your dust is fine enough and the flame travels through. An explosion, after all, b nothing more than the rapid flame propagation building up a pressure which nmu expfonuo. It is quite different than if we had dynamite right here and It weat off. The greatest violence in gas explosion will be at the point where it starts, tec ttet is mat tree with dust explosions. You soon team not to look for the cause where yea hare the greatest damage. Go bock beyond that, probably where there is set very much damage, otter than a little fire or little flash, but that fire ignition ted c*Mgd* reaciBiion to shake this dust loose, to shake it off the girders and ledges, ate .ttet dost coming into the air feeds the and causes the secondary e%- ftosae*; the technical secondary explosion would1 have tu come from the first. An Interesting Experiment Wlrite the operator is setting up the movie machine I want to tdl you a! an mercstiag experience -we had recently in connection with this dust. It goes to show then is aotbmg new. If you think you are working ou a new subject you would be Mrprud when yon have gone far enough with the demonstration of explosion with dost, to find that very high pressure is produced with a mixture of dust and air of right concentration. Some time ago the engineers thought it would be well H we coold determine a way to utilize the pressure to operate an engine on dust instead ei gas. The work was done and' it was found ttet you could introduce dust and art aagrne would run the same with gas. There is not one doubt in my mind that we will have starch and flour dust in engines some day. We published tins in "Power* magazine. A German on the other side retd the article and be replied immediately. "Well boys, that is a fine story but I have been doing it for five years over here. I have some engines operating on German coal dust If yot wifl send me over some of your dusts, I will try them out and see how the engine runs." We did so, and received a report that the engines operated just the same. He told us he was a pupil of Dr. Diesel, and when Dr. Diesel designed the he Saictecd to use coal dust, but on account of an abundance of oil, he used o9 instead The German was able to overcome some of the difficulties that hod con fronted Dr. DioseL I wish I could say something about spontaneous combustion. Dr. G A. Brown Has jot Bulletin No. 141 oa spontaneous combustion. Many folks think we are tatting about something new when we talk about spontaneous combustion. He shows in titis bulletin that a few years after the birth of Christ; souse of the Roman writers dtscasaed spontaneous combustion and warned against it, &*d the Omsk* diicussod nutter case of spontaneous combustion caused by the water berag hi tte product. (Moving pictures of dust explosions were then shown on the screen.) Chairman Cook* : We are considerably behind our schedule so we will go right along with the next number on the program, by Mr. William A. Sullivan, Loose- Wiles Biscuit Co., Kansas City, Mo. 1 want to introduce Hr. Sullivan to you as the text chairman of the Food Section. - 77C Twentieth Congress--National Safety Council ~ Accident Experience of the Food Section During 1930 By W. A. SULLIVAN Chairman, Statistics Committee lujury experience in the Food Section during 1930 and previous years has many favorable features, but there are real problems for solution. The records of representative members during the last two years, for example, show a de crease in temporary disabilities but an increase in the frequency of serious injuries. Consequently, there has been a rise in our severity rate during this per iod. Our aim, of course, is to reduce all types of injuries. In addition, the records show that our small establishments should pay more attention to safety; the large plants are responsible for our rate* being below those for all industries combined. Furthermore, to continue the development of reliable information on the accident experience of our members, we need the support of those companies that have not been reporting to headquarters. The number of plants reporting tor 1930 was the largest in the history of the section, but there were still about 100 members who failed to contribute. The frequency rate for the entire section, based on reports from 1S9 establish ment*, was 17.72 and the severity rate, 1.48. These rates are lower than those ot 18.47 and 1.97 for industry as a whole; but our frequency rate, in comparison with rates for the cement and steel industries, which are commonly considered hazardous, is somewhat high. These industries, through years of well organized safety efforts, have reduced their frequency rates until now they compare favor ably with such low hazard plant* a* textile, laundry, and printing and publishing. Among 28 major industries in 1930, we ranked fourteenth in frequency and eleventh in severity. There were marked differences in the injury rates for various bianchcs of our Miction. Frequency rates ranged from 12 0 for bakeries to 3027 in milling estab lishments. The next highest arc found in canning and preserving plants and sugar reli neries; dairy products occupy an intermediate position, and corn pro ducts manufacturers and confectionery establishments have lower than average rates. Fatalities occur in all groups, but are highest, in proportion to exposure, in corn products plants and milling establishments. Corn products plants also have the highest permanent partial disability rates followed by canning and pre serving factories, and milling establishments. This experience shows what are the largest safety problems ir. our section. Differences in type of work, however, do not account entirely for the variations in injury rates. As previously indicated, small plants have, on the whole, higher injury rates than larger ones, regardless of work done. The records of members with less than 500 employees show, nevertheless, that they can achieve excellent results in accident prevention work. Three milling establishments, each with less than 100 employees. led their division with no-accident records. This group, you will recall, had the highest frequency rate in 1930. A food extract concern, employing 124 people, lias gone two years without a lost-time injury. Other no* accident record* during the last two year* were established by a baking company with an exposure of b24000 man-hours, and a milk bottling plant with an exposure of 64,000 man-hour*. Even though large plants have done excellent work iu reducing injuries, possibilities for future improvement also exist In many of them. An inspection of individual records of companies reporting for 1930 shows variation* from 9.0 to 35.0 in the frequency rates of dairies with over 1000 employees. We also- have several large bakeries with higher than average frequency for that group. Sim- Food Section 777 ilar wide differences in the experience of plants of the same size arc to be found in all divisions of our section, ... . Reduction* in the frequency and severity of injuries since 1928 arc most accur ately measured by the experience of 93 establishments that have reported in each of the last three years. These identical companies reduced the frequency of lost-time injuries 22 per cent from 1928 to 1930, l*ut severity increased 20 per cent. The records of over 1500 identical establishments in all industries were bet ter; showing reductions of 28 per cent in frequency and 8 per cent in severity during this period. It is frequently asserted that curtailed employment makes accident reduction easier. If so, the food industry has not benefited quite so much as others. Our 1930 experience indicates a decrease of about 12 per cent in work ing time among identical companies compared with about 17 per cent for all Industrie*. The contrary trends of our two injury rates may be accounted for by a sharp reduction in temporary disabilities but an increase in serious accidents. The marked decrease in the frequency of temporary disabilities was accompanied by a decline in the severity of these cases. Permanent partial disabilities increased in both frequency and severity from 1928 to 1930 although in the latter rate there was*a slight decrease from 15*29 to 1930. Fatalities, therefore, had the most ad verse Influence on the 1930 severity rate. Industries iu general are finding it diffi cult to reduce serious accidents in the same proportion as temporary disabilities. This situation raises the question as to whether serious hazards may not have been overlooked in the process of eliminating minor ones. Also, the increasing use of machinery in practically all industries has probably introduced new haz ards causing more serious injuries. Then, too, hazardous conditions still exist because of the large cost which their elimination would entail through engineer ing changes or the lack of a better method of doing the work. Injury rates may have been increased artificially by better and more accurate reporting. This would apply particularly to permanent partial disabilities with their arbitrary scale of time charges. It has also been asserted that compensation award* have become more liberal in recent years which, if true, would mean higher time charges than for the same injuries several years ago- Whatever may be the real reasons for the increase in serious injuries, we need to devote study to them. Serious injuries, at the worst, do not occur often and many of them arc the result of unusual accidents not easily foreseen. Some companies have an arrange ment whereby each company receives a full description of every fatality. In this way, each company may avoid the occurrence of a similar case in its own plants. This plan might be extended to cover other serious injuries. In conclusion, your sectional officers appreciate the excellent supjiort you have given them by responding to their requests for your 1930 injury records. Wc hope that next year will show another fine increase so that information on tfic accident experience in this industry will become broader and more valuable each year. :Chajxzam Cooper I think a paper like that, composed largely of statistics, is rather hard to discuss. You cannot remember a!! the figures as he reads them along, but if there arc any particular points on which you would like any additional in formation, he will be glad to answer your question*. ` The next speaker on the program is a representative of one of the largest canning industries in the world. 1 used to he a steamship engineer and ran a beat between New York, tlie British Isles and Africa, and I ran onto a man from Libby'* one time, down in Madagascar, buying bean*. They are nearly all over the world and if any body knows anythin* about the canning industry and the hazards of it, it ought to be Mr. Drews, ol Libby, McNeill & Libby, Chicago 778 Twentieth Congress--National Safety Council Safety in the Canning Trades By B. K. DRBWS Libby, McNeil 8t Libby, Chicago My subject is a very widely spread topic inasmuch as it covers all eatable items handled, and it is hardly possible for me to cover the entire Food Industry; 1 am directly connected with our Chicago plant which handle* the canning of meats only. This is my first time to attend your section although I have attended the con ventions for the past five or six years. I have been more interested m the Pack ers & Tanners Section on account of our slaughtering operations and the cutting of meats. We have very recently divorced ourselves from these operations* and we are now therefore more closely affiliated with the Food Section. There is practically no difference between safety work as applied* to the Food Industry and other industries. We all have our own methods and systems to' help this one humanitarian] cause of trying to clishinate serious accidents. There is no standard method of handling accident prevention work in any industry. We are required by state laws to protect the workers and certain rules are out- - lined- for us to follow. These, however, do not in the feast cover everything in all fields. . Society says that industry must pay for injuries entailed in producing the goods that society consumes and, of course, all the cost i% borne by the con sumer; so if we as safety engineers lower the unit cost of production by decreas ing the industrial accidents we fit into the economic scheme of things as we find it today. The impression seems to prevail that insurance carriers make the insurance rates and also that the insurance carriers pay all the bills. Both assumptions are wrong for the State Legislatures determine what the injured worker shall receive and the insurance carriers are but the agencies who handle that part of indus try's money that is set aside by law for the purpose of assuring that the injured worker will be paid. These guardians of Ihc public, or the legislators, have even said that no cas ualty insurance company can write fire insurance, because something may wipe out the assets of the casualty company and some injured or their dependents might thus be deprived of their compensation money. If the benefits are increased at any time by the legislature, the State Insurance Commissioner issues an automatic proportional rate increase to cover it, for if the cost of industrial acci dents goes up, of course, industry has to foot the bill. I merely state this to remind you safety engineers that the insurance carriers do not make the law. You are close to your injured and you have no doubt often -wished that this or that case would be paid more money, but it is necessary to comply with compen sation laws of the various states. Provisions are made in the law to differentiate between the plant with the high accident cost and the plant in the same line with the low accident cost and that is where we fit into the economic structure. We. can justify our position by saving in claim cost, and the resultant saving in insurance costa, more than we cost octr employer. But none of us will agree that the money paid can compensate hilly for the loss of an eye or an arm. Society is not benefited by industrial cripples, and the difference between com plete restitution of earning power and the earning power of the cripple is, of course, the measure of that loss. Now, how can we prevent the industrial accidents? As engineers we look first to the causes and then we find the remedy. The causes can be well summed up Food Section 779 into three divisions--inattention, ignorance, and willfulness. So we are inclined to charge our accidents up to one of a large number of causes while in fact there are only three. Study accident cases as you will and you can classify each one of your acci dents under one of those three headings--inattention, ignorance or willfulness on the part of some person. Each of our plants has a safety inspector or committee, enjoying the fullest cooperation of the management. Foremen are the "keymen," ms they are in a position to carry out the safety policies of the company. Their job is to send out of the plant quality products at the lowest cost. Part of this cost is compen sation, accident prevention and other expenses that go into the manufacturing of that article. That is the reason why we hold each foreman lesponsible for the complete management of his4department. We do not believe in holding rallies of all employees where someone mounts a box and preaches to the tired and hungry workers about being careful. One good foremen's meeting, with the men sitting comfortably with their pipes, while we talk over the foreman's position in the organization and how they depeml on him is worth a dozen open air simp meetings. The foreman can either make or break any employee and the employee knows h, so we do not try to take the foreman's place in his relations with bis men because the men will "yes, yes'* you and then when you are gone they will do the job just the way the foremen let them do it Our meetings are hrid weekly in our Supervisors' Class Hoorn, limiting them to cue hour, and wonderful results have been obtained. Safety campaigns have also been discontinued. It may be said that we conduct a yearly campaign, as it is found that continuous steady application in conduct ing accident prevention work brings far hetter results. A statement of department standings is furnished each foreman--monthly list ing--minor, major. N. C. C.,, neglected and infected cases, as well as lost-time accidents,* showing new, old, hours, and salary, also tbc number of accidents occurring during each hour. These figures are shown in comparison with pre vious month and year. We also distribute a monthly ''Safety News" to all fore men. All employees hired are questioned as to their safety standing and instructed by the employment manager concerning our rules. A medical examination is given to all new employees before they are turned over to their respective de partments, at which time they are instructed further on requirements pertaining to the reporting of all accidents at the time they occur regardless of how slight they may be. Employees are encouraged to report all cases promptly and they are reprimanded if they neglect to do so. Our medical department writes up all accident reports and notifies the safety department when accidents require immediate investigation. A careful check is made daily to see that all injured persons report back for treatment at time requested. Our operations on the Chicago plant produce any number of hazards both tn the handling of material and machinery. The plant is divided up into twentyfive departments, the largest of which t* the can factory manufacturing lard pails and all our cans for canned meats. Approximately 70,000,000 food contain ers were manufactured during 1930, using 22.000,000 lbs. of tin plate. You can readily visualize the hazards connected with this one department. Seventy per cent of our minor accidents are tin cuts and scratches. So far this year this department has not bad a major accident. Last year we had several--one of which caused the dismemberment of a thumb and forefinger. A press operator violated all rules and reached around the side of the guard to remove a mis 780 Txocmieth Congress--National Safety Council stamped body. The lug on the clotch broke, wedging the broken piece between the hub of the fly wheel and collar and causing it to operate just as the oper ator's. lingers were under the die. Ou some press operations the left side was never guarded on account of guaging the sheet while cutting lithographed lard pail bodies. However, this accident brought out several ideas and our presses were immediately equipped with an inexpensive guard. The canning department is next in size, packing 60,000,000 cans of meat food products annually. We have not had a major accident in connection with operating machinery since August, 1929. We bad several other major cases in the form of severed tendons caused by knives, a fractured wrist caused when slipping on the level, and a fractured arm caused while lifting. There are a number of operations in the canning department that bear watch ing while handling certain food products such as picking chicken meat from the bones. Bone scratches are common and require prompt medical attention. In connection with this as well as when peeling potatoes, onions and other vegetables, we have lame cuts. There are also many dangerous machines in use. Without doubt, the most dangerous of these is the Enterprise hasher Experience has taught that regardless of the size of the feeding table around the hopper which was designed to keep the operator's hand from coming in contact with the feed screw or worm, operators occasionally stand on a box or bench while feeding meat to the hasher, allowing them to reach feed screw sltould they so desire. Therefore a galvanized iron feeding'table three feet square and eight inches deep, with a cover which completely covers the hopper, has been adopted. An electrically controlled Hap, fastened to top cover of table at open end where the meat is forced into die hopper, shuts off power when the Hap is moved onc-balf inch. Stationary knives used in the casing departments are protected with an alum inum guard the length of knife blade and about one-half inch from culling edge of blade and securely anchored. *- Since the process of boning meat requires that the knife blade shall follow the bone as closely as possible, a drawing traction is exerted on the knife occasion ally, the point of the knife becoming imbedded in the bone. When the operator applies pressure the point of the knife is released and unless the operator is wearing a leather apron serious injuries, sometimes fatal, usually result as he is pulling the knife toward him. Therefore, I believe the wearing of leather aprons by ham boners should be strictly followed. By adopting chip guards in lieu of using goggles for grinding purposes a decrease in eye injuries bas been experienced. To overcome the hazard of climbing ladders, oilers in some plants have a standing order to provide extensions for all grease cups to bearings. It has become more and more evident that injuries resulting from unguarded machines and equipment arc rare occurrences, so closely have the industrial safety standards been applied. However, the standards do not begm to take into consideration all the hazardous conditions prevailing around plants. For instance, there may be an unguarded belt and pulley, also a poorly stocked pile of mater ial which is liable to fall unless repiled properly. The standards specifically state the belt and pulley shall be guarded while no mentiou is made of the improperly piled material. Therefore, in this instance the real hazard is the unsafe piling of material and not the unguarded belt and pulley. It has been truly said that if we prevent something, nothing happens. Just so with the prevention of injuries. It is difficult to measure something we cannot see. therefore, we never know bow many lives have been saved and injuries pre vented by proper care, education, safety devices and other factors. Food Section 781 F. A. Hasse (Coro Product, Refining Co., Chicago): Gentlemen, it lj been necessary for our chairman to leave us ami he has asked me to take ms place. After listening to the interesting i*aper, the meeting t* now thrown open for dis cussion on this subject. Mr. Drews, did you say that the new employee is instructed by die employment manager in regard to rules in the plant? M*. Dazws: Yes. The meeting adjourned at lour o'clock. ADJOURNMENT 782 Twentieth Congress--National Safety Council Thursday Afternoon Session October 15, 1931 Joint Meeting of the Delivery, Taxicab and Bus with the Pood Section T. A. HORROCKS, Chairman . Minnesota Track Owners Association, Minneapolis, Minn. The joint meeting of the Delivery, Taxicab and Bus Section with the Food Section Was carted to order by T. A. Ilorrocks, General Chairman of the Delivery, Taxicab and Bus Section. Chawhan Homocks : The first subject that is to be presented this afternoon is a very important one. I take great pleasure in introducing Mr. F. C. Oldham. Vehicle Maintenance--A Factor in Safe Distribution By FRED C. OLDHAM Safety Supervisor. Richard Stonge Corporation, Grand Rapids. M^b Coupled with accident prevention, we usually find statistics, and there are those speakers who can reel off statistics by the yard And this reminds me of what a news paper friend of mine once said when he was giving a talk: "If all after-dinner speakers who quote statistics about this, that or the other thing, were bud end to end-- tle world would be better off" Statistics are undoubtedly very important in reaching a solution to a problem, or for finding causes and remits of accidents in connection with safety and so on, but I know you are more interested in hearing common facts, coupled with as few statistics as possible. Vehicle maintenance, as you know, should begin the moment a car leaves the fac tory. The manufacturer stipulates a moderate rate of speed the vehicle should be driven for a certain distance, and the principal reason for that, as I see it, is to keep the car in the best possible working order while being broken in and thus insuring longer life to the vehicle. Vehicle maintenance is an insurance--a mechanical insurance--and is just as im portant from a safety standpoint as property damage and public liability insurance, or any of the other insurances you may carry on your car. It protects you against un necessary jtems of expense that usually crop up when a vehicle is not properly taken care of. Vehicle maintenance should be viewed in the sane light as the Chinese consider Uieir doctors. Chinese doctors are paid by their clients to keep them well. We nay our doctors to make us well--after we have become ill. We wait until we are sick, then call the doctor in and expect him to perforin a miracle and make us well over night. The comparison with vehicle maintenance is obvious. Our method a usually the most costly procedure of the two, and when you let your automobile or truck go so long that It hammer* and blocks, and your tires are badly worn, or the car wobbles all over the highway, then you are running true to form with ocr modern way of thinking, and then you expect the garageman to make a brand new car out ol ja decrepit old wreck. Just think how much more economical it would be, from the standpoint of the purse, and how much more productive to safety it would be, if you worked on the assumption that automobile mechanics are trained to keep automobiles and trucks in first class running order, than to leave it for them to doctor the cars up after they had all gone to the dickens. F&od SectioH m Now when I refer to car, we ate going to use that to cover either a car or a vdade, to cover trucks, taxicabs, automobiles or anything: of the kind that runs on four wheels on the highway. When it comes to the subject of vehicle maintenance, I don't doubt for one wde that every man in this room knows as much, or maybe more titan 1 do, about the care and upkeep of -motor vehicles, but you will find when I get further along wkfa this paper there are some points many of you overlook, and the importance of these I intend to drive home to you as emphatically as -possible. > ... Lot us consider the various important parts of a motor vehicle, beginning with tlie motor. From the standpoint of safety, about all I can say about the motor is that all gasoline connections should be tight and there be no leakages- The wiring should be in good order, with the prime idea in mind of avoiding fire. As regards the mechan ical set-up and maintenance of the motor, there is no need for us to discuss that because every fleet operator is being continually bombarded with literature, and is being called on by salesmen who keep impressing on him the necessity of using good oil and ol changing Ac oil every 500 or 1000 miles. They keep your attctttkm at tracted to the oil filters, if you use them, and the necessity of changing your plugs every 10,000 miles or so, and your mechanics, if they do what they are paid to do, will see to H that the motors are kept in good running order. This applies aho to the transmission and differential. A fleet owner's natural pride will see to it that the paint jobs and general appear ance of his vehicles will look well at all times. - With regard to the tires and batteries, we find we can (all baric on the service being rendered by the larger tire distributors, who will on a contract ban* snake a weekly check of tbe air in the tires of all year vehicles, check the batteries and fill them with water at tbe same time. An arrangement such as thisii considerably more positive than leaving h to the care of the driver or a garage mechanic. With the laws that are now in effect in a great number of states, we find that periodically the police, with the assistance of the garages, conduct brake testing campaigns. This of course means that brakes wilt be watched more carefully, the horn will blow when needed, the lights will be kept in good working order and properly focussed. You will also find tbe rear view mirror* are where they belong and the windshield wipers properly working. Most talks on vehicle maintenance are either of a technical or a mechanical nature. The speaker will usually attempt to tell you bow a vehicle should be maintained and kept in good running order. _ This is not the purpose of this paper. It is our desire to look at vehicle maintenance from the standpoint of safety--first, last and always. Now, inasmuch as a vehicle standing still is not liable to be the cause of accidents, unity* improperly parked, we mtxst therefore consider the vehicle in motion. From the ""V you start your car to drive somewhere, the steering wheel is in your bends at all times and this U the formost controlling power you have over that tremendous weight which is under you, rolling along over the highway, and which, when not under proper control, is a death-dealing instrument to yourself and others. So when we consider a car in motion we are forced to consider the controlling devices, or the steering mechanism and running gear. Here is tbe spot where I place my finger on the motor vehicle and say--``This is what I the most important part of the car, and it is that which coeds the utmost of attention from the standpoint of vehicle inaiutenance--a factor in safe distribatiott.** I will venture to, say there is a very small percentage of men who have had the front end or steering assembly of their cars properly checked with* the last *ix fa spite of the fact that a car may be new and may only have been away from the factory for a start time, a change takes place in the front end of that ear that, without an atom of doubt, will change the alignment of tbe wheels. 784 Twentieth Congress--National Safety Council Two of llie reasons that bring about this change are Ue gradual sag of the springs and the use of the front wheel brakes. The front end of your car is adjusted to within one one-hundredth part of an inch in its angles and connections, when it leaves the factory- Such tilings as tlic amount of toe-in, the amount of "pitch*' or "camber"' and the degrees of "caster" are scientifically figured out by the engineers, and any change from the correct adjustment will gradually bring about that well- known "shimmy", or the car will be found to wander and weave, or a condition is brought about whereby Ure car has to be continually "steered." There arc hundreds of men driving cars over the highway today with a shimmy in the front end that would do justice to a Hula Dancer, and these fellows cither know or do not know why the car is difficult to handle, but the majority of them have enough sense not to allow anyone else to drive the wobbly outfit, except, perhaps, their mother-in-law. Again, I say, from a standpoint of safety we have got to consider the controlling features of the automobile, and that is the front end. Suppose wc consider what may go wrong in this part of the vehicle and the effect it will have on the control of that car. Twisted axles are very common today and the cause for this is principally due to the front wheel brakes. Just imagine--when you are driving along the highway at 50 miles an hour or so, and you jam un your brakes; what happens? The tendency is for the weight of tltc car to dive or heave itself forward. The action is upward in the rear ;u>d down at the front, and ii exaggerated would cause the car to turn end for end. Now, if one of the front wheel brakes grabs before the other, and this can happen very easily, thy axle at that spot is going to receive the brunt of the entire weight when the car pitches forward. Therefore wit!* the back pressure of the brake and the dragging of the tire, it is the axle that takes the shock, and there is no small wonder that with this taking place every time yon stop the car, that you have twisted axles. A twist in llie axle upsets all the delicately balanced and adjusted steering; angles, principally toe-in and caster. And it is this change that brings about such things as shimmy, hard steering, wandering and weaving, cupping and excessive wear of tires, making the car hard to control. It immediately places that car in the category of a Itazard to public safely. . I do not want you gentlemen to feel for a moment or think that I am trying to sell an idea of brake or wheel lining or anything like that. The idea I want to get across, based upon my knowledge of motor vehicles is that since the advent of four wheeled brakes and balloon tires, the matter of misalignment of wheels is some thing new, something we have not had to cope with m the past. The average talk that you might hear on vehicle maintenance has always been change your oil, do this and do that and the other thing, but I have never yet heard this subject of wheel alignment brought out. So when I found from investigation that a great number of accidents were taking place on the highways, due to defective steering mechanism. I naturally concluded that here would be tlie meat of a paper on vehicle maintenance, a factor in safe distribution. We find the most careful drivers today ace those fellows who risk their lives on the Indianapolis Race Track. The cars they drive have been designed and built by engineers from a scientific standpoint with the thought in mind of studying the changes that take place in the vehicle after a long grind at high speed. The public greets these contests as sport and they get plenty of thrills at seeing these fellow* race madly around the track at a tremendous speed, risking lives and limbs. No one knows what risks they run more tluu* these drivers themselves. They arc cool and analytical during all stages of the race. They know every feature and part of their respective cars, and will only enter the race when they and their mechanics know, ab solutely. that the car is right. Practically the last tiling they do before starting is to have the wheel alignment and running gear of their car* clicked by experts, on food Section 785 special wheel aligning machinery, which has been installed at the race track only the last couple of years. I was told that in 1530 in the city of Evanston an extensive check-up was made on motor vehicles and it was found that 70 out of every 100 cars--think of it--seven out of ten or 70 per cent, had defective running gear; in fact I could go so far as to say they had defective steering mechanism. I think you will agree that a condition like this that applies to one city will be found to be very much universal; and when we think in terms of safety, I know you are with me when I say this is a serious, a very serious situation. If you go to the average garage and ask them thdr opinion of it, they will say. "Yes, that fellow's ear came in here; yes, it was wrecked. We found the witccls bent and toed in, due to the accident. He probably went to sleep and fell off the highway." The driver himself probably wouk) not admit it, but in these particular instances, we have the stories of the drivers as well as the mechanics who actually checked the cars. In order to get some definite facts concerning accidents which resulted from de fective steering mechanism, I visited our local Police Department, and here 1 might state that the police of Grand Rapids are noted throughout the country for the statistics they keep in connection with accidents. But they were not able to give me any information at all, other than the number of motor cars involved in accidents that had defective brakes. I therefore went to the representative of the Bear Manu facturing Co., who Is conducting a school on wheel alignment in Grand Rapids. I asked him how many cars came into his sl>op for adjustment of the steering as sembly, that had featured in accidents due to the mts-alignment of the wheels; and I asked him if he would give me the data on the next 100 cars that came to him for a check-up. Would you believe it, when he turned this report over to me we found that 19 out of those 100 cars had been involved in accidents, which resulted in a total cost of many hundreds of dollars for repair bills, hospital expenses and other un necessary costs and--one death. Each of the accidents was the direct result of defective steering mechanism and running gear. , Here I will give you the report, as given either by the driver of the car in each case or that of the alignment mechanic who checked the cars: Case No. 101--Car shimmied, went into ditch, broke axle and wrecked car. Driver in hospital four weeks at Kansas City. Case No. 102--Car pulled to the right and turned into yard. Driver couldn't pull it back, so ran into tree. Wrecked car. Case No. 108--Man, wife and three children. Driver claimed car would weave from one side of road to the other--he tried to pass a load of hay and m doing so the car swerved to the left, and before he could straighten up they went into the ditch- He showed doctor s bills paid for ac cidents to family, amounting to $82. Incidentally he was many miles from home. Case No. 114----Car wandered and weaved--16 year old boy driving. Graslred into ditch and turned over. Case No, 118--This car never steered right, the driver claimed. The wheel jerked out of his hands and the car crashed into bridge abutment. Case No. 129--Car shimmied--driver lost control, went through wire fence into ditch. Case No. 1364-Driver claimed car pulled, first one way, then another In turning corner he couldn't straighten out and raw into another car. Both cars were badly wrecked. Case No- 146--Car shimmied--side swiped lamp post-sister of driver injured. Case No. 157--Car turned lard to the right--the steering arm was bent; while the driver was turning into the garage, the wheels locked and car tore garage door off. 786 Twentieth Congress--National Safety Council Case No. 159--High speed shinny. The ear jumped right off tite road apd hit a tree. Broken door glass cut driver's arra badly. Case No. 172--Car shimmied, jumped road and turned over. Case No. 174--The car wandered and weaved--ran off left side of road aad hit a post with left wheel. Woman passenger hurt and was confined to bed for a week. Case No. 182--This car was hit by another car that undoubtedly had a beat steer ing arm and drag link. Driver claimed that, as he hit a bump ia the road, the wheel was jerked from his hands, causing h!s car to crash into another, turning it over on its side in the ditch. Case No. 183---This driver claimed Ins car would wander from one side of road to the other. He took his hands from the steering wheel for a and when he came to he and the car were in a farmer's field. Both badly wrecked. Case No. 191--Shimmy--a garage man riding with the driver told him to step on on it and cut through some traffic. The driver did to, costing him two fenders, radiator, head lights, extensive axle work and a broken nose for his 12 year old boy. Case No. 192--This car bad been worked on by three different garagemen--no special equipment. It had a shimmy and loose steering ccapcctions, also a bent steering aim The car ran off the rood three thorn; sister's arm was badly cut with broken glass and it was only after that he awakened to the fact that the car had to be properly re paired. ` Case No. 197---Driver claimed car kept pulling from one side to the other. He got mad and gave the wheel a jerk, and before he could pull it bade had gone off the left side of road and over steep embankment. Several bad injuries. Case No. 198--This car was checked two weeks before the accident and the driver was warned not to drive faster than 45 miles per hour. According to his story afterward lie had to speed up to faster than 50 miles per hour to pass another car. His car broke into a shimmy which was so bad he had to release his hold on the steering wheel. The driver of a car ahead slowed down at that moment and before driver No. 1 could slow up and regain control of his car they crashed. I learned he paid a hospital bill of $200 for the other man, besides the expense of repairing two cars. He had no Insurance. Here is a case of a twisted axle and unbalanced wheel and the driver simply couldn't find time to have It repaired. Case No. 199--This car was checked and found to have a bent steering arm and unbalanced wheels. When the car was tested the owner was warned that rite high speed shimmy in this car was unusually severe owing to the double cause for shimmy. He was in too big a hurry to have the trouble corrected at that time and said he would come ia later. A few days afterward, however, while he was trying to pass an other car, his car broke into a shimmy, rolled over into the ditch twice, killing the driver's father wlto was riding In the rear scat. These few cases only tend to show that in a great many cases where there are ac cidents there is probably an underlying cause that is not apparent to the general public and perhaps not apparent to the driver's themselves. The gentlemen here who have fleets of trucks and cars should be interested in accident prevention and vehicle maintenance of the right sort for nine different reasons which I will briefly outline: 1.---Abnormal depreciation of equipment. Frequent accidents increase the main tenance costs and lower the trade-in values of the cars. Food Section 787 2.--Necessity to invest in extra equipment to take the place of that laid up for repairs doe to accidents or neglect. 3.--Repairs--Owing to the high cost of collision insurance few fleet owners carry it and are obliged to stand the cost of repairs. 4.--Damage to cargo being carried. Damage chums result which are costly. 5--Accidents cause unreliable delivery which creates II] will on the part of the customer. _ 6.--Adverse advertising value. Poorly maintained equipment is poor advertising. 7.--Effect on efficiency of drivers. If equipment is not right, drivers are more prone to have accidents. 8.--Loss of good will. If the equipment is dangerously or carelessly operated it reflects badly on your company. 9.--Increased insurance rates are caused by a bad accident record; and properly maintained vehicles carefully driven will create a saving by decreasing your insurance premiums. I will give you a concrete example of that. In one of our branches, in our Graud Rapids branch, we operated in twenty months seventeen moving vans 312,250 miles without an accident or traffic violation of any kind. Prior to January, 1929, we had been having accidents, more than our share In January, 1929, wc joined up with the local Safety Council and we started a safety movement among our own men. Immedi ately accidents began to decrease. Our Insurance premiums were very high. At the end of 1929, that year, we were fortunate enough in winning the Inter-Acet contest for the city of Grand Rapids, and when 1930 came along and we were out looking for insur ance, on the strength of our performance in the past twenty months--less than twenty months--our Insurance premiums were reduced 57 per cent. Just think of it I Fifty-seven per cent on our automobile insurance and our com pensation insurance was reduced 12 per cent, just on account of the fact that we had a very good accident record; so it pays a great deal to watch that very closely. In conclusion, I just want to impress on you strongly that if you keep the thought of SAFETY foremost in mind where you* car or truck maintenance is concerned, you will naturally create an investment that will pay you a high rate of interest, and save many lives I Chaikmaw Hoftftocas: I am very much impressed with what Mr. Oldham said about decreased premiums on insurance. It has been my experience where-fleets have had intensive safety campaigns. Safety campaigns among individual fleets are a mighty good investment that returns fine dividends. If you have any questions to ask, Mr. Oldham will be very glad to answer them. W. E. Feller (West Chester Lighting Company, Mount Vernon, New York): Is there any question about the variations possible in reporting;? No two employees have die same method of reporting, and that might have something to do with it. Mr. Oldham: We are quite sure those reports are correct, for this reason: Natur ally a corporation liaving vehicles that are involved in accidents is going to be called on to pay insurance to the other fellow, if there is a collision or there are two vehicles concerned in the accident. And at no time did we have to caH on the insurance com pany to pay any claims during that entire period. That was one thing. The other thing is that every time a truck comes into our garage from a trip it is very carefully checked by our garage mechanic. If there is a dent in the fender or a scratch along the ride of the van.--our vans are highly ducoed or polished--it would be noticeable immediately and the driver would have to explain. C. W. Turning (J. H. Harper Company, Duluth. Minnesota): A year ago I think we had some rather interesting discussion regarding check-ups at intervals of the truck in the garage maintenance department. Mr. Oldham: We have not any definite intervals in which wc check them up oilier than the fact that our drivers are required to report any defect, no matter how slight, as soon as noticed hi the truck. We endeavor as much as possible that each 788 Twentieth Congress--National Safely Council driver has bis own truck; but I switch those driven from time to time, put another man on another fellow's truck, just to catch anything that may pop up. Also about once every week, the garage mechanic and I go out and drive each one of those vehicles. X will pick a truck here mod there, drive it myself ami check the brake, horn and lights and everything in connection. That is because we want to keep our insur ance down. Chairman :Horkocks If you find a defect in the car, it might have been caused by the carelessness of the driver on the trip. Do you find your drivers report those faith fully, or do they often come up by chance? Ha. :Oldham No. I think the drivers report them faithfully. It depends very much on the type of driver. Every driver we have is a married man, and with one exception they have families. They know what they are tip against, at this particular time of the depression, if it becomes a matter of looking for a job. There is do man in our employ who needs to fear his job, if he tells the truth; and any man that we liave who has anything unusual happen in the way of a slight accident, or who breaks a headlight lens or has a damage to a piece of furniture while loading or unloading it. knows he can come to me in the utmost confidence and tell the whole story. They work along with *nc, for this reason: If one man is prone to have more than one accident, or a series of accidents, he is not going to be fired. We are going to in vestigate and find out the real reason for his having those accidents, from what you might term the psychological standpoint, and for that reason we find the fellows work with us a whole lot better. They realized that if they liave something' go wrong, which later on is discovered, they might lose their job and, it would be better to work with us from the first; so I think if you have the confidence of the men work ing with you and for you, you do not need to have much trouble with the men telling falsehoods. 1 do not believe they would. Chairman Horrocks: On die method of checking the tires and batteries, I think you meant you Had some kind of arrangement with the tire companies that take care of tliat question. I wondered how general that arrangement is. I know it is in force in a number of places, and I was wondering how general the practice was. How about yours. Mr. Minetir? How <!o you check tires and batteries? Arc they done systematically? Mr. Minevr: Yes. They are. As soon as our cars come in off the day's run, the nun we call the gas man checks the tires all the way around by striking them, but does not test the pressure and the exact poundage. Cuairman Horrocks: How about batteries, Mr. Lundsteadt Ala. LuxttSTEAtrr: The tires are checked every day and the batteries are checked every day by the garage mechanic. Mr. Feller: We have more than 400 cars operating every day. We have night mechanics who make it their business to inspect these cars every night. They not only check up their tires, batteries and all that, but the mechanism generally. In other words, if Uie driver reports in the log book anything wrong with the car, that is taken care of first, and then after the principal part of the work is done they go back and have a systematic way of checking the cars that are turned into that par ticular garage. In that way, I think, we have,a very careful check on our cars. Walter C. Becker (Chicago Surface -Dines, Chicago) : I wonder if Mr. Oldham is not taking advantage of some of us maintenance n>cn? I would like to ask him if in those cases that he spoke about, whether or not those were controlled fleets or whether they were lust the ordinary individual automobiles? In other words, it teemed to me that some of the causes of these accidents might have been the human element instead of U*e mechanics of the vehicle. Mr. Oldham : Tliat may be true. In each one of these cases, t!cy were a privately owned and privately driven automobile: but what will apply in a case of an automo bile or one large truck or small truck is liable to apply in any truck regardless of tww well maintained they are. It only takes one crash to change tlie entire set-up of Food Section 789 a vehicle, mod where the human element enters into it, we find the commercial drivers are less prone to have accidents than the individual drivers, driving in the privately owned cars. The point I was trying to bring up, more than anything else, was that the fleet operators should not ignore or neglect the steering mechanism of their car in making general check-up. They should give that some kind of prime consideration, because only recently we had every one of our fifty odd trucks checked, and I think there were only about two or three that were right. From now on we are watching that par ticular thing as closely as anything else. F. J. Millar (Western Electric Company, Chicago) : Mr. Oldham spoke briefly on the accident-prone driver. I am wondering if he can tell us liow he analyzes these cases and how he gets at them? How he changes an accident-prone driver to one who is not accident-prone? Ml Oldham: We have not had any accidents so I can not very well answer that question- What I mean by that, we have not bad enough accidents to make that a very important feature in our organization, except in handling of household goods. We had one case where there was one roan had reported four or five accidents in a row, pos sibly more than others. One day it was a broken table leg; another day be scratched a piano, and the next day it was something rise; so I got hold of him one day and asked questions about it The first thing that entered my mind was whether he got along with his wife or not. This was not it at all. It was his eyesight He was weartog glasses and bad not had the glasses changed iu ten years. We sent him down and had his eyes examined, and his eyes were out of focus. We had him fitted up with new glasses, and he has not had any trouble since. That is the only concrete case we have had. > J-1~ Sweetin (Sliell Eastern Petroleum Products, Inc., New York City) : I would like to ask Mr. Oldham whether or not in their operation they have a central repair shop or whetter they have traveling mechanics. Do you operate entirely in Grand Rapids? Mr. Oldbam: No. We have brandies at Kalamazoo, Grand Rapids and Muskegon. Our main shop is in Grand Rapids. Anything of minor Importance in the repair of trucks is taken care of in Grand Rapids, but we have a very well set up garage in our Muskegon branch. The other night I had a long distance call from Albany, New York, where ooe of our drivers had some trouble with his motor. He called up and wanted to know how far we wanted him to go to have it repaired. If it is too far from home to send one of our own mechanics, we have it done on the grounds at the service station that represents that particular make of truck in question. If it is one hundred or one hundred fifty miles we send our own mechanic. He has a service car and does the necessary repairs. Mr. Sweetiw : The reason I asked that question, -we operate over quite a large area, and we have central garages and repair shops where we send the trucks; but we do liave cases where a truck is out more or less oa its own and hhs to go to a local repair shop. We also have traveling mechanics. In view of that fact, you can not always keep the same control over your job as you can in your own shop. M*. Oldham : No, we have found cases where you have had work dose in outside plaices and later on the work has to be done over again. Mr. Sweetin: Another question, which might be pertinent or impertinent; that Is, do you receive or have you received any letters, or criticisms claiming your drivers (logged the road, as some transportation trucks do ? M*. :Oldham No, not from a moving van, but from driver of a mail truck, going down the rood at sixty miles, we have bad that sort of complaint We bad to finally fire the driver. He hogged the road at sixty miles an hour. That was purely the fault of the driver. However, wlxrre the big trucks are concerned, the men have die rear view mirrors in such a way that they are tn duty bound from the standpoint of safety to watch from the rear a$ well as in front and signal few other Cara to go ahead if the way is dear, and pull over to the right. 790 Twcniicih Cougress--National Safety Council We try to drive home to the driver that courtesy is one of the best forms of safety in>urancc that there is on the highway today. Chairman Horrocks: Mr. Oldham, ue luve all thoroughly enjoyed the subject matter presented by you. I know it has stimulated quite a lot of thought, from the number of questions asked. 1 want to thank you on behalf of the two joint divisions. Xow we come to a part of our program which many of us have been awaiting with qreat interest. The subject is: "City-wide Operators' G>tiferences--Their Vottie as an Agency for Developing Among Fleet Operators the Best Thought on Commercial Vehicle Safety and a Closer Bond of Interest Among the Same Group." (At this point Mr. H. J. Mincur and an excellent cast from the Metropolitan Group of Commercial Vehicle Operators of Xew York City presented In dramatic form the sketch entitled "City-wide Operators' Conferences--Their Value > an Agency for Developing Among Fleet Operators the Best Thought on Commercial Vehicle Safety and a Closer Bond oi Interest Among the Same Group." This, in mimeographed form, may be had on request from the National Safety Council, 20 North Wacker Drive, Chicago.) 1*\ H. Deckman (Columbia luig. & Management Corp., Columbus, O.) : I would be very much interested m knowing just how many of the member companies have adopted a definite disciplinary measure within their own organization? H. J. Mixeur (The Borden Company, New York City) : As I understand your question, you would like to have an expression of opinion nn tlc part of tltose at this session, by a show' of hands? (There are six hands.) H. V. ScHKEistf.a (Capital Traction Company. Washington, D. C.): I would like to ask if any of these owners and operators have followed that up with conferences with similar groups of drivers? Do you get the driver's reaction to various problems and opinions the same as you did in this group? Mr. Mimeur; Some believe in small groups and some believe in having the entire personnel present. Wlten an accident is reviewed, after being reviewed by the Safety Committee, the man tells about it in his own words, and the others present have an opportunity to inject any particular thought that they might have; but there is no set rule, and tlie groups vary according to the ideas of the individual companies. J. L. Sweetix (Shell Eastern Petroleum Products, Inc., New York City): I would like to take up a few minutes, for the information of this gentleman, in the operation of our Company. We start out with the idea of having all drivers in a certain dis trict. We have five large districts and several smaller areas, We have meetings of U drivers of any kind of vehicle. We bring up in front of the meeting those who have accidents. We have the usual cltarts and have them explain the accident: we have the district manager, myself and tlie operating manager as judges. The decision as to the responsibility is made after l)e explains the accident. Anybody who was working with him, his terminal manager or anybody who was supervising him may also come forward and lying tip any point that he may have overlooked. After the explanation is made, the judges make the decision as to his responsibility in that accident and hi very few cases has it ever been questioned by any driver or group of drivers; tn fact we put it to the group as a whole in some cases, and they Eiavc given the same opinion as we have rendered, without our telling tliem what our decision was. Djiring the summer months we had small meetings, involving just those that had accidents. I might tell you that Utcse large meetings very seldom involved more than forty or fifty drivers. In the summer months, with the smaller meetings, bringing in drivers that had accidents, we found over fifty per cent of those who were not invited come in because they liked the meetings and liked to find out what the other fellow was doing that caused bun to have his accidents. Mr. Mineur: There ts one thing I did not explain, which is perhaps worthy of mention, and that is the fact that this group is made up entirely of operators. There are only two men that have attended our meetings that are not directly connected and Food Section 791 representing Beet operators. Insurance companies and brokers or any one of that type, any ooe selling a service of that kind in regard to insurance or safety are not members of that group, unless they come there as direct representatives of some operator. However, we do expect to bave at least once a year, insurance night, at which we will bring up for discussion subjects that are common or rather of common interest to the insurance mm and the operators. C. W. Turning (J. H. Harper Company, Duluth, Minnesota) : Another place where the operators and representatives are doing work is Detroit. 1 was wondering if there was anybody here from the Detroit Safety Council. Julxen H. Harvey (National Safety Council) : I can say that Detroit is doing splendid work along that line, and quite a few of the Community Safety Council cities are doing the same thing. There is one peculiarity of these meetings in New York, which has come to me as quite a revelation. We started out and after the first two meetings we suggested that Mr. Mincur make a talk on safety committees. He said he would not do tliat but lie would prepare an analytical outline of safety committees and have it mimeographed for the third meeting. He brought copies, spoke for five minutes, and left the dis cussion to the audience. It took not one meeting to conclude that subject, but three meetings. The next subject and outline covered three months. I think the interest Is because we have broken down the resistance of those people. When you bring tn a speaker from outside the organization, the fellows feel some what timid. They feel backward about getting up and disputing the speaker, because he is the guest from out of town and they do not want to lake issue with him; but as far as this bunch is concerned, the more they can take issue with the fellows the better they like it. There are a lot of local Council cities doing jobs of this kind, somewhat along the line of what you speak of m Detroit. St. Louis is doing it, Chicago, Kansas City, the Massachusetts Safety Council in Boston; In fact there are probably eighteen or twenty such organizations. However, we have no local Safety Council, as such, in New York City. We have there a branch office of the National Safety Council, but the set-up of our fleet group could be attempted in any city not now having a Community Safety Council. It is just a question of getting a bunch of the operators together. There is no expense attached to such a series of meetings. In New York they tacked twenty five cents on to the dinner, I think, and that takes care of all postage and anything of that kind. So if anv of you are in a community where there is no safety council or no work of this kind being done. I think personally it will be a splendid thing to take the idea and sell it to a half dozen or more of your fellow operators and see what you can do. My prophecy is you will do exactly the same thing as we are doing in New York, with the group there. Chairman Hokkocxs: How often do you meet? Mr. Miniur: Once a month. Chairman Horrocks: I am sure the Section appreciates very much the efforts made by Mr. Mineur and his Metropolitan group. Some time ago, information came out relative to report forms. It was our intention to have some consideration of report forms and Mr Sidney J. Williams of tlie National Safety Council staff wiil discuss this. S. J. William* (National Safety Council) : In tlie dramatic presentation, I notice the first item discussed was the subject of accident reports. As a matter of in formation, I think what was said about reports in their discussion dated back a few months ago, didn't it, Mr. Mineur? Mm. Mineur: Yes. Mr, Williams: And most of the insurance companies agreed to accept report* made on the forms since then put out by the National Safety Council, as part of Safe Practices Pamphlet No. D-4. 792 Twentieth Congress--National Softly Council On those forms there was relatively little mention of the very important subject of personal causes or personal factors or dements in causing an accident. That is a very important thing; one which is pretty bard to get at. In all the Council's statistics committees that have been working cm accident report forms for die last seven years, for police departments and motor vehicle deportments and also for fleets, we have followed rigidly the policy of putting on those forms items of fact and not items of judgment; with die thought that if items of judgment are pot on the report form yon get into all kinds of complications. The report form therefore contained sash items as will describe what the other driver was doing; what the pedestrian was doing, if any; the condtion of the weather, light, etc.; but they have not undertakes to say what was the cause of the accident, or whether the driver was responsible for the accident, because that was so highly a question of opinion. It has been the thought of all these statistics committees and everybody who has worked on these risings, that after the initial report is made, setting forth these items of fact, then the question of fixing responsibility, whether by jury in the police court or state motor vehicle commission in the suspension of license or whether by the company in the matter of driver cBscipUne, that question of fixing responsibility is another, a second matter, that must be kept rather distinct from the first matter of reporting the objective facts of rim accident Nevertheless, I have come to feel that our report forms probably are defective, arc incomplete, in that they give little attention to the important matter of the personal factor in these accidents. What is die answer? It occurred to us os the staff a few weeks ago, and largely because the matter was brought up in the New York group, that perhaps the time had now come when we could put on the report form or perhaps on a supplementary report form, some thing about the personal factors in the accident, but carefully reported as items of feet and not as items of judgment. Now, what does that mean? Well, to say that an accident was due to the driver being intoxicated is decidedly a question of judg ment. To say the driver had Bqoor on his breath is a question of fact. To say the driver was apparently under the influence of liquor to the extent that he talked incoherently is a question of fact, acid it would be possible to put down three or four or a half dozen Hems indicating the man was under the influence of liqoor, that could be reported as feet without making the judicial decision flat the man was intoxicated. Now. m like maimer, it might be difficult to say that the accident was due to fatigue of the driver: and yet. it would be a matter or fact to put down on the report that the driver had been on duty continuously for a certain number of hours pre ceding the accident. We took this up with some of you, and also with our committee of psychologists, which Is extremely interested in this subject. We recently had our Mr. J. S. Baker, a staff engineer, compile a tentative schedule of personal factors in an accident which might be added to a report form or made as a supplementary report form. We sent that tentative schedule to some of the members of tills Section, some of whom are in the room; we also seat it to our Committee on the Driver, consisting of psycholo gists. I do not know flat tins is the place fpr any long discussion, or certainly any action on that report form: but I would Kkc to have some expression of opinion on it. Let me mention one more thing. There have been several attempts on the part of various organizations in the past to develop schedules of personal items, remting Into causes, and some of them we think are open to serious criticism in that they mix up questions of feet and questions of judgment or responsibility. I have in mtnd one classification which has a lot of interesting items in it but it takes an item like "The driver was making a left turn improperly.** and puts it under the head of "disobedience of rules/* Now. the fact of the driver making a left turn improperly is a fact but whether it teas due to disobedience- of rules or whether it was doc to the fact that the driver did twit understand the rule or due to the driver being fatigued and doing a dumb thing without any intention of doing it. is decidedly . food Section 793 a question of judgment, and that illustrates the great importance of keeping these questions of judgment and questions of fact separate. Well* we must take up with the Executive Committee of this Section presently a more careful consideration and derision on this, and we might possibly lave today some expression of opinion as to whether some of the fleets would like to have the National Safety Council, or rather this Section, through our staff, send suggestions to them of an enlarged report form or supplementary report form which would take up personality items, and then if any of you have advice to give u* or suggestions on what kind of personality items should be taken up, that would very well conic in the record for our study later. We talked over this subject with our Committee on the Driver this week, and they gave us advice on certain items, and we hope with the joint efforts of that com mittee, this Section and our staff, that we can make a real contribution to this important job of helping all of us to get at this elusive and very important personal factor. Chairman Hobrocks: Is there any information now that wc can give Mr. Williams on this matter? Mr. Mineur: I think the Section ought certainly to work with tlie Council's staff in the development of a practical form. Mr. Williams knows I have been very much interested in this question of accident cause classification. Unfortunately, we have never gotten to the point where I could use lus forms, and wc are using one of our own because we can do it with a whole lot less work. just as a concrete illustration, here we have a man on one of these milk wagons or automobiles, traveling down the street, and as you know they can be operated from the side with a hand lever. A man is going down the street and is distracted for just a moment and when he turns be unintentionally hits the lever and the vehicle starts for the curb. He realizes it before hitting the curb, and in order to get out of trouble be quickly snaps it the other way. The vehicle turns over right in tlic street. It has not left the road. What would you attribute it to? Driver failurc. Tliere is nothing wrong with tlte mechanical features of the rig, nothing wrong with the road, nothing else in his path except that young lady coming down die street that distracted him. Another case Is the rear end collision. I say in a rear end collision it should not be necessary to answer but one question. A rear end collision, whether your man or the other fellow is responsible, gives you the whole story. Mr. Williams: How do you know who is responsible in case of a rear end col lision? How do you determine that? Mr. Mined*: Iti our case wc determine it by the fact that the fellow in the rear ran into the fellow .ahead. * XI*. :Williams You would automatically say in all cases where somebody eltr hit your fellow in the rear it was the other fellow's fault? Mr. Mined*: I would, for this reason: A man would have a very difficult job convincing a safety committee he had His car under proper control, that he was traveling at a safe speed, that he was paying attention to his Job, if he ran into the vehicle ahead of him. - Mr. :Williams I do not want any of you to get the impression that we disagree about the importance of fixing responsibility. It is merely a question of what sort of items should be on a report form, and whether the original report form should include the judicial decision as to responsibility or whether you should first make your report describing the actual circumstances of the accident, describing what happened, and consider that as statistics, and then as a second step, make whatever investigation your procedure calls for and fix responsibility, and call that fixing responsibility and not call it statistics. That is the only question, T might say there Is quite a difference of opinion about these rear end collisions. Some companies which have studied the accident prone driver have found that here and there a driver will have a record of a number of rear end collisions. On any '94 Twentieth Congress--National Safety Council one of than alone, the inference wwuW have been that it was the other fellows fault. But here is a driver that has four or five rear end collisions, and the other fellows are not having them, in the same company, and the inference is that it is our driver's partial responsibility, also; that our driver had a habit of topping' too quickly at a red light or stop sign, thereby being partially responsible for the inattentive driver behind running into him Mr. Mufeui: The only reason I mentioned responsibility is this: Xo concern is going to make any record that is going to tell them merely what kind of arridents have been happening witlxmt a definite indication of what proportion of Utose acci dents your own people are responsible for. The operator is interested in that in formation. and if be is going to compile that data he wants to make it up in such form that it will have practical application fo his safety program. Chaikmax HomocKs: Is there anybody else that has an opinion to express on the subject of report forms? If not. I think we are through with the session and the Twentieth Annual fagres. I want to assure you oo behalf of the National Safety Council that we thank yw very modi for your attendance at the sessions, and also for the cW month*) 10 the natters which have been discussed in the MffHOt. ADJOURNMENT T M E N T / /' TH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Governmental Officials Tuesday Morning Session October 13, 1931 ETHELBERT STEWART, Chiirmaa CwmafoMoncr of Labor Statistics, United States Department of Labor, Washington, D. C. The Governmental Officials Session convened with Ethelbert Stewart, Commis- sxKr of Labor Statistics, United States Department of Labor, Washington, D. C, predefine. OtAtaitAX SraWAirr: This is the second of the sessions of the Governmental oficak tt a National Safety Congress. I believe that our meeting last year was very 1 nrrs nfnl served to accomplish much of the purpose of these sessions* It has Hnr ide by a number of us for a good many years that the National Safety r.*<~** ig the best pbcc for contacts between private industry and those State and Federal ihinmnrnti that have to do with those industries- We will first hear from Mr. W. J. Maguire. Use of Accident Statistics for Code and Regulation Purposes By W. J. MAGUIRE Director. Bttreiu of Statiitkii, Pmwlwnio Deportment of Labor atul Induatry, Harrisburg, Pa. Jdy subject concerns itseH with accident prevention with special reference to the uses of accident statistics in the control and prevention of accidents. The need for statistical data with regard to any problem depends upon the im portance of the problem, as well as upon the usefulness of statistical data in its solution. The detailed requirements for statistics depend upon the nature and char acteristics of the issues. Whether the purpose be to appraise the general need or to ascertain the detailed requirements for statistical data on industrial accidents, attention must be given to two fundamental considerations: (1) the scope and importance of industrial safety, and (2) dm value of accident statistics in dealing with the problem effectively. . The scope and importance of industrial safety are universally recognized. Every wage earner Is personally concerned in accident prevention. An injury to a worker causes suffering and disability, results in loss of income, and directly affects the Jiving standards of the worker's family. Industry is interested in preventing accidents. Accidents cost money, and the pruning of production costs is a function of increasing managerial importance. The indirect costs, such as work interruptions, absences of workers, and the replacement 1 2 Twentieth Com/rcss--National Safety Council and retraining of workers on account of accidents, are becoming more and more evident. Society is concerned with the industrial efficiency and well being of its labor force. Obviously then, industrial safety is of sufficient scope and importance to require statistical analysis. This brings us to the second consideration, namely, that of the value of accident statistics in dealing with the problem effectively. At every point m the accident pre ventkm program statistics are indispensable. Statistical data are required in the first place to arouse interest in the accident problem and to stimulate prevention. The need for safely measures and the possibilities of accident prevention can be set forth only through statistics. In the absence of information concerning the existence and nature f accident hazards. sh> steps will be taken to remedy them. Prevention and control watt upon knowledge of the facts. Statistics must be available to set forth those facts upon which an effective appeal for remedial action must be based. Statistics furnish a factual basis for measures erf prevention and control. They show where the hazards to be overcome are and they indicate the relative importance of each hazard. They determine the causes of accidents and indicate points of attack for their prevention. For guiding legislative bodies and industrial boards, statistics are indispensable. I-aw*, codes, rules, and regulations constitute a most important phase of accidentprevention work. Statistics pointing to inadequacies in existing measures suggest ways to increase the effectiveness of control. Statistical analysis is required to guide administration. The weak points in the operation of measures already in existence can be shown adequately and effectively only by properly prepared statistics. Analysis of the working of the system is the only satisfactory means of determining how successfully it accomplishes it* aims. The efficiency of administration should be tested by mean* of statistical data. Statistics are invaluable in appraising the effectiveness of preventive measures. Not *ut!y should the methods of attack be welt directed and aimed to remove causes, but the proof that they are well directed can be furnished only by adequate statistical data. Data on the results achieved by specific methods of prevention are helpful in judging their value. Statistics are needed to test the progress of prevention. Correct appraisal of the work of control and prevention as a whole requires a bookkeeping of accomplishments, of losses and gains, of failures and successes, In the form of a statistical record of results. Only as a result of the work of an adequate statistical service can the task of prevention be judged intelligently and directed to its maximum accomplishment. In short, statistic* are indispensable not only to show the possibilities of prevention and control, but also to transform. these possibilities into realities with a maximum result for the effort expended. The statistical data obtained, of course, should meet the requirement* of all who will use them. Their compilation should be undertaken with a view to satisfying the particular needs of those who have to deal with particular problems. The adminis trator requires data to form the basis for his report of work. He needs data to show what he is accomplishing, what the weak points in his system are, and how they mav be remedied. The safety engineer and factory inspector needs information to guide him id eliminating causes of accidents. The legislator needs information concerning the principal defects in existing legislation on accident prevention and disease control. He needs concrete data that will help him to determine what additional legislation is necessary or desirable. Employers who are intent upon making their establishment* safe for thdr employees need data on the practical methods of eliminating hazards in their own plants. Safety and accident prevention agencies need data for use in campaign* to arouse public interest in prevention. Inspection services should be kept informed of the value of their own work. All these various users should be supplied Governmental Officials with all the statistical data which they can use profitably in dealing with their problems- This general principle, that statistics should be available for practical uses, must be-interpreted in a hroad way. It is by no means sufficient merely to keep a record of official administrative act*. On the contrary, data should be gathered that will throw light Upon the need for changes in legislation, that will show gaps in existing laws, and that will help to perfect the administration of existing measures. _ Accident statistics that look toward the improvement of remedies and the elimination of problems serve the highest practical use. ' The subject of this paixr probably contemplates some discussion of a concrete plan lor the practical use of accident statistic* in code and accident-prevention work bv the state governments. Frankly, we, in Pennsylvania, have evolved no such thorough going and comprehensive plan as that outlined in tlie foregoing discussion. Never theless, we do provide some rather comprehensive statistics of accidents covering certain phases of the accident-prevention program, particularly in the awakening and maintaining of interest in accident prevention, in the analysis of causes of ac cidents and the locations of hazards, in guiding administrate- . m informing legislator^ employers, safety engineers, and inspection services, and for the basis of administra tive report. Even so. it seems presumptuous of me to suggest a definite plan. >et some consideration of it seem* pertinent. Perhaps a minimtuu program could !*e suggested: An outline of a minimum plan for the effective use of accident statistics in code and regulation work, it seems, should embrace the following items: 1. The classification of accidents hy individual industries, establishments, and occupations. 2. Tlie classification of accidents by detailed causes and contributory conditions. 3. The classification of accidents according to hazards covered hy particular codes or regulations. 4. The classification of accidents accojdmg to inspection districts- It is to be understood, of course, that tlie tabulations for any one or combinations of these groups should be on the basis o( accident frequency and accident severity whenever practicable. Chairman Stewart* The question of accident statistics originally came up as a part of workmen's compensation. It grew out of compensation, and the statistics of accidents as a whole was largely to furnish information for compensation boards. Therefore, in our accident statistics we lean too much toward giving the cause of the injury and not enough to the cause of the accident,- The compensation man wants to know something about the cause atsd the extent of the injury. The safety man wants to know the cause of the accident. They are two very different proposi tions and two which I think statistically we must face. SAMt'n. G- Bkattte {Labor Commissioner, Dept, of I-abur and Industry, Lan sing, Michigan) : I have been a labor commissioner since the fiist of the year, but X have hern a deputy of the commission and have beard disputed compensation claims since 1920, as our Labor and Compensation Departments are united. Nobody can disagree with the speaker as to the necessity of compiling statistics. We have no comprehensive plan, 1 believe, in the United State* or in any of the states where these statistics are properly compiled. In other words, most of us don't have access to any statistical information of an experience until a year or two years afterward. Many accidents also involve several injuries and may have some thing to do with after conditions. For instance. ! have a case in mind where a man five or six years ago fell and had a head injury, also fractured limbs. At the time the fractured limbs overshadowed the other injury entirely, but after the fracture had been reduced and the man had gone back to work on part time he disappeared. We heard nothing about the cast tor five years ami then he came in with a claim 4 Tiecntieth Congress--Notional Safety Council that the head injury had incapacitated him entirely. In the accident report iron) the employer, no mention was made of the head injury. Now if a code could be devised and if we could get industry in making these re ports to mention all facts no matter how trivial they might appear at the time, we would know better what to do. 1 understand an effort is being made to devise such a code, and compel or secure the cooperation of industry to make reports that will mention all of the occurences surrounding an accident. This would enable us to compile valuable month to month statistics. James L. Gernon (Director, Division of Inspection, State Department of Labor. X.Y. City) : During the last two months 1 have personally read and examined over 25,000 reports in New York State. I imposed that task on myself to prove a theory that I have had for a great many years, and that is that tiic reports that we Have in New York State, and we think ourselves that they are as good as in most states, arc not satisfactory by any means. They arc not reports of acidcnts. They are re ports of injuries. An accident is something that is unforeseen, and as you read these reports you will discover that the primary' cause of the injury was just pure care lessness. A man fell into a machine; but what caused him to fall into the machine? The machine is all right if the man doesn't fall into it. Now, the trouble is that the reports basically are no good, because they don't ask for the right information. And the greatest trouble is that the employer doesn't give the information as he should give it even on the poor report. As you read these thousands of reports, you can't help being impressed that in too large a group the employer is trying to pat the burden of the injury on the injured. We all know that there are many employees who are responsible for the injuries they receive because of their failure to do the things that they should do. But the report carries no evidence that the employee was negligent and still this whole report leaves the burden on him. What we need is a standard form a! report, and we should require the employer and employee and everybody to give the proper information that we want as set forth on that report, and not the mere fact of how the employee was injured. We know he fell into a machine, but that didn't cause the injury. He probably slipped. Why did he slip? You can find five thousand causes for slipping in industry. Until we gtt a proper form for reporting injuries we will never get a proper amount of information. O- F. M.Shane (Industrial Commission of Utah, Salt Lake City) ; 1 believe that most of tlte forms of the states are adequate in so far as the form itself is concerned, if we can have a careful and painstaking investigation of the accident or injury by one whose duty it is to make that investigation and to record It on the report to be sent in. Also, I am not willing to "pass the buck'' on to the employer and say. "You must give us a detailed report of the nature and extent of this in jury.*' I don't think it is possible for a man to investigate a case and to tell just die extent of the injury that he is reporting. Personally we have found many in stances where the doctor *mo whoe 1lands the Injured man fell, failed in his duty t> make a thorough examination to determine the nature and extent of the injuries. We have actual cases of men who liave sustained very serious fractures that have n*ft been discovered for some months after the man has been hospitalized and treated for the injury that was discovered. When that condition exists we can't U>ld the investigator or the employer responsible. You must hold the medical ctejuirtment in charge of treating the injury. 1 also think there should be a clearing house for reports in all our compensation Ixjards and that incomplete reports should be sent hack for additional information. With these added remarks I can concur in what has been said by Michigan and New York. J. A. Halits (Director ol Safely, State Industrial Accident Compensation. Bal timore, Md.) : I am inclined to agree with our friend from New York I think >ur. state repons arc rather inadequate. These reports, in practically all states, arc Governmental Officials the form suggested or compiled by the International Association of Compensation Boards. This form deals with the nature and extent of the injury. It is filled in by the employer. The state does investigate some accidents, but they cannot investi gate all accidents occurring in the state. Therefore, we must rely upon the em ployer's report for the purpose oi compiling statistics. If the report is faulty our statistics will be faulty. I think this body can have some weight in formulating a new report form, and I am going to suggest to the Chairman that he appoint a committee to investigate this subject thoroughly at leisure and to communicate with the International Association of Compensation Boards for the purpose of getting a new form for employers to report accidents. Like the chairman, I have had some difficulty in trying to arrive at the causes of accidents. Tn nine cases out of ten wc can't get from our slate reports the causes of injuries. It is possibly good propaganda to send reports back occasionally to employers o get more information. But still our forms are not adequate. They do not give us any cause of the accident, only the cause of the injury. Chairman Stewart: In reply to the gentleman. I will say that the National In surance Commissioners Association asked the entire International Association of Industrial Accident Boards and Commissions to appoint a joint committee with the Insurance Commissioners to revise our forms for accidents and our pnocedue That committee report will suggest, I hope, some cause of the accident along with what we now have which deals primarily with the cause of the injury. Mr. Beattie: H. W. Heinrich, who lias published several works along this fine and who is now with the Travelers' Insurance Co., has a plan that l am going to try to adopt in Michigan. I am asking tl)c two largest Safety council groups wc have in Lansing to send representatives to a meeting in our office, and Mr. Heinrich, has agreed to send us what he calls a "Complete Plan tor Code Reports.'' I am asking the Safety Council groups in the different industries just what they want in order to determine the cause of an accident, and if we can get this plan in work ing order we will try to revise our report system to cover in some measure what they want. W. J. Maguire (Dir., Bureau of Statistics, Pennsylvania, Department of Labor and Industry, Harrisburg, Pa.): I understood you just now to say that the National Insurance Commissioners Association 3rad asked the X. A. B. C- to find ways and means of giving complete cause information. Isn't that a duplication, or isn't that in conjunction with the efforts of the American Standards Association for the re vision of 276? Chairman Stew art : I think not. Mr. Maguire: I want to express the hope that that work will take plan, f am connected with the I. A. B. C- and hope to be a meml*r of the suh-committcc on the revision of the classifications for accident causes. That committee is going very thoroughly into the question of causes of accidents as distinguished fmm causes of injuries. Chairman Stewart: Mr. Heinrich has an invitation from the 1. A- B. C. to join with them. I don't think there wilt be any conflict ki that respect. Mr. Maguire : The Commissioner of Labor from Michigan mentioned-that he was unable to secure any .statistical data of accidents until about a year after the close of the period for which they were tabulated. While that is true to a large extent as far as permanent records are concerned there is a means of securing upto-date information for accident investigation purposes. In Pennsylvania we have adopted a plan of tabulating accidents monthly and reporting that information to the factory inspection office. It happens that wc have a bureau of inspection in our state. The plan has worked very satisfactorily in guiding the inspectors to the plants that arc having bad accidents. That is one of the many practical uses to which we have put our accident information. 1 also agree with Mr. Haller of Maryland, that information a* reported on ac cident report fomis is not entirely satisfactory, Wc gel such report* as these in 6 Twentieth Congress--National Safety Council a fatal accident ease: `'The cause of the foregoing accident was that he was killed by a train." Now if anyone can in any way interpret that to show the cause of that accident he is clairvoyant. But 1 do think that all the information necessary for statistical compilation can be secured on the original accident report from the em ployer. It is true that you can't get all the details, neither can you show statisti cally all the details concerning the cause of the accident, but you can get one fundamental cause of the accident which is all that is essential for statistical pur poses. I do believe that as many accidents as possible should be subsequently investigated by the inspectors and a full detailed report made. But that is not wholly essential m so far as statistical data are concerned. Chaxrmax Stewart; Our next speaker will be Lr Col. Henry A. Rentnger, of the Lehigh Portland Cement Co.. Allentown, Pa. What Is the Matter with State Inspection? By LT. COL. H. A. RENINGER Special Representative. Lehigh Portland Cement Company, Allentown, Pa. Past President, National Safety Council What is tine matter with state inspection? It seems to me that this is a rather big subject for a person to criticize, particularly when we Have state inspection in the great majority of the states in this country. Whatever remarks I may make at this time are meant as constructive suggestions by one who hss been dealing with the inspection department* of ten states in this country; but per haps I will speak with a better knowledge of our own home state than I can of some of the others in which we have plants located, for I am fully aware of the trials ami tribulations of the heads of bureaus in the various state depart ments. It was niy privilege to talk at Richmond, Virginia before the 18th Annual Meeting of the International Association of Industrial Accident Boards and Commissions and at that time I spoke along similar lines and offered some of the same suggestions that I am bringing to you. There should be uniformity in inspection, standard codes, accident reports and compensation laws that are uniform in regard to the methods of procedure, payments, etc. The various de partments of labor 2nd industry have been organized and created for the purpose of serving labor and the industrial interests of the commonwealth and to enforce the laws relating to safety, health and the well being of the employees in indus try. Since the creation of these departments their powers and duties have been greatly expanded, to such an extent that ordinarily- there are not sufficient inspec tors to Cover the ground. In Pennsylvania we have a number of bureaus coming under the Department of Labor and Industry, the Bureau of Inspection being one of them and the one that we are interested in today. The work pf the Bureau of Inspection is per formed through an organization which includes a held force of 10G inspectors and 20 section chiefs--generally factory inspectors constitute the largest single body. This body is composed of nine divisions, under a supervisor. Elevator, boiler, building and quarry inspections are made by especially trained field men operating under the section chief. This method or handling inspection today is far superior to the old factory inspection of the early days. I can recall very clearly in the old days that a visit by a factory inspector meant trouble around the plant. In those days the factory inspector, armed with the authority of the law, paper and pencil, and wearing a badge, came into the plant and when he had finished his inspection of the machinery be had a long list of recommenda tions of changes to be made, which changes had to he made within 30 days Governmental Officials 7 or he threatened to shut down the plant. He came not as an advisor and friend but rather as one to be feared Those days are past and to-day the bureaus of inspection of the various states and insurance companies are keeping pace with the modem educational trend, and while the inspectors are compelled to carry out existing legislation, there are some that are more inclined to follow out the rule-of-thumb method and look at the same pieces of machinery each time they visit the plant, limiting their recommendations to these and perhaps overlook the more important hazards. We in industry appreciate the fact that toe boards may be very necessary at one place and perhaps useless in another, that a grating platform allowing small particles to fall through might be condemned in some places, but that in a boiler room or blast furnace this prevents the accumulation of monoxide gas above the platform and permits those below to see a person who might have been overcome. thu eliminating a serious hazard at the expense of a trivial one. Twenty years ago we all thought that mechanical safeguarding was the answer to accidents, but our views have changed, and with year* of experience in me chanical safeguarding and in trying to comply with the state and insurance regulations we have found that about 20 per cent of our accidents Have been cut out. 1 recall, back in 1916. that a safety committee included in its minutes the state ment that the mach. r had all been guarded, all recommendations received from the state ami the nsrnce company inspectors had been taken care of and. therefore, they suggested that the committee be dismissed. Today that same committee is doing more and better work in accident prevention than ever before, and wc never have seen any such recommendations come in during the past ten 'year*. In the early days we did not appreciate the value of education along safety lines. We did not think that safety included the study of a minimum labor turn over; that contentment, that absence of worry, had anything to do with the attitude of the worker or might be the cause of an accident. Good health, good lighting, good housekeeping, sanitation, safe clothing, and bright and cheerful surroundings all enter into the problem of accident prevention ami the wide awake executives arc paymg a great deal of attention to this phase of the work. The experience of the larger companies and the experience reported to the Na tional Safety Council shows that accident prevention is not entirely mechanical safeguarding. The old inspectors in the department are realizing that they must keep pace with the modern educational trend and they are paying more attention today to the subject of accident prevention from the personnel standpoint than the actual mechanical safeguard It should be the aim of every Bureau of Inspec tion to see that the factory inspector is a competent safety engineer The difficulty that has existed for years and still exists is the fact that inspec tors arc political footballs and many good men have lost their jobs' because they did not happen to be of the same political faith as the reigning power. The Department of Labor and Industry occupies a very important part in state government and we do not think that politics should enter into this department. Every effort should be made by the heads of these departments to build up a competent corps of inspectors The method of appointing a man who might have been n silk weaver t>r >lnrin:tkc. a ul sending him lo a plant like Bethle hem Steel, Westmghousc. or any cement company to inspect the plant and tell the trained engineers and operators who liave'been working lit the industry for years how to operate their plants and how to safeguard the machinery is entirely wrong It takes years to tiain an inspector and when he goes into a plant he should know the rules and regulations of the department of labor. He should know the interpretations of the department and if he had a technical training 8 Twentieth Congress--National Safety Council it would be of value to him. He should know the general operation ot the plant that he is going to inspect. It would be a mighty good thing for him to know the personnel that is employed in the plant, for we find in our experience that the personnel operating our Birmingham plant is entirely different from the one in Pennsylvania--the Pennsylvania Germans. They are entirely different from the Swedes, Norwegians, Greeks, or Mexicans that we have at Mason City. A$ 1 have said, it takes years to build up a competent corps of inspectors. Perhaps the ideal inspector would be the fellow who has had a technical train ing and after a few years of experience in industry could be brought into the department to study the labor and compensation laws, the safety codes, and the interpretations placed thereon, the routine of the department and the handling of the accident reports, also studying the accidents in the various types of indus try. making investigations to discover the contributory causes and to determine the hest means of avoiding them in the future. He could then be seut out on the job with an old trained supervisor. He perhaps would make an ideal inspector, providing he has common sense and the ability and personality to talk to all of those with whom he comes in contact during an inspection trip. . Education of the employee, the foreman, the superintendent in safety work is the thing that counts. Every inspector should be trained in accident-prevention work; by this I mean be ahk* to talk safety not only to the laborer, the foreman, and the superintendent but also to the executives. This inspector should be able to organize safety committees; be should be able to talk to* gatherings of em ployees, and to sell them this idea of safety, and in selling safety he should be able to Sell them not only industrial safety but highway safety, public safety, home safety. it is usually the case that in every state the corps of inspectors is limited. They cannot visit every plant that should be visited, with the result that when they start making an inspection of one of the bigger plants in the state, plants like any of the big steel corporation plants, Baldwin. Westinghousc. it take-* weeks to go through them carefully. One suggestion I would like to make to you gentlemen who are in charge of inspection work in the various states is that the different industries be classified, that a careful study be made of the last inspection report and the accident exper ience of the various plants for the five years previous- Those plants that arc making progress and have good accident records with active safety committees should receive a rating which would place them in a class where the inspector would not have to visit them and waste time trying to tell this organization what is necessary to cut down accidents. Why spend the time and money if this plant with a large number of employees has had a good five-year record? Wc have found in the National Safety Council (and I believe you gentlemen have ihe same experience) that it is not the big organizations that are having acci dents but it is the small plants that are the hardest to interest in safety. We have tried all kinds of experiments to interest the small plant, and by the small plant 1 mean the shop that has from five to fifty employees. Somehow or other wc have never been able to solve the problem as to how we can reach these people Wc believe the only people who can reach the small shop or plant (and whose job it is, without question) are the State inspectors and the insurance inspectors and that their time should be spent in inspecting and in visiting these small plants and helping them to organise their safety committees---to sell them the value of safety. The factory inspector exercises a wide influence in the small plant. This type of establishment is usually without organized effort of any kind to educate and warn the new employee of the danger lurking in his daily work. The inspector Governmental Officials 9 with expert knowledge in the control of plant dangers, mingling with the work man and getting daily experience of his occupation, cau help greatly in creating an Interest in the minds of the employees and getting them to exercise due care at their various jobs. The inspector's experience in a wide field of industrial activity being familiar with existing conditions from the hazardous trades, he establishes immediate contact with the employee and can show from actual facts and figures what has been accomplished in the various types of plants, large and small. Speaking from experience, why should a state inspector spend Ins time in visiting six plants iu an organization that went through the year 1930 with one lost-tiuie accident and with two of these plauts having operated over a period of two years without a lost-time accident, when right across the road a plant employing thirty men had seven or eight lost-time accidents. One organization has safety committee* mot h.uc regul.tr meetings to carry on a continuous safety campaign, paying particular attention to educational work with a complete first aid hospital and many of the men graduates of the Standard Course of the American Red Cross in first aid, while the other plant has no safety organization of any kind and do no safety work whatever because the management says it cannot afford it. They tell you that they are insured and the insurance compan) will pay their losses. Right here we believe that the State inspector should get on the job and help these people to reduce their accidents. We also fee! that the insurance departments and State commissions should classify these industries, and that the industry that is doing the real job should receive the benefit of the rates put into effect, because as it is at present, the plant with the low experience rating is helping to pay the cost of a man who is not doing any safety work 1 have talked tbi> nmter m-i with many leading industrial safety engineer*- and they all feci thus it nm- u. nis to reduce accidents tlte place to <lo the real work is in the plant that has no safety organization. When you talk to the Insurance companies, their executives tell you that they have lost millions of dollars in compensation. If they have, we believe it is partly their own fault. They say they cannot afford to send inspectors to the small plants whose pre miums may run anywhere from $50 to $200 a year. Wouldn't it be more prac tical, wouldn't it seem like better sense for their inspectors to help the small plant with a premium of only $100, when they may have an accident in that plant resulting perhaps in a disability or perhaps a fatality which may cost any where from $2,500 to $7,500, than to spend their time and. money in inspecting a plant that may have a premium of from five to fifty thousand and over a period of years have a loss of probably ten or fifteen thousand a year? We realize that not every inspector has the ability, the personality, education, and training to sell safety, but we believe every insurance company, every de partment of labor and industry ought to have one or two inspectors (if they wish so lo designate them) who not only have the knowledge and ability, Ihe person ality and education to sell safety to the men in the plant or the foreman, but who can walk into the president's office and sell him safety, because you and I know very clearly that unless the president and the executives of any organization are sold on safety it is impossible to put safety across in the organization. The in spectors should have the ability to go through the organization not looking only for set screws, unguarded belts or pulleys, but to study the personnel and lo be able to set up a safety organization. No matter how much the employees may believe in the work, unless they have the backing of the executives, safety Is not and will not become a part of their operation. The inspector who can show the executives the cost o! a* r kitt* the saving that can be demed through accident prevention, the power of stopping accidents (which means pain and suffering), H tbe type of man that we need for this special jjob. ii) Congress--National Safety Council Wc have an outstanding case in Pennsylvania of an inspector who can handle this problem and sell the idea of safety to the heads of organisations better than any other one man. This man does it, not because be is a college graduate, for be is not. nor because his knqwledge of the English language is like the great orators, Patrick Henry or Daniel Webster, but because he knows human nature He has the ability to talk to men, whether they be Slovak or Folak, whether they be common laborer or president. He can talk to them from the bottom of his heart; he believes in safety and he is not only an inspector but a teacher, a preacher, and practices what he preaches. Common sense is what this man has and he is so convincing that 1 believe he could sell swamp lands to a rheumatic or horse liniment to an automobile driver. You gentlemen who have the power of directing your inspectors should take a little more time in selecting, studying, and training these men and sell them the idea of safety, make them feel they are part of a great organization that is trying to do a job that is worth while, trying to save human life and limb; that they are not policemen or politicians; that they arc teachers and advisors ami that it is their main job to enlist the services of every industry in safety work and teach them to try and create a spirit of cooperation between industry and the department. Let them know' that the department is not antagonistic to Indus* try hut wants to cooperate with them in every way possible; that they come :ts advisors. Then, perhaps, we can eliminate a feeling which still exists in many organizations that the department of labor and industry and* its inspectors are a damned nuisance and only come around to create trouble. Chairman Stewart : You see what Col. Reninger want* for $650 a year. Cou Reninccr: I want fewer inspectors, better trained men, and better salaries. Chairman Stewart: Inasmuch as Col. Reninger brought up the very important ieature of the small plant, and we all know what the small plant means in the way of accidents, I want to say that however much we may decrease the accident rate in the huge plant the small plant keeps the general rate going up aQ the time. In that connection the chair is going to take the liberty of asking Mr. Wenzel of the Workmen's Compensation Bureau, N. D., who lives In a state where they have this special trouble with small plants, to discuss this idea of the possibility of using our inspectors as a means of reaching educationally the small ptant. I will ask Mr. Wenzel to lead this discussion. R. E. Wenzel (Chairman Workmen's Compensation Bureau of North Dakota, Bismarck, N. D.) : Wc arc here from North Dakota primarily to learn, not to in struct ; and at this meeting as well as at the one at Richmond I have been very much interested in discovering some sort of method of reaching the small plant and also reaching the employees. I recognize full well that most of the state ments made with respect to the responsibility of management in accident pre vention work are important ones. Yet I feel that in the course of my studies of this problem, the main point if we are going to successfully meet with any re sults in accident prevention work will be to reaeh the small plants and to reach the employees themselves Even with the meager- and unsatisfactory methods of re porting accidents we have discovered certain trends I am speaking now, of course, from our experience in North Dakota, in which State it is compulsory that we have no private insurance, and we cover every plant that has one or mare em ployees. We find our accident frequeucy record running Hke tire ones referred to. We have to base our record 0*1 payroll expenditure for 1925, five years ago, which runs approximately as in 1929, and our accidents have increased by 106 per cent, which doesn't take into consideration any of the depression effect. During that ten year period we also find that accidents due to machinery decreased from 16.4 per cent of the total to only 9-3 per cent. Notwithstanding the accident prevention Gormiwriifaf Officials 11 programs of targe plants, our records are going up and up and up, and it isn't only a case of accident frequency increasing. Five years ago our percentage of deaths to the total accidents was 35 per cent, and today it is only 6 per cent below that ratio. These facts prove my contention, made some six years ago, that with increase in accident frequency you would get increase in accident severity. In my travels over the eastern part of the country, I find everywhere you have 1 he same experience, although you don't have quite as many small plants and not quite as small. In an intensive study I made for a period of three years in one 1^articular line l discovered that six of the large plants were paying 71 per cent of the premiums over that period, but they had only 19 per cent of the accidents, in other words, the plants that were paying some 29 per cent of the premiums had about 81 per cent of the accidents. Therefore, if you are ever going to meet with any success in accident prevention work you will have to go out into the highways and byways and reach the small employers and reach the men in the small plants. Harry D Inmel (Director, Bureau of Inspection, Pennsylvania Dept, of Labor and Industry. Harrisburg. Pa.) : Let tne say to the man from North Dakota that he has no monopoly of small plants. The larger states have them too. We have our automobile repair shops at every cross road and a multitude of smalt plants. In Pennsylvania we have about 30,000 industries and at least 60 per cent of them arc small plants. So we have the same problem of what to do about the little fellow, Education is the very foundation of everything we do in our Bureau of Inspection, Our system of factory inspection is based on individual plant accident records. When we drive at the sore spots we don't admit that the big fellow doesn't need some looking after once in a while, because he does. We get into the targe plants and from time to time through our system of accident investigation we get into even the plants with better records. I believe we investigate close to 50 per cent of all the accidents that are reported to us from the Bureau of Statistics, under the new system which guides us in determining where inspection is most needed. Those investigations are made on a ?ort of form that does help us to ascertain the cause of the accident. We believe that this Safety idea is reducing accidents constantly. We are having a safety cam paign this year in Pennsylvania. And just to show how the educational feature may be developed, we had a drive in March which reduced March accidents below any previous year for which statistics were kept. We are having a similar drive in October. We distribute posters and we always put out a small accident card. We give U>ese to every individual worker in the state. We found that this educa tional plan has done our inspectors about as much good as it has done industry. The inspector to which Cot Reninger referred is doing efficient service as only one -i a number. They don't all come under the Colonel's observation. Just the other day one of my inspectors came in to roe with a feature he had developed in the course of this October campaign. It was a newspaper in a town *f about ten to fifteen thousand and he had succeeded in getting the community industries to go together to produce a full page advertisement about litis October safety campaign, to carry a poster with it. In Pennsylvania we are firmly con vinced that education is essential, and in fact the obligation of the Bureau of Inspection. Wc realize that there is much more that can be done, but we hope to extend the usefulness of our service constantly. . James M. Hunt (Inspector Kentucky Labor Department, Covington, Ky.) : I am i\ inspector m the state of Kentucky and Mr. Immel has stolen my stuff. I appreciate Col. Reninger'a talk and I think it would be well to have his paper in the hands of every inspector in the country, because it covers pretty nearly every thing. Instead of carrying a policeman's club in the hands of the inspector it carries education, and the effort to try and cooperate with the plant and get things accomplished in way different from methods of former years I am an old time machinist myself and know the need not only of the workers 12 Twentieth Congress---National Safety Council but of the foremen, the superintendent, and the president which now* must be brought together in a single group to bring good results. Mr. Geenox : 1 heartily agree with everything in Col. Rcninger's paper. There are a couple of points I would like to illustrate. Col- Reninger spoke of an in* spector as an engineer. There is no question that the more knowledge a man has the better he is. But the engineer doesn't always make a good inspector. We have had college graduates and they actually have failed as inspectors. Now, everything that you suggest an inspector should do in giving an order is being done in New York. When an inspector gives an order l>e should be capable of explaining how it shall be carried out. He must give the name of the person to whom he explains the order. There is no camouflage in it: he must mention whom he has explained the order to so that when it goes out to the firm it bears the name of the man to whom it was issued. He has to report on these orders from time to time and if lx* doesn't secure compliance with the orders that he issued he has to answer for it. Now that does this. It prevents the inspector from issuing a partial order and not a full order. I don't want to infer that some of our in spector* don't issue full orders, but wc liave a system of correcting that. No order Koes out of our department until it is examined by the supervising inspector and then by the examtner to sec that it is a legal order. We have a large plant in our state tliat does as good work as is done anywhere in the country. But the inspector goes into this large plant and 1m 6nds a number of things to be corrected. They are things that even the safety man has missed. We first instruct our inspectors how to use their authority. There are two things that an inspector does when he is new. He either pounces on his authority like an eagle or he walks out like a cur with his tail between his legs. Now if we can with proper instruction balance this man to use his authority properly we can make a good inspector out of him. Of course, it takes time to make an inspector. He isn't an inspector in the first three months, but the man who has traveled for a few years through the industries in such manufacturing states as New York or Penn sylvania li2$ acquired knowledge he can't acquire in any other work. His knowledge is of considerable valoe not only to the state, but to the industry. Of course he must know how to use it. He can go into a plant and have everybody sore; and when he goes into a plant he needs all the ability that the best salesman needs, be cause in the last analysis the successful inspector must be the super salesman. Cot.. :Rexikger I want to be pardoned for using Pennsylvania as an ilhjstration, but 1 have been very familiar with our Inspection Department ever since it started and very familiar with Pennsylvania plants. Of course, Harrisburg is much closer to Allentown than for me to jump out and see Mr. Funk in Iowa, or Baker in Topeka. Kansas, or Spear in Montgomery, each of which has an excellent Depart ment of Labor and Industry. It takes years to train an inspector. But what we do need is a man with technical training and then the years of experience that 2 mentioned in my paper, and common seme. Native ability is the thing that makes the inspector valuable to the department and to the employer. W. H. Baker (Safety Engineer. J. E. Baker Company, York. Pa.): Speaking for an individual company, when Mr. Jmxnel sent Mr. Quigly of the State Depart ment down to see our president, and after he told his story about safety, the presi dent smiled and said, "We!! it might be done. We will see witat we can do." We looked up our records and found that we has 1216 accidents and we only employed 1200 men. That was in 1927, and iu 1930 after we had been working three years with active safety committees reporting regularly every month, we re duced our scidents to 7 for the entire year 1930. I just want to say that I believe the best work the various state departments can do is to go out and sell safety to the various plants and impress upon them that education first, efficiency second, and enforcement third is necessary to have a good safety performance. Mr, Gkrxox : I want to mention that no state has a bigger problem than we have Governmental Officials 13 i:i the small plant. We have some that are very small. We had in the best ot years a 20 per cent removal of plants in New York City alone, and what thi* year's depression will mean I would hate to predict. Chairman Stewart; Do you mean 20% turn-over of establishments? Mr. Gernon : Yes, That is, small plants going out of business and changing names. Don't get it into your beads that there aren't good small plants. There an' uu the average as .many good smalt plants as there are good large plants. After all it is a problem of what the management intends to do. This safety movement demonstrates conclusively that we are never going to get anywhere with the plant management alone, because figures prove that average workers do not know the art of working, which I can demonstrate in any small or large plant. I can show you in New York State a hundred people doing the same operation in almost a hundred different ways. That is the result of management. U wc arc going to make this country safe industrially wc must go back to school. We must teach the .child in school the manual art of using his body. The average employee does not know how to use his body; consequently, he is injured. Wc must teach the average citizen of this country, and because of the restrictions of the immigration laws tt isn't as much of a problem as it was a few years ago. Wc must teach the adults. That burden is on industry, and the sad part of it is that after 35 years* ex perience the industries are not competent to teach adults the proper way to work. They don't seem to care anything about it. They think, because a man is operating a machine that any way to g material in and out is all right. If we had in oor schools more ot Swedish gymnastics we would make better industrial workers. When we try to find out what is causing accidents we have some job. There air many serious injuries from pieces of paper on an ordinary factory floor. In New York State there are more fails on the level that cause injuries than falls from au elevation. Every industry has a technique and an art for its work and most ot our workers don't know it. It is amazing to see laborers not lifting right, with the plant safety man and foreman permitting it. The foreman either should show the man or get rid of him if lie won't stop doing the work that way, but the trouble is that the foreman doesn't know It is not possible for any inspection department to go in and train the entire force. But industry can do it, because in the last analysis it knows that the average American worker is more skillful than the worker of any other country. However, we want to bear in mind that since the *af u'e have a lot of workers who have stolen iu from other industries. They have picked it up but they don't know the trade, and they may not be physically fit to do the work. ~ In our state we have 78.000 factories, and last year 106.000 compensated injuries costing $35,000,000. The state of New York spends a meager sum to try to correct that condition. 1 would say that if New York State were to spend $2,000,000 they could lop off $20,000,000 of the $35,000,000 in one year. Col. Rexixcex : The one thing that has helped my organization materially in trymu to teach men to do a job properly is the Safety Pamphlets of the National Safety Council. They arc not codes but the best practices of certain industries that we can get. They are written by the engineers of the National Safety Council or others after studying the situation and then sent out for constructive criticism. For instance, m the cement industry we have five pamphlets originally written by men in the cement industry. Then they were sent to all the Cement industries. About 85 or $>0 people checked them and made suggestion*. Now* wc arc using these pam phlets. and if the State Departments and the Inspectors will suggest employers who may need them, the Council will send copies. If you will recall, I said in my paper that factory inspectors should not only try to teach safety in industry, but in the home, in the schools, and on the highway, since accidents in industry are tower than on our highways and in our homes. We are asking industry to advocate the safety education of children, I am firmly con- 14 I'iccniicth Congress---Motional Safety Council vinccd, after having safety in the schools in iny own home town for the past ten years that this is where we roust start if we are. to make progress in accident pre vention work in America. And 1 am happy to say that the State of Pennsylvania, realizing the importance of Ihe safety training the children, at their last meeting of the legislature introduced an* amendment to the school code which now makes safety education a part of the regular course of tlw public and parochial and private schools in Pennsylvania. We must teach in that state, englisb, reading, writing, arithmetic, history, civics, and safety education. If we can get the children of America safety minded and safety conscious it is going to be a great help. Be cause the school children of today are the workers of tomorrow, and when they come into your plant they will pay attention to the rules and regulations and we won't have to spend 25 years trying to teach an old machinist or an did carpenter how to do a job safely. If you gentlemen who are interested in this work will try to help us in the National Safety Movement to educate your employees we will appreciate it. You gentlemen from all over the country could help very materially if you would encourage your inspectors to get the people in the communities in terested enough to put safety into their public schools, as we have in Pennsylvania. Mr. Iicuu.; 1 agree with what CoL Reninger has said about the National Safety Cnuncil literature and the influence on industrial safety. Wc recognize this in our Pennsylvania Department of Labor and Industry, and at the present time three of uiy nine supervising inspectors are seeking to form branch Safety Councils. They were instrumental in formtug the big Western Pennsylvania Safety Council. Wc are doing everything that we can to encourage tlte formation and development of bianch Safety Councils. We are going to make an award of certificates to industries that have had out standing safety records this year with the idea of stimulating them to further their efforts. One type is a certificate of honor with the state seal, issued to every industrial concern m Pennsylvania that has a perfect safety record for 1931. Another certificate wilt be issued toevery concern with an improved safety average in 1931, based on reports from our Bureau of State Inspection showing the avenge number of employees and the average number per hundred of employees who sus tain lost time accidents during the year. This award can be criticized from a stand point of a difference in hazards and a difference in the character of work, but we feel that there is great value m this sort of recognition of worth while achieve ment as a stimulation for further efforts. Chairman Stewart: Is there any further business? Harry D. Immel (Director. Bureau of Inspection, Pennsylvania Dept, of Labor and Industry; Harrisburg, Pa.): Before wc contemplate adjournment I have a resolution to offer. We had this Governmental Officials session last year and again today. It is only a session because it hasn't been developed into a permanent section of the National Safety Council. Personally, I am strongly of the opinion that it deserves that sort of recognition I fed that with a permanently established section we ran begin immediately to develop a program each year and wc can enlist mote governmental agencies and we can get more representatives of industry together and make this Governmental Officials Division of considerable value to the cause of industrial safety. Therefore, the resolution that I wish to offer is this: "Resolved. That this meeting call upon the National Safety Council to make of the Governmental Officials session a permanent section oi the Congress. Be it further resolved that Dr- Ethefbert Stewart he requested to assume the chairmanship of the section for 1932." In explanation let me say that we luve no authority here today to elect officers for a continuance because this is only a session, but I do want to put in my resolu tion the request that Dr. Stewart be asked to assume the chairmanship for 1932. and I. therefore, offer this resolution. (The Motion was seconded and adopted.) Governmental Officials 1? W. H. Baker (Safety Engineer, J. E. Baker Company. York. Pa. 1: 1 wi-b t> say that I think Col. Reninger's talk has been helpful to all of us. I think we should point out to the executives and ion-men of the individual com panies the necessity for stressing to all their workmen tlc importance of finding the causes of accidents and preventing these accidents before they happen Differ ent safety men say that after an accident happens they have a meeting of workmen and try to find some .remedy that can be applied. If this were done in advance accidents would be greatly reduced. * R. E. Wenzel (Chairman, North Dakota Workmen's Compensation Bureau. Bis marck, N. D.): T want to tell what we are doing in North Dakbta. The plan isn't very far under way as yet but we hope to develop it further. We put in the hands of every inspector a photostatic copy of every report sent hy the employer of an injury. When he goes in to make his inspection he will have the complete record of the injuries that have happened in that plant. He must insist on going to the chief executive of that plant and laying Ute cards right on the table and showing him the' causes. He might Have a tendency to keep the inspector away from thr responsible man. Somebody down the line probably isn't enthusiastic and maybe the chief executive isn't enthusiastic, because he would probably kick the works apart rf he found out the real record. Wc also go further. We list all the injuries for each plaht and each industry. Then we obtain from the employer his different types of employees. We think we know the total hazards in each industry, hut wc don't know what occupation in each industry is most hazardous. E. F. Carter (Director Division Standards and Inspections. Raleigh, N. C.) 1 want to say to Mr. Gernon that be is working slung the same line that we are We will have the industries and occupations in North Dakota classified, and also we will establish the accident rate and the man hours of those industries. We now havc about half completed a study of our twelve leading industries and about ar. equal group of the medium and small industries. We are trying to get a cross section view of industry. We are having our troubles with the small plant, es pecially, and we are emphasizing the educational side of our work and trying T<> determine where the trouble is. Chairman Stewart: I want to say this for North Dakota, tlut after her very long nap she has, awakened as thoroughly as any state in the union. Howard F. Seillef (Chief Labor Inspector. Kentucky Dept, of Labor, Louisville. Ky.): A good deal of empiiasis has been placed this morning upon the respon sibility of the factory inspectors and those who have the responsibility of directing inspection. I concur with all that has been said but I certainly would like tn see a paper developed m this section by a competent speaker from some state de partment to show' just what industry should do to help ur assist State Departments of Labor and Industrial Accident Boards. The Department of Labor and Industrial Accident Boards' inspectors have been hampered a great deal by lack of coopera tion <m the part of industry. Of course, our safety program has helped that situa tion some. As Colonel Reninger mentioned this morning, the old inspector came in armed with a billet and a badge and he practically tried to change the history of industry in this country. The factory inspector today does not have to do that. We have learned a new method. Speaking of politics in the Departments, another way that industry could help to maintain good inspection forces would be to lend us more assistance. I don't believe that there is a state that has adequate inspectors. Even with such highly developed inspection forces as Pennsylvania, Illinois, ami New York they all could use additional inspectors to a very good advantage 1 think a hundred inspectors for such a great state as Pennsylvania is far too few They don't get around to these small plants, and I believe that industry should do more than offer us critical analysis to build up more efficient Departments of Labor and Inspection. Ml Geshos- : t Hxve lived tong enough to sec inspection work when it was a great deal worse than it is now. and wlieu the difficulties were a great deal more Jf> Twentieth Congress--National Safety Council than they have now, and the development is to my mind rather satisfactory. The manufacturing in other states is no different than in New York, and Z can speak with authority about New York. The attitude of the manufacturer today makes it much easier for the inspector, even though it is difficult enough now. We prosecuted 7,000 of them last year m New York State, but not for safety measures. Most of them related to hour* of child labor. There is no necessity for them to be prosecuted for tliat if they obey the law. Just take our record of last year. If I remember correctly we issued 169,000 orders. 1 know one man in New York who spent $230,000 to comply with a single order, and another company appropriated $300,000. Ohr orders run from a small amount to considerable amounts. We have a good ma^y compliances but not com pliances to all our orders, unless it would be within -a year after they are Issued. Of course we have to exert some energy in getting compliances; the inspectors must come back time and time again and meet the difficulties of the employers About 9,000 orders are floating between those issued and those complied with, but I am convinced that we Itave the cooperation of the manufacturers m New York State both large and small. There are only three ways to get rid of an order; by compliance, by modification, or by waiver when the order is not necessary. There may be a waiver, for example, when a matt ts ordered to provide closets for hi$ female employees and he decides to get rid of hn female employees. Although there are three ways of getting rid of an order, our orders are complied with within tlic year. As far as the manu facturer Is concerned we could secure that same cooperation fn accident prevention. However, as I view industry 1 don't believe they know any too much about safety. When I say manufacturer I mean the direct heads of a concern; for if we tabulate the names of people in the state of New York who have safety organizations and who believe in it and are following it right, tltc number is small in comparison with die 78,000 plants in the state. Chaixmav Stewart: So far as the coopciation of the employers is concerned, it is becoming more and more sincere and purposeful year by year and day by day. Wc don't need to kid ourselves as to why the Workmen's Compensation Law made it cost money to hurt men, and the means of saving money when you quit hurting them. But entirely aside from the functional side of it, die very fact of that co operation has developed all along the liuc a greater feeling, man for man, than wc ever had before. It is a sort of a habit, and I think you see that in this depressionFor instance, 1 have gone through a good many of these depressions and always before nobody gave a darn whether people were employed or not. After alt we are becoming humanized by some force or other. I don't know whether it is entirely to the credit of the Workmen's Compensation Law, but the whole attitude of man to man has improved. Jt it, I think, up to us to hike advantage and go along, and cut out as much as we can of the "chip on the shoulder" method which was more >r less necessary in the first place and do things in a more friendly way. In the first place you get things done better by agreement and a friendly attitude than you do by force. ] think we need more meetings like these wttere we can get the officers and the officials of the State and Government who have to do with such things together and the more wc do this the more wc are going to have of that feeling of doing the right thing because it is right. A few years ago you pretty near had to follow the line of making it cost a man more not to carry out your orders than to carry them out. Of course, as I said, Workmen's Compensation has taken care of this thing to a certain extent. But in order to act the right kind of cooperation and the right kind of taking cave of these things it must be done on a human basis and not on an" enforcement of tltc law basis. ADJOURNMENT  TWENTIETH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL m Laundry and Dry Cleaners Section Officers 1930-31 General Chairman--Howard F. Baxter, Baxter Laundries, Inc., Grand Rapids, Mich. Vice-Chairmen-- E. Ross Remo, United Laundries, Pittsburgh, Pa. G, Earl Smith, National Association of Dyers and Cleaners of United. States and Canada, Silver Springs, Md. Frame Huessch, Metropolitan Laundry Co., San Francisco, Calif. W. J. Henning, Toronto Wet Wash Laundry Co., Ltd., Toronto, Ont, Canada. As&abam Papp, Linen Supply Association of America, Boston. Mass. .SVcrefary--Robert C. Haven. Baxter Laundries, Inc., Grand Rapids, Midi. Thursday Afternoon Session October 15, 1931 HOWARD F* BAXTER, Chairman Baxter Laundries, Inc., Grand Rapids, Mich. The session of the Laundry and Dry Cleaners Sectkm convened with General Chairman Howard F. Baxter presiding. ' V, Chairman Baxter : This is the second annual meeting of the Laundry and Dry Cleaners Section. We are going to have a most interesting meeting. These are very serious times. They arc troublesome times, times that try the souls of executives in business. It is our problem to see that we give employment to as many employees as we can to help tide them through this next winter. To do that it is essential that we decrease our costs in order to keep our profits at a point that will permit us to pay interest on securities, pay necessary obligatory dividends, and meet other expenses. Those of us in our particular industries, laundry and dry cleaners, towel and linen supply, realize the loss in sales that has hit our particular activities. In looking through our costs to attempt to locate ways in which they can be decreased I believe most of us have gone right over the Question of the premium that we pay for fire insurance, for employees liability, and automobile insurance of different kinds. We have jumped right over costs that we have been forced to pay because of absenteeism and because of low protection rates due to lack of good health on the part of our employees. We have feh that most of these costs were constant 797 798 Tuwntieih Cougrcss--National Safety Council It Ss to tbos particular costs that we should direct our attention this af ternoon, because H has been proved in * number of instances, and very markedly in the case of our particular company through the activities of Major Haven, tliat enormous savings can be effected to mdivadtal properties to decrease those costs. It seems to me that *e should pay very particular attention this afternoon, because it is our obligatiuo U> the country to help iu a ultUinn of this business depression. We sIkmjW examine those co*t* and take W*amaai: * the u*cestions that may be pot forth here n xVytwc 1 at'ii but ddw* turu*. of activity for safety, tire prevention, and Health prmauts m m am <mm purucnUtr plants next year. Report cf At Ci--T* Qaimgn Because our **' gt>wi>i pt* i. a*Hot% asure than twemy-five of the other leading a win muHsna + tfw* Couc* wader the guidance of their Secttoo kadm>. i*r t*. -4. >*!>. ut commh*>mc Sdk. limb and property. 1 am very* hajjjn to prtwalr M cht* *ur - Saeimaal winning, When the Xatama! S4*vt> t otwKtl m uggiiMiMd in fvt3. the founders had the viskei to see that man* MtMkrM* and hindwad prakUm. wouid necessarily have to be studied by grutxj* id tiirmhrrv ipacmhaiirf wittatriew. Each group. or SeetMMi ** u w>* ollud, kte the prWihige of formulating and carrying out its own pJ*n uuiU-r Wh ***+*J apiifviaiu uf the Executive Committee of the National Safety ConmU. lotto*** m>nA*rdiid activities. It was uiton that Im*i- th*t ** Sccttun. iiinu* here today, was organized last year at the 19th Annual Satrt> 1 igrr* in Pittsburgh. In sale of hts masterful urtwW* appearmg m the KuJktin. imbUshed by tlve Laundry- owners National A**x iataat. Proidrcu Frank Hucbdi expressed a fundamental imth when lie said tliat "edticatkin is the foundation vi all progress." It h upuu this tlvrt'cv tliat your chairman began the activities of our Section for tlic season of 1930-31. The first questiuns. therefore, that confronted the Executive Ckfoicnittcc <>f iiur Sciii>i were, <1) what had the two industries, as a group, done to (Mromote safety acliviths. and (2) tu what extent was it known that annually thousands f dollarv were needlessly heme spent by the trade in payment of doctor and iMKjntal bills. c*>mi*cKatc>ii costs and excess* costs of industrial accident, auto jMjfilic liability and fire insurance premiums as a result of preventable accidents and fires, nut t mention tlx hs*c* due to absenteeism of employee* tliat could be pre vented tlinogls iwlii'idtwl and collective effort. It is a well known fact tliat the Laundryowners National Association and the National Asmhuiu> i Cleaners ami Dyers have made great strides in developing a teehniijue m sales, production, accounting and oilier method*, hot it was found that practically nothing had been dune, as a group, to educate Use industry in the value of organized safety nor how to go about it to get results. You can't get any individual to take up some additional activity which i* going to require added energy by him > lets he fully appreciate* the need for k and the gain in himself. That, of course, is just the ABC of management. Tlicrcfore, our problem, it would seem, is (1) to show tn these members of the three industries the necessity for some definite safety work, because of the gain it would give them personally; and (2) to show' them the amount of loss which they iiave sustained, in order to arouse their desire to investigate it more fully. After consulting several of the men at our meeting in Plttslmrgh. your diairman concluded to confine the effort* of this committee fur the first year, at least, to the job of pointing out tin? seriotunc*# of the situation and suggest ways of meeting it. Laundry and Dry L lowers Section 799 It is the accomplishment along this line that constitutes my report today. Nothing in the way of committee appointment* or activities was undertaken. The necessity of hav-ag the present representative group ot men act as members of our Executive Cucamstter *> perfectly u6*i*us. When I invited them tu serve with roe dunng the pjw year and received their gracious acceptance, I promised them that they vwU nee be called u cuetrikse wj' of thetr time and I have tried to keep my word. Ij* -wwaiJ ueeakm%. however. I hate asked their advice which was freely gtveti and I dutfe** lung enough to express pufcltclv niy keen apprectabun of their ' It wa fuMttd that *r <nt* edm acs^ttal campaign we would have to depend entirely upon the geueru^ity ot dw XanottaJ Saarty Council and others for assistance. Ob viously, we hgntf * jm*4 *fl meudirr wbu iotdd vk* die various cities personally and by word <d muwib *H u*ir asury, mj we had to rely m the printed wort! to carry uur metaage. ` la owx a* ia afl other*, ttw SwisoMal rt-up cm committees provides a place for a NEWS LETTER Editor, whuw re>nn*Mbil*ty is to hav< in the oce of tl>e Nation- al CiMmal urn a >*ecihc date each KKwrtb the Copy for a six-page NEWS LETTER. The letter n. dsee wuMugraphd and distributed from the Headquarters office, the CwuncaJ paying all the e*pr**e except for die time of the Editor, which our comgMgsy > glad tu diei-ttr. _ These NEWS LETTERS would, ordinarily, contain reports of all Sectional ac tivities. personal*. l**t oi nr*' member*, statistical information, achievements of mcni- hers, aatttaayftnmfs of mterrt to the tndu&tr>% questions and answers, and special articles that would, among other things, constitute an excliange of ideas. A* wa> expected--due to the newness of the activity--there was little response irum the laandrymen and dry cleaners receiving the NEWS LETTER, when, on >e\eral different occasions they were invited to contribute. The editor has. however, very faithfully issued the letter month after month. For the most part, the letters have told uf the need of safety in our industry and have contained a complete out line of the method* which he has so successfully employed in reducing the costs of accidents, fires and absenteeism in the 25 plants operated by our company. To date, 11 of these letters, each of which required considerable time and much thought, have been issued. To those of you who have not received them, we suggst that you make a note at this time to ask for your copies from the National Safety Council. You will find that they contain valuable suggestions and information. Since tlic National Safety Council is tooting the bill of expense, the circulation of these letters is limited, although more than 100 prominent laundryowners picked at random have been receiving them regularly. * It was because of the limited circulation of this propaganda that your committee enlisted the cooperation of the Laundryowners National Association Bulletin, The Laundry Aye and the Proffresxiw Laundryman, who have so willingly and generous ly donated much space to die cause. ' Beginning with the February issue, the Proyressiw Latindryman has been printing a series of monthly articles under the caption. "Practical Safety Suggestions for Your Laundry." Starting with the May issue. Laundry Age has graciously per mitted Major Haven's articles to appear under the heading of "Cooperative Safety in Industry." Most of yon receive these splendid magazines. May I also suggest that when you return io your plants you have the pages containing these fine articles clipped and use them as % basis for your Safety activities3 This, briefly, represents the accomplishments of our educational activities since our first meeting. It has been pretty much of a one man joh so far, but during the com ing year, as a result of the publicity and educational work done, I hope the Sectional activities will be broadened to include sonic of the committee work that could be undertaken to advantage. Today, it is generally recognized tliat business success in the laundry and dry cleaning field is dependent not alone upon individual effort but to a larger degree 800 Twentieth Congress---National Safely Council upon what others do. Safety in our industry is one of the important factors i plant operation. The solving of the problem cannot be accomplished through the activities o? one plant or group of plants. We are still interdependent. As previously stated, the members of the institutes of oar two industries have cooperated in solving, to a great extent, the problems of sales, production, service, accounting and other problems of equal importance. There has been a very generous exchange of ideas and ex perience of members that has resulted to our mutual benefit This exchange of ideas must also be had in safety. The success of our attempt to eliminate this needless waste of millions of dollars annually in our industry will depend entirely upon the interest taken individually and collectively in the activities of this Section. Of course, affiliation with the Section will not immediately cure all the ills effecting the laundry and dry cleaning industry and eliminate all accidents. Rattier, it must be recognized as a forward looking movement initiated mad perpetuated by representa tives of the Industry who have recognised that intelligent self-regulation and control through cooperative effort is essential to success. This cooperative effort must be translated by every individual member into contributions of company experience. Then, and then only, will we advance, as an industry, in the work of saving life. Hmb and property. Cuaismas Baxter: The speakers we have today are going to give us some most interesting information. Our first speaker is a man welt known to many of us. It gives me a great deal of pleasure to introduce Mr. J. Clair Stooe, President of the Elk Laundry C<fc* and President American Institute of Laundering. Turning Safety Activities into Profits By J. CLAIR STONE President, Elk Laundry Company, St. Pan!, Wan. The United States leads the world in accidents by a wide margin. Accidental deaths m 1930 reached the enormous total of ninety tunc thousand, with an increase indicated tins year that will bring the 1931 total considerably in excess ot this. The annual economic loss directly and indirectly attributable to carelessness in one form or another has reached the staggering stmt of $3,250,000,000 of which $1,000,000,000 is for preventable accidents in industry. These are facts, with which you are familiar, but I suspect that, since we are not directly affected by them, the figures mean no more than those that might be issued by the Secretary of the Treasury and concern us less. In our own industry, the estimated yearly loss due to accidents, fires and ab senteeism from illness is close to $3,000,000, but this in no wise represents the in calculable losses that grow out of these unhappy occurrences, which add substantially to this sizable total. The percentage which this direct loss bears to gross income is much too large to ignore. We rem, indeed we must give heed to the measures that are open to us with which to meet this challenge to the maintenance, of profits. We most assuredly know how to deal with the problem intelligently. The steps that need to be taken to set our corrective program in motion have been well thought out and clearly defined. Wc lack only the will, as a group, to make the sustained effort, and it must be sustained if we are to do the job in creditable fashion, because carelessness is with us always and the urge to gamble with chance takes no holiday. In the faimly of American industries those here represented are outstanding in what they have achieved in the interests of commercial advancement. There are no 'finer examples of what can be accomplished by Industry bent on meeting conditions which rapidly changing customs are constantly imposing, than the Institutes of the Qeancrs and Dyers at Washington, and the Laundryovroers at Joliet. Both bear witness to an unswerving determination to keep pace with the all embracing Laundry and Dry Cleaners Section 801 demands of progress (and to the upholding of the ideals and best traditions of tlw industries they represent). Conceivably such a group could go a long ways toward writing off these con trollable losses once mind and hand were put to the task. Just how many plants have enlisted in the very practical safety program laid down by Mr. Baxter and his associates, I do not know. Neither do 1 have accur ate information as to the number that are undertaking to do something toward the bettering of conditions that admittedly can be improved- But speaking out of a knowledge gained from a very recent attempt to secure some first hand statistics that 1 very much desired to submit to this audience. 1 am convinced that only here and there has success attended the endeavors of this little company of men who have volunteered to render this commendable service in our behalf, and but few have registered their formal decision to carry out its suggestions for accident and fire prevention and for the promotion of safety and health. It would seem then, that the particular responsibility which rests with us now is to awaken the interest of the key people in this important group and stir them to action. In a day when the principal topic of cunvcrsatkm. wherever men gather for a discussion of business problems, is how to reduce operating costs, the subject of industrial safety, and its relation to profits, should command some measure of attention. Competition is so keen, and the struggle to maintain a proper balance between income and expense so vital to our very existence, that we can no longer be indifferent to a single item that offers even the smallest opportunity to increase the spread between these two factors, much less one which taps otir earnings in so many different and unexpected ways. Men are moved to act from various motives. The humanitarian aspect has a very strong appeal to some, and decisions to do the thing or not to do it are influenced very largely by this consideration. By far the greater number, how ever. decide on this or that course because of certain advantages which may be gained, and when these take the form of money, no matter in what manner it may be calculated, conclusions arc generally reached with promptness and the action which follows is fairly immediate. It is from tlxr standpoint of what safety activities mean to us in dollars and cents that we are to discuss this subject. To those who arc yet to be convinced that it pays to make accident prevention a direct responsibility of management, along with the equally important ones of production aixl sales, we extend an earnest invitation to examine the facts as they are hereafter presented. , In the first place let me state that every accident we are unfortunate enough to have costs us money directly and indirectly, and the indirect cost may be as much as four times the amount paid out for compensation and medical atten tion as prescribed by law. The latter figure is not an approximate calculation, but one that has been determined after an investigation of ten thousand claims selected at random from all sections of the country Our insurance, of course, takes care of the major portion of the direct cost, but not all of it. There arc certain expenses quite frequently assumed by the em ployer that are not covered by insurance, such *a payment to the injured person of the difference between the regular wage and the amount allowed under the statutes. Ff the employee is especially valuable, or has faithfully served the firm for a long period of time, or has a number of dependents who could not get along on the reduced income, it is the practice of many firms to continue the same scale of wages as prevailed before the accident. Then, too, there are such items as medicine, food and labor, all or part of which may at times appear as charges against some particular mishap. 802 Twentieth Congress--Notional Safety Council In a case which recently came under tny own observation, it was not only necessary fur tlte company to arrange for medicine and food for the injured person, a widow with children too small to be of much help, but likewise for the services of a woman to assist with household duties on a part tune basis, and I daresay that if an analysis coaid be made of all claims originating within this group, many situations of like character would he revealed, the cost of which cannot very well be as certained. When we come to tlve consideration of the indirect cost that must be entered against every occurrence which Interrupts the productive routine of all well regulated establishments, we have an impressive list of factors, most of which we conveniently limit from the expense calculations either through ignorance or design. The Compensation Insurance Board of Minnesota, quoting a recognized authority, enumerates the items that combine to make up this hidden cost as: 1. Cost of lost time of injured employee. 2. Cost of time lost by other employees who stop work (a) Out of curiosity (b) Out of sympathy <e) To assist injured employee. . 3. Cost of lime lost by foremen, superintendent or other executives (a) Assisting injured employee (b) Investigating cause of accident (c) Arranging for replacement of injured employee (d) Selecting, training or breaking in new employee (e) Preparing reports of accident 4. Cost of time of first-aid attendant. - 5. Cost of machine damage. 6. Cost of interrupted production. 7. Cost under employee welfare and benefit systems. 8. Cost of continuing the wages of the injured employee in full after the return to work--even though the services may only be worth part of their normal value. ' 9. Cost due to loss of profit on injured employee's productivity. 10. Cost of subsequent injuries that occur in consequence of the excitement or nervousness arising out of the original accident. Except perhaps in a minor degree these arc losses which cannot be protected by insurance, and therefore must be borne by the employer. They are a certain conse quence of every major injury, and, as I have previously pointed out, may amount to as much as four tunes the total direct expense. X want to frankly admit that the first time our attention was invited to this particular analysis of indirect costs, which, by the way, included many more items than had been set up in our own carefully prepared record (Elk Laundry Company, Saint Paul), we determined to bear down on every hazard that in the remotest de gree held the possibility of an accident, regardless of the judgment and opinion of inspecttsqr engineers, because we realized as never before that, with eighty percent of the expense of every injury (falling within the classification of a compensable case) coming out of our own pocket, toe couldn't afford to hoot on accident. Now it seems to me that if tlrcse folks, w!x> look upon a casualty of this char acter as just one of those unfortunate affairs that had to occur every once in a while in spite of anything that might be done about it, could be made to see that, with all the protection accorded by the most liberal policy written and issued, their loss in any given instance was covered only to the extent of twenty percent, there wouldn't' be the slightest reason in the world for any anxiety as to what they were going to do about it because no man in these times is neglecting a single opportunity either to protect or add to what He has. least of ali his potential profits. Accidents are costly things and the employer, whose fatalistic attitude or smug Laundry and Dry Cleaners Section 803 indifference to them leads him to take none of the steps which experience dictates shook! be initiated for safeguarding the person of his employees, is most assuredly omitting a fundamental responsibility of management, the immediate penalty of which k inefficiency in plant operation, leading finally to lowered earnings. No need to elaborate on that. Make no mistake about it--accident prevention is sound business, and if it were not so, the trading industrial enterprises, the country over, would have none of it. They recognize the very close relationship between safety activities and profits, and the records will show, that as the tremendous burdens of industrial accidents liave been reduced, plant efficiency has materially improved and production increased. There are no circumstances which might be conceived that would operate against a similar accomplishment within the circle of our own little group, if we willed to do it, because the problem is only one of size and the advantages which accrue to the larger units as a result of this businesslike procedure, would likewise be pro portionately spread over the individual plants that undertake such a program. We have only to look at the splendid record of achievement which attaches to the efforts of a single corporation to confirm the concfastta that success must inevitably attend any reasonably well organized attempt to deal with the matter. From it we can well believe that a fair share of the 17.800 individuals employed in the Latlndermg Industry alone, who lose time each year became of accidents of one sort or another, can unquestionably be retained on duty. In those states where Industrial Commission* have been created (or tlte enforcement of soch regulatory measures as are written into the statutes for the protection of workers, the safeguarding of machines and equipment is compulsory. The safety engineer* who, at required periods, examine the physical condition of insured plants for the purpose of discovering and correcting hazardous points of operation, are effectively dcafing with the mechanics of this safety problem. The manufacturer of equipment generally, recognizing present day safety require ments, is designate his product to comply with the most rigid A~*****J* for the pro tection of operators. Laundry and Dry Cleaning machinery sack as washers, extractors, trotters and presses, porticolarJy within the last few yean, ha* carried guards wherever there was the slightest danger to those who used such equipment It might not be out of place to say that oox industry is protected as well in this respect as any and a great deal better than most, if we accept the statement of one prominent engineer whose observations cover a period of more than twenty years. This part of ottr responsibility to the employee seem* to be going along in rather satisfactory fasfenco in spite of t*. Automaricaffy we are penalized for failure to carry out the rccommendahons of state or ctarnky inspectors by the amount of premium demanded, and rewarded by a reduced prewimu when we comply. Thus are we brought abruptly to a realization that there k. la actual fact, a relationship between safety and savings. Our energies need rather to be concentrated ca the much more important phase of personnel control by-- 1. Selecting the right employee. 2. Educating die employee in the principle* of safely. 3. Enforcing the regulations governing safe conduct In a recent analysis of 50,000 accidents that resulted in injuries, some very interest ing and illuminating information was secured by the insurance company which made the survey ami I submit this to you in support of the statement that as between nun and machines, the selection, training and supervision of personnel is of vastly greater consequence to us from any standpoint we wish to view the matter. It shows that accident* resulting from purely mechanical hazard* absorb but 10 percent of the total, while those that occur because of the failure of the employee to act safety amount to 90 percent. * _ 8W twentieth Congress--National Safely Council If your interest in determining the underlying reason (or thin seemingly un- liaUnced condition, leads you to make an investigation. Itere are the startling figures that present themselves; Faulty instruction ............................................................. 30% Inattention................ Unsafe practice ................... 22% 14% Poor discipline............. ..... .................................... -................ 12% Inability of the employee................................................ ... 8% Physical unfitness .......................................... 3% . Mental unfitness.................... - - --............... ......................... 1% With such clearly established findings before us. management may as welt face the human side of this problem squarely and deal with it promptly and intelligently because it looms large and cannot be disposed of by the simple process of ignoring it. More than any oilier, it influences mir accident experience record and bears directly upon the compensation rate wc pay. The relation between cdurtuims as applied to the training of the employee in safe plant practice and expense as identified with accident frequency is indeed very close. Make no mistake about that. Furthermore it should be remembered tliat as management succeeds in making the employee safety conscious through the effectual enforcement of protective measures* accidents occuring outside the plant as a result of carelessness can and undoubtedly will be reduced, because (lie habit of phyitty safe will extend beyond the hours of labor. . Last year (1930) out of rlic nearly one hundred thousand fatal accidents, fifteen odd thousand were charged to industry, indicating that many more workers are injured away from their place of employment than in it. The opportunity to contribute indirectly to the improvement of such a situation, while advancing our own particular interests, through whatever safety activities we may wish to inaugurate, should encourage and inspire our most enthusiastic efforts in this direction. The National Safety Council, through the Laundry and Dry Cleaners Section, lias set up a very definite ami comprehensive program as a guide to management in planning and carrying out its accident prevention work. It lias outlined in detail the manner in which we might get started on a safety program by describing the very simple internal organization necessary to its operation. The duties of this little group, which may be made large or small to fit in with the demands of any size plant, have likewise been recorded step by step, as well as the manner of their performance. ft hasn't left out a .single direction as to what must be done to properly deal with this problem of tnaking our plants sale, or how to do it. Particularly does it treat of those things which relate to the training and super vision of personnel, the most important responsibility of all, since it i* to this source wc trace ninety percent of all our accidents. Nothing that one might think of has been omitted to aid us in introducing the plan *r making it effective. I know that many have adopted It to their material advantage and profit, but I also know that a far larger number has failed to do so, either through lack of interest v7 becauW of the opinion ttiat its initiation ami supervision might consume too much time. Manifestly such thiu do require sonic time, but the investment is so very small in comparison to the far reaching benefits that, were they fully understood and appreciated. 1 am sure their inclusion in the routine procedure of plant management would be the rule rather than the exception. We have only to examine the cost of liability insurance to some of our good friends in this industrial group to be convinced that this part of the job of manage- Laundry and Dry Cleaners Section 805 mem quite evidently needs a much wider acceptance before it can be said that we are indeed "safety minded." The spread between manual and net rates in no wise warrants the belief that safe plant practice is being stressed to the extent and degree it should, because, if it were, the reductions earned through efficient guarding of equipment and rigid supervision of personnel would be reflected in larger credits lor these items. Presumably we shall some day include a safety program such as has already been prepared for us. as a part of the specific duties of management. Ultimately it will be the almost universal pi notice because no man will venture to face the handicaps imposed upon him without the protection which It provides. Eventually it will be considered as essential to efficient operation, as an>- ot the things that now take up so much of our time, and require so much of our attention. If 1 am right in making this forecast may l suggest, indeed may l urge, that we get tn motion on this thing that bolds so much good (or us, that offers so many advantages to us, and that distributes so many benefits, and that we do it now. Chairman Baxter: Mr. Stone has made a most valuable contribution to safety literature. He has brought together statistics that are directly applicable to our own personal problems. It is our problem ami our responsibility to benefit from that infqrfnation. . The program that has been found so successful in soiuv of die properties is a three-fold one. Ouc-tbird of the time is devoted to safety, oue-tlurd, to health; and one-third, to fire prevention. It will be shown a little later in the meeting, but if you will have to leave you might not get it so I will state it now. Each indivulual plant realizing the point that was so potently stressed by Mr. Stone, that 90 per cent of the prevention of accidents must take place through the education of the employee, provides a pro gram that consists primarily of that educational work. The best way to educate an individual is to give him some degree ot responsibility or leadership. The minute you do tliat, that individual must become well informed and he begins to take an interest. By applying those principles, the simple Httle program is worked out by a committee of either three or four, depending upon the size of the plant, which i< rotative as lar as membership is concerned. One member drops out every six weeks and another comes in. They are given a little badge of the safety committee. Tliat committee has one meeting each two weeks. The activity for one period will he safely, and they arc provided with some very simple material and they make some little inspections them selves, the real thought being that they themselves become educated. They have a feeling of responsibility on their part and one of doing something for their fellow employees. The next two weeks is devoted to the activity of fire prevention, and they are provided with necessary information as to the preveutkm of fires, inspection, etc. The third period will be devoted to health. The rotating membership is so simple that it works out very nicely. One chairman remains on for six weeks and then they shift to another chairman so that the actual responsibility can be placed on an individual who is capable of really carrying it on in a satisfactory way. In connection with fire prevention there is also a Fire Brigade. The Fire Bri gade has certain individuals on each floor who arc assigned specific responsibilities in case of a fire. They know where the fire extinguishers are and a fire drill is held about every three months. One plant works agaimt another to see in how many seconds they can empty the buildings. Major Haven will Outline in detail just how that program is developed. In order to make you realize what your industry can do in connection with a safety program i want to point out the fact that six years ago the cement industry was looked upon by insurance people as one of the worst possible risks. They had 806 Twentieth Congress--National Safety Council the same attitude toward that industry that they have toward the dry cleaning and laundry industries. 1 think it was even a little more extreme. The dangers of quarrying and the dangers of cement mills were such that they did not want to write any employers' liability insurance. The ectnent industry has a national asso ciation that is very active. This association began to study the question of costs to its members for casualty insurance and decided it was out of all proportion to what it should be. They started an intensive campaign among their own member? covering safety and last year thirty cement plants m the United States went one entire year without a single lost time accident. If that isn't proof of the advantages to accrue to an industry, I am afraid none of us are able to accept any proof. The next question is the very important one of fire prevention. \Ve are very fortunatc today in having an expert to address us on this problem. The next speaker will Ik Mr. Percy JBugbee, National Fire Protection Assn., Boston. Meeting the Fire Hazards in Laundry and Dry Cleaning Establishments By PERCEY BUOBEE Assistant Managing Director, National Fisa Protection Association, Boston, Mass. It is presumably sale to assume that the purpose of this address is to provide a basis for discussion of the fire hazard problem by the members oftle industry present. 1 think it is wise for the speaker to mention at the cutset that he has never been employed in the laundry or dry cleaning industry and is therefore approaching this problem as an outsider and with an outsider's viewpoint. Let us take the laundry problem first and endeavor to show what the fire record of laundries discloses and what the most common problems of fire protection in the laundry may be and wliat can be done to meet them. We have in our fire record files reasonably accurate information on 505 fires in laundries since the year 1900. It is believed that this is a sufficient amount of experience to indicate tlte causes of fires in laundries and advantages of certain types of protection. A study of the causes of these fires indicates that they are about evenly divided between common hazard causes and special hazard causes. Of the common Itaxard causes of fires in laundries, those which predominate are the usual hazard of the careless smoker, improper protection or care of heating plants, and spontaneous ignition of oily waste and other material, defective chimneys and fines* defective electrical wiring, and ignition of accumulations of rubbish. Fires from these Causes are common to nearly every class of business. Common sense principle* of construction and good housekeeping will eliminate most of them. Of the special hazard causes in laundries our record discloses 164 fines where a definite cause was established. Of these fires. 31 occurred in tlte washing process. 65 in the drying process, and 65 in the pressing process. The number represents the relative hazard of these three divisions of the industry. The majority of the fires in the special liazard class occur from $uch causes as loose matches left in clothing, spontaneous ignition of unwashed clothing, overheated dryers, pressing irons improperly installed or left on, sparks from motor on ironing machine or mangle and sgnitkm from but steam pipes. An interesting piece of information obtained from the study of the laundry fire record demonstrates the great value of automatic sprinkler installations ia this class of property. One hundred and fifty-six of the fires studied occurred in sprinklered laundries. Of these fires 152 were successfully extinguished or held in check by the sprinkler system, showing an efficiency of 97.4 per cent. , Mention of a few specific fires may be of interest and serve to throw* additional light on tlte lire record of the industry. One of the earlier fires recorded occurring Laundry and Dry Cleaners Section 807 in Portland. Ore., in 1910, causing a loss of $40,000, was due to tlx: ignition of a cefivloid stay in a lady's shirt waist which was too close to unprotected steam pipes. It seems likely that fire from this cause would not occur today. A fire occurring in Chicago in 1912. from some loose matches in the pocket of a waiter's jacket, caused a loss of $26,000. One rather unique fire occurred in Ottawa, Kansas, in 1920. A defective boiler exploded killing three of the employees. The steam which escaped from the boiler put out the fire which resulted from the explosion so that when the fire derailment arrived the fire was extinguished. A fire which occurred in Lawrence, Mass., in 1919, was due to a careless employee leaving a gas-heated pressing iron on at the close of work. The loss amounted to approximately $10,000 and the laundry went out of business. A fire m Somerville, Mass., in 1925, started in waste matter and oily rags piled up against the outside wail of a laundry building and completely destroyed the plant. In Kokomo, Ind, in 1928, the explosion of a steam mangle killed four employees and caused a loss of $10,000 to the plant. Fire starting in die battery charging room for the electrically driven delivery trucks of a laundry in Chicago in 1929 spread into the laundry proper and did heavy damage. These.specific fires reinforce the data in the general fire record which demonstrates that ter the most port well recognized nre hazards are responsible for loss of life and destruction of property in laundries. Commercial laundries arc found in all kinds of buildings and no general type of construction predominates. As laundries Increase in size, new and larger buildings are usually built and these are as a rule of superior construction. The washing process proper is not of a hazardous nature. Where starching is done, care should be taken of the heating device employed. The dry room of a laundry probably con stitutes the principal hazard. Steam pipes are generally used and if properly arranged and protected with guards should be reasonably safe. The important thing is to see that combustible material does not rest against the pipes for any considerable length of time and that the room is kept clean. If conveyor dryers are used, it should he evident that all bearings must be kept well lubricated and fans in good adjustment A dry room constructed of wood is undesirable and it should be lined with some iion-flammable material such as metal lath and plaster. Where electric irons arc used, it is important that the current be shut off Uk: entire ironing room at night by a master switch. There should be pilot lights in all such circuits. Gas heated irons are perhaps somewhat raocc hazardous and when employed there should be a master gas valve to shut off all gas in the room at night. Flexible tubing should be as short as possible and metal-clad tubing Is preferable. Steam mangles are not particularly liazardous, but whete gas or gasoline is used tc heat ' the mangle great care should be taken to see that the cylinders are not overheated. If a garage is connected with a laundry it should be cut off from the main building by a standard fire door and tlte usual safeguards for garage occupancy taken. There is nothing about a laundry to call for unusual fire protection. Hand fire extinguishers should be provided and. as mentioned above, automatic sprinkler systems are desirable and entirely practical. Let us now consider the problem of the fire hazard and protection of the dry cleaning establishment The dry cleaning industry has received a great deal of attention from the fire hazard viewpoint because of the past record of serious fires and loss of life. At the outset of this discussion I think it fs desirable to mention and pay tribute to the very excellent work done by ffte National Association of Dyers and Cleaners in increasing the safety of their industry. The National Fire Protection Association has been cooperating with the National Association of Dyers and Cleaners and thoroughly appreciates the constructive viewpoint of the latter organization. The work of the Dyers and Cleaners Association in this field has been the advocating 806 Twentieth Congress--National Safety Council of Stoddard Solvent which ii now widely used m the industry, the advocating of a model dry cleaning law and assistance in the development and adoption of the National Fire Protection Association Regulations for Safeguarding Dry Cleaning Plants. Our fire record contains 224 fires m dry cleaning establishments since 1912. tn this iudustry special hazard causes predominate, there being 177 fires in the special hazard class and only 29 in the common hazard class. Naturally the great majority of the special hazard fires are due to ignition of gasoline, naphtha, or benzine from various causes. One hundred ami sixty-five of the fires come tmder this classification. The ignition of the flammable liquid occurred from static sparks, matches in clothing, open flames, sparks from motors, friction, and other sources. The common hazard fires in this industry are similar to those referred to in the discussion of laundry fires. A brief reference to some of the fires of special interest in this class may be of value. A dry cleaning plant was destroyed in Lebanon. Missouri, in 1930. Gasoline was poured into the floor dram and shortly thereafter the boiler was fired. The fumes immediately caught fire, destroying the property. Three employees, yvere injured and a large section of the plant was wrecked in a scries of explosions of solvent vapor in a dry cleaning plant in San Francisco in 1929. The arrangement of the plant did not comply with the state or national regulations on dry cleaning estaWishments. Fire in an old frame building used as a dry cleaning plant m Dillon. Mont, in 1920 was due to gasoline whRH ignited from a spark. An employee was killed and flic building totally destroyed. * A fire in San Francisco in 1920 in an okl frame builiiirg heavily damaged the plant when a still which was used to redistil gasoline exploded. Another fire almost identical with the one noted above killed six employee! and destroyed the properly m Saginaw, llidi, tn 1906. It is pointed out at the outset that die fire record of tins industry may not be pertinent to the present-day because of the recent rapid change in methods. It is important, however, to emphasize that the Stoddard Solvent which is now so widely used and which is umturdbasMy materially safer than benzine or naphtha, amt nevertheless be hatidied with reasonable care. Stoddard Solvent has the same proper ties as kerosene. No one on deny that kerosene will burn and must be handled with care. Briefly, the general requirements for dry cleaning phots by} dome a the standard regulations of the National Fire Protection Association provide that aarb plants should be located preferably in an outlying sparsely bolt section and thal the buildings should not he closer than 10 feet to the line of adjoining property when the exposing wall of the dry cleaning building is of standard brick or ujaiilh it construction and without openings. Buildings should be not sm*t tios Me ttorv with walls of brick not less than 12 inches Uncle or equivalent cucrtnctMa Two exits remote from each other should be provided from the Iwskftsng. The dry rooms should be separated from the dry dcaaing room by a fire-reriszrre watt. Skylights of metal frame and wired glass should be provided. Windows should be rf wired gtas* and so hung that they will readily swing oat tn case of as nplntacw A aaectesical system of ventilation should be installed of tdBneat capacity to insure complete tad continuous change of air every three minutes. Special precautkms sfunrid be takes in proridjng (lit lighting, beating and power ocpspswst. Special nu-kpatflU are lak] down for the proper construction and protection of tanks, purifier*, ehrjftit, washers, drying tumblers, extractors, washing machine*, f0* gad cmrimuiri. The spotting operation should be in a separate firc-reristtve cuapartmaL Metal-Sopped tables properly grounded should be employed and flammable solvents Unshed to one quart in safety cans. Rigid precautions should, of course, be taken to prohibit smok ing and eliminate matches in clothing. As to lhe fire protection for dry cleaning establishments, steam has bees commonly Laundry and Dry Cleaners Section 809 used and if properly installed offers good protection. Automatic sprinkler systems may be used in place of steam or fire extinguishing- systems using a fire retardant chemical or gJis. Means should be provided to humidify the dry cleaning room to prevent static. Foam extinguishers and other extinguishers suitable for dry cleaning fires should be provided. A campaign winch should be of interest to all dry cleaners is the campaign to educate the housewife to the clangers of dry cleaning in the lx>use with flammable solvents carried on by t) National Irirc Protection Association. Even in tilts enlightened age, there is a daily record of fires and deaths doe to home dry cleaning. The dry cleaner who takes part in the campaign to educate the !ome owner in this hazard is not only benefiting himself commercially, but is helping to reduce the loss of life by fire. The National Fire Protection Association has distributed thousands of copies of a pamphlet on the dangers of Isome dry cleaning which contains the sug gestion that dry cleaning can best be done by a professional dry cleaner in a plant where the hazards of flammable solvents are understood and guarded against. Chairman Baxter: Mr. Bugbee has given us a most interesting and instructive address. Fire can be prevented, not only in laundries but also in the dangerous conditions that exist in many dry cleaning establishments. Mr. Haven will have the privilege of proving that point to you in connection with certain statistics that quite dumbfounded some of us when they were brought to our attention. All of us here arc particularly honored today. We 'nave graduated from the national type of meeting to the international. We have with us today some repre sentatives of a country that has the deepest regard of every one here. I hope I may have the pleasure of introducing to you Mr. Gilbert Bontly. president of the Federation of Laundry Owners f England Mr. Bently, \vc would be glad to hear a word from you. Gilurt Bewtcy (London, England) : It was good of you to call on me at this particular time. We art lwre to sec what you have done with regard to your own industries and I am very glad to report that so far we have seen nothing but good in yours, particularly with regard to your physical and genera! hcahh. We have been feted and feasted and we have had nothing but smiling faces around us, and we have enjoyed ourselves up to the limit. We arc (toping to go to Louisville and bear many things there. We bring a message from England and that is, tliat, as far as we are concerned, we are not too concerned about depression at the present time, although we have been told that it is thought over here that there is a depression both in this country and among ourselves. However, I think that our message to you is to "Look for ward and keep a stout heart.1* We arc not looking down at all, and with the spirit of cooperation which has been of aid to us since we have been in the states and Canada. I am quite sure that even with the laundries doing a little less than before, they can look forward to the time wlwn they will be doing even more. Mr. 'Stone said the Committee had before them nearly every problem in safety. We are at present discussing with the Government the question of hydro extractors, and I should be glad to bear something about them. We have found it difficult to guard those installed in our plant for many years, and which now arc expensive to replace with new ones. The hydro extractor* are supposed to be perfectly safe if they have lids which cauuot be lifted while they ate In motion. If we can gain any information on that particular subject which we can apply to our industry, I should be glad. :Chairman Baxter It is indeed a pleasure to have you here, Mr. Bently. I also want to introduce Mr. James J. Stark who is secretary of the Federation of Laundry Owners of England. James J. Stark (London. England) r It is indeed a pleasure to attend such a meeting as this. There are two or three points on which I would like further in formation. For one thing. I have learned from Mr. Stone's address that approxr- 810 Twentieth Congress--National Safety Council ijuuly the cost o/ >uur Workmen's Compensation accident insurance is onc per cent, although it varies from state to state. Is that a lair averager CmairssaM Baxter: I thmk it would probably run somewhere along that figure. V. C Kelsey (Safety Engineer, Commercial Casualty Insurance Company, Chi cago. 111.): In Illinois the rate runs around 51-23 depending, of course, largely upon the physical condition of the plant, etc. Mb. Srask: That is near enough to my purpose. Our rate averages about one- hall of one percent. Our rate, of course, varies according to risk, but it varies mure perhaps according to the size of the plant--that t> the number of employees. Whether that means that our accident rate is about the same as yours, I don't know. 1 do know, however, that the actual cost per accident with us has increased a great deal during the last few years, owing to the fact that conditions have changed Iron) iIr*c when the insurance companies were able to settle the permanent injury cases u-ih a lump sum. That sometimes seemed a little Itard on the employee, but in otlvcr eases it was most fair. Those cases had to receive the approval of the courts and they have over and over again insisted upon a very mtxh larger lump sum in settling eases than had been agreed between the injured person and the insurance company. 1 think that on the whole in England we have more carefully graded rates. ' The next point that occured to me in Mr. Stone's analysis was that of the cause of tlte accident He referred to the cause of the accident as being negligence on the part of the workmen, lack of training, etc. We classify our accidents in our govern ment reports according to die cause of the accident in this tvay: tractor, washing machine, freight work, iroiter, etc. We find that is a better-way. The factory inspectors sent for us privately a few months ago and said tliat their records showed that during the last ten years their had been a certain number of fatal accidents on hydro extractors. In a great majority of these eases the accident would not have occurred if there had been automatic covers for them, and we have been asked to discuss the matter turilier with them as soon as we get back. The trouble is that in our country the majority of extractors have no covers. Tf the home office of the Factory Department of the government in oar country makes an order that all extractors must have automatic covers it will cost some people a lot of money. Hot only will It force them to put automatic covers on Out extractors, hut m some cases tins cannot he done and it will necessitate getting rid of these machines. 1 would appreciate it if you could give me some information or send it to me for it will be of great help to us. J. Claw Stoke (Pres., Elk Laundry Ccc St. Paul. Minn., and Pres., American Institute of Laundering) : If I may be allowed the privilege of the floor for just a few seconds I want to assure Mr. Stark and his group that I will undertake to place in their hands the information that they particularly desire in relation to the kind of mechanism that you must set up in order to guard these extractors. I shouldn't like Mr. Static to get the impression that there is one rate which is applicable to an industry. The rates are established by states and are a result of many years of experience. Then there is a manual rate established by insurance companies, and a rate that the company pay* which represents the difference be tween the manual rate and the credit that the laundry gets for guarding machines and for service. In our own case, we get a credit of eight cent* on the manual rate of 51.09 for guarding our machines efficiently and tour cents for experience. [ might say likewise to Mr. Stark that the rate in Hew York is somcwlierc around $.25. It is very high. Chaiumah Baxter : We appreciate, Mr. Stone, jour providing Mr. Stark and Mr. Bendy with that information. - We have that same problem, of course, in this country. These hydro extractor* are very much of a problem, mid so doubt Mr. Stone will furnish you with a blue print or something specific that you can take back. In a good many of the prop erties we have worked out a solution which, though not perfect, costs practically * Laundry and Dry Cleaners Section 811 nothing. It is based on the principle that the cover cannot be lifted as long as the current is on, while the power cannot be turned on until the cover is down. This is not complete, however, because it is possible to lift up the cover and get into dif ficulties after you shut off the power. This can be taken care of in individual cases, though, by little overlappings of strip Iron, thus carrying out the two basic prin ciples. The next item on our program is the election of officers. Before we actually take up that subject 1 should like to outline a proposal that has come from one or two of the members which is along this line. The safety activities of this section are confined to three industries, namely: the linen supply which is represented nationally by a National Supply Association; the dry cleaners who are represented nationally by the National Dry Cleaners Association; and the laundry industry re presented by the Laundry Owners National Association. The resolution is that we call upon the presidents of these three associations to select the officers for this Laundry and Dry Cleaners Section of the National Safety Council. I should be glad to hear any expression* concerning some such manner for the selection of officers. Has anyone any thoughts on the subject? WHEREAS, during the year 1930 a total of 99.500 lives were sacrificed in acci dental mishaps in a parade of tragedy including 33,000 motor vehicle deaths, 30,000 home deaths and 19,000 industrial fatalities, and WHEREAS. This unnecessary waste represents a financial loss of more than $3,250,000,000 annually and a social loss immeasurable m terms of money, and WHEREAS, This huge economic loss, even in normal times, is a staggering load to carry, but during tliese days of economic distress, our nation, our industries-- which obviously, includes the laundries and dry cleaning plants--and our people can ill afford to shoulder tlte burden, and, WHEREAS, our own industry contributes- annually over $3,000,900 to this loss, and WHEREAS, It has been proven through years of experience that other industries, have, through the Sectional activities of the National Safety Council, been able to get an exchange of Ideas in all matters pertaining to accident prevention, fire pre vention and health promotion, and WHEREAS, Because of this exchange of ideas and a co-operative program carried on through the Section, tremendous reductions in not Only the cost of accident*, fires and absenteeism of employees, but in the costs of insurance premiums have been effected with great savings to the individual establishments, and WHEREAS, We now have an organized Section of the National Safety Council for Launderers and Dry Cleaners through which a like saving may be had. There fore : BE IT RESOLVED, That it be the voice and sentiment of those assembled here at the second annual meeting of the Laundry and Dry Cleaners Section Of the Na tional Safety Council, on this the 15tli day of October, 1931, that the matter of energizing the activities of this Section be laid before the Latmdryowners National Association whkh meets next week at Louisville, Ky., and be it further RESOLVED. That the President of that body, the President of the National Association of Cleaners and Dyers and also the President of the Linen Supply Association of America be urged to appoint a Chairman to head up the Sectional activities for the coming year, which Chairman will have authority to select such vice chairmen and chairmen of the several sub-committees in accordance- with the standard organization plaits of the National Safety Couixril, and be it further RESOLVED, that this resolution be recorded in the minutes of this meeting and a copy he sent to President Frank Heubsch of tlte Laundryowners Association, at Joliet, IU., for his earnest consideration. Are there any remarks? If not wc will vote on tlte matter. (Resolution was carried.) 812 T<ocntieih Congress--National Safety Council 1 believe that iliat is the proper solution to our problem. It places the safety werrk squarely upon the shoulders of the three associations capable of handling it and upon which the responsibility definitely rests. They can consult with different individuals and select those who will show tire greatest interest and have the time available necessary to put over the work this next year. The next paper wilt be delivered by Major R. C. Haven. How to Start Your Safety Program By K. C HAVEN Director of Personnel, Baxter laundries, Inc., Grand Rapids, Mich. Before faying before you a few simple suggestions, shewing how to start your safety program. I should like to have H definitely understood that I do not have even the most remote notion that I am going to bring you a lot of new ideas in the safe operation of your laundry and dry cleaning plants, nor that I know more about your problems than you do. Yon men knew before you came to this meeting what your major individual problems are. and after listening to the preceding speakers, I know you have a clearer mental picture of the seriousness of the safety problem in our industry, as a whole. On the other hand. I hope to be able to show you how to stimulate you* present program or establish and maintain safe conditions in your plant, regardless of its site. During the past two years I have visited many laundries. I have yet to find a single one that has not experienced either a preventable accident, or fire, or whose production has not been seriously interrupted at some time because of employee absenteeism. Still. I am ready to admit that laundries may be represented here today whose tosses from these sources are negligible. However, our industry as a whole cannot suffer an annual loss of over three million dollars from these sources unless many of uv contribute to the toll. I am going to assume, then, that there are m this audience representatives from plant* where men and women have been seriously injured or even killed; where serious fires have occurred and where the problem of labor turnover has been, or now is, a factor for serious consideration. 1 approach my subject with these things in mind. Were I compelled to justify my appearance on your program today, J should have to go no further than your chairman. Mr. Baxter's background in the laundry busi ness dates back to the late eighties when his father, Alfred Baxter, organised his first laundry. Your chairman has grown up in a laundry atmosphere. Further than this, for years he has been an ardent safely enthusiast. He has made a study of, has an unusually keen insight into, and knows of the costly hazards of the industry as they apply to accidents, fires and absenteeism of employees. It is little wonder, therefore, that when his company began operating a Urge num ber of properties, he quickly recognized the need of the safety engineer to further study the problem in this expanded field and set up the necessary organization and program to meet it. The creation of safety committees in all plants and the establishment of a regular program have brought splendid results and I am here to tell you how it was ikitte. Bear in fomd, please, that the plan being presented is not a sketchy affair. It was conceived jointly by a practical laundryman and a safety engineer of eleven years experience. It is simple and practical, as attested to by the results obtaining. Before getting into the details of the plan, may 1 digress Tong enough to express the firm belief that the reason we are laving so many fatal and nan-fatal accidents, the reason we have so many fires, the reason so many people arc off the job as a result of these and also because of physical illnesses, ts because we. as an industry lack complete knowledge of the serious situation confronting us. We have not been Laundry and Dry Cleaners Section 813 informed a to tlic tremendous sums of tuotiev the industry needless!, spends as a result. ' To admit that our industry has known alt along how much money is being spent, how natty people have been allowed to injure or kill themselves, how many valuahlc properties have been carelessly allowed to burn down, and has not taken concerted actum to cope with the situation, is to admit gross negligence on its part, and I am not ready to admit tliat. T have reached this conclusion, also. that the solution of our safety problem lies in a well-developed program of education--one that will create and maintain a safety consciousness aiul responsibility in management and employee alike, and to the point where they- realize and assume a sense of obligation to themselves, their associates, their company, their family, and their community. They must be made to under stand that every lime a serious accident occur* not only the victim sustains a loss hut the loss reaches out in all directions affecting many. This lack of education has resulted in many hardships Ixnng inflicted upon human ity. Had wc, for example, paralleled the production of automobiles with an education al program teaching the purchaser of hi* first car how to handle rt with due regard lor the safety of himself and others, wc would not now lx killing 30,000 people a year through their use. It would liave been unnecessary to create a lot of regulatorv laws thit have little effect and place on courts the burden of stopping the slaughter by imposing fines which most victims can ill afford to pay. If wc had also carried on an intensive campaign of safety education among pedes trians. few of these expensive laws would Ire necessary and thousands uf men, women and children, now dead, would be living today. r mention this phase of the accident problem only because it amplifies iltc fact that in every line of industrial endeavor we have been slow to start our educational pro gram. A sad but true commentary i% that cur industry has been slower than others to meet our obligation in this regard. While the steel, cement, paper and manv other industries have for years been meeting annually at this Congress, intensely studying the safety problems in their respective mdusliies. ours--one of the largest in the Country--gave little or no concentrated thought lo it until last year at Pitts burgh, when this Section was organized. One can readily see why we might not be classed as manufacturers, yet we also deal with hundreds of thousands of human beings, many of whom are exposed to iwwardous machinery and conditions. In our business, we operate between 30.000 and 40.000 automobiles, the actions of whose drivers we must answer for to the public. From both the economic and humanitarian standpoints of this great project, wc arc rust a much involved as any manufacturing, mill or mining concern; our olriigatton to society is just as great. . When we invite or permit an employee to come into our plant to work wc assume the moral obligation of seeing that working conditions are made as safe as possible and that tl*c employee is not only told of the hazards of the job, but kept constantly reminded of them. Some of the prime factors involved in proper working conditions are such things as safe machinery; mechanical guards; good plant housekeeping; proper illumination, ventilation and sanitation. They form the basts of an educational campaign which should begin with the management and extend to the lowest paid employee. My third and fast conclusion b that no matter bow far behind m this safety move ment we may be today, individually or as an industry, we can, through educational procedures, with a small investment of thought and time and even a smaller invest ment of money, practically eliminate accidents, fires and employee absenteeism in our industry. We have done it in our 25 plants. You can do it in yours. We ran do it in the 2.400 plants now representing the Lmsndryuwncrs National Association and the otlwr thousands who will eventually affiliate. And now. getting specifically to my topic, two questions present themselves. (H where shall wc start in oar ssfctv program, and (2) haw shall wc Start it? 814 Twentieth Congress--National Safety Council We must siart with the individual plants. Before wa can stimulate interest in 2,400 plants, wc must arouse this safety consciousness in a smaller number. We must first plant tlie seed before we can expect to harvest a crop. And that Is what is being; done here today. There is enough interest in this meeting right now to guarantee a start. We have just elected our officers for the coming year and united support will see the work spread like wild-fire. As indicated, it is necessary to start with the operating head. He, first of aR, must be sold on the idea of an organized safety program. Unless be is intensely interested and determines to give the program his persona! attention, it w3! fail. He must be convinced that the activities of his safety department or committee are a definite part til the regular routine of plant operation, that these activities must be constant, for it is tlie preventive measures carried on in a systematic and scientific manner that elimin ate the causes. The management must be made to realize that once the program is started, very little of hi$ own time or that of his employees will be required to keep it going and yet it will enable him to keep a constant check on plant conditions and practices; re duce accidents and fires; reduce absenteeism and maintain a continuity of production: teach employees to be more systematic in their daily routine and, otherwise, will re sult m a saving to the company. Taking for granted, therefore, that on these premises t!>e management is sold and the plan is a good one. what is the first thing to do to get it started? Briefly, here is the procedure: 1. Upon your return, call a mass meeting of your Anployces and tell them: (a) Point out to the employee again the losses to both themselves and the company when an accident or fire occurs. (b) Your plant has joined the national crusade against accidents and fires that take an annual toll in this country of 100,000 lives, resulting in an economic Joss of $3,250,000 each year. Tell them about this meeting; what you Heard: what the Section is and does and bow your plant is definitely tied in with the Sectional activities. U) If your plant has had a bod record, say that accidents must stop--fires also. If your record has been good, tell them that according to the law of averages you arc due for an accident or fire, but intend to pre vent it through organized effort. (d) Tell them the hazards of the plant shall be determined, eliminated as far as possible and nude known to all. (e) That a safety committee of rotating personnel shall be appointed and members' names announced in a day or two: that the committee will carry on a scientific and systematic campaign of safety education, in volving accident prevention, fire prevention and health promotion. (f) That safety rules shall be formulated by the committee and approved by the management, violation of which shall constitute sufficient cause for severe penalty or even dismissal from the service. (g) Tell them that the program shall call for: 1. Safety committee meetings every two weeks. 2. Plant inspections every two weeks for either accident, fire or health hazards. 3. Training of employees in first aid to dress minor injuries and act * in case of emergency. 4. The reporting to first aid department for treatment of every minor and major injury. 5. Organization of a fire brigade and holding of drills. . 6. Meetings for Roulcmen and inside employees. 7. Posting, of safety bulletins about the plant. 8. Analyzing of all accidents by the committee with recommendations to the manager as to responsibility, penalties and remedial measures. Laundry and Dry Cleaners Section 815 9. And, finally, teil them that the cooperation of all employees must be had if the plant is to show up well when its experience is com pared with that of oilier laundries and dry cleaning plains. This, then, is the first step necessary to get your program started. You have de finitely and forcefully called safety to the employees' attention. They understand that you mean business. The next step is to select your safety committee, the personnel of which should rotate. You undoubtedly have a little group of key people in your organization. In our company we call it tlie "Operating Committee.'* From this group, select three of the most intelligent and active employees, men and women, to serve as chairman of the safety committee throughout the year. Then select enough employees from among the rank and file so that two can serve for six weeks with each of these chairman. This set-up means that a chairman and two other members constitute the committee. The chairman serves for 18 weeks and the other members only six weeks each, except one member who must serve 12 weeks to get the plan started. Obviously, you must have four members in addition to the chairman to serve the full 18 weeks. Here is how the set up works for the first 18 weeks. We will call the chairman "Mr. A" and the other members, Messrs. B, C, D and E. Chairman W* starts out with members B and C. Member B serves with Chairman A for 12 weeks but at the end of six weeks Member C drops out and Memlxtr D is added. At the end of the next six weeks. Member B drops out and Member E is added and .-serves the chairman with Member D. It takes three chairmen and 10 other members to provide personnel for one year or the three periods of 18 weeks. There are several reasons why you must have a committee of rotating personnel: 1. It gains the interest of and brings into active safety service a number of employees. 2. It brings new ideas into the committee. 3. It keeps the members from going '`stale". 4. It creates competition sluce one committee wants to do a better job than the others. 5. It permits employees from the production, sales, office, maintenance and other departments to serve. You would naturally select your chairman from different departments and arrange service on the committees so that three different departments would be represented each six weeks period. While the procedure may seem confusing at first, it is really very simple. Please make a note that the procedure is outlined in the December, 1930. Sectional News Letter, copies of which may be had gratis from the National Safely Council, 20 North Wacker Drive, Chicago. ' The selection of your committee then, is tlie second step and tlie third one is to get your committee into action. It must be borne in mind that comparatively few people in your plant know how to conduct a meeting to get the most work done in the shortest time. We liave pro vided for this and it is surprising how quickly the most inexperienced chairman tran sacts the business under cur plan. We have held over 000 meetings among our divisions since January 37. 1930, and the minutes reflect speed and efficiency. There is only one right way to conduct a meeting and that is to follow parliamen tary procedure. Our procedure is: !. Roll Call 2. Minutes 3. Unfinished Business 4. Reports of Sub-Committees of Members 5. Review of Accidents 6. New Business 7. Adjournment Members soon lorn lo bring up items in their regular places. Each item is sys- 816 Twentieth Congress--National Safety Council tematkally--which menus quickly and intelligently-handled. It is received, con sidered and disposed of with dispatclu Brief, but complete, minutes are typewritten after each meeting. Obviously, this provided a permanent record of the transactions but what is more important* it enables the chairman to systematically follow through to completion all projects started. He dimply cannot lose track of a single item wheu following the procedure. A "Memo for Chairman" or guide for conducting the meeting is used by the chair man. This form lists the order of business and provides spaces for listing from previous minutes all items to be considered. This listing is done by the secretary or chairman before the meeting. The chairman then goes into the meeting with only the live or current items which are disposed of in rapid succession. A copy of the minutes is available for all members enabling them to be quickly disposed of without being read. [ suppose you are thinking, just as our managers thought, that you don't have enough accidents nor are there enough items to talk about. You will be surprised in this regard, however, just as they were. Our committees find more minor injuries that could easily have become infection cases, more dangerous places, more unsafe practices, more chances to improve lighting, ventilation, sanitary and general housekeeping con ditions than our managers ever dreamed existed. They have suggested many cost cutting ideas and ways and means of improving plant conditions that have saved our company money. No manager, regardless of his ability, can see with his two eyes what 26 eyes can mx1. No manager can know all the plant conditions every minute of the day for they are constantly changing. As he walks through the plant, he may think he knows just Itow everything is going but he doesn't. It takes the eyes and thought of many to keep plant and employees in a safe and efficient operating condition and therein lies the value of the safety committee- "But, what does a committee do at its first meeting?" you ask. Well* we have pro vided for that, too. The committee work is divided into three major activities-- accident prevention, fire prevention and health promotion. Two weeks are devoted to each in succession. At each meeting the committee cleans up the items left over from ihe previous meeting and under "New Business" lays plans for the next two weeks' activities. For example, your committee will meet perhaps for tlie first time next week and the subject will be "Accident Prevention." Following the regular order of business, the roll is called and the hour and members present noted. There are no minutes to dispose of since this is the first meeting. The next item is "Unfinished Business"; there is none. There are no "Reports of Sub-Committees or Members", so that item is also quickly passed over. Then we come to "Review of Accidents." Here we have something to talk about. The accident reports and record book kept by the first aid attendant are brought in. The names of die injured employees, nature and extent of injury* medical treatment and time lost arc noted. Then, the accidents arc discussed a:>d cause and responsibility determined and recommendations to be made to the manager arrived at. (The reason for recording the details of the accident is to build up an experience and a foundation for your future educational work.) . The next item is "New Business." Remember, we have met to begin our safety activities by faying plans for a two weeks' campaign of accident prevention. The committee chairman has. previous to the meeting, listed a number of items On 3x5 white cards which 1 now divides equally among the three members. These items, he tells the members, are to be investigated during the next two weeks and a report made on same at the next meeting. Tlicv include, slippery floors, unguarded grinding wheels. u*c of goggles, elevator gates, unsafe clothing, use of acids, obstructed aisles, nails in barrels, etc. And so. with tltese items to he attended to. the meeting adjourns to meet two weeks Laundry and Dry Cleaners Section 817 hence. The members have a definite task to perform which can be done at spare moments before the next meeting. At the next meeting, they will have minutes, unfinished business, reports of com mittees, review of accidents, etc. Under "New Business" they will discuss the second major problem "Fire Prevention." A similar list of items covering fire hazards is given to the committee. Under this item, a chief of the Fire Brigade may also be selected for approval by the manager or a recommendation be made for an inspection of the sprinkler system and fire extinguishers before cold wcatiicr sets In. And so. the committee has disposed of all accident prevention Hems and starts on a two weeks' campaign of fire prevention. At die third meeting, the reports will be heard on the fire prevention Hems, and the next two weeks activities on "Health Promotion" will be planned by following the same procedure as adopted for accident and fire prevention, which included distribution to members of the 3x5 cards containing Items to be looked into. Then the complete six weeks* pwifiaw is repeated over and over until the end of the year. Let me repeat that the committee will find plenty to do which can be accomplished with very little time and effort. And may T repeat, also, that your plant will be thoroughly inspected at least once every six weeks for accidents, fire and health hazards. .You will constantly be kept informed as to plant conditions in a manner that will be extremely hdpfal and profitable. Of course, as a project of the safety committee, you will want to organize your Fire Brigade--a group of employees framed to act quickly and intelligently in time of ex treme emergency. Many plants today have no one trained to care properly for an injured person. People get caught in extractors, get badly burned, are overcome by heat and suffer various kinds of accidents in plants where no employee is trained to relieve their suffering and get them in proper shape to receive further medical or surgical attention. It is obvious that at least one man and one woman should be thoroughly trained in first aid. In some of our plants we have a half-dozen people trained to act intelligently in case of emergency. First aiders will do much to keep employees on the job who otherwise would stop work because of a minor injury or illness. This* gentlemen. Is bow you can start your safety program. Don't think that be cause you have a smalt plant you do not need a committee set-up as we suggest. One of our Detroit plants has less than 20 employees at the present time and yet they have such a committee that meets religiously every two weeks, and I receive their minutes just as regularly. This particular plant lias not spent one cent for accidents since 1929, although the employees face practically the same hazards as those in our larger plants. UnaBy the financial loss resulting from accidents and fires works a greater hardship oq tbe owner of a small establishment. In closing, let me say that it is the experience of most of us that.it is folly to bally hoo safety us your plant because the excitement soon wears away. Begin your work quietly, but systematically and forcefully. Get hard-boiled, if necessary* but organize the work so that doting 365 days of the year* thought is being given to this very important phase of plant operation. It is the keeping everlastingly at the problem and never letting up for a mitnite that brings the ultimate dividends from safety activities. Mr. Gotre (Bridgeport* Coon.): How did the Baxter group become interested sit safety in the first place. Wfeat was it that carried them into this work? Mx. Haver: In tbe first place our President, Mr. Howard F. Baxter, has been a safety enthusiast not only in connection with his own laundries but also in the Grand Rapids Safety Council. Secondly* he has recognized the fact that there is a great economical value in safety and that there js a great saving to be effected both for the employees and the company. In other words, he is well sold on safety and knows its valise. V. c Kelsey (Safety Engineer* Commercial Casualty Insurance Co,, Chicago, III.) . That is my problem. Interesting the president or the general manager. If I 1 XsXHtieth Congress--National Safety Council cun get him iiilcsesU-d my worries are over, that is, if I cun setl lum t luive no trouble in putting the necessary safety activities into effect. Ms. Havfn : This has been a problem tliat for a good many years has com manded tlvc attention of the Safety Council Managers ami Safety Council Engi neers. There are two approaches. 1 heard Gus Krugeu of the American Can Co. in a debate one time say that safety does not start at the lop but at the bottom. He believes that the proper approach, if you can't interest the management, is through the employees, pointing out tbc value of safety to them. Once you get the proper mental attitude towards safety in the employees then you can safely say that it will spread am! the first thing you know the manager says, "What is all this that is going on out here?** Then you have tiie employees getting him enthusiastic rather than the safety engineer getting him enthused. ' Mr. Gor.at: The trouble with the safety man in the ordinary plant is wc can't depend on lum for any help when wc go to him. The fellow at the top i? the owe with whom we have to start if there isn't a personnel man. If you don't go to lum he will think tlml you are going to stir up trouble and dissension among the em ployees. ami pick every possible Haw- in whatever lie docs. That lias been my ex!eriet*cc. Mk. Haves: Your piobkm is one that has troubled the insurance representative and the safety engineer lot many years. How you are going to sell that manager is really an individual problem. There arc a number of approaches. You know them just as well as l. I wish I could give you the answer to the question, but I can't. In some way wc have got to sell the manager whether it is with a game of golf or a fishing trip or the profit and loss side of the ledger or some other way. I have no one answer, however, that will fit in all cases. Mb, Kklw: 1 have learned a few facts that I think arc going to help me in the future. They were brought up in part by Mr. Stone when he told us tfiat the cost of every accident to tlni company is four times as great ns the cost of medical and compensation. Ma. Haven*: He means serious accidents. Ma. Keljusv; Tliat is just the beginning of the story. For every compensable accident there are 29 non-tompensable accidents. The cost of these accidents is probably as much in lost time or damage to machinery as arc the compensable cases. Then added to these 29 there are 300 accidents which do not involve any personal injury whatsoever. These lust cost the company through the slowing tip of produc tion. spoilage of machinery, or in the laundry business, dry cleaning business, and linen and towel business. die ruination of die customers' goods, such as in fire or tearing. An accident prevention program should include the elimination of all accidents nnd if the foreman is careful in his work uol to damage material, he should also be a* careful about injury to his own person and the injury of any cf his fellow employees. I think (hi< will help put the idea over. Ma. Havkn: I should like to have Mi*. Baxter who is the "boss," the one they have to sell, tell jou his reactions or his point A view on what is necessary to sell the "boss" on safety. Chairman Baxter: Tliat is a very pertinent question, isn't it? Wc liavc faced tliis problem within our awn organization Our policy of manage ment is centralized principles, but decentralized responsibility. SVe tie not go to a plant manager nnd say. "You must do that" Wc don't do tliat with regard to supplies or methods nr types of machines nor do we do it with regard to safety. We realize that if we dictated, bcfoic the division manager, as we call him, had really been sold on the u^e of a supply, a method or a piece of equipment, we would destroy his initiative ami the success of our proposal. Wc instead adopt a program ot educating him to the advantages which will accrue to him in the profits of lus own particular plants. laundry and Dry Cleaners'Section 19 Th profit. <4 course, is his compensation provided he adopts a certain piece of ttpaptoeiit or a method or, in case of safety, he carries on a definite safely program. That problem then is directly similar to the question you asked, atxl we have sold it by the use of just straight dollars and cents. If we can show a manager of n plant that his profits are going to be more provided he puts in safety right along with production and sales, etc., he is going to devote some time to it. If we can prove to him from the records of profit that they have increased by such ami <uch an amount of money by doing: this, it isn't going to take any influence or any big chib on our part to get him to adopt a safety program. The difficulty, which is greater with you people in your problem and which wc <lo not basic to face, is the fact that the individual laundry owner is nut in a position to get a reduction in the premium at once. Unfortunately most business men want to sec some money coming in right away, rather than two or three or four years from now when their experience would entitle them to a lower rate. Iti tliat con nection I feel there arc possibilities fur the National Associations or some local As sociations in the industries that are represented here to take very definite steps tliat can show* that immediate return. Because of our size the insurance companies arc. perfectly wining to write a type of insurance tliat will give us an opportunity t*> save money ourselves. The insurance that we have is a special type of insurance. Wc are our own in surers up to one thousand dollars in any accidents. Above that the losses are paid by the company with whom we insure. Immediately there is a direct return to am manager ot a plant, because he roust pay t!=c cost of a little accident that takes place, and if H can be proved to him that he can effect considerable saving in those costs bv putting w a safety program, which is quite easily proved by your own record? or record* that can be obtained, he saves himself that money. If he gets his periodical report, thirteen periods in the year, and he secs a large amount $450, for instance, in there a* a charge against his profits it isn't going to take him tong to put in safety programs. IF I might make a suggestion. I believe that some program should be worked out. perliaps by some insurance company or some group of laundry owner* either local or national, that would make possible the placing upon a group of laundry owners, dry cleaning plant? or both a certain portion of the costs of their accidents. Then they will welcome from the monetary standpoint a simple safety program such a* the one we have and which has proved so satisfactory with us. In connection with that. I was talking with a safety engineer for an insurance company just today. He stated that a number of years ago they liar! a certain good sized risk the head oi which couldn't be interested. This particular safety engineer said. "Alt these tittle accidents indicate a serious situation and a dangerous one as far as we are concerned." He went on to say that they had to he stopped. He in sisted upon a. meeting of all the important men and he insisted that the general manager be there, although ht didn't want to come to the meeting a? he was too busy. U was most important, however, tliat he should be there. That started the hall rolling and the general manager became interested in safety and inaugurated a safety program. Xow lie calls there every oucc in a while ami he is extremely wel come. just within the last month or two lie called there again and the general manager said. "You know these are rather depressing times. I can't express my thank? to you for making me realize the necessity for this program. We set aside that particular year a regular premium atxl we tucked that away and we bought Government secur ities with it. and do you know' how* much we have salted away there in honest to goodness cash today that is mighty helpful under present basinet* enndmons? It is over $200,000. It you hadn't done tliat and gotten u? started we wouldn't have that $200,000. and we probably would have had less surplus." Of course, in this ease you have a large risk, one that insurance companies are willing in accept under ceriain conditions. I believe, however, a similar approach 820 Twentieth Congress-National Safety Council to a group of pknts could be worked out with just as satisfactory results. We have been able to work it out In our particular group. Does that answer most of die questions? Wert there any other matters that you would like to take up? J. . Holmquist (Director, Engineering Department, Laundry Owners National Association) : During the past year I probably visited pretty dose to 400 laundries. The majority of them were on the eastern coast. 1 also had the'pleasure of attend ing nine state conventions, and I found a great need for safety work. I have been in plants that I was ashamed to call laundries. There was a plant in New York City that the Health Department was dosing down on account of ventilation. The humidity condition, l think, is one of our biggest problems, together with lighting and beating. As director of the engineering department 1 am willing to work with any com mittees on the safety program that you might adopt. At this time I volunteer my services to work along with any committee or any men appointed to work along that line, for we as a national association should probably be doing more than we are. Chairman Barter: We appreciate that offer of cooperation and we know from other expressions we have received from directors of the national association and from their expressions of a year ago that the most thorough cooperation will come from that group. . V. G Kelsey (Safety Engineer, Commercial Casualty Insurance Company, Chi cago, 111.) : What is your experience in your accident prevention program relative to the destruction of other people's property, that is, property damage and damage to machinery? How noticeable has it been to you that the has been reduced? Chairman Baxter: The damage to machinery? ^ Mr. Kelsey : Damage to machinery or to other people's property that is entrusted to you for cleaning. :Chairman Baxter Are you thinking particularly of the point of four times the actual compensable costs? Mr. Kelsey: I am trying to get an argument that is air tight to present to other people. Chairman Baxter: The buindry industry itself in case of an accident to an inside employee generally doesn't lose much or have to sustain much loss of goods belonging to a customer. It might be a few sheets, shirts, or something of that kind so I am afraid we can't strengthen your argument very much from the point of view of tosses to goods belonging to a customer in the course of production, if you want to call it that The greatest indirect toss today exists in the loss of time of the employees, man agers. foremen, foreladies, etc. when an accident occurs. There is a decrease in production speed because of the fear and nervousness that continues for a very considerable time after the accident takes place. If an accident takes place among a group of 30, 40. or 50 girls they are not worth very much from the production angle for the rest of the day. They arc just all "atwitter" and "aflitter" and ex tremely nervous. We had one illustration of that in an unfortunate automobile fatality that occurred here in Chicago. I think in about four of the five laundries where they heard of it business practically stepped for one or two hours. It was extremely unfortunate. ( I should say that about the strongest way to support that point is not m the direct monetary loss from damage to equipment or to actual material going through the plant, but rather in loss of morale and increased cost of production for a con siderable period of time, and particularly on all types of machines similar to the one on which the accident took place. It can readily be seen that an accident cm a .press would affect everyone else operating those presses, because they would think that the girl had not been careless and they would expect their own presses to jump cut and bke them. * ADJOURNMENT INDEX VOLUME 1 iJtacuuiQB of report form,. 791.794. Taxicab and But Sectton"> (L*huendDaetelivaedrty),, "t"l Empkj,,.; Sec J-cwial Fac- !w3lt cuit>n t "A logic! (HeineS). "Keraerln 0.1be new Intertiatigua! r,i.t .<Daa), 657-636, 6*4 , (sSS. 8&%s. ",iviu" ** aZ3Z?u.WW.lK %szul ' /Uaiforra accident Statistics f,,- Program committee, 361. Aereuuitjgj:_ ' Tk. lSe,trcirt ol Commerce jwu :mxct> m Awos* Btlca '.You**), 317. (Seymour). AircrjTF Accbtaet Urel.U. i. ,,,, (>c. Votjvj? (.dories' (D.ruer,), A"^Ho!: "S*IrtJ' " *-<" Olr.nilr). 30SA' Si-33e~S""" - Constitution, ! v"""* 7iat}* f*y nyograw can do mr the fleet Operators'* (Hwrroeks), 246- '\Vh*t the commercial vehicle operator - tUe *"4 Private dN0M?. , * (Damwawaa), 606-60?. 1 1k** v6/ lhe emwHercial 'Wk.. (Lynch), 602-606. WiL-i.tH* *tat* riwr6 of all commercial assft.*ssss-; .^J'Tsassn.fts' " -- " "fe commercial vehicle operator re- uCSi~ vwn--a^mnn), m60u66pb?n. Wvh2.w.*.t*.<LhL0epPcsrt*a"tt0,e4r,r.re*q9(Lu."iyr,enr"schoe),fl *6ah0lel2 cc6oo6mm6 mmeerrcciiaall jf; report, JJS-JZS. A"ir5Mo!"k"g,:,Accide"' ** SSSSKtSLTtSpw3!^!fM"m*l-lC.rC*Hr,ertp* o4r`4'4-33430*-..341. Oflicera, 333-3J4. ?T2jLSEf5a.*sa-' Baa^aet: 31 -46. iaria b. ^"iceSSi " > *- SB3ST - sJ2*-!3 *"?"*, tunuuittee oe reeejrch Blanker ^ **fe jKtpowrt/* 467-494. *****c*our^*e* npce meRtebooedftt adj evine-lo.ppjtroticrn.ut> rirnfciy],.", aIIZLST* (Eruul, KHli!? '*">"< 'Hdront. Angove, p. 5 *`Heoun -rrfamrfiia ** 3AA.174 Annunl of MjSSvTft. own ^tjuras,-' u13SZT-1l3i??..'" -------*----------- ra3r^?^~L r.`Srri"* 4* cou^ntiu. ?Mst "*" -! > * P-f^t BrooS^LB^A*.-:I"He*al*th "ae4rvmkeaat/*in1Si*a.dj8as!t^ry* eroosa, jr. 15.. What a OOmmWarty -Wr nra. c,a 4o for the mooJripaBty/^ f<2- j the flr< hazards ia Uun- dry aod dry chanrng etUfelishmeats/' t06 w 425-427% - -. Comprca! vehicle acmdetit tnMr-ne. daring 1930** (Landstcadt), 623.624 '`n todtutrlal 6r (HrottodOB." 123- SKai teaser"*"' b*rT"- 821 822 Tnvniiclh Congress--National Safety Council iUuam: In "OiHcr chemical refrigerant*" t Kraus), 484 456. Chiming Industry: "Safety in the canning trade*" (Drews). 778-781. Carbon Dioxide: In "Other chemical rrfrirer* Mil" (Evans). 486-486- Carbon Monoxide: In "The eflects of chemical gams" (Gilchrist). 1X6. I8S-IS*. In "The effect* of chemical ga*eM (Gil christ). 517. 519-S20. Carbon TetraeMoride; In "Volatile wheat*-- their health hazard*" (Bricker). 548-531. See also Fire EsImniflKr*. Carter. X.: "Creating contact* with the hoi.e through tmplorm magazine*/' 738-743. Cartoo***: "Open forum om the sufciect cf car iimn iie rmj4oj(" piMicirioiu,'' 729 731. Cement Industry: Acndoit Statistics. 410. "The minimizing of palvceued coal dust hazards in cmxst mills" (Harrington). 438-454. "The relation of labor turnover to the acci dent curve" I tt Intel. 4JJ-417. Remedy Cor tcmcat burnt. 597. Cement Section: <General chairman'* teport. 409-411. Joint session ith Quarry Section. 455-471. Zfeiwheiatiip committee rejort 4t2. Mhwm, 409-471- Xommating committee tttwi, 434-425. Officer*. 409. Wedge to drive safely. 423-427. IbMn committee report. 411*412. Chemical Industry: "Accident experience in the chemical industry in 1930' (Kej>ner), 545*547. "Accidents in the chemical industry and their prevention** iWarxatal. 534-542. "Accidents with tank* and pi|*-Hnc--pre ventive measures" tSham- and Jones). 523 5JJ ' The effect.- of chmtical ga*ev~ (Gilchrist). 1*3.189. "'The effects of chemical eases" (Gilchrist), 514-520. , ``The hazards I chemical ir* and :he*r *ae disposal** (Bovljcnc). 487-494. "Sale practice* in entering unVi" (Miller), 4/4-479. . "Sciettce and cvihzai*m** tStmc). 495-502. Clicmiciil Section: Joint session with Induitri.it Health Section, 172-189. Joint Session with Industrial Health Sec tion, S03-520 Joint session with Kefriscratwm Section. 471- S94. Miavltfc. 4*3-556. _ Nominating i-nmrmtte* rrtn, SJJ-334. Officer*. 473. _ ,. Cigar In<hMtry: "How we sold persona! hy giene to our employee*" (EIHii, 233-235 Coal Dust: "The minhwizing of pulverized coal du*t hazard* in outnt mills" (Harring ton). 438 454. Code*: See Standard*. , "Celt! Hoorn": lit "Recent dcvclopmcnS* m saieepardmg*' (thahnl. 44)1*492. Ok, W. G.r "The *<ei4eoi prove employee." 3S2-3S8. ,, Commercial Vehicle* - See Automobile Driv ing: Automobile*. __ Committee*---safety: In "Hotr to atari your safety ptojerzoi" (Haven). 815*817. - "Resolved: That workmens safety commit tees nr* indispensable a safety cam paign." Affirmative (AueJ). 92-95. "Resolved: That workmen's safety commit tee* are indispensable to a safety program.'* Negative (Fruiting}, 95-97. Comtnumty Safety: "hsselilats of a ruioniu- nity safety program" (Skeel). 237-239. "How to organise a community'for safety" (Harvcj). 248-252. "What a community safely program can do tor industry" (Rice). 2-19-342. "\VIii a ewMivunitr safety program can do tor the fleet operators" (Honrocks). 346 248. "What a community safety program can do for the municipality" (Brooks). 242-246 See also Public Safety. Community Safety Session: 237-252- CotnprMaod Case*: See Wekling. Conference Plan of education: See Education of Workmen. Conferences: Report of steering committee on regional safety conference*, 341-342. Cxrt-tiuetion Industry: Accident experience ui the construction Industry, 558-564. "Constructing au eight million dollar court house safely" (Rachel). 580-582. "Constructioii safety insures dividends" ((Ireensfelder), 566-572 "The insurance organization's attitude to ward accident prevention in industry" (Hctidra), 364-566. . Organization method*. 589-600. "Progress of safety iu construction'' (Rich ards). 585-588. Reduction record of United Engineers aad Consumption C.i , Jhl-540. " Safety work is a man's job " (Rosenthal i. 532-584. ' "Trench construction bracing" (Eticston), 372-576. . What wc )<aru Imiu rejXKters*' (Rus*eT))( 558-564. ,, Cuiutruetiun Section: Acceptance speech of j. Russell. Jr., 578 589- .Minutes, 557 (4)0Nominating corambtee report, 577. Officers, 557. Resolutions committee report. 588. Round trtbh* scviton, 589-690. Contexts: Award of No Accident contest tro phies, 23-26. "IJiseussIoii of Public Utilities contest" (Krch). 681-6*3. An inter-fleet safety couiest in the Denv er?, Taxicab and Bus Section" (bum!- steadt), 624-630. X. S. C. Certificate oi Special Commendation twtrdod the New \ofc Central Linn. 32-33. "Plant publication contest awards," 743. "Why we picked the winner*'* (Pish), 744 747. Winner in Inter Council plant contest, 26. Cordell, H.: "Popularizing the safety pro gram," 096 700- Coucbmau, A. R.: "The value of tl*e plant magazine," 458-439. Cyanogen Chloride: In "The effects or ehem >ca! gases" (Gilchrist), 185. Iii "The effects of chemical gases" tGil- christ), 5K. Dsmoit, R. S.: "^fety w aeronautic*! facto ries," 302-304. Dana, E.; "Justifying an accident prevention program, 656-664. Datmemsnn, E. A.: "What the commercial ve hicle ojierator requires of the public and private car operator," 606-699. Delivery, Taxicab and Bus Section: Discussiou of report forms, 640-643. " Discussion of report forms, 791-794. Joist session with hood Beetles. 631-643. IV * Index--V.olnmc 1 $2$ Joint mboc With Food Section, 732*794. 3fmates, 691-643. . N'ominabcg committee rmort. 617. Officers, 601. Dcxnsster, J.: "John--take this nun! The foreman s ceopottsibility ia placing the new man, 70-7$. Ihffclorqdiflorwuhanc: la "Other chemical rrinimat*'* (Evans), 484-486. Utj-fccnyKklerarsiae: In "The effects of cbemical nuts'* t(nlcbrisi). 185. I "The effects uf chemical gases" iCilebrut). JIg, Discipline: "Hu* shall we interest our cmptoyscs ta bafcV? (Fell), 759-766. ^*78711^ * ****<ty ,B **** c*n*lttg trades," Drums ; ! ""The sarc handling of flammable ImunIs, 138. Dry CleasMra Section - llte J.auodry a,ltl \j(y Clcaaers Section. I-'O' Cfeanmg: "Meeting the fire hazards m sd dry cfeaniug cstahlishments' (BugWe), 806 X11. V*v I"; t11** 4/9-82. *dr> ice " (KIHcffer), |>ust*; "The minimizing of puK-oired cnaf dust hazards in cement mills" fHarriug- _ tow), 438 *54. * "Rathsaag dust expiosam tosses by industrial .. cooperatum" (Pnee). 77D-775. Uutcfaer, F, A.: "Where In current literature shall^ w _took tor bet|> in industrial iurj- Ecunoimcs: In "lusiitymg a acctdeot preren- ttoa program^* (DauaJ. 657-458, 664. Rnfuctiou record of United' Engineer* an* Construction Co., 589-590. `Tunsuig safety activities into profits'* (Stooe). 800-605. Vahsc of heahh program, 165 166. "''hy mt did not sliee yuz safety bixlget" (Cron). 87.91. S also Accidents---Cosli, Educatsoo-^Eaghacvristg: Report of coamtiltce * P*'***',4*o in engineering col "Sleagfeetsy. ,I3f4s3T. *TM** a,vl ,h* (Hal Hdueatsou of Workmen: "Applicuitn of t)ie conference Method ot imparting safely" (Griffith). 77-86. . .yyy. method of procedure, 668-671. Inu suggested reme- - bTM. (8cm>>. 677. . . *<-h|xtuts in the conference method of imparting safety" (Blank), 75- Klectric Railway Sccimw : "Council service to 687 689 raaW*y wt`*" (Feeguson), <;mcra chairman's report. 645-647. w5,Js ViiBties Section. MittuSea, *646.700. Aumittatiag committee report. 672-673. Officers, 645. Poster and Slide committee report, 46 Program committee report. 646. Pubhcttv wmmittec- report, 646. fclecino Railways: Discumioa of "Do oper sting haurds dimimsh or iswreuse through faster schedules?" 652-6S6. I>P opwating haeards .limimjh er increase faster schedules?" (AfcIIraith), I/uman factor hi accidents. 6S8 66t caSf `'Populari*i"8 the safety program*' (C:defl). 696-700. "Report or `Uniform accident statistics tor railways'" (OldheU). 689-696 Vehicle colhon* 3mj uzgsetUd remedie*" (Retd), 673-679. EU, A. M.: "How we sold personal hygiene to our employees." 233-235. Employees hlcetiugs: "ItopuUzizinu the safct> program" (Cordell), 696-700. * See also Education of Workmen. Employees' Publication Section: Chairman's report. 70J-7PJ. Contest awards. 743. Incoming officers. 747 748. Mmut, 701-756. j%m 'ymL;r'' Ha" N'miunaiinx comwuiM renort. 71 o. Officers, 70 L Uucstioii box. 749-756. '*'74/ ** PCkC<1 the tFish), 744 Employees' Publications: "Creating c^wiactv with ihr home thvrmgh empioyres* mM, zmes"/tarter). 7.MI-743. "ExpUining^rise firm's husines* t<> the vnrk "Fifing am) index systcoto tor the c*hti/*~ (Ensminger). 722-12%. How to Iwmlle borne Mtths, '}' JJJ. "How to obtain the kuoperatfcm oJ th< man agement, ?54-?56. Methods used m diitrilndae paper*. 751 752. Open forum on the subject of cart-ions for employees' publications, 739 731. "An outsider a view of employee 1'uMica torn (Harrington). 732-737. A> simple and acemate method of copy fit- **"8 (Lyons). 714-716. iJ The value of the plant magazine" (Couch- man), 458-463.. "^753 754 tk< ^kc"-K"w ,ar should a *?" Employees Training: See Education of Work men. E'fwis7S"""'; Tl'' Sr,, '3,"y iunbfcr, H. M. ; and ind<, ,.,tmu lor Iho cd.Io. * 721-7211. EricV5S?*- K : "Trench construction bracing." 572-576. Ethylchtoride: In "Other chemical refriger- aats ' (Evans), 484-486. * Evans, W. A-: "The -Significance of iadustrial health, 151-156. ^V* 482 487 ^ "Other chemical refngerar.is,'* Execiiiives: See Management. Exhibits : Exhibitors at Ihe 20th Annual Safeir Coagres*, 298-300. * Explosiens: "The minitnieifig of |<urierizc! coal dust hazards in cement mill*** (Har rnfton), 438-454. "Reducing dust rxptodon tosses l.v it:4u tnai cooperation" {Fried. 770 775 Fatigue: Ip "Recent devctoprrctits in sale _ guarding irhalnez), 41)2-403. ^aV^3.K': *Po,J 8^*duat preparalion." 218 rem*e?l, D D. j "Safely and the interdepend , cnee of rneu, 435-457. ^ Kenton, W. J.: "Emergency firs* aid." 429-438. Ferguson. R. ri.: 'Council service to the street railway section/' 687-689. !. *- .\-i ax 824 Twentieth Congress--National Safety Council Filin*: "Filin* and index rtmu lot the editor*4 (EasoHufer). 722-726. Fiimer, W. T.: Experience of Youngstown General Round Table Session: 87-122. Gheen, J. K.; "How's your spirreritiktum?"' 44-46, Sheet it Tube Co., with fire brigades. 22$- Gilchrist, H. L-; "The dfccu of chemical 126 eases/' 183-189. Finch, R. A.: "Accident investigation* from Jif. "The fleets of chemical gases," 514-32U. the employee viewpoint." 411.421- ' Cremr, J, li.; "The importance of the asseei Fire Extinguisher*: Carbon tetrachloride, 550 lion of industrial relations and heahh 551. *ork" 164-171. "The rsc si chemical cxilnjcimba* on incip ient industrial fires'* (White), 159-150. Fire Prevention: Experience el Youngstown Sheet fit Tube Co., with fire brigades < Fil iner>. 125 126. "Meeting the fire hazards in laundry and Grectufekler, A. P.: ``Constructiou safety In sures dividends," 566*572. Griffith, .H. J.: "`Application of the conference method of imparting safety," 77-86. Grinding ilachine*; Flute grinder for taps, 50. Gross, R. R.: "Why wc did not slice our safety dry cleaning establishments" (Bufbe>. 806-811, "`Problem* in industrial fire protection" (Bugbee), 123-126. bodgei " 87-91, Guards: "Safety features applied to miscella neous machine equipment * (I.tng), 47-51. "The sale handling of flammable liquids'' (Anschicks). U2*Uib ^ "Securing the cwqursiica of employees in fire prevention** (Armstrong). 126-132. H Hallock. J. W.: "Safety engineering and the ``"The use of chemical MtinKttidim on in cipient industrial fires'' (Whiirl. 139-150. Student," 51-57. " Ifamifl, R. 0.: 'The mental causes of acci See also Exphmonv Fire Prevention Session; 12J-I54. dents," 198-201. Hammers--Drop; Guards fur board Jwn ham First A>1: *`EmeTxency first ahl" (Fenton). 42V-43*. Ftsfe. C\ T.: "Why we picked the winners,'* 744-747r Fisher, H. E-: "The etelrtMn of rrnl'oUlisa,'' 97-122. * mer*, 465. ... - Harrington, >1).: `"The minimizing of nuherised coal dust hazards m ccmeot mills, 438-454. Harrington, H. F-: "An outsider's view oi employee publications," 732.737. Harvey. J. H : "How to organize a eonarmmhj '"Reaction tene--a factor in cautatxro of _ accident*/' 205-208. for safety," 248-252Havett, R. C.: "How to Mart your safety pro Fisk, E. L.: "The care of the older employee."* gram." 813-820. ` 172-183. "The care of the older employee," 503-574. Health Hazards: "'The effects of chemical rases" (Gilchrist), 183-189. Flammable Liquids; "'The safe handling of `'The effects of chemical g.ines" (Gilchrist), flammable liquids'* (Asschicks). 132*139. 514-520. Fleet Operation: See Automobile Driving. Food Tndastiyt "Accident experience during 193" <Sullivan), 270-777. '"Reducing dust explosion Josses by indus trial cooperation" (Price), 770-775. `'Safety In the canning trades*' (Drews), 773 "Volatile solvents--their Health hazards" (Brisker). 547-556. Health Supervision: "Health services in indus try: eqoipraent, personnel and cost" (Brit ton), 157-164. Value of health program, 165-166. Sec ako Nurses. Food Section: Chairmen's report, 757-759. Jotat KUion with Delivery, Ttxiali and Bus Section, 631-643. Joint session with Delivery, Taxicab and Bus Section. 787-794. Hcidt, M. A. : "ft accident prevention the re sponsibility of the management or ot the employee)1' 375-378. Heinrich, H. W.: Discusdon re "A logical classification of accidents," 360-364. Minutes. 757-794. Nominating committee report, 766. Officers. 757. Foremen: "Application of the conference meth Helium: In "The effects of chemical gases" (Gilchrist). 186-187. In "The effects of cbemioet gases'* (OilChrist}, 517*518. od of imparting safety" (Griffith'). 77*86. **A foreman's safety experience" (Toogood). Hendra, T. j.: "The insurance in-ginlration's attitude toward accident prevention in In- 63-70. *, dasiry* 564-566. `John--take this man! The foreman's re* Hoover, H.: Letter. 17. spousibitity in placing the new man" (Dempster). 70 75. '`Recent devckipmeuts In the conference meshed of imputing safely" <Wl*nk). 75- Home Safety: Carbon tetrachloride (or cleanHorro&s, T. A.: "What a community safetv program can do for the fleet operators." 246-248. Foremen's Forum: 63-86. Housekeeper: See Sanitation. Foundries: Safety attachments installed on jolt squeezer, 49, Hulbert, H. S.: "Psychology and Safety" Ie<.tpres. 253*296. Fuel: "The miiumuias of pulretired cnal dust Human Element: flee Personal Factors. hazards in nnwiu mills" (Harrington), '"Human Engineering" (Angove), 366-374. 438-454. Hunter. P. O.: "Development* ia power pteis Fuse Manufacture: Machinery use*] in the and machine shop guarding," 406-407. manufacture of fuses. 56. Hydrocyanic Acid Gas: In "Tbc effects ! chemical gases" (Gilchrist), 185. In "The effects ot chemical gates" (Gil Christ), 5)6. Clares: "The effects of chemical gas**" (Gil Christ).. 183-189. "The effects ui ehcratca) gatev" (Gilchrist}, S14-S20 . Cauilme: "The wife handling *( :U>mi:stb!t Iklui.'V" (.\n<chickl, 1.12-139. Industrial Health: "'lhe eare of the Older em ployee" CFisV). 172-183 "The eare of the older employee" (Fisk). 503-514. Ai\ ('- "\ 0l^#-r-. -'l94i > Index--Volume I W*' Cl IteileU-'-'-f "The significance industrial beahh" (Emma). 15MS6. "Wbat is ike natter with industrial health?" Opes forum. 190-198. See also Health Supervision; Xurscs; Pbys- ical Euninsfisiit. Industrial Health Section: Joint session with Chemical Section, 172-189. Joint seasion with Chemical Section. 503-520. Minutes, 151-213. Nominating committee report, 171. Officers, 151. Industrial Xursteg Section: Minutes, 2)5235. Officers. 215. Iadustrial Relations t "The importance of the association of industrial relations and qfc> health work' (Greene), 164-171. Instil), S., Jr.: "Human conservation--a na tional necessity." 28-23 Insurance *. "The insurance organization's atti tude toward accident prevention in indus try" (Hendra), 564-566. International List of Causes of Death: iMut- , phy), 349-351. Investigatioo of Accidents: "Arcideat inresti SnS).'IimjS!" e"'",,r" '*"**<- , Plans of Delivery. Taxicab and Bus Section members. 639-64Q. Plans of Delivery. Tavk-ab and Bus Secrioo members. 790-791. Invocation: See Prayer. Jointers: Old and new style wood jointer. 50. Jones, C. L. and Shaw, J. S.: ``Accident* with tanks and pipe-tinea--prevention measures ' 521-533. Jolt Squeeaers: Safety attachments installed on jolt queerer, 49. Kaehel, W. F.: "Constructing an eight million " dollar court hfau .safely." 586-5*2 Kepler, I. V.: Accident experience in ibr ..... ^wmfeal utdastry in 1938," 543-547. Wfeffer^D. H.: "The safety of 'dry-iceV Kirtland, W. B.: "Safeguarding the shop machlnary " 403-466. Kreh* E. J.: "DUontston ef Public Utilities contest." 681 683. Labor Turnover: "The relation ef labor turn over (o the eceidest curve" (White), 413- Ltjnsr, P. S.: "Safety features applied to mtscrlUaeout machine equipmnt.A 47-51. Lathes: Safety devices adapted to a production wood turning lathe, 49-50. Lracri. A. R.: "The safectiod and (rate(or of yriricfc operators." filg.fi23. Laundrica`: *_How to start your safety pro- -e&isri-the fire haaards in laundry and toy __ oeaniag ttahtishmeots'' (Bugbcc), 8v9 SIX. "T<S?>. |^5. ''>'0 Laundry and Dry Cleaners Section; General ebuirtwan's report, 798-M6. Minute*. 797 820. Officers, 797. rt**ri,ln* ** 0` Lewisite: See Mustard Gas. Life Expectancy: In "The care of the okler employee" <Ftsk>, ;75. In "The care 506. the older employee"' (Fisk), Logie, H. . B. 'A suggested classification of tee ciirrccuiumps.t-a---n--c--e-s ot aceldenu," 351*360. Lumfetwult. A- E. "Commercial vehicle sc- wurkig 1430." 623-624. An tmer-flect safely contest in the Deliv- cry. Taxicab and Bus Section," 624-630. J-ynti*, J. A.; "A simple and accurate meth od ol coiiy fitting, 714716. Lynch, F. u: "Vl'hat the puWle requires of the commercial vehicle operator." c^>2 b06. 'M HatCowan, ft.- "The moral aspects of aeci- dent prevention." 35-39. Aiachme Shops: "Devefepmcnts and machine -*- * 406-407. ""Hecent develoiimenls in power press and machine shop guarding" (Smith). 3V7-399. R(Th3o=!,`.'?#5S;"u " "^J^Wdmg^lbe shop machinery" (Kirt- "Safe v practices In machine shops" .. , fan). 393-396. * Mshon, S. K.: "Safety to life."* 684-686. Mahuammg Inier*a4 ; "How shall we interest in tafely? ' (Fed), 759-766. "HS&V1S.& ' c"~'o ' aSS^loo!1" nr"ara"`" <c"r' Management: "Accident prevention from the viewpoint of an executive" (Sotlivan), 389- "Is accident prevention tlie rr-sponsihiKty of " oi 'h' Jlartne .Ujdustrv: "Safety in the merchant ,, raarme'' Rafter). 26 29. M^Csrter, W, j.: "1 he accident prone ern- ptoyee, 665-672. MdirtUh, E. J.: "Do operating hasa,4* df- Si i??*4** through faster ichcduienr 647-651. MenUl Causes of Accidenu: See Personal Factor*. Contest winoers, 24-25. Methyl Chloride: In "Other chemical refri*. x-,,""5?* CBVMMIL 484-4*7. * *M,< Unks." 474.47$** Fnetts in entering 3ffiling Mscbmea: Hotary milling machine nature, 49. Staple guards, 405. ge.e,,,i,0 M'rSSu,-?i9J in Morse, F. H.: "Hints on handling tlie re tarter staff," 709-714. Motion Studr: "Accidme nrevemion through tV*e *htdy nwtbods'- OlAgensen). 5*-62. Murphy, T. P_: Remarks on ihe new Inter- List of Csues of Death. 349 351. Mustard Gas: In ''The effects ol chemical gases (Gilchrist/. i64-t|i). T*cbr5S sSW.rf fWI- N Natfenal Organization ter Public Health N'ars."NT. I Hodgson), 223 225 .Nation*} Safety Council: Advisor* Committee, Directors, 4-6. Executive Committee. J 4. 826 Twentieth Congress--National Safety Council NciutttMtiitR committee refKm, 16 17. Officers* 3. Platform, 17 1*. Fotpoacs u4 pofcki, 74. KcMhrtiuM committee Rtmt, 17>2D. Power Press Section; Joint session with Auto motive amf Machine Shop Section. 397-407. Prayer: (Stewart), 9-10IVtMin^t address of acceptance (Btt^uiii), _ Sec also "Animal Meeting i Members.'* -Vc* Eaployec*: "John--take tkk man 1 Tbc foremast's re*po*UiKty m effacing the new' man** (Umpucr)) 7P*7S. Xwu, H- C. : KnoJuiiM an death. 19%M. Xur<>: Ducuumo. 22J-277. "Edacatiosa! }MlificatMMS of the industrial nurse" (Wtnafcw), 715-21*. "What meetings, ronwentirms. dirties, atvi conferences hare to offtr" (Weder), 2J<12J3 "Where in current literature (lull we look for^ fcel^ t Industrial tmesittg" (Uotchir). See aHo Industrial Xmsing Sccttoti. "Presidem's Annual Address," (Beigcjuut), Presses--Foot: Kick pteui, 398. Two-hand control on kick press, 4$. Pieawr*--Power : "Development* in power press and, machine shop guarding" (Hun ter). 406-107. "Recent development* hi power pres* and madiltie shop guarding" (Smith), 397-399. `'Safeguarding: the shop machinery" (KlrtIttie), 403-406, Price, D. J.: "Reducing ihist explosion losses by industrial -cooperation.'' 770*775. Frires^^See--Bonus Systems; Contests; Rc o OMtadd. A. A.: "Report oa 'I'nitorin accident statistics fur electric raUwaysV 6SV-6V6 Oldham. F. C.: "Vehicle maintenance--a factor in safe dituikiltan." 111-61$. "Vthkfe uvantUwanco--a factor in sate dtv trihiuton,'* 7*2-790. OrftMiutKW: "How to start your safety pro* gram" (Haves). 8)2-820- Trussing, G. F.: "Resolved: That workmen's safety committees ate HtdUpeusablc to a safety program." Negative, 95-97. riydiukiy and Safety: Lectures. (Hulhert). 253-296. Public Safety : "Essential* of a community safety program," (Slceel), 237-239. "How tu organize a community (or safety*' (Harvey). 248-252. "Wliat a community safety program can do for the fleet operators" (Horrocks), 246-348. .Taper amJ Pull* Section: Cumei i*inner*. 23* 26 Puper Industry: Two-baud control applied to a paper shear, 1*. Pell. A. W.: "How shall we interest out on piuyres in safety)**' 739*766. Personal Factors: "The accident-prone etu- "What * community safety prvKram can do fix industry" (Kkc), 240*242. "What a community safety program can do for the municipality" (Brooks), 242-346. Public Utilities Section: Contest winners, 24. "Dtscassfon of contest" (Krefej 681-693. Joint session with Electric Railways Section, 681-686. R pfoyec" (Cole). J83-JW. ,, _ _ "The occklatt-prwc entdoyn (McCarter), 665-672. "Baste principles to plamtutg a safety eda cation and voUkity program (blcvon), 464*471. Railroads: N.S.C. Certificate of Special Commciidaiion awarded the New York Central Lines. 32*33. Refrigeration Industry: "Other chemical re frigerants" (Evans), 483-487. Creating a safety con>ckf*tess" (Sappmg- "The safety of `dry-tee' '* (KiUeftcr), 479 ton). 717*721. 482. lliscation, 248*213. "Haman mtiuscnai" (AiuKtic). 366 J74. ri'v- Reid. S. H.: "Vehicle collision* and suggested s~* -V-* remedies." 673-679. Human factor in accidents, 638*664. "The mental canoes of accidents** (Hami)li 19S-201. .. -"The mental effects of accidents' (Singer). Resolutions: Appreciation el Piesirfent Bergqeht, 18.. Constmciion Section on Milwaukee (or con gress city, 588. "Psychology and Safety'' Lecture., (Hut berth 353-296. "Reacdmt time--a factor in causation of ac cidents** (Fwiier). 205-208. "The selection and traiuing of vehicle op craters** (Latter), 618*623. Pelteleutn Industry: "Revolved: That work men's safety committees at* iniiwtmuahk to a safety program." Xegallvc (Pius- sing), 95-97. Petroleum Section: Contest winnm. 2-t. Physical Examinations: "The tare of the older Council Platform. 17-1*. Death of Homer E. Nfcsx. 19-20. I.awndiy d Dry Cleaners Section, 311 812, Report of committee, N.S.C . 17-20. Responsibility for Accidents: "Is accident pre vention the responsibility of the managemeot or of lh&.employe*P` (Heldt).> 375 ci'ofutio^rof*rcstiscuiJi*" (Fisher). 97-122. Rewards: Award plans of member* of Con struetion Section, 591-592. employee" (FUfcJ. 172-183- . "The car of the older employee' triskh 503.514. in "Vehicle collision* auri auggevSeri setne ilies" (Reid). 679. l*ipc Lines: "Accidents with tank* and p*C*e- hnca--preventive measure*" (Shaw oul '*ll shall we interest onr employees = safety?" (Pel!). 759-766 Rice. C. L.: "Wbat a community safety pro gram caw do (or industry," 340-242, Richards, W. JR.: "Ftfcgress ol safety iu con struction," 585-588. Rosenthal, O. W, : "Safety work U a man's Job," 582-584. "CKr-wide operators* conference*/' 790 Poisons: See Gases. . Posters: Discussion as to type oi j*ostei' con sidered best. 767-769. Rubber Industry: Safety appliances on rubber mixing machines, 48. Ruasefh J., Jr.: "Acceptance speech." 578-S8)}. "What we karri fiom reporters,1 558*564. 0 -4: J.~ ..., k-Q. J, ^ lytl P1 ^ ' 1 ^ r- j /t Index--Volume 1 827 S <5Km5c'''1 `rhigeratits" (Evnws), "Sftfety Contciousoess," (Sapphigtott), 717- Swcstter. k. M.: "Address of welcome/' 30- SafeEtyngEinnegeinrese*.ring Courses: See Eduettion- Safety hlovcfnent: "Humau conservation--*-a national peceesiiy- Ujuull), 20-23. The moral aspects of acckJent preventirtn" (MacGowan), 35 39. `Safety and tbe interdependence of men" (Fennell). 455-457. "Safety to life," iMahott}, 684-686. Safety Movement-History: The first safety Q ^ atgiaeer, 456-457." Saodere: Guarded beh sander, 49. Sanitation t "How wa sokl personal hyutenr ,, to our employee*" (Ellis). 233 235. SappmStcn, C O.: "Creating a safety Con- Ksousnets,' 717*721. Sewst Automatic feed rip saw* equipped with hoot deflector ad group of kick back fin ger*. 49. Guards for gang veneer saw, 49. S^ftBuards applied to standard suing saws. lank Gars- In "The safe handling uf fla>n- mable 136-137. lanks; 'Accidents with tanks and pipe-lines jjprevoiuvc measures" (Shaw and Jones), 3nj"Th*^safe hswdtmg of flammable Sitiulds,** 'Safe practices in eutering tanks" (Miller), 474-479. Thalner, R. F,: "Recent detfriopmem* in qfeguarding," 399-403. Time Study: "Accident prevention through time study methods" (Mogensen), 5S-62 Tooftood, K..- "A foreman's safety experience," . 63-70. Trenches: "Trench construction hracinu" (Ericsson), 572-576, Truck Driving: 6<c AutQtuolule Driving. Safeguards for a table saw used for cutting rods,' tubes and sheets of fiber, asbestos, rubber, lead and copper, 48 -ty. Table trim saw equipped with spring set solenoid brake, 49. Screw Machines: Application of direct con*cted motor drive, 4g. Seymour, L. D.: "Safety in air transporf-v. tton, 3ii-3IG. Shiw, J. S. and Jones, C. L.. "Acculrats with tanks and pipeline*--nrcseutivr measures," 521*533. Shear*; Twy-hand control applied to a paper shear, 45. Singer, H. D. t "The menial effects of cci* dents," 201 201. oked, G E.: "Essentials of a community 2Ac_ .-safety program," 237-2J9 Smith, E. J.; "Recent developments in power . 3p9re9s. s amf machine shop guarding" 397- .Solvents: "Volatile solvent*--their health harards" (Bncker), 547 556, Spizatrinktum"How's your spitaerinkluiu?'' (Green), 40-46. Standards: Report of staering committee so research, stamlanis and codes, 343-347. Statistic* Section: Joint session with Statlstiii Committee of A S S K.--^Engineering Sec tion, 349-364. Nominatine committee report, 349. Stevens, S. U.: "JJasfe pnneinfes in planning n *,**(yduttatoti and publicity program," 4fi4-47l. Stine. C. U. A. : "Science and drllutin." 495-407. Stoeekcl. R. B.: "What the stale requires oj^all commercial vehicle operator*,'* 6f0 Slone, J C. j "Turning safety activities into profits," 800-8PS. Stopping Devices: See Brakes. Sullivan, R. H.: "Accident prevention from , vlewpotnt of an executive," 389 393. SnlUvan, W. A.: "Accident experience of the food Section during 1930" 776-777. StNpliur Dioxide: In i7T!ie effects of chemical , *** (Gilchrist), 187. 7n V*** effects uf chemical gases" (Gil christ), 5J8. Plants: Guards for gang vtuecr *r.Wl w Walker, H. B.: "Safety :tt the merchant iia- me, ' 26*29. W arzala. S.: ``Accident* in the chemical in ... dustry and their prevention/' 534-542. Waste"The hazard* */f chemical srastn and tbeir safe disposal'* (Bestelievre), 487-494. WeJcr, J. A.: "Whnt meetings, convralion*. cnwies, and eoitfcTMiCcs have to offer " 230-233. ' W elcome, Address of (Sweilter), 10*1). Welding: Fire precautions whin making re pairs with acetylene toiehes, 130-131. a**,*t sparks, 405. W bite, C R.: "The use of chemical extin* . gfiufeis*hers on incipient industrial (ires.** 139- White, W. . Jr.: "The relation of labor turnover to the accident curve/' 413-437. Winslow. C.-E.A.: "Educational Qta1ificatiol^ of the industrial nurse/' 2)5-218, Wise ATnmifaeture: Guard for wire rewiudlnK machine. 48 3fanu(aeture of tinsel wire, 50. Wire drawing machine*. 50. Woodworking Industry: Automatic feed ;P vaw equipped with knot deflector aiui Rroisii of kick back fingers, 49. Ouax4cd belt'sandcr, 49. Guards for gang veoeer saw. 49. Old ami new style wood jointer. 50. Safeguards applied to standard swing saws, 49. Safety dev ice* adapted to a production wntw! turning lathe. 49-5C Tavbolefenutridimbrsaakwe, e4q$u. ipped with s'pring set Y4 Voting, C. 31.: "Tb Department oi Cuti. merce am! -safely in aeronautics," J17-329. arfCT^ n<74j( ---. C\t GREAT LAKES MICROFILM COMPANY CHICAGO, ILLINOIS I hereby certify that the following described records of: Congress Transactions for: .. bk .l YoLtXO S-BPT >9, ocf'3 / 750 S'&PT 0.9 c><zrJ> photographed as received and without alteration by the Great Lakes Microfilm Company at 3734 South Archer Avenue - Chicago 32, Illinois `