Document vBZ1KojVrn8k1ZOGzg53mey8Z

J f I j ? 1933 TRANSACTIONS National Safety Council Incorporated TWENTY SECOND ANNUAL SAFETY CONGRESS Chicago, Illinois October 2 to October 6, 1933 The Stevens Hotel Copyright, National Safely Councilt Inc. \ PLAINTIFF'S EXHIBIT CONTENTS PAGE Street and Highway Traffic Section........................................................ 3 Child Education Section............................... ................................. - ------- 51 Home Safety......... ....................-..............*......... * - .............. ............ 59 Index............... *...................................................................................... *** THE TRANSACTIONS of the Twenty-aecond Congress of the Na tional Safety Council are published m two volumes. In addition to this volume, a larger one, containing the General, the General Subject, and the Industrial Section sessions, has been distributed to Industrial members of the Council. It is also available to other mem bers if they are especially interested In industrial safety problems. THE PLAN OF PUBLICATION is the same as that adopted for the sessions of the Twenty-first Congress and found to be very satisfactory. It is a condensed record. The papers of each session or division of the Congress have been assembled, edited with care and discernment to abbreviate or delete .the less essential portions, and the concise results are presented for study and reference. Although not "complete" in the sense that every word is reproduced, it is a read able, interesting record which emphasizes the memorable parts of each paper and address. The original manuscripts are on file in the Council Library, available for additional reference as desired. ALTHOUGH THE National Safety Council endeavors to eliminate from discussion at its conventions matters which are not pertinent to its purposes or which are contrary to its policies, the Council cannot accept responsibility for the views expressed either in the papers presented or the discussions thereon. 2 0 cT IV E N T V-S F. O N D A X N UAL SAFETY C O X (. K li S S 1 NATIONAL SAFETY COUNCIL i l 0 Street and Highway Traffic Section Officers 1932-33 General Chairman--Ci-iFtoko Davis, V-Mayor ami Commissioner of hire ami Police. Memphis, Term. Vice-Chairman and Chairman Committee on Annual Con>iless I nuiram--Hakiu.u HotK.UA.v. Commissioner of Motor Vehicles. Trenton. NT. J. Vice-Chairman and Chairman Committee an Traffic Eui)b-.cc>)Htt--\.*.\\t$ \V. McIvtybf, City Traffic Engineer, Pittsburgh, Pa. i'ice ChairuiGH--C- C Jaxls. Ohio Stale Antotoofnle Assn., Columbus, O. Secretary--Eaml J. Rekder. National Safety Council. Chicago. III. Chairman Police Activities Dept., Washington, D. C. Erxesf \V. Brown. Metropolitan ` Chairman Uniformity Committee--E. H. Lekferis. Automobile Club of Southern California. T.os Angeles. Cal. * Chairman Enforcement Committee--Fraxklin* M. Krkml, Police Department, Evans ton. 111. t Chairman Rural Hijihivay Hazards Comuutle--Ccvrevcf. P. Taylor, Stale Depart ment of Public Works. Boston, Mass. Chairman Accident Records Committee--Q. W Wilson. Chiet ot Police. Wichita. Kan. Chairman Membership Committee--William C Kxoklk. Milwaukee Safely Com mission, Milwaukee, Wis. - Chairman Public Education Committee--P. C. Lynch. Kansas City Safety Council. Kansas City. Mo. Chairman National Traffic Safety Contest Committer--John N. Env, Citv Manager. Dallas. Texas. Chairman Pedestrian Problems Committee--J. W. A. Bot.t.rxi;, Seattle Traffic and Safety Council, Seattle, Wash. ( TUESDAY MORNING SESSION ! " p v__ October 3, 1933 4he ^irst session of tiic Street and Highway Traffic Section was called to order by W. W. Matthews, Satety Director. Bureau of Highway Patrol and Safety. State Department of Revenue... Harrisburg. Pennsylvania, who presided The gen /V j *7 't' - c?^-A. 3 i \ 4 Twenty-second Congress--National Safety Council end subject under discussion was 'Traffic Accident Record*." Chairman Matthews presented tlx* committee report on accident record* ' 'V' v-: djC/ 3--Cs > Report of Committee on Accident Records By W. W. MATTHEWS Vice-Chairman of the Committee The speaker said in part- At this Congress, a* in former years, we shall hear tmich of the necessity for complete accident records amj for factual dam as a prerequi-ute to intelligent remedial efforts. Wc need them to start our course, whether wc arc interested in engineering, education or enforcement. It has been well said that wc need more facts about more accidents, and certainly in the putt wc seem to have neglected accidents ou rural highways. However, much progress has been made in the promotional work of interested states and municipali ties in the collection of accident statistics. It is gratifying to be able to rei>ort that the Council now receive* rcjxirts from 44 states as against 28 a year.ago. This is the experience of an area of about 110.000,000 population and. therefore, our con clusions and estimates of tl*e proper number of motor, vehicle accidents are reason ably act iratc. Some states arc necessarily delayed in sending in these reports From January to May, however, reports have now been made by states totalling 90 per com of our entire population. . Your Committee finds much interest on the part of reporting agencies in a nar- * rower spread in the age groupings. It seems to be a general feeling that there should lie an additional grouping between ages 15 ami 54. and researcltes already conducted indicate a rather clear dividing line at age 24. Requests arc being received from 5 various state departments for information on accidents occurring to persons of high ; school age in order 'Jut proper educational progress may be developed. It is obvious that the school safety patrols stop sliort at a definite namely, when the student caches the age when he is no longer available for. or interested in, that particular l kind of work. . . Vour Committee again emphasizes the necessity for comptctc and accurate reports ) of all motor vehicle accidents, and asks the cooperation of the other committees in the Street anti Highway Traffic Section to tlie end that the importance of compete i factual data may be recognized. ',, Pi'-jM'is ile -JO * xhe Educational Value of Traffic Accident Written Reports By SERGEANT ROSCOE ROE Ditector, Accident Prevention Bureau, Metropolitan Police Department. Kokomo, Indiana The speaker *ahl in part: Traffic planning is otic angle to the subject This miglu mean the changing of sign* or light*, possibly the widening of an intersection, or m-dalling signals. . At ci>e busy Intersection, I found that the ` change*' or Inter mediate lights were >nt holding long enough to give traffic time to clear tlie intcrscctimi. A slight change In timing of the lights caused accidents to stop. This prove* Ihat "c must he sure of our engineering before x too rigid enforcement program is started. Street and Highway Traffic Section 5 Most driver* have learned the value of reporting their accident* to the p.lkx At the time of an accident, the other fellow is always to blame, but in uomii over NAE SAF COUN Carpenter --o - tlie details a motorist can often see his own blame. One of the greatest educational factors h the discussion of these reports hi an open safety meeting. The person who caused the accident can often lw clearly shown a good driving lesson. Filing accident reports by location will give tlie planning engineer an opportunity to discover new or unsuspected traffic hazards Accident reports also disclose oilier conditions often considered by the average individual or driver as minor details. An instance of this is die weather. More fatal accidents occur in clear weatlier than at any other time--an 8 to 1 ratio. Time of day is another example. Reports show that most people are killed between 7 and 8 o'clock in the evening. This can be attributed to the inability of the driver to see hazards which, in dai light hours, would be visible at a considerable distance Also, fluring darkness it is not to drive at die rate of speed which would be reunified as sensible durum daylight. One of the most important links in this diairi of accident reporting, is the "follow - up'* on accident repealers- One particular case was a doctor who was an accident repeater. It was found that he urns mentally doctoring his patients while cn route on tlie streets or highways. After'being tactfully advised of his error, he ha* gone 18 months without an accident. Spot maps are also another important outgrowth of accident rc|orta. These maps may sltow at a glance where the most accidents occur. With dangerous spots lo cated, wc may be able to work out a solution as to accident causes. Accident re- jxiriK make it possible to construct a sjwt map- which is 90 jxjr cent correct. dt $- i 'rr-- How Traffic Accident Records Help By A. B. HORWITZ Duluth City Planning Engineer, Duluth, Minnesota The speaker said in parte The Ideal set-up for traffic control involves accurate and adequate records, their logical interpretation, and full application of the findings and conclusions. These records mid analyses which show where accidents lend to occur, what accidents are due to mechanical defects of the vehicle or physical defects of the driver, what accidents are due to careless or ignorant driving, what accidents are due to hazardous traffic movement, what accidents are Hoc to physical defect* of the highway, and finally, such records would show the eireclheues* uf the reme dies tried. With such complete knowledge of causes effects, and suitable remedies, nearly complete safety showhi be Innlt into the cars and highways and inculcated in pedestrians and drivers This is an ideal, but it should he our goal. Wc fall shorter of this goal tkm need be the case. While accidents are often inaccurately and inadequately reported, our greatest shortcoming lies in the insufficient use of the information that is gatltcred. Too often records remain filed and unused. Undoubtedly one of the chief reasons why records are not used more fully is that traffic police departments arc not equip{>cd to do 5C. For example, Duluth has no traffic engineering division. 'While we have had acckteut records for the past ten years, permanent annual spot maps were made for M'ly the last three years and accident reports have been filed alphabetically as to location only during the past two years. The placing of warning signs. *top signs <> Ttccniy-sccovd Congress--National Safety Council or automatic signals is determined only Co a minor extent with rctcrencc to accident records Equally little use is made ol records to learn what effect a new measure i> producing and whether it should be continued or abandoned. The first intensive study of accident records in Duluth was made in 1931. in connection with the question of traffic control cut Michigan Street between Mesaba and Thirteenth Avenue, following several fatal accidents. Michigan Street is the chief traffic artery between the central business district and the west portion of tlsc city. Some 15.000 vehicle* pass over it each day. It lias a 56-f<X>t roadway, running along the foot o? a high bin, with practically no cross traffic from the north side and with relatively little ol such traffic from the south side. There was no traffic control here other titan a stop sign for north bound traffic at Ninth Avenue. In 1929 '`stop and go" signals had been installed on Superior Street, a main buducss street into which the traffic from Michigan Street flows, and these signals had been in operation two years. A study of the effect of this signal!zation on Superior Street showed that at the three signalized intersections accidents load been reduced some 43 per cent during a two-year period: whereas, in comparison, acci dents on (tic portion of Michigan Street considered, had increased by 118 per cent. Street lighting was another item considered. The several fatalities on Michigan Street had occurred at night. The street illumination consisted of 600 candle power lights, placed 400 feet apart. This produced areas of darkness alternating with those of glare. Recommendation* made upon this study were that automatic signals be installed from the signalized section on Superior Street to and through the portion of Michigan Street wider eon^dcratton. that proper traffic guide lines be painted on tlsc pave ment ami that the street Uchtd be improved. It was rccowunciMled that "stop and go'* signals be installed at Mesaba Avenue and at the junction of Superior with Michigan Street, that the northbound Ninth Avenue traffic continue subject to the existing stop sign, that a stop sign be painted on tiie pavement to control tftc small amount of traffic at Thirteenth Avenue, ami that a regular "stop and go" sign be placet! at 13th Avenue when certain paving plans were carried out. Due to insufficient funds, the city did not install "stop and go" signs but painted pavement guide lines, changed the street lighting from 500 candle power lamps 400 feet apart to 401) candle power lamp* 200 feet apart. Nevertheless, taking stock of results two years later, we found tlial accidents on this portion of Michigan Street for 1931-1932 dropped to 70 per cent- as compared with farmer figures. The tdestrian accident experience is worth noting Before signal installation, the accidents involving vehicles-only were twice the number involving pedestrians. The signals resulted in only a slight reduction in pedestrian type accidents, but such a sharp reduction in vehicular-only type accidents as to Umit dial number to less titan the pedestrian type. In Duluth, pedestrians are Involved in 25 pee cent of all traffic accidents but they constitute 50 per cent ot the number injured and 50 per cent ot' those killed. ^W?, TUESDAY AFTERNOON SESSION ~X'St 7- r-l -i-H-2-O ` October 3, 1933 The session was culled to order by General Chairman Gifford Davis, wIkj stated the general purposes of the session to he a discussion of "Public Education Through Community Organization." Chairman Davis then presented F. C. Lynch, Director, Street and Highway Traffic Section / Kansas City Safety Council, Kansas City, Missouri, ho presided during the after noon. Chairman Lynch presented the report of his Committee. ` , r uj&-\s ^port of Committee on Public Education yrj jyctr, By f. c. lynch Chairman of the Committee The sjxtaker said in part: For a great many years we lave recognized certain standard recommendations on methods of educating the general public for safety. The groups to be reached included all classes of the population, and the means and methods for educating flic adult public included divers fundamental factors. While iImtsc general principles have been accepted by almost everyone, tbev have thus far been based on general experience and judgment, and not on scientific analysis or proof. We have a fairly definite idea that a safety program, including all these ele ments. is effective in a city of. say, 300.000 population or more--hut if so, bmv must it be mollified in smaller places? It we have a limited amount of money to spend, what intrts of the program are most effective per dollar of cost? But now, for the first time in the history of the safety movement, we are login ning to collect some facts on which we can make accurate answers to some of these questions. I his information has been obtained from reports of cities entering the National Traffic Safety Contest conducted by the National Safety Council, beginning with tlie year 1932. Through a careful study of the reports of chics and towns en tered in this contest, we have learned definitely what the various classes of cities are . doing, and. more important still, what safety results they have been able to obtain. Starting with the smallest population group, place* under 10.000 population, six cities reported no public education work, but four of these were in Massachusetts where they probably considered the state campaign was sufficient. Of the 17 re porting educational activities, ten mentioned more or less newspaper publicity. Twelve reported special campaigns including Safety Weeks m three places, a Safety Month in four cities, other educational campaigns in four more, and participation in % State-wide enforcement or inspection campaign in the other four. In eight cities local organizations devoted one or more meetings largely to safely. Six maintained poster boards, from three to fifteen in number, and five reported radio programs broadcast from larger cities nearby In the next larger group, 10.000 to 25,QUO population, nine of tin 31 cities re ported no public educational program. Ol the remaining 22 cities* all bul three reported newspaper publicity. Two cities reported radio broadcasts. Four cities maintained regular poster boards--about one lioard for each thousand population. Thirteen cities reported safety programs and meetings of local organizations and three reported safety meetings for the general public. Sixteen places conducted some sott i special safety campaign; seven of these represented participation in state wide drives: six others had safety weeks, and four retorted inspection cam paigns. Four cities reported from two to four meetings for commercial drivers. In the group of cities having 25.000 to 50.000 population only four of the nineteen failed to report a public educational program and alt but two of the remainder re spited considerable newspaper publicity.Only two cities, however, had safety broad casts, Four cities maintained from 4 to 28 poster boards each. Nine of tins fifteen cities reported front 4 to 37 meeting* each, either for general public or safety pro- 8 TiiTHty-saoml Congress--National Safety Count'll grams oi local organizations. Eight communities reported some sort of special cammostly'safety weeks. One had an inter-fleet contest while another reported fo<ur meetings for commercial drivers. In llw next forger group. 50.000 to 100,000 population, nineteen of the twenty- three cities retorted public educational work, including newspaper publicity in every case. Ten cities reported from 2 to 80 radio programs during the year, one-half of them making use of the National Safety Council radiograms. Only tin re cities re trot ted tire use nf struct traffic posters. In eight places there were safety meetings of local organization* or for the general public, from 3 to 48 in number. Fourteen cities reported special vamiKtigns. These included, a safety lane, an anti-jay-walking campaign, a one-month enforcement campaign, a safety' day. as well as a women drivers' schod. Others were a brake test week, law enforcement month, and tnsiscction of Junior Traffic Police twice a year. Seven communities participated in special campaigns sjKmsured by a state or other larger organization; four put on their own equipment insjHx'.ion campaigns, three had an annual safety week or nirtuth. In this group itrtcr-rtect contests begin to appear, four of these covering from 10 to 40 fleets. As we \>zsz die 100.000 population mark into Group 3, cities of 100,000 to 250,000 population, wc find that each of the 24 places making complete reports con ducted public educational activities. All but three of these reported newspaper pub licity. in about half ot the places stories appearing three times a week. Radio safety broadcasts now become popular, being supported by 19 cities. One place re ported 025 broadcast* during the year. One city broadcast a safely program weekly, and another daily. Eight of these communities maintained regular street traffic poster boards while a ninth reported three permanent IkjaxIs at entrances to the city. Fourteen cities had .safety meetings far the public or local organizations, mostly ranging from one to twelve a, year. Eighteen cities reported special cam paigns. eight of which took the form of equipment inspection drives: four took part in State campaigns: one load a safety lane: four took part in the National Safety Council Enforcement Month an<l one had both a public safety -week and an inspec tion campaign. There is a marked increase in commercial vehicle activities. Fif teen cities reported inter-fleet contests, drivers' meting*, or both. In Group 2. 350.000 t 500.000 imputation. all luit one of the 19 reporting cities had newspaper publicity, ranging as high as 1.000 articles per year. Fourteen cities had radio programs, mostly at weekly intervals. Only seven of these cities main tained street traffic poster boards m from 30 to 350 locations. Fifteen cities re ported from 8 to 300 meetings of local organization* devoted to safely, and eight of these also r|>ortcd meetings for the general public. Eleven cities reported safety campaigns. In two. this was confined to i&iItcifralion hi the NSC September I'nfm-ccmcot Mouth: two others reivited an annual safety wceh: mte had a. GoiJen Ride Campaign and one a safety rally lasting three nights. Thiee other cities re ported two campaigns during the year; one luul two safety lanes in ?ihiition to a safety week; while one Iwd a brake test week, a slogan content, and a traffic educalion month. Ten of the nineteen cities reported commercial driver activities; six had inter-fleet contest* and eight held drivers' meetings, numbering from l to 50. In the group of cities over 500.000 population, of which eleven reported their public safety activities, the programs were >'0 varied as to defy formal tabulation Pittsburgh, which took first place w ith on excellent record and with high marks on most of the activities, including public education, had an unusually elaborate program under ausyuces of live Better Traffic Committee, the City Traffic Planning; Bureau, Street and Hiylxitn- 1 raffic Section 9 the Western Pennsylvania Safety Council, am! the two motui clubs, with many other organizations cooperating. The Pittsburgh campaign included over 500 newspaper articles and editorials: a bi-wcckly cartoon mat service and articles to 40 neighbor hood and foreign language papers: two numbers of "Better Traffic M^riumc" to a mailing list of 11.000. Five local radio stations broadcast safety messages. The Bureau of Traffic Planning nude a special point of issuing information on die h>cal accident situation monthly through various publicity channels. An u< uv.ixi feature was ten painted billboards on which the copy was changed regularly, as well a* 3.000 letters distributed to truck fleets atwl garages and a series of nine street car cards. A great deal of miscellaneous advertising matter was distributed to private business firms ami through them to practically every individual in the city, all boosting the safety drive and urging wholehearted cooperation. In addition to the regular meetings already mentioned, speeches were furnished (or 2.5 local meeting*. A Thanksgiving tin-accident- month was conducted. 105 fleets with ever 5.900 ve hicles participated in two inter-fleet contests, while two rallies for driver* were at tended by 1,500 each. . Of even greater importance than the foregoing outline of activities is the question whether, and to what extent, these activities produced actual results. The study showed an unmistakable correlation between pitWic educational work as a whole and the accident record. The otic* which receive*! the highest rating for ptiMic edu cational work also received three limes as hijth a. rating on the accident record as did those which got tlw lowest lit educational work. It is noteworthy Unit there seems to be a mo*c jmsitivc And regular correlation between educational work and the accident rccoid than there is between either engineering or enforcement activi ties, taken separately, and the accident record. The remaining question was to determine whether any particular items in the educational imouraiu produced outstanding results. Newspaper publicity. There was a definite correlation between the amount of newspaper publicity and the accident record in the two groups of cities between 100.000 and 500.000 population The cities having the best accident record re- purted nearly twice as much newspaper publicity as did those having the worst ac cident record and the intermediate groups were roughly in the same proportion. The cities over 500,000 population did not ahuw such correlation, in fact, those Jiav- ing the poorest records averaged more newspaper publicity than those with the best records, due to inclusion of the large city mentioned above. In general. it may Ik? concluded UkU. the evidence indicates the value ni ncwstwjier publicity. especially in the medium-sized cities. Safety meetings. The grading or, this hem was made chiefly on the number of meetings of various local organisations, during the year, devoted entirely or largely to safety. Quite a dciiniic correlation apjxaicd in cacti Kru|i, aiul for all combined. The cities having die best accident record were found to have reported just twice as many safety meetings as those having the poorest accident record. Special campaigns: On this item, lovering inspection campaigns. safety week ami the like, there is a definite correlation for the ctlic* between 100.000 and 500,000 imputation, This was especially evident in the group of cities between 100,000 and 250.000 i^oplc. The cities with the best accident records reported more than three times as many special campaigns as those having the poorest accident record*. For the group of cities over 500.000 population there was no such correlation. It *et:n reasonable to believe that these special campaign* are most effective in cities of medium or *mall size 10 Treaty scioml Ceatfrcss--National Safety Cannet! Commercial vehicle activities. Here the grades were based chi the holding of inter'fleet contest* ami drivers' meetings In general, the cities reporting the most actiriins along this line also produced a letter accident record. This particular activity can. ot course, u fleet only a smalt jiortion of the drivers in the community. Street pewters. This item showed a strong correlation tor cities over 500,000. where it was found that all of the three cities with the f>cst accident records had made liberal use of posters, none of those with tile poorest records had done so. while the Intermediate division bad made either moderate or no use of posters. The indi cated results are frankly surprising, as it lias been generally considered that the use oi street posters i an activity particularly appropriate in the smaller places, Further lat arc needed fur satisfactory conclusions. ` Other activities. The remaining activities considered under public education were radio broadcast* and the use of accident reports for the information of the public. Here the data did not yield any definite correlation, the average curve being prac tically horizontal. /l S} 1 Safety Activities of the City of Dubuque By R. M. EVANS City Manager, Pubuque, Iowa The speaker said in part: Our city council autluxizcd die rity to join the National Traffic Safety Content sponsored by tin* National Safety Council at the o lbeginning of 1932. We heenme a unit in Group 5. fur chic* of 25.000 to 50,000 |K>pulatum, and were fortunate enough to finish in first place in that group. In the previous year, in W31. our city had suffered five traffic fatalities. We finished the year 1033 and the contest period with no traffic fatalities. I shall briefly point out here a few* of the measures adopted at Dubuque hi carry ing on onr safety program, all of which had their definite effect in giving- us a perfect safety year. The city council amended a local traffic ordinance to eliminate known liazard*. to provide* tor more boulevard streets and corresponding stop signs, to authorize the purchase and installation of additional traffic lights. Four-toot yellow painted Set ters were installed ou pavements at principal stop streets Street cars were per mitted to lx* substituted by modem buses whh 50-tool bus parking spaces reserved ahmg business sections. Many warning signs were erected. Concentration ot jmlicc and justice departments in bearing down (at violation'? of traffic rules. Sjiot map analysis of .traffic accidents. Assistance through public .ukI parixhial sriuxds. including- junior jiatrols. jiareni-tcacher efforts, and distribu tion of literature to children. Cooperation fiirnwlwril by local newspapers in pr inting monthly ciHUjKtratrie result* nf acckk-ut.y editorial* and ileus of safety information. Work d Dubuque Auto Club in schools, contests and :t: {urination of additional (intruls. ' Increased precautions hy Recreation Dejiartinent in control of swimming at beach on Mississippi River: In? tmrsous were rescued during river swimming in 3932. No serious accidents occurred rm playgrounds attended hi summer jxrrivd by 3.000 children. Dubuque City is also represented iti the 1933 National Traffic Safety Contest, and a still more elaborate program of safety education, enforcement. etc.. iV being car Street and Highway Traffic Scclmi, n red out. One of our principal feature* is the activity of a so-called viuilmn- riuwntYc* devoted to the interests ot safety throughout the community. This committee is made up of a number ot prominent persons, who have had experience in character building work throughout Dubuque, selected from the filleen voting precincts in the city, each one tci# act a* chairman ior his district Kach .;i these precinct leaders was asked to appoint four additional inrrsous living within the limits of his territory to assist in accident iircvcutum At u general meeting of the fifteen precinct leaders and the sixty additional persons appointed to help them, the following general program was adopted: The members of the precinct committee and group* riiould study tucal lia/urd* ami report ways ami means to prevent accidents and damage; that they, as citizens, should attempt to correct faults ami negligence in other people's driving, -o far as j*o*rible; that violations which they were unable to correct, were to be rejmrtcd |u tire police. At a Inter meeting, a more detailed proposed vigilante outline was adopted and individual copies oi the rules were given to each precinct safety worker. The outline includes 3 signed statement by each vigilante member that Ik* will !c careful, v, -,H study traffic laws, will report traffic violatum*. and will us*: careful <5ixermmuilio?iInformation is furnished on the form to indicate tin.* information necessary to secure on a violator. The Mayoi lias a message to the group and the citizens at large asking that serious efforts he employed to reduce tlx traffic deaths and incident rate. The form also has outlined about 30 of the major traffic rule1-, with corre sponding numbers opposite each, so that the precinct reporter ran use a traific code number for reporting: a violation. The results of this secret vigilante committee seem favorable. Few violations have been reported to (iie end of the first six months of 19.33; yet it is felt that considerable personal effort has been performed by the members among their neigh bors. The press assists m frequent mention of flic secret group which is twice the size *if the local police department and who may report violations. General traffic accident rate is decreasing; iti spite of improved business comlitixts. .. v.-*- / The Development of Community Safety By JOHN V, BRERETON bis Berkeley Traffic Safety Commission, Berkeley, Calif. The speaker said tn iirt: During the pa*t ten year.-, as a part oi the activity hi the field of public safety, ami under the leadership of the National Safety 1`otmcil. ettie* ami communities have formed their own councils or cutumtaMwu*. for live >tudy ui traffic (wabtems. Tint city of Berkeley nrganiaed the Uerkclev Traffic SaiVlv Cnoimfiriuci in 1925 as a non-profit, non-political corporation, (t in governed ly a Hoard of Directors elected from its membership and is representative ** the general cittzcn>hip. iiuTudiug ail those companies and association* hitertsivd in tlx- u cl fare *t the community. - . - ...... -.......... . .1A tew of the p, ro.jects .promoted by this commission will he presented ttoo ggivVCe a brief picture of the general program. The work with children of school age has been one of the imporiaut pro jects, Berkeley is fortunate in having one of the finest m.Thkh boy patrol units in the country. It i* called the Junior Traffic Police, and is made up oi 501) youngster* who dailv protect more than 10.000 children of the city. Their record .i no fatal accident* and only one injuiv case in more than 10 years oS service is noteworthy 12 Twenty-second Congress--National Safety Council Another feature with the children has been the Police Department Safety Club, sponsored hy the commission in connection with the Chief of Police. Here the children compete for membership by writing a letter, a poem or making- a drawing ..n some safety subject. These letters or drawings are sent in twice cadi year and judged- The winner* are made members of the club and receive from the Chief of Police a membership card and an official badge. Si*ccul shows. safety playlet*, and a continuous safety program in the class room has brought about a great safety consciousness in tho minds of the school children. One of our high lighu in collection with the adult population has lx?eu the educa tional work in owr cla>-> icm women automobile drivers. The name oi tlie course, hy their Own selection was `'Rear-Admirals, Unlimited." More than 350 women attended the classes held for two hours each week foe six weeks. At the conclusion of the course a driving test was given with members of tire police department acting as judges. Prizes were awarded for the various winners, judging Ireing made on a point system. Public meetings. held usually in school auditoriums, have been used to great ad vantage in putting over the safety scheme. The programs of entertainment are usually arranged hy live sclvooi with the commission offering a well-known speaker tr* give a brief talk on safety. * Turning to the more mechanical side of public safety, the commission has spon sored automobile inspection lane*. offering free testing to all who would take part. Certificate* were provided to each of those who passed with others* being advised to have projicr adjustments made. The commission also larrie? on special publicity programs throughout the year, calling attention to the need for proper brakes, lights, etc, and these campaigns are followed by enforcement dines conducted by live police department. The outstanding feature of the traffic commission's program will be found in the traffic >chor4. When first organized in 1931, this school was held twice a week during tlie afternoon and evening. Both classes were, later consolidated into the evening class once a week. While this class is oje to volunteer members, it is made up priuuwil} >*' those sent in by the court or police department. Attendance varies from one tv sixty-five with an average of about thirty at each meeting. The court oi Judge Oliver Youngs follows this usual procedure: On liearing a ease in court. Judge Youngs decides as to tlie age, record, financial ability and general diaracicr of tlie defendant. From this investigation the following arc usually sen* U'uccd lo the traffic school: 1. Tliosc under 21 ami over 18 years oi age who are students at any school or college and arc not habitual! rccklcs*. 2. Those under 18 years of age who by choice select the school lather than being cenihcd to the juvenile court, 3. Tiiosc over 21 years of age whose present financial conditions or family ohuga* lions would out permit the payment of a fine without undue hardship on them per sonally or their dependents. 4. Cases of fir*>t offender* over 21 years of age where, in tlie opinion of tin: court, rt course u the school would accomplish the best results. Tlu- student is required to attend a minimum ot five sessions of the school and to take examination on the 16th. If the class work and the examination is satis factory. then the instructor reports the same *<r> the court am! judgment is suspended. If. for any reason, such as an absence or ttiiluic to do proper work, tlie instructor may * ! Street and High-tatty Traffic Section 13 request that the student remain in the school for a longer period of time <r may be returned to the court fur some ether sentence. The classes at present are not truly lecture courses, hut each individual U urged to take part in the discussions. Special problems are assigned to mcmliers <n the class, usually students volunteering t lake the problem. Each clas-s is a cumpUrte unit in itself, except for work assigned during the week so that a student may enter at any one oi the session* and complete the course. The program varies from time to time including debates, essay contests, questions and answers, and accident prob lems. WEDNESDAY MORNING SESSION October 4, 1933 The session \m called to order by Clarence P. Taylor, traffic engineer. State Department of Public Works. Boston. Mas*, who presided The special >ubfcct under discussion was "Hazards cf the Rural Highway." Chairman Taylor pveeutei the report of the Rural High,way Hazards Committee. -Report oi committee on Kural Irlighway Hazards H^ By CLARENCE P. TAYLOR Chairman of the Committee The speaker said in part: The Rural Highway Hazards Committee repott bar last year dealt broadly with the luzards found on rural highways. It veined. tliere lore, that before any intelligent attack could be made on the rural Snuhway hazard problem, we should have a complete picture of it in all its details. As a result, tlie work of the committee for tlm year has liccn devoted entirely to detailing rural high way hazards ami ilscir remedies We have submitted a catalog of rural highwav hazards ami their remedies. This catalog, we believe, should serve the following purposes: 1. Form a comprehensive picture ol the whole rural highway liar&nt remedy fi liation. 2. Complete this committee's tasks oi outlining the rural highway problem. 3. Furnish this committee and others with a completely organized and related list of hazards and remedies for guidance in future activities 4. DisspeU tlx: notion that any one hazard is the sole trouble with <r s/ilnihm ol the rural highway problem. 5. Indicate that although the ruml highway hazards are manifold they may mastered to a great extent bv the application of remedies already at hand. 6. inspire the invention of more and letter remedies. 7. Stimulate early adoption of remedial measures tor certain neglected lui?ard> 8. Assist in guiding remedial efforts in the channels most productive of results. It was the intention of the committer to include in this catalog all hazard* and remedies that could be thought of legardless oi itow inconsequential they might he. No effort was made to emphasize hazards or remedies which arc more muKutant than others, although the dcsiiabtliu <A duhig this was recognized(The voluminous report of the committee, comprising some 32 pages, which is, as pointed out, strictly a "catalog." Is on file for reference in the Library of tlie National Safety Council, Chicago.) S4 Twenty-second Congress--National Safety Council A Discussion of the Rural Highway Hazard Remedy Catalog W. SHERMAN SMITH Assistant !t>roh*M?' of Civil Engineering, University of Toledo, Ohio The speaker said in pari The cause* oi automobile accidents axe many and varied, and to learn of tlteir multiplicity lias been the main purpose of our investigation ami research. Statistics indicate that relatively few accidents are caused by roadway defects and hnt preventive efforts can more effectively be directed to other causes. Here is an interesting summary of accident causes, taken Iran the records of Kent County during 1032: t Hoad condition*, such as ruts, holes, etc...... ............................... ___ S cases or 2% Loose gravel, causing loss of control............................................ ... 3 " Vehicle hitting a culvert or bridge................................................. ... 7 " Vehicle skidding for various tcummu,.............................................. ....11 * Weather condition*. >uch as fins, smoke, etc.......................... .. .... 8 " Vehicle co'liding with train.... ........................ ........................... ....4 M Pedestrian at fault or involved.................................................. - ....38 " nr 15% Vehicle colliding with bicycle............... ................................... Vehicle struck by swaying trailer............................................. - Vehicle colliding with an animal.... -....- - ........... ........ ....... Vehicle having defects or tires Mow. -------- --------------Driver driving off roadway...-- .................................. -........... Driver licing asleep............... - -..................................... - Driver being intoxicated............................-. -.....................- - - - Driver being blinded by bright lights........................................ Physical defects of driver...................................... ............ - Driver disregarding traffic signal nr sign.................................... Driver guilty of reckless driving................ .......................... Vehicles colliding at intersection*, due to obstructions to view Cause unknown ..........................................-................ *............. .3 .14 .9 .2 .21 131 .3 .4 or 53% Consequently, from the above statistics of this comity alone, one can establish the fact that most of oc.r lnhwa> trouble* can lie attributed to the man behind the wheel. Our social order place* at hi* disposal an instrument of destruction called the automobile- He probably thinks of it as a pleasure car. If he lives in Michigan, lie must apply for an operator's license licfore he will he permitted to jeopardize bis fellow men. He i* asked hi* age. sex. color, weight, color, color oi eyes, and color oi hair. Also, if be ha* ever been convicted tor a violation of any provision of am motor vehicle law. Of course, he knows all the law* governing the operation of his pleasure car. He replies: "Nfo." He receives his license, lumps into liis car, and i on his way--only God know** whither There had been an accident. Perhaps our man behind the wheel was Mr. J. J- ci the following Jackson County case: *A Foul sedan.-driven by J j. and going south at the rate of 50 miles per hour, wa* following a car driven by Mr. W. Mr. J. thought that his wife was in Mr. \V.** car. As they were making a turn on a curve, the Ford turned over twice, throwing the occupants out. Mr. T. w* killed." Tlic report docs not state what constituted the hazard in lids case. It is a rare rcj*ort which does express the driver** frame oi mind, his condition, or hi* thoughts. Thr<c arc open to assumption only--a rather delkute wanna in placing the blau.%. Street and Highway Traffic Seeltan 15 Therefore we can assume tlut Mr. J. was driving with an unsafe attitude, or undo an unsafe mental condition. >r with greae recklessness. He thought oi hi* wik being in another mans pleasure car. lie took the curve under great speed, but was oblivious to hi* danger. He lost his life due to a self made hazard. Case 2 "Mr. \V. was driving north. He was accompanied by Mr* YY. i initial but not name) who wa* asleep with* her liesul upon hi* dtouldcr- Fi:t,dU !* too fell asleep. The pleasure car ran off the left side of the road and .-truck a concrete culvert head-on, Estimated speed of car 40 miles per hour. Mr. \V. had been driving all night. Mrs. W. was killed." Is this not another case of a sell-made hazard*' The `driver Itcuig asleep"' caused nine, or 4 per cent, of the accidents during 1931 in Washtenaw County, .usd six or 4 per cent during 1932. Tltc "driver had heeu drinking" is mentioned in eight or 4 per cent of the accidents during 1931. and in six or 4 per cent in 1932. Eight im-.xi- eated drivers accounted for 4 percent of the accidents during 1932 in Monroe Cornu*. Hazards due to the improper use of the highway cause the greater mnuixr of cases. In this classification are the glaring examples of some driver violating ><. motor vehicle law so as to be guilty of reckless driving. The infringement consists of; side-SH-iptng a cat; cutting m too quickly: colliding at intersections: cutting lefthand corners; hogging the pavement; driving on the wrong side of the roul; ex ceeding Uc speed limit; king cuutrul of the vehicle: turning without projier signals; bumping vehicles in the rear; parking on the highway: striking pedestrians, bicycle riders, and animals; and disicgaidmg traffic signal*, stop am! through highways. Of a total of 591 eases reported during 1932, in Wayne County. 17b nr 30 per cent were due to the driver disregarding tlic traffic signal. This. cun*titutcb the most serious problem which confronts the authorities of that county. They are asking what they can do to prevent this liazard Perhaps our man behind the wheel was fortunate enough to have read the Sep tember, 1932 issue of Public Safety and stowed in hi* brain arc tlK.se word*: "Pedcsti isui-motor vehicle collisions arc the most important type of accident in the rural area in claiming fatalities.*' Yet when he drives along the highway, docs he temember what he has read One will not think so as one gazes at the long list of names of young children and aged men ami women either injured or killed by the motorist each year. Of course, the blame for such collisions cannot alwav* lx: attached to the drive* Statistics will show that iu most cases the pedestrian hint- self is at fault. The record of pedestrian-motor vehicle collision* in Kent Countv. between January to July, inclusive, 1933, showed six deaths, five of them being the pedestrian'* fault and one questionable. What arc we going to do, also, about those cases iu which children are not soliciting or stealing rides, but arc invited to rule and arc willingly i>mniltrd to stand on running boards or to sprawl over the fenders while the \chicle is in motion? I believe that such children should be considered as pedestrian* ami given a place in tlte classification "riding on vehicle it: unlawful maimer." Foe example, a Ford roadster with six boys riding in it and on it was going west, and a Chevrolet coach was going cast. They tried lu p*v* each otlier on a sharp narrow curve. One boy was riding rm the left rcai fender of the Ford and was rolled between the two cars and killed. Two more hazards are presented by the following acts: First, coasting upon an incline which eventually creases a highway; and second, vehicle* pulling bobsleds upon which are children. Reported eases cover each. 16 Tweuly-secontl Congress--National Safely Council The riding of bicycle* and oi motorcycles presents problem* to be considered. There as a tendency of citlier vehicle being so driven as to weave back and forth across either one lane or the entire t uadway. This greatly adds to the annoyance of the automobile driver. J believe that a thorough- and constant education is the means to employ upon our inan behind the wheel if ins yearly amount ol destruction is to cease, or at least to lessen. The catalog lists many remedies and practically all of tlicm are sound, worth while. practical and necessary; but I believe tliat the one, foremost at the present time is the otic demanding uniformity of the motor vehicle> laws among several states. For even it our man docs know the law of Michigan, he will find himself in trouble when he enters the state of Ohio or Indiana. Ask yourself the following Questions: Do I intelligently know bow to operate my vehicle? Do I intelligently know the laws governing the operation of my vehicle Upon the rural highways of at least my own state? Do I intentionally regard traffic signals as a menace? Do I intelligently knmv the meaning of signs, especially those which read; stop: do not pass on the right; use center Janes for passing only; and iIn not park on the travelled portion of the highway? Am I my normal self when I am driving, or have 1 become just another man behind the wheel--a motor maniac-- a hazard : 'c < j&cK.+jf- iy J- % ^ Seeing and Highway Safety By MATTHEW LUCKIBSH Director, Lighting Research Laboratory, General Electric Company, NeU. Park, Cleveland, O. 'flic sjK-ukcr said in part: On the highways by day or by night, seeing should be done quickly and with, certainty. Here a split second may mean eternity. The story of poor seeing on the highways is one of damage and death. Eyes arc an important part of us. but they arc merely tools, just as light, color and lighting arc. as exemplified in signs, signals ami white lines. Seeing is much more complex than vision, as a human being lx much more complex than the visual sense. Human beings are sccmgr-mocbme*. with all the characteristics of machines, upon which are superposed many psyelto-physiological cnaractei istics of human beings who have thought*. sensations, tVclmp*. emotions, sentiments. volitions and associa tion*. Seeing is a chain of three complexities intricately interwoven. The external physical realm consists of objects, backgrounds, light and lighting. Tltcte factors, as they pertain to highway safety, arc generally eontrolSalde. The fundamental physical factors which directly influence the visibility of an object arc the size of critical detail, contrast in brightness (and color) lietwcen tle object ana background, the brightness ot the object or its immediate background, and the time available for seeing. There are other external factors which arc commonly neg lected. Most of tiiesc may be classed a* distraction*. The general background is usually a mure of pattern, brightness and color. It operates as a camouflage back ground and reduces visibility. Other distractions arc extraneous noises, conversation and activities, swch as driving an automobile. All these decrease the available sense capacity, reducing t!ie ability of the 'mnn;ui veemR-inachisie and. therefore, decreasing the visibility of tlic object. Street and Highway Traffic Section 17 The visual sense is the next complexity ir. tlic cliain of seeing It imoUes tlc abilities and limitations of the eyes and the visual sense. Kye* differ greatly in defectiveness. Glasses can correct refractive errors. Old eyes arc dulled by age and abuse. Factors of safety should be great enough to allow for tlic normal variations, altltough retractive errors should be corrected within icastui by means <>i glasses. Some of the external factors, such as brightness, aid the eyes indirectly. Tlieicfoic, by controlling tlw external physical factors some degree of control is indirectly exer cised over the eyes and visual sense. The internal realm of psycho-physMaghat effects is the third cumjdcMty in (lie chain of seeing which lias been generally ignored. The importance of this realm and of the end-products of seeing becomes obvious when the human being is con sidered as a human sccing-madiine. Seeing as an activity drains human resources. Even the simple act of reading n newspaper results in a waste of energy through muscular, neural and mental channels. This we have termed nerv.mc muscular tension ami have successfully measured it. Also, the eyes arc doorway* of visual Impressions as well as tools for seeing. Through them the external world gives rise to stimulation, depression, confidence and many complex feeling* which influence the human seeing-rnachme. One drives on a country highway with noticeable ease in the daytime when there is little traffic. As the city* traffic is entered, otic $it> uratghtcr and grips the wheel more tightly. At night what a tremendous diffcrciicc one experiences on turning from a well lighted boulevard into a poorly lighted street! Again noc -its siraighter ami grips the wheel more tightly. To carry on. consider a f**K or drizzling rain. At the cud of an hours driving one is glad that bis journey ha- ended. One is noticeably tired and is conscious of relief from strain. Mo*t of this fatigue is due to the responsibility of seeing and much of it is due to poor seeing. In fact, human beings expend more energy through the visual sense than through nit other*. Artificial light is the outstanding controllable factor which can reduce this fatigue due to poor seeing and increase the speed and certainty of seeing under these conditions. It can play its part in signs and signals and motor-vehicle anti highway lighting. Imagine a driver approaching an intersection. He has a certain total sense capacity available. A part of it is used in operating the motor vehicle, even though lie may think he doe* tht* automatical!}. A part of it is used by the sense of hearing, because this tells him something about the traffic at the intersection. Even the extraneous noise of traffic uses some of hi> sense capacity. These and other dis tractions reduce hi* ability a* a seetng-machiwe. The traffic sign or -signal occupies only a small part of his field of view. It* background is a haphazard pattern of brightness and color. The visibility ot a traffic dgn or signal can be readily de termined by observers intent upon h. But what U its visibility to those for whom it is installed? As lias been seen, only a fraction of the driver's attention is JcvoUblc to a tiafllc sgn or signal and the latter rattt imprev* itself in a fraction of a second if It is to be effective. Taking into account the facts of seeing, there seems to be only one general Milutiou. The -sign or signal nw.<t he *eli-lucniicus to raise its brightness well above that of the surroundings. Next, odor does its part. Thus we have the self-luminous traffic signals which are highly effective if bright enough. When they are not bright enough they begin to fall in the class oi the traffic signs which are not self-luminous. The effectiveness of the latter may be gravely doubted. AppraLmg tltese from the new viewpoint, and with the numcnxr* new fact* in mind, one may conclude that IK Tu-cnty-sccond Congress--National Safety Council most of them in cities, such as boulevard stops, are often worthless even in the daytime to those unfamiliar with them. Others scarcely need then. On country highways where there are fewer distractions they are quite effective in tl*e daytime. The visibility of traffic signs and signals may be increased by increasing any factor upon which visibility depends. It is most practicable to increase brightness. It is possible to work out a factor of safety which would provide visibility high enough. From pradical viewpoint tins means self-luminous signs as well as signals. No court should convict anvmtc tor u<* o1e> ifig a sign which is not self-luminous, unless it is much more prominent titan the common signs. A driver along the highways lus a right to powerful aids which permit him to relax. Tire solution is easily found in proimrly controlled artificial light expended in driving aids, such as signs and signals, highway and street lighting, motor-vehicle markers and headlamps Statistics and analyses emphasize the need for the application of the science of seeing ami in a very practical maimer tlicy support the logic and philosophy necessary to interpret this science into its beneficence to humanity. Excellent papers have Ikco presented teeming with statistics of accidents and ;ualys of the economics involved. Kxiicrt engineers are recognizing the importance of the science of seeing and are having their recommendations upon this new knowledge and viewpoint. For the comments which follow, tlu; author is indebted to colleagues, itirfc M. Reid, en gineer of street and highway lighting, and \V. C. Brown, engineer of automotive and aviation lighting. For several years night-traffic accidents on highways haw 3>ecn increasing more rapidly than day-traffic accidents. For example, a survey covering a year's traffic fatalities < the *tate road* oi Indiana showed that the hazard per car was iron* times as great hv night as by day. The same ratio was found in a recent Mew Jersey survey. A substantial proportion, although of course not all, of the greater hazard by night i-; attributable to the reduced ability to see. Seeing along highways at night is iuriuenecd by a number of factors, such as the color of the pavement, its specularity, and tiie contrast between the pavement and tle road shoulder; but the most important factor is the lighting. With proper and adequate illumination, seeing is quick ami certain. With poor lighting it is not. t herefore, tlic problem of traffic safety on highways at night is largely a matter of proper illumination by automobile Itcadianips or by fixed highway lighting equip ments. or by botlu The question winch frequently arises is whether or not on lieavily traveled high ways the use of fixed highway lighting, supplementing modern automobile headlight ing- is warranted. Mediocre highway lighting--and many of the early installations unfortunately were mcdh*cre--i* generally considered to be of doubtful value, and it is only dunn? the past few years that installations of highway lighting have been made which arc satisfactory enough to warrant accident analyses before and after the lighting was installed. One such analysis was made oil Bay Shore Boulevard near San Francisco, ami others were made on the Schenectady-Albany aixl Schcnectady-Troy highways in New York State. The results showed a decrease of approxi mately 40 per cent in the night accidents following the installations of the highway lighting. Whflc these data are too meager to be conclusive, they are indicative. Further more. they check the much more extensive tests on urban streets, where it has been found that adequate street lighting reduces night traffic accidents 35 to 50 per cent. Notwithstanding the general recognition, tit least among safety organizations, of the value of highway lighting: in reducing accidents on heavily traveled highways, it Street and Hit/fncay Traffic Section 19 is legally possible in only half a dozen states for any political unit--state, county, or township--to pay for highway lighting. This situation is not an intentional (Wo- hibitiou of highway lighting: it simply represents an inheritance <f legislation which was passed before there was any knowledge oi the iali>e of highway lighting. Attempts Itave been made to analyze accidents on highways without fixed lighting in order to determine the shortcomings -of the present automobile hcndlighnnp itml hcadlightmg regulations. Notwithstanding tiie difficulties involved. at least one state. Connecticut, has made such anal}sea covering several year*. Invariably they have shown more accidents due to insufficient light than to glare. For example, dming the year 1932, they reported 32 accidents caused hv insufficient light ami uuly 5 accidents caused by glare. In 19.11 there were 30 and 7. respectively. It will be noted that thi* is conlrarv to the opinion held by many jrcrsnm t<> tlic effect that glare causes most of the night accidents attributable to lighting. Instead, the lack of adequate lighting, causing an inability to see quickly and with certainty at the critical moment is ordinarily rcsiHmsible for the accident. Our present knowledge of the new science of seeing leads directly to the same conclusion, even without any supporting evidence from the fietd. At 50 mile*, per hour, an average highway speed, the actual brisking distance under typical condition^ is 400 to 500 feet, 'liverefore, headlamps must reveal obstacles at about 500 feet to avoid serious danger of accident. Kven if stKh intensities were provided by present-day headlamps, in many suite'- the greater safety on the highway could not lie realized because of regulations still biased hy the assumption that a single fixed l>eam can meet driving requirement:; witlxHit causing serious glare. Practically. this means that the lieaim arc aimed so low as to provide insufficient driving light for a q>ccd in excess of 25 m-p.h, The opinion held by substantially all authorities who have made a study of the char acteristics and use of headlight beams is that reasonable safety now demands at least two beams of different characteristics under the control of the driver--one for driving on the open road and the other lor use in meeting other vehicles All American cars made during recent years have been so equipped ami over 80 per cent of tfe cars now in use have depressiWe-beam equipment. . The new developments of the asymmetric parsing beam represent a still further refinement. With these equipments tlic light on the left shir of the road is depressed as before, but the light on the right side is maintained or even augmented. Furthcr- %more, the development of fixed-focus headlamps, now an all cars manufactured, has removed the greatest hindrance to proper adjustment WEDNESDAY LUNCHEON SESSION /&. fyjKX. -I- -Wy - October 4, 1933 This fourth session was devoted to the annua! business meeting of the Street and Highway Traffic Section. The meeting was called to order by General Chairman Clifford Davis, who presided. For the committee (hi Membership. Chairman William Knoelke, chairman of tlic Milwaukee Safety Commission, reported that an analysis of tlic effectiiveiies.-v of different appeals for membership in the Malkina! Safety Council had been made among different kinds of prospects. Tim was done in an effort to aid the Natioual Safety Council staff in it memhcrhip solicitation aetsvititri. hum pro tem. reported that a detailed analysis of the 1932 contest had been made :iTic - Sf- , 20 Tn-eniyseiond Congress---National Safely Council by S. J. Williams, director of public safety, of the National Safety Council staffIn deciding to repeat the contest for 1934, certain changes in rules ltad been adopted. Communities under 10,000 population should be permitted to enter on a special basis of conqietition; also, menus should be developed to include states on a percentage of eligible cities or towns enrolled from the state and the results of these com munities considered in the contest. Harold C. Hoffman, Commissioner of Motor Vehicles of New Jersey, chairman of tile Committee on Annual Congress Program, called attention to certain features which had been incorporated into the program tins year. Chairman E. J. O'Meara, of the Nominating Committee, moved tliat tl*e by-laws be amended to combine the present committees, on enforcement and police activities under the new name "Committee on Enforcement and Police Activities/' Tle motion was formally adopted. Chairman O'Meara then presented the report of the Nominating Committee and officers of the section for the ensuing: year were elected as follows: General Chairman--Harold G. Hoffman, State Commissioner of Motor Vehicles, Trenton. N. J. t'ire-ChairwiU! and Chairman. Committee on Anunit/ Congress Progtaw--Frank C. Berry. Mgr., Safety Dept.. Minneapolis Antomohile Club. Minneapolis, Minn. Vice-Chairman, Committee au funnel Congress Program--F. C. Lynch, Director, Kansas City Safety Council. Kansas City, Mo. i'lec-Chmrnwu and Chairman., Committee on Traffic Engineering--Lewis \V. Mc Intyre, City Traffic Engineer. Pittsburgh. Fa. Fice-Chairman, Committee on Traffic Euginccnuf)--Keyburn P. Hoffman. Secy.- Mgr.. St. Louis Safety Council, St. Louis. Mo. I'iee-ChairMtin--O. W. Wilson, Chief of Police, Wichita. Kansas. ! *ice-ChirHMin--William C- Knoclk, Chairman, Milwaukee Safety Commission, Milwaukee. Ws. Chairman* Cammittec on Enforcement and Police Aclkilhs---Franklin M. Kretnl, Dir.. Accident Prevention Bureau. Police Department. Evanston. III. IViv-Chairuian. Committee on Enfortemcnt and Police Activities--Judge \Villiam C. Tjtrsoti. Municipal Court. Minneapolis, Minn. Chairman* Committee on Uniformity--Arnold H. Vcy, Traffic Engineer, Division oi Traffic Control Sc Regulation. State Department of Motor Vehicles, Trenton, N. J. I'icr-ChairimiH. Committee on Uniformity--John P. Amotdy, Chief Highway Patrol Officer, State Highway Department. St. Paul. Minn. Chairman. Coinmiitcc on Rural Highway Hazards--Clarence P. Taylor, Traffic Engineer. State Department of Public Works. Boston, Mass. f 'itc-ChairuMH. Committee ;nt h'urrj Highway Hazards--W. Slcrm.i?i Smith, De partment of Cvd Engineering. University of Toledo. Toledo, G. OmiV/mui. Committee on Auldcni Records--W. W. Matthews, Dir. of Safety, Bureau of Highway Patrol & Safety, State Department of Revenue. Harrisburg, Pa. fiee-Chairman. Committee on Accident Records---W. Graham Cole. Dir. of Safety Service. Metropolitan Life Insurance Co., New York. N. Y. Chau man, Committee on Public Education--Lewi* E. MacBrayne. General Man ager. Massachusetts Safety Council, Boston, Mass. l*irr.Chainna. Committee on Public Education--W. F. Irvin, Traffic Study En gineer. Toronto Transportation Commission. Toronto 2, Canada. Chairman. Committee on National Traffic Safety Contest---John K. Edy, City Manager. Dallas* Texas. Street and Highway 7'ruffic Section 21 Vice-Chairman, Committee on National Traffic Safetv Contest--Ft auk E. Ballantync, General Manager, Automobile Club of Philadelphia- Philadelphia, Pa- C&uirj*>aN# Commiftcc on Pcdcstt ion Problems--Maxwell N. Halsey, Traffic En gineer, National Bureau of Casualty & Surety Underwriters. New York. N. Y. Fke-Chairmuii. Committee on Pedestrian Problems--] W. A. Bultoug, Traffic Engineer. Seattle Traffic and Safety Courted. Seattle. Wash. Secretary--Earl J. Reeder, Traffic Engineer, National Safety Council, Chicago. WEDNESDAY AFTERNOON SESSION October 4, 1933 This session was devoted to a joint meeting with tlw Delivery. Taxicab and BnSection of the National Safety Council Tlie meeting callevl t<> order by Generat Chairman Clifford Davis, who presided. He immediately call* d npo ihr fir-t s]Mrnker. Training the Driver ^ By G, A. ROGERS ^" Nutley, N. J. The speaker said hi part: The success of any turnios pr.-gr-mt rm**t hr jiredicated on the fullowmg factors: reasons for training; prtqsrr *elcrt*- -i ^;.|l**am: preparation of a definite plan, even to details: method .i mmrnmig him -i ittfrctic cliangcs ami development in products and policies; continuity *i nr -haat`<i r*f-i*cr selection of instructor: means for checking result*: ami ^ut^iurtit ^uj^rv^h-n \ careful correlation of all these factors should result in the ev.4twi.-sv x srmuhird performance and t a good practical technique for the driver The driver may be the only, or tle best, contact y.*i Ivave with y.ur :ra-U- Tinattitude of driver* toward their jobs and thesr company nay nearlv nuke <t break the delivery oreaniaation. It is lad business simply to engage a driver, give him a brief description *4 his duties and his territory, telling him to go to it. and hope for the best. When we talk about driver training, we are talking at*ut an effective means of increasing the value ct the driver by giving him practical methodr which will lielp to create and ?-obtain good will, through this last contact betw.-en I'k- driver and the customer. Although we hare adorned the proper and intelligent selection of applicant-, let us remember that we have no entrance examinations licre although some firm' use one form or anv^ber t questionnaire. bat we can have the benefit of credentials of past employers, we can check up rather closely ou the man'* home conditions, and on his personal history. It seems to me that the degree of success of any training might he altout in direct pioporlicm to the care with which, your plan is worked out. Jim what do we want to teach the driver? How fast can he absorb training-? Has tlte program Jrccti so planned as to reflect a proper balance between theory and practice It wax six years ago that I saw the inauguration of such a driver's training course In New York City and the results have been so good that thin training, changed in detail as condition* warranted, became a fixture in that company'* operat ing policy'. 22 Twenty second Congress--National Safety Council We started off hy toiling ihc mat who owned the company, how old it was, where it was going and how and why: we told of its policies, traced its development from conception to the present day and injected enough sentiment into it to make themen realise that it was a human organization, and also just where they might expect to fit into the picture, not only today but tomorrow and in other years, to come. We were very careful not to exaggerate and to confine our training to the strict truth ami to show the men how they could compete with one anotltcr to break through: we showed them how sales, delivery aud advertising should cooperate; we pointed out that there was a very fine line, if any, of demarcation between .sales and delivery, for example. No training course would he complete without stressing the accident prevention problem, both from a driving and a personal injury standpoint. The driving end of it is handled by an actual review of accidents within the company's own fleet and courtesy is the watchword with respect to prevention; mistakes of other drivers are pointed out front lire constructive criticism angle, for drivers are taught that accidents arc a challenge to management's ability to learn something of value to other driven*. Emphasis is given to the fact that there are two phases to each accident: the first, that in which the driver has everything within his own control; and the second, that where circumstances have jwssed beyond the control of the driver and he is in u jam and must use his better judgment in getting out of it. With respect to the peisoual injury standpoint, a loaded truck is put on the garage door and the supervisors show the men just how to handle themselves in gelling on and off die truck; they are shown how to take merchandise off the roof in such a manner as to put no undue strain o<i their bodies, and then are shown the right ami wrong way. together with results that follow from both methods. Then the drivers themselves "work" the load ami this training usually takes about half a day. Ou the final tlay of training, the drivers are taken through U manufacturing plant by the production manager, are introduced to and addressed by one of the owners or executives, and are then taken to dinner as the guests of the management. Then conies the assignment to a route where they work* for a week under the supervision of an older driver or supervisor and under actual pay conditions for the instructor is on a salary basis. The drivers may l>e informed of current changes and developments in products ami policies tlirough the use of several'media any or all oi which arc good, such as )umc organs, bulletins, posters, etc. We developed a weekly delivery program which was prepared and distributed to all departmental employees carrying current news to them and at the same time often* including personals with respect to drivers, their families, accidents, etc. Short and snappy weekly meetings were also effectively used. But you cannot give a tnan an initial training and then forget nun; you must continually re-educate him. keeping his mind alive and assisting him in forming the liabil of learning. Drivers are brought hack periodically somewhat in the manner of a post-graduate where they can tell us of their reactions to the training that has been given them. Any well defined training program should include a sufficient degree of flexibility to permit of constant revision in order to write into it tlie suggestions and thoughts tliat tire drivers bring iu from tlie field. Every training program sliould provide means for checking the results; by this means only, is it possible to know if tlie program is accomplishing its objective. We Street and Highway Traffic Section 2S set up an individual folder for each diner into which plated the final scl c*f sheets used by him in his scltool transaction. Into this folder from time to time went any customer complaints, any accident reports, road instiector re|>orts and, iu fact, anything and everything pertaining to that individual driver. Drivers are free to examine this folder once each week, at which time the delivery sut*ermtem!eut involved discusses the driver's performance with him, pointing out the connection between practical performance and his training work. An attempt sltouki be nude to safeguard against the existence of economic losses resulting from labor turn-over due somewhat to lack of constructive supervision on the road. The most promising student at school mar acquire bad habits for the want of interpretation of instruction out in the territory. Under normal conditions each man is picked up once a day by a supervisor and his driving, delivery technique, and store courtesy are all carefully* checked. An inspection report is made out and signed by the driver himself, for we feel that we want every driver to ktuvw frankly anything good or bad that has been reported by his superior, anti it is through the instrumentality of these reports that wc are constantly building and revising our code. It has been my experience that drivers will cooperate and talk freely to a supervisor on the road. As to whether driver training pays or not. please note tliese results; lu tlie organization in which I installed the training program I have described to yon. driver complaints during the year 1932 averaged one to each 40,000 stops; dealer reaction to these same drivers is second to none in the territory in which they operate; in tour years' time tvt a driver has left our employ ot Ins own volition. How to Train Drivers in Traffic Safety r, By J. RUSSELL CRAIG Safety Director, Pennsylvania Indemnity Corporation, Philadelphia, Pa. </ The speaker said in pan; In a consideratiot', of this subject certain problems arc iiuitc important. 1. How utun a year and when do you expect to talk traffic safety? Immediately you wilt recognize that a planned program is necessary, because it is efficient awd place* a real value on the management's work of safety education. Then, too. it will a well balanced program with learning or educational values. Driver* will look forward t< the regular scheduled safety meeting as something necessary, worth while. and thereby >ou will get a better attitude than it jour meetings were spasmodic- 2. What material shook! be used? The foundation of all traffic safety is made up of two elements; (a) Safely attitude; and <b> Knowledge of the motor vehicle code of your state. There are three way* in which to ascertain tlie exact and proper knowledge of both of these which yosr drivers stay possess: (a) By trial and error. Let yoerr drivers have traffic accidents, then analyze the causes and wars to prevent them. (b) By written test. Have each driver now employed and every new one hired, take Dr. Herbert J. Stack's National Safe Drivers Test, with instructions as to how to use it. This test will give you their safety attitude. (c) Problem discussion. Take the motor code of your state, analyze it in an interesting manner at your safety meetings. 24 Tzocnty-second Congress--Notional Safety Council TIk nest logical thing to tlo is to have the men make a serious study of actual accidents in which one of their number has participated. There are several things to be said here: (a) Actual cases of your own men will be less and less* if the former suggestions are used, (b) Actual cases* unless properly handled, may cause laxity on tire part of your drivers and accidents increase. I strongly recommend front time to time that outside speakers be brought in. They may be your own iusuriutcc carrier*, engineers, or those of other companies because a fresh and new viewpoint stimulates real interest in the meetings and the subject of safety. Your local safety councils can recommend proper outside speakers for you. , 3. What method of presenting your material will you use? (a) A straight lecture method where the speaker or leader does practically all of the talking. This method should not be used because many times the speaker is too apt to begin by preaching rather than instructing. (b) The conference method whereby tttose involved will sit around a table and the leader or speaker endeavors to bring the men into the conversation most of the time This is better for small groups and is very effective if the lcadet can get the men to tiarticipate freely. (c) The demonstration problem conference method.- This ha* Ue good ad vantage of trie former two methods with some improvements added. If it is a .small group then they should get around a large table, or if it is a large group they could he placed in a horseshoe or semi-circular formation, which eliminates the stiffness of the classroom style. The speaker should be at the open end of (he horseshoe >>r semi-circle. A blackboard to be used to illustrate the point ur to ex plain and s-olvo tin.- problem is very valuable. Some persons prefer an outline of a street or imcnsccti>o u*mg small toy vehicles for demonstration purpose*. Visual instruction is at least five times more effective than just receiving instructions through the car. 4. What results are you endeavoring to accomplish(a) Create safeiy-inimlcdncss hy spiraling to men's emotions, intelligence and cxpcrhrtK'c. (h) Safe driving habits--thus eliminating all traffic accidents by mrubhing tacts they should know. (c) Proper regard for tlxur positions by stating that "Accident* arc an insult to tlxdr driving abilities." (It ha# been my observation that swearing and cur*mg while talking to drivers, and so-called risque stories, are objectionable to most drivers. Many -upcr\isors feel that driver* do not understand any otlx*r language, but they are mistaken. Ctnnmerdal drivers of Joday respect their superiors and supervisor* in the same measure that the latter show their redirect for themselves by firmness, ordinary courtesy, and rigid discipline.) fd) Loyalty to their employer by showing their acts of driving will bring or develop good will, good advertising, good friends and new hminess--by safe driving habits. ' (e) Careful of the equipment which they drive because they realize that the name of the firm for which they work is on the side of the vehicle and is just as important as the salesman's business card. The driver's acts reflect upon the conqiany he represents. 5. What backing docs the management give to your traffic safety program? Unless the management is safety-minded and willing to IKick up the safety pro- Street and liighxcay Traffic Section 25 Klim, (lie efforts of tho in charge of traffic safely will nut amount to much The attitude of the management is always reflected in the rank and file of the o. sanitation. Regulation and Control By C C. HOBART t Wleboidt Stores, Chicago The speaker said m part: Welt, to be frank, we don't think much <i it. The present laws arc either obsolete or inadequate. Speed law* arc kept so low that no driver with a modern car cu keep within the law. Parking regulation* arc generally wrong, and where right are rv*t enforced. In many places traffic lights arc not synchronized so that a car gHnje at normal or reasonable *|wcd can proceed without stopping. Imbeciles, half-baked juveniles and drunks, as well as people wholly incapable physically of driving properly because of poor sight, lack of co ordination, excess of nerve*, etc., are alU/wcd to drive because there is wu require ment for driver's license. If you will refer to the records, it can be clearly >een that accidents from com meretal vehicles have bece redoc-*d conristcmly. but accidents of j>assciiger car* have been rapidly mounting. Truck driver1* ot large fleets generally luve been trained* warned, pestered and watched until they are becoming more and more careful* but it is time something was being done to regulate and control the passenger car driver. The police themselves are honest enough and capable enough but when they see that the worst offenders have their cases fixed or even have the officer reprimanded for doing his duty', he naturally lose* interest and finds it easier to do nothing'. What, then* should be done about it ? l-irst, we need honest enforcement of regulations. . Second, the speed laws should be amended so that the public can travel at a reasonable rate. Third, parking laws should be enforced as far as possible, and where they arc not, signs slioukl show the variation. All parking should be parallel and not over 12 inches from the curb, but all parking should be prohibited on narrow streets, especially those with street cars. Fourth, proper lights and reflectors sliould be installed on all vehicles. Fifth, drivers* license law# should be enacted, as it is a known fact that states with drivers' license laws are reducing accidents, whereas states without such laws are generally showing an increase in rates of accidents. Sixth, every* automobile owner should be required to carry insurance. Seventh, amber lights sliould be eliminated, because people in both directions' encroach on the amber light of tle "start and stop"' signal instead of waiting for the gieen light. Eighth, tl*crc should be more one way streets, especially narrow streets. Nmth* stop and go lights should be on all railroad crossings. Tenth, all street cars should be equipped with stop lights so as to avoid rear end collisions when stopping or turning a corner. Eleventh, all business having WHrtor driven vehicles should carry on au active safety campaign among their drivers and should reward the safe drivers. 26 Tu'CHtv-sccond Congress--National Safetx Council *' (Jh^, What Fleet Operators Think About Present Traffic l&-r' (%*. 373 Regulation and Control By HENRY J. MINEUR />.. c - Safety Director, Borden'*, New York City Is speaker said in part: I believe we could Rod no fault with the majority of the traffic Ians ami ordinances as turn- written, if the spirit of their provisions were more generally tmderstood. Understanding would lead to better observance, which in turn would lc promptly reflected in improving the accident record. Unfortunately, however, many of the laws and regulations are obsolete and should )>e stricken out entirely, while others are greatly in need of revision. I am strongly of the conviction tluit a single practical cnforcible regulation, if clearly understood, will receive popular support and be observed by practically all drivers. This would do more to promote safe driving than a dozen other rules that are only casually observed and wot enforced, it is the latter type of legulation that causes drivers to become imiiatient. to resort to cheating and (as it is more com monly referred to today) "chiseling." In such cases we can readily sec that drivers arc not familiar with the fundamental idea or the regulation. Lack of knowledge on this subject u responsible for the fact that drivers acquire a narrow selfish viewpoint and have no thought of the otltcr fellow's equal right to tine use of the road within the limitation* prescribed by law. The fleet Opcralui is always striving toward the ideal winch isP or at least should be. tlie viewpoint of all regulations, namely, the most rapid movement of his vehicles consistent with safety. There are very definite reasons for his interest in the ac complishment of this end. He thoroughly appreciates that the economical operation of his fleet depend* absolutely upon the practical application of this theory. He know* the limitations of his own equipment am! carefully instruct* his driving per sonnel on this important requisite to safety. He lias long since learned tliat the failure to observe traffic regulations will ultimately lead to accidents and a series of irrecoverable losses. His experience has taught him tint accidents whl impede traffic, interrupt service, cause damage to company equipment, create substantial public liability claim*, develop ill-will toward the company, the ultimate costs of which must he absorbed as a normal part cf his operating expense. With this added expense and burden it is utterly impossible for him to operate his fleet economically, he is seriously handtcapjMrd with the competitive field and his business must suffer proportionately. It is. therefore, quite easy to understand why the fleet supervisor cr safety director liases Ins whole vehicle safety program upon the spirit of the traffic laws awl ordinance*. I say "spirit" because there are so many provisions which, to tins large majority of drivers", are considered ill-chosen because they are unnecessary, impracticable, wieniorcibic, and in many cases inconsistent with the acknowledged principles of safe operation. If is the latter provision* u-Iu'ch seem to conflict with the efforts of those in charge of fleet &aiet> work. This opinion is based upon the fact tlvat we have been most exacting in our demands upon the operators of commercial vehicles, particularly tliose of large fleet*, and vve should not require them to observe leguiations which arc poorly written, unwisely adopted, without merit, unpopular, and for these reasons totally ignoiotl by most of the driver*. I do not feel that a regulation should be made a law until its .necessity has !>een very carefully considered and, in addition. Street and Hiyltwav Traffic Section 27 whether it will serve a purpose consistent with the fundamental law, will have popu lar appeal to all drivers, and wliefher it can and will be enforced. In our fleet activities we try to educate our drivers to observe the regulations, but you ran readily see how difficult the task becomes whet: it is not being clone by all other drivers and apparently w condoned by enforcement officials- The desire of some driver* to always fie at the head of the procession is an offense that causes no end of grief to many of us and iiarticularly the operator of a commercial vehicle. This situation is at its worst when car* are slowing down for a warning or a light, or stopping at an intersection, and another driver conies along but is unwilling to take his place m line, shouting around to the wrong side of the road or using the shoulder on the right to get by, cutting in sharp and putting others in a tight place. If traffic is slopped, this type of driver will take what he believes is his place--at tlte head of the line--on the wrong side of the road or off the road entirety--then jostle for the right of way as soon a* traffic starts op again It >* roost unfortunate that he is permitted.to get away with this even m the presence of an officer. In fact, I have seen several cases of this kind where the officer narrowly escaped being run down but nevertheless failed to stop the driver as lie sped merrily on his way to the next intersection and doing the same thing all over again When a driver is permitted to do this sort of thing and go ahead unmolested it certainly sets a had example for others and encourages them to do likewise. This habit seems to he increasing and conditions are getting worse all the time. In this connection. I would like to suggest consideration of a standard procedure in police investigations of vehicle accidents causing injury or death. While there are many angles to this subject, it would veern to be tliat the first step in the direction of uniformity should be elimination of the old amt unreliable method or using a tape measure to determine tire efficiency of brakes. There arc many variable human (actors hi this system and it should be abandoned in favor of a dccrleromclcr. An improved instrument of tin's character will take the itucss work out of brake efficiency tests, facilitate the work of the investigating officials ami provide tlsem with an accurate method of reaching decisions that are fair and unitorm m all cases. THURSDAY MORNING- SESSION October 5, 1933 The session was called to order by Frank C- Berry, Vice-Chau man of the Street and Highway Traffic Section, and manager, safety department. The Automobile Club of Minneapolis, who presided. The session was devoted to a consideration of traffic and legislation problems. Chairman Berry called upon the first speaker. Jfp. j ft, yj. v'4 -7C./RePrt of Committee on Uniformity 0Jt o S t- 9? CjAF^AIN LAURENCE A. LYON Deputy Superintendent, Uniform Division, State Department of Public Safety Lansing, Michigan Tlw speaker said in part: This Committee not only places itself on record m favor of tire Uniform Vehicle and Operators' Code of the National Conference on Street and Highway Safely as tlte only bai for Stale and municipal regulations. 26* `J\icit/y sccond Congress--National Safety Council but it also condemn* recent departures Irom the Codes by state and municipal offi cials a* interfering with the progress of uniformity and tending to prompt further deviation from the Uniform Codes. These documents were intended to be, and since their inception have been, a standard guide to states and municipalities in formulating their motor vehicle regula tion*. The value of the basic qualities of these documents is evident by the fact that 40 |<r cent of the existing state motor vehicle laws conform in substance with the Uniform Vehicle Code, while numerous municipalities have ordinances substantially in harmony with the Model Municipal Traffic Ordinance. a The Uniform Vehicle Code and the Model Traffic Ordinance, since their adoption, have been subjected to relatively minor changes; therefore, it may be assumed that these standard docu ments offer the proper basis tor advance toward uniformity. In the continuance of the program of uniformity, your Committee recommends as follows: 1. That the machinery of the National Safety Council now in operation, such as publicizing the need for and advantages to be derived from uniform traffic regulations through magazines, circulars and the press be continued in order to maintain interest in uniformity. 2. That the National Safety Council ask all safety and motor vehicle committees, and all motor ciuh* and similar interested group* to assume the obligation of inform ing state and municipal legislators of the need for uniform traffic legislation and the benefits to he derived therefrom, and promote bills to secure the adoption of standard codes. 3. That tlic Street and Highway Traffic Section of the National Safety Council conduct a publicity program including a series of articles drafted and published in newspapers and magazines, and broadcast by radio, in an effort to stimulate interest in unifonmty. . 4. Tliat the membership on the Committee on Uniformity be enlarged to obtain a broader representation of the needs and ideas of the various parts of the country. 5. That the Committee on Uniformity be authorized to cooperate with the Na tional Conference on Street and Highway Safety and the American Association of Motor Vehicle Administrators in the development of changes and additions to the Uniform Code and Model Ordinance. 6. That the Committee, through the licadquartcra staff of the National Safety Council, request members of the Street and Highway Traffic Section and other interested parties to submit suggestions for possible changes and additions to the Uniform Code and Model Ordinance. 7. Hut the Committee review tlie suggestions submitted, make such additional studies as are necessary ami draft for presentation at the Board Conference a series of recommended clungcs. f Planning A Drivers' License Administration fV* ' By E. P. CEE Speclal Assistant Attorney Gsnsral. State of Minnesota. St. Paul, Minnesota The speaker said in part: I believe that a drivers* license law should be designed whh the single idea in mind that it h primarily a safety measure- Such a law should x* be made a revenue measure. The fee should be as small as possible, yet Street and Highway "Traffic Section 29 Urge enough to accomplish the purjx>ses of the law. Starting:, then, from the premise that the law is a safety measure, we must attack the problem of administering it in such a manner as to accomplish most successfully that which the lawmakers intended it t* accomplish, namely, the one objective--reduction of automobile accident-. If we start with a base figure of 100 per cent as being representative oi all the money and effort available lor tlic admiitistiation of a drivers license law. we will first have to deduct the amount that is actually necessary for office work. Tin* includes the expenses incurred for the issuance of the license, the filing ami recording of all instruments necessary in the administration of the law, and all routine corre spondence and general office work. Supposing that we use up for these purposes the entire 100 per cent of the money and effort available, we will have nothing ieft for education and enforcement. Now, in order not to use up the 100 per cent in this manner, we. must plan the routine work in the administration o! the law so as to have (tie greatest amount of money and effort possible available for education and enforcement. This inyv he accomplished in several ways, one of which is to anticipate the requirement? of a department so far as routine matters are concerned and then to thoroughly anniy?c every step in the routine administration so as to eliminate as much internal frietkm as possible. A study of existing offices should Ixi made, as much information can be gained from the experience of others. This procedure has been followed m Min nesota. and we have finally worked out a plan of administration that seems to be the ultimate of efficiency and economy. For example, we saved a single item ot $5,000 in the priming covt* of application blanks and license cards, by merely changing the size and detail* of the printing forms, without losing any essential quality. We saved smother $20,000 iu devising the most economical method of mailing license certificates. Wc have also developed a very interesting system of filing which, in addition to entire efficiency, is an item in economy of administration. Enforcement of the law should be only so technical as may he necessary to remove from the highways the criminally negligent or wantonly carries* operators. It should i< be the ambition of the enforcement personnel to collect a lot of fines or fill the jaiH. These measure* should only be used in cases where the public welfare demands >och drastic action. In my mind, it is much better il we can educate the motor vehicle operator so that he will be in sympathy with the aims of the administrators * this type of law. Therefore, in selecting your jwrsonnel. that will come in direct contact with the public in enforcing the law, you should select persons who the ability ami temperament of sewing- iu an educational capacity. How To Organize A Slate for Safety fl`. r UU-U*. P<xlZ.\j f Stzf By 1.LOYB A. BLANCHARD - . V.l>, V >. '-C t ijt Executive Secretary, Governorr''* Committee oo n Street and Highway (Safety, y * // Boston. Maas. iiCj+y The speaker said in part: The Massachusetts Governor s Committee on Street cl ^ f. and Highway Safety wa* organized in 1926. following the Fir-it National Conference ^ on Street and Highway Safctv held at Washington. D. C. Our first three years `* f ' of operation were on a voluntary basis, the committee being made up of about twenty' 30 Txoeuty-secoud Congress--National Safety Council nieruf>crs. representative of the counties of the Commonwealth. Rut the officers of this voluntary organization sensed that more intensive and fundamental work was necessary, if the accident problem was to be coped with successfully, hence early in 1*>29 the governor was requested to reorganize the committee and plans Here devei*l>c<l for securing- sufficient financial support to enable the employment of an executive Staff on a full-time but*. The guiemor appointed one hundred outstanding citizens to tire committee, includ ing the original members, from which 15 were elected to an executive committee, which subsequently was increased to 18. The original cliairmait was retained and served until about a year ago, when he was forced to resign because of business changes, I mention this incident, which is typical of our present officers and members, wily to indicate the interest of the members of our committee and their devotion to mr work. Approximately 40 per cent of our budget, which is about $28,000, comes t<> us from the Commonwealth, the balance being secured from outside sources. We are recognized as a semi-official agency but enjoy freedom from red tape and other procedure that would exist were we strictly a state department. One /f the first steps taken after the committee was reorganized was to request the apjMmtlTnem. of local safety committee*, by mayors ami board* of selectmen in each of tlic 355 cities and towns of the Commonwealth. Under our supervision these omumiteo were expected to conduct a continuous highway safety program in their respective communities. In a meat many instances, considerable work along this line uas carried on. hot gradually the interest and activities of these local com mittees began to wane until at the i>re*ent time only a small number arc really iunctiiKiinp. tltosc inactive being replaced by one or two contact men. appointed by the mayors or cliairmcn of tiic board of selcctmeu. at our suggestion. In nearly every in.tame >>ur first choice for contact man is the Chief of Police, and second, the Highway Comnuhsioncr or Engineer. An outstanding citizen as a contact man has often proved successful. Our great obstacle in maintaining community interest has been the difficulty iu securing the comparatively small sums of money necessary to finance a local program because of economic condition*. There are a number of difficulties tltal occur to me in connection with local safetv committees that T would like to pass on lo you. lu the first instance. it is almost Inqicless to interest those in a small community where the accident experience is not sufficient ) iron) their |*>int of view) to indk'atc a real problem. Then, again, the Ix*al safct> eomniittec ** a voluntary agency whose recommendations arc only nd\isory and are often ignored or ritliculed by politicians in power. If our budget had jxrniitted the maintenance of a staff member exclusively for field service, (hero i mi doubt but that we could have kept alive a great many of our local safety com mittees. ` The main objective, iwtwever, is the organization of a local safety committee until at least a preliminary survey consisting of analysis of the community's accidents had been made in order that the local program may develop around these facts, rather than generalities- .Also in this connection, fc must be remembered tliat certain Vimiuitmts exist tn the amount of work that can be undertaken, and it is our belief tiwt we should concentrate ihi the communities siiowing' a serious upward trend in 3notor vehicle accident*, rather than dissipate our energies through working tn com munities having an accident frcqneocy which it so slight that koujkI conclusion* can not he drawn upon which to base a prevention program. We are now proceeding on the lwsif that at least a pielimitiary suivcy of a community should he made and Street and Highxeay Traffic Section 31 tlat lltc local safety organization and program should be develoftcd as the survey indicates. Our executive staff consists of the executive secretary, field representative, engi neering representative, assistant engineer and draftsman, press representative, two state police officers, thief clerk and three clerical assistants. A large staff is neces sary in work of this nature, ** the program is largely one of personal wrvke Now, as to the program, we view our scope as affording an opportunity to do considerable laboratory and research work. We have amassed considerable valuable experience and data that we arc constantly using as a basis for activities. Our pro gram is divided into several groups, namely: Public edtuatiou: (1) Adult--safety talks, radio broaikast*. craitots, test*, listers. (2) Child--safety talks, films, schools, playgrounds, theatres, civic and fraternal groups, commercial vehicle drivers, state supervision of safetv education, lesson outlines. Commercial vehicle dritvrs: State-wide contests, posters. Engineering: Traffic safety surveys. Isolated hazards, consulting work with, police departments as to accident records, investigation of complaints as u> isolated hazards a* reported. Enforcement: State wide intensive law enforcement programs coordinating all enforcement agencies. Advisory and consulting work rvSth police detriments, rela tive to the relation of motor vehicle law' enforcement to motor vehicle accident*. Legislative.* School bus regulations--lobby for or against proposed legislation Advisory capacity to Legislature on motor vehicle accident prevention legislation. Support of legislation prot>oscd by existing governmental agencies. Advisory capacity to cities and towns on Uniform Traffic Ordinance. Profagatiem of state codes for uniform signs, signals, etc. Community' safety work: Establishment ot contact group or individual in each of the 355 cities and towns in the state. Continuous contact via field visits and news-letter service and joint conferences. State-wufe annual conferences of alt r.im munity representative*. What the American Legion Can Do ` ~ - r_o--~ - By J- R- FRANKS ' Chairman, Department Safety Committee, The American Legion. Department of Florida The speaker said in part: Many people have expressed surprise that The Amer ican Legion should be engaged in a program of public safety. This comes from people who know nothing of our organization. Alter moie than * year in directing the safely program in Florida for the Legion. I am convinced tliat we hare only tapped a source of .strength and effectiveness that could be converted into a great tide erf public sentiment. I do not know of auy other organization in a state which can so effectively promote a public safety campaign Some remarkable work has been accomplished in Florida recently under the handicap cl lack foods, etc. Safety campaigns have been carried on effectively iu several or the large cities, through our efforts two of our largest chics arc now engaged in an intensive cam paign to improve ipcal condition*. McwbO Municipal TrusTu Ordinances have been adopted and studies .ire being made of street traffic conditions with the view of improving them. 32 Twenty-second Congress--National Safely Council I believe tlttt school activities offer the most fertile field for the safety movement. If we cannot get our message across to the receptive minds of the school children, and If through the very many avenues of control open to us for handling the chil dren wc cannot make our school* safe and insure the safety of our children between homes and schools, there is not much Ixypc for us among adults. Experience shows that the greatest good is accomplished in teaching safety as a definite part of the school curriculum and by the organization of school hoy patrols and school safety councils- Through cur auxiliary and its contact with the Parent-Teacher organi zations, and through the local Legion Post activity with the school board and offi cials. wc have )ecn successful in getting quite a number of schools organized in this maimer. We have had splendid cooitfratkm from tlie American Automobile Asso ciation. The safety calendars of the National Safety Council should be in every school room, but we have not as yet worked out a satisfactory program of getting these placed. Safety posters nre also a fine medium for educational purposes. Much favorable comment has been received from the limited number of boards so far established. Tl>c posters arc ctanged monthly as received from the Council. These boards carry the name of the Legion and of the local Legion Post. I am convinced that the Legion must always recognize and cooperate with exist ing agencies in the safety movement, ami we should always endeavor to avoid over lapping or duplication of effort. In many instances, the aid and support of the Legion is all that is necessary to put over some safety campaign already started by another organization ami we should never lose the benefit accruing from such effort. On the other hand, the aid and support of some other organization is all that is needed in some instances to make the Legion campaign a success. Tire Legion's safety program is most comprehensive, it provides a field for every Legion Post no matter wtat local conditions may he. The first step in organizing a state safety department is to secure an active department committee, and instruct the members as to their duties in their respective districts. A varied program is offered the local Posts and local conditions govern the particular phase upon which the Post safety committee centers its activities. Visit* from the department chair man and members of the department committee to local Post meetings, district con ferences and state conventions, arc accessary, and this must be followed up with a continual stream of bulletins and literature to the local committee. We liave to keep in mind always that most of our Legionnaire* never heard of organized safety- liefore. We also keep the program before tlie puldic through the daily press ami daily radiograms from our principal broadcasting stations. kj. Jfu,- - The State Traffic Engineering Department v ' By ARNOLD H. VEY fTraffic Engineer, Department of Motor Vehicles, State of New Jersey ' The speaker said in juut: In order that a safety campaign be successful in bring ing about greater safety upon the streets awl highways, it is paramount tlsut the activities be planned not alone on factual data stowing the causes of motor vehicle accidents, but also ujn vuuui engineering principles, so that highway facilities am! motor vehicle and traffic regulations stall be made fool-proof as far as possible. The tfcpartmctit should lie organized and function as a separate State agency, or Street and Highway Traffic Section 33 it may be attached to an already existing department such an the Motor Vehicle Department, the State Highway Department, or some other agency dealing with the problem of street traffic. Regardless of how it is organized, it should be designed to give the greatest service to tlie citizens of the state with the least conflict and overlapping of duties and functions of other agencies. Tire department should bo given supervisory (rowers over all traffic matters, re gardkss of whether they concern roadways under the jurisdiction of the state government or local governments. In this manner only can uniformity and proper coot dination in the design and application of ttaffic regulations he assured. Local officials largely amenable to political considerations arc often compelled, against their better judgment, to accede to request* from their constituent* in t!>e matter oi traffic regulation and signaiization. The State Traffic Department can usually withstand this local political pressure. The State Traffic Engineering Department should not be given dictatorial powers over local traffic matters hut merely that of approval. It should be empowered, however, to prohibit local governments from placing into operation regulations which have not been first approved by the de partment. In addition, the state traffic department should have authority and stould lx: given proper facilities to cause investigations to be made of all mailers coming before it in order to obtain sufficient information upon which its recommendations may be based. It should also be enabled to gather and compile statistics of motor vehicle accident* to determine the condition involved and the causes and the rc*ults of street and highway accidents Still another power should iw jurisdiction over the applica tion of uniform motor vehicle and traffic laws so that the fundamentals of traffic control and regulation may lie similarly applied in all political jurisdictions of tlie state. In New Jersey during the past two years, the Division of Traffic Control and Regulation of the Motor Vehicle Department has assisted ami cooperated with local unit* in three county safety campaigns by furnishing material relative to the accident experience in these counties and by presenting safety talks to members of the safety organization* ami citizen* of the counties concerned. THURSDAY AFTERNOON SESSION October 5, 1933 The se>it>n was called K< order by Franklin ML Kreml, director. Jhirciut of Accident Prevention. Police Department, Evanston, Illinois, who presided. This so-am wa* devoted to the problems of ``Traffic Law Enforcement." Chairman Kreml preem*d his committee report. Report of Committee on Law Enforcement franklin m. kreml Chairman of th CommitUa The speaker said in part: The past year has witnessed substantial forward steps m the field of traffic law enforcement. Your Committee has engaged in activities drdxrord to reveal the place of enforcement in traffic accident prevent urn. to a*ccr 34 Twenty-second Congress--National Safety Council law the essential of effective enforcement, and to promote the use <jf these et-sctiml* by cities ihroug<K>ut the country. In April. Public Safety Memo No. 90. "A Program of Traffic Law Enforce ment for Ciiic*," was freiued by the National Safety Council's staff, approved and distributed. It was based on the experience of cities that were members of tl*r National Safety CouuetL the result of the National Traffic (aw Enforcement Dem onstration. the reports of the National Traffic Safety Contest for 1932, and other sources of information. - In April the cities that had participated in the National Traffic Law Enforcement Demonstration in 1932, were invited to continue their cooperation by sending to tlic National Safety Council office each month a report c( arrests and convictions for traffic ofienses. Twenty-one chics have submitted 89 monthly reports, sufficiently complctc for compilation ami analysis. As the reports have accumulated, they liave been compiled and studied and letters ltave been written to each of the reporting cities commenting on the effectiveness of their enforcement and, in several eases, recommending: desirable improvements. Other new developments tu traffic law enforcement should he mentioned as follows: 1. The enforcement intic.r u- developed as a product of tlic National Traffic 1-aw Enforcement Demonstration to serve as a measuring stick of traffic taw en forcement. It is the number of convictions for offenses imolvuig driven vehicles per accident involving personal injury or death. Your Committee tccoimnends to all city traffic law enforcement officials the adoption of the enforcement index as a guide to the extent of enforcement in relation to ilie traffic accident problem. 2. Selective enforcement is a term coined by this committee for describing the directing of enforcement activities vigorously at those offenses that are most com* monly involved in accidents, and at those areas or streets oo which accidents are mewt common. particularly during those times when such accident problems arc most acute. Tt suggests the most efficient use of limited enforcement personnel and facilities by directing tlvem at the location ami offenses where the greatest rcMihs can be accomplished in preventing accidents. 3. ll'amim/ tickets, for warning violators ot minor regulations that they will Ie subject u> arrest tf the record* indicate that their violations are persistent, ltave been inaugurated in some cities. Violators are given an opportunity to correct their bad practices and to demonstrate that they arc mu "repeaters'* by lacing allowed an accumulation of two or three tickets before a Munitions is issued. This plan has lwcn effective in relieving traffic courts of many minor eases, a large percentage ol which arc usualI > discharged when they arc first offenders and m reducing "fixing.'* 4. leeiefeut invcstuyolinn to assemble evidence for the conviction of traffic law \kilatur* furs made considerable progress in several cities in recent years. Th re- jmrts of the first National Traffic Safety Contest, conducted in 1932. Allowed 58 cities conducting .such activities to a greater or leaser extent. The liencftt* and result* of the operation of accident investigation squads arc well known. Your committee considers this the logical devetopnient and suongly TeMxiimctxfs to all cities that such mvciilftaikm* he inaugurated for handling the serious accident.* at first and later expanded to inchxte those oi lower severity There is no better way to inaugurate a more vigorous policy ami program of iraffic law euforccMKut than what has been aptly called "post-accident enforcement/* the riqo*ous prosecution of traffic law violation* that have reunited in accidents. Your Committee believes that in a more vigorous prosecution of traffic law viola* Street and Highway Traffic Section 35 tions. following a reasonable plan of arrests and the establishment ul a greater certainty of punishment for such offense*, lies one of the greatest ow'oriwntics fur reducing traffic accidents Experience Exchange C-yy.U^JL.^rV-y CAPTAIN MATTHEW J. BOLGER jr Traffic Division, Police Department, Newark, N. J. The speaker sakt in part: The high accident ami death rate of American cuic proves that traffic law enforcement is- a serious problem that will l>e solved only when the traveling public unites with the safety organizations and the police i-.i a strict observance of enforcement of all traffic laws. The main responsibility for the enforcement of the various laws and ordinances pertaining to icgulutiou of traffic must always rest upon our pokcc department. Tins responsibility will l*e lessened only when the general public learns that projier enforcement is a necessity ami not a'fad. In order to properly perform its duty, modern police departments have found it necessary to create a separate division usually knmvn as Ihc Traffic Division. Tina, new traffic division calls for a high type of officer. In out city we have weeded out the old and inefficient Cheers and nc mtv have on practically cvety intersection in our business district a very countcteut and highly trained officer, especially educated to deal with traffic problem*. This Traffic Division iV under a superior officer who has foil authority to recommend a transfer from the division of any mun unfitted for traffic duty and to obtain. replacements from the Patrol Division. Minimum standards ot height, weight, appearance, etc., have been adopted. A* the division is now properly manned, the training of these men bus lxxxme the next problem. A Traffic Officers* Training School was established under the supervision of the officer in charge of the naffic division. Tlic faculty and facilities of die regular police training school w placed at bis disposal. In order not to disrupt the division, these men were sent to school in groups of 24 at a time.. They were required to perform night traffic duty while attending school. In addition to tfieir attendance at the training school, tin* tncmliers of the mounted sr]i;od were ordered to attend drills at a local armory two days a week for a period of three months under the instruction of a cavalry officer. The member; of the motorcycle squads were examined by a lieutenant of die division and where necessary wire given instruction in the care and maintenance of their equipment. All officers attending the training school were thoroughly instructed in the fol lowing: fa) the city traffic ordinances; (b) tint state Iraffic laws, (cl the slate motor vehicle act: Cd) tl*c code of hand signals; (c) filling out summonses. accident report forms, and other standard forms'. ({> elementary first aid: (g) proper procedure of conduct in traffic court routine: (h) operation oi an automobile; tt) the handling of croevgencx iraffic situations resulting from accidents. fires and the like: amt (j) military drill and calisthenics. This instruction was in addition to the training tltese men had receiv ed in the regular police training school. L'Ikmi graduation from the training school, the ofliccis were a-dyned t*. imer* sections throughout die city. No officer was pcrinjukiitly assigned lo any particular intersection. All summonses issued by the members of the divisirm were carefully studied and when an officer issued an unusual number, a survey was made of Inis assignment in an effort to learn whether the officer wa* properly )>cth>ruriuK 1us 36 Twenty-second Congress--National Safety Council duty. These surveys sometime* disclosed die fact that the officer was not capable of performing efficient duty at that intersection. If the fault was a serious one, the officer was transferred out of the division. If a minor one, the officer was as signed to a different intersection. Generally this shifting almut was successful in producing a higher grade of service. Further organization was effected hy dividing the city into districts with a lieu tenant in charge of each district, and subdivisions were made with a sergeant in charge of each subdivision. The lieutenant Is in full diarge of his district and must be familiar with traffic conditions and traffic officers in it. He must also investigate all complaints received from hut district Traffic officers must report all serious accidents at or near their assignment* and the probable causes for them. This is in addition to the regular report form. The report is investigated by the lieutenant of the district who must, in turn, report any negligence on the part of the officer. Members of tl*c division must also report all accidents in which they are involved wlxihcr on or off duty at* the end. It was impressed upon all members of tire division that the prevention of viola tions was a primary duty and the issuing of summonses or making arrests a sec ondary one. This lias led lo an improvement in traffic conditions with a resultant decrease in the number of summonses issued. It lias also created a more cordial re lationship between the motorist ami the traffic officers. * Tn the correction of motorists who leave then automobiles parked double, on cross walks, or too close to intersections, we have found that the only permanent deterrent has been the towing of the offender's automobile to a police garage. a. i / Traffic in Cities from 10,000 to 20,000 CAM- if'Vf*'1- , .- 2/ lAt ;,W,< By PAT HENRY // 3- / Chief of Police, Mankato, Minnesota The speaker said in part: Tn order that \vc may approach the subject intelli gently, it is necessary to understand not only the individuals, but their mental attitude toward regulations as well. People in larger cities are accustomed lo rules and regulations, made necessary by die congested population. But people living in smaller cities and rural sections have enjoyed a freedom unknown by large city dwellers and have been accustomed to the free use of their streets and highways. When it Ixrcame necessary for these smaller cities to adopt traffic ordinances and attempt to enforce them strictly, the country folks who had come in to patronize the merchants naturally resented it. The attitude of police officers was also re sented. as it was their nature to regartl violations of traffic ordinances in the same category with any ether criminal offense, and the driver vi an automobile is seldom a criminal and never recognizes himself as one. All of these things caused me to give serious thought and study to tite matter of traffic, and I came to the conclusion that it was not so much a question of enforcing law* as it was of educating the public. I found that a traffic officer in a small city by strict adherence to the law could do more to injure tile good name and business of the community than any one individual- I realize that the average traffic officer ol the >ina)t town accepts his position not as a regulator of traffic, but rather as a polkrm&ih One of the greatest Euutdicaps that the traffic officer in the small city or town has to overcome h tlx infringement oi these ruies hy bis personal friends, Street and Highway Traffic Section 37 and the friends of personal friends, and how to overcome tins thing was a great problem. I, therefore, requested the local press to permit me to give traffic talks through the medium of the press every Tuesday and Friday. On Tuesday I called attention to the accidents that had occurred over the week-end. pointing out just what mistakes drivers made which led to these accidents. On Friday i called attention to what miglit occur over the coming week-end and used words of caution so that all might profit by it. I then interested the school officials, faculties and parcnt-tcachcr association* in my work. I want to say here and now that I am deeply grateful to them for the able assistance which they gave me in educating the youth of otir schools and the people in general, and assisting me in creating the school patrol. The automobile club of our city was induced to finance the school patrol. While it was no grjat outlay of expense, it was the greatest investment that any like organization has ever made, for it has resulted in saving many of our scIkxjI chil dren from accidents, and I feel mighty proud to tell you today that since the inauguration of the school patrol in our city wc have not Irad one accident resulting in injury to our school children going to or coming from school. I then made it a practice to visit the schools and tatk to the children and en deavor to Impress upon them the various dangers to which they could expose tlxuiseives iti moments of carelessness, and in talking to these children I have >m|ressed them lliat the officers arc their friends; and I say this without any spirit of brag gadocio. but simply to pcint out what coming in contact with these children means. I am known to more children in niv home city today as "Pat" titan 1 am as "Chief of the Department." Wishing lo overcome misunderstandings of traffic rules and to impress on the surrounding community that the officers of our city and the business men as well had nothing but the most cordial feelings toward the people outside oi our city. I spoke to the different fatm ciubs and explained to them, not only the traffic regulations, but the necessity for such regulations. I have made this a part of my duty and have &|Joken to these various farm organization* within a radius of-twenty miles around the city of Mankato, and have been repaid a hundred-fold, for I liave found in the farmers and people of surrounding towns not only a willingness to co operate, but a desire to do so. I wanted them to know that the police department of Mankato, and particularly the traffic department, was their friend. To inspire courtesy on the part of drivers. I brought about what was known as the Courtesy Drivers Club. This was the issuing of free theatre tickets for acta of courtesy on the part of drivers toward pedestrians or oilier vehicles on our city streets. These tickets were donated by the theatres of our city. No driver knew when lie was being watched and did not know that he was the winner of a courtesy card until his name appeared in the press, and it was surprising to see the result* of this oe act alone. We are all human and wc love to win a prize, whether it It in a beauty show or a poker game. Realizing the inconvenience tliat might lx imposed upon visiting shopiwrs to our city, who were not familiar with our parking ordinances, and wishing to make their stay in uur city a pleasant one, we adopted uliat w* known as the guest card system. This per milted all shopper* from cut of town to jark their cars over the time limit m parking zones. By simply calling at the station they were given a sticker for their car, and it relieved the shopper of worry amt furtlxr necessity of to Twenty-second C vnyrcss--National Safety Council nwaving l<i& cat every hour, ami what was best of all. it scut the sliopper and vis itor away it* a happy iratm* of mind. Henceforth he was usually a man who wished to cooperate with the traffic department in observing all traffic regulation* in our city There is one thing that I wish to say, and I mention it because of the grave injustice which I feel lias been done to the women of our land. It would surprise Ute stronger sex it they were to look into this one particular phase to find that fewer accidents are caused by women drivers in proportion titan by men. I attribute this to the iact that as a rule women will observe traffic laws and while it may be claimed tliat in extreme emergencies they may not act as quickly as a man. yet they do dial which men fail to tk>. and tJutt is. they avoid the * occasion of emergencies by otaerving traffic rules and regulations. THURSDAY AFTERNOON SESSION October 5, 1933 The joint session with the Institute of Traffic Engineers was called to order by Lewis W. McIntyre, vice-president. Institute of Traffic Engineers, and vice-chairman. Street and Highway Traffic Section. National Safety Council, who presided. The Law of Negligence as Applied to Traffic Accidents By LLOYD F. RADER Assistant Professor of Civil Engineering, Brooklyn Polytechnic Institute, Brooklyn, N. Y, The speaker said m part: The following summary of the law of negligence as applied to traffic accidents ma> be made: A plaintifF in an action must show a duty imposed by law upon the defendant, a violation of that duty, and that this violation proximately caused the injury to the plaintiff. The plaintiff must prove negligence on the part of the defendant. It is not necessary to have eye-wtncsjcs of ati accident to establish negligence, but there must be some evidence indicating negligence in the circumstances surrounding the occurrence. Contributory negligence is generally a matter of defense, the burden of proving which is on the defendant. In some states, notably Illinois, the plaintiff must show that Ik was not guilty id contributor} negligence in order to recover. In order to bar a recovery, the contribumry negligence must liave l>ce a proximate cause of the injury. Usually, tlic violation of a statute or ordinance is priitia facte evidence oi negligence, hut this does no* prevent recovery when the proximate cause was tire negligence of another. Negligence must always Ik considered in connection with the care required of a prudent man under tie circtmt<*iu:e. AH travelers using a street or highway are required to observe ordinal} care to avoid inflicting Injuries on other travelers. The. rights of vehicle drivers and pedestrian* are ^espial and reciprocal under the common taw. . Some courts have held tliat an automobile driver must even exercise a greater caution in using a highway titan a pedestrian. All persons, whether vehicle drivers or pedestrians, must exercise a degree of care aud prudence measured by the care of a prudent man in like circumstance?. The measure of care required varies with the Street and Highway Traffic Section 39 circumstances, and it is usually a question of fact for the jury to determine whether the individual exercised due care measured by ibis rule. The general ruling with respect to the care to Ik exercised b> a guest in a motor vehicle allows the guest to rely upon a driver wltom he fxtlicves to he careful. The guest is not required to keep a lookout mm give warning, except rr. cases of rare emergencies, of danger known to him but unknown to the driver. A person may assume that others will exercise reasonable care to avoid injury to others, but if he sees others violating rules and not exercising reasonable tare, he is hound to look out for his own safety. The common law rules of the road have been superseded in many slates and municipalities by statutes, ordinances and police regulations. Iuick of uniformity in traffic laws and regulations ln caused much confusion. Tire National Conference on Street and Highway Safety has prepared the Uniform Vehicle Code and the Model Municipal Traffic Ordinattce for adoption by Mates and municipalities respectively for the purpose of making alt traffic laws ami regulations uniform. The laws of the road are not inflexible and one is charged with a duty to violate temporarily the rules in an emergency if necessary to escaiK dauucr to out's self or to prevent injury to others. Furthermore. ti*e observance of traffic rules docs not in itself prove a person free from negligence. The courts hold that driving at immoderate speed may constitute negligence. Of tlie methods in use for prescribing speed regulations, the inctlwd prescrtlied in the Uniform Vehicle Code requiting a reasonable and prudent sjiecd considering the condition, the conjunction with printtt facie limits, is considered to Ik- enforceable and is satisfactory legally m providing protection to parties injured in accidents utiere unreasonable spec*! was a factor. The courts have held tliat at an uncontrolled intersection the vehicle arriving fit -.t at the intersection is given the right of way, and tliat the vehicle on the right ha* tlic riglit of way if the vehicles arrive simultaneously. The common law gives vehicles and pedestrians equal rights on the highway.1! at all points. Many ordinances have changed the common law rule so that pedestrians are given tiK right of way at all crosswalks at uncontrolled intersections, and so that pedestrians must yield the right of way to vehicles between intersections. When vehicular traffic is heavy, it is difficult for pedestrians to assert their rights at cross walks, and physical protection by means of traffic signals and officers ta necessary. Rotary intersections do not provide adequate physical protection to jicdcstriaus wlteti vehicular traffic is heavy. Pedestrians are given the right of way over vehicles on the green, nr "Go," signal at controlled intersections. Regulations pet milting; turning of vehicle* on the red signal reduce physical protection to pedestrians even it they have tlic right of way Traffic control signal practice in some chic;, provides for pedestrians-clearance inter vals for the protection of pedestrians. A pedestrian at the time of his injury at a |M>int other than on a crosswalk in violation of ati ordinance has been held guilty of contributory negligence, but not necessarily non-suited in an action for damages against an automobile driver. Emergency vehicles are given the right of way over all vehicle* and permission to exceed legal speeds when proceeding to an emergency, hot their drivers are required to exercise due care for the safety of others. Ordinances ordinarily require emer gency vehicles to be operated in accordance with traffic rules and regulations when not answering a call for service. Tlic majority ruling is tliat the city cannot be held liable for the negligent a*ts 40 Twenty-second Congress--National Safety Council of its offerer* if tl>e offerers are engaged in a governmental function. Many authori ties believe this rule should he changed, by legislation if necessary, so as to spread burdens caused by accidents over tJic community rather than let them rest on an innocent victim. Report of Committee on Traffic Engineering ^ * By lewis w. mcintyre ' city Traffic Engineer, Pittsburgh, Pa. Tlic 5|>eakcT said in (art: It is believed that the fundamental subject oi "Acci dent Analysis and Its Application" should he treated in a manner that will be readily understood by any layman. A strictly technical presentation oi the subject would limit its jwaetkml use to the relatively few experienced traffic men. On the other hand, setting up the subject front on elementary beginning right through to the technical phase will make material available for use by many times the mindicr of present technical men employed in traffic work. This accottnts for the subsequent treatment of tl>c subject in this report. The purpose of accident analysts Is to provide live l#a$is tor a balanced program of traffic accident reduction through: 1 The promotion of a better understanding of traffic accident prevention work by bringing out the facts about traffic accident causes, and hence the enlistment of public and official support tor an accident prevention program. 2. The promotion of more ami better traffic accideut repoxts. 3. The development of forms for statistics on accidents which show to what ex tent the driver, the vehicle, the pedestrian, the location, the traffic regulation, etc. are responsible 4. The establishment of an engineering program commensurate with the size and character of the accident problem. 5. The correlation >I enforcement activities with accident causes and high acci dent locations. 6. 'The indication of the fundamentals of child and adult educational work. 7. Proper motor -vehicle legislation (revised and new, both local and state). To properly jrttidy accidents, use must be made of such information as is avail able concerning accidents which liave already happened. Such information must be obtained from accident reports, and the source* of such accident reports are as follow*: l. Police accident reports, whkh may be particularly complete if made iij>cm forms substantially similar to the Standard Report Forms recommended by the National Safety Council: 2. Operators' accident reports, whidi. to ?>c complete, demand the passage of state laws and local ordinances requiring each operator in volved in an accident to submit a detailed report on a form provided; 3. Coroners' records, especially useful m checking fatal accident causes; 4. Health departments,. which sometimes have considerable accident data; 5. Insurance companies, pruvsding the insurance connwity can be com ioced tliat tlic information will he kept absolutely confidential; 6. Automobile clubs, newspapers ami interested individuals. In the clarification and reporting: of accidents, the following items and pro cedure* are valuable: Monthly umi annual accident summarirsz The tally form and summary form Street and Hit/htoay Traffic Section 41 prepared by the National Safety Council, as the result of much consideration and experience, are especially recommended. Analysis of the statistic* in summary form should be made monthly, semiannually, and annually, and a report prepared bringing out the salient features of the accident situation. It is excellent material for news paper stories and campaigns to inform the citizens of the actual accident situation. In the monthly summary, separate and summarize all accidents involving vehicle* only, adult pedestrians only, and child pedestrians only; then combine these into the final summary. A monthly accident curve chart is also advisable. Also, a grajdiical record or trend curve showing by months the cumulative totals from the first of the year as compared with previous years, is al*o desirable Accident spot map: A spot map should be kept up to date so as to keep atten tion continually directed to bad accident locations. Special spot maps may be pre pared to bring out special information, such as child pedestrian accidents, commer cial vehicle accidents, etc. Drii'cr record: When the spotting oi reports on the map lias been completed, a driver record card should be made out. This driver record enables compilation and study ot those drivers having frequent accidents, >o that appropriate legal steps may be taken to weed out accident-prone and incompetent drivers. The card should contain all necessary information, also a record number *o that reference to the actual accident report may hr readily made. Accident location file: Accideut reports should be filed according to location, namely, at or between intersections (sec Puldic Safety Memo No. 40). Any inter section or particular location where five or more accidents have occurred should have a separate index or folder. Any street along which more than twenty acci dents have- occurred should lie so subdivided, so that no folder will contain more than fifteen reports. .dciidenf cfuhw/sDJi: The spot map may sometimes give an important accident picture, certain locations ap)>earuig bad but the majority of accidents being only minor m character. This is particularly true when police reports are used. Some method of evaluating reports is therefore suggested- This may be done on a basis of prop erty damage reported, assigning personal injury and fatalities an arbitrary money valuation. Under the general heading of "Application of Accident Analysis." the throe gen eral divisions, engineering, enforcement and education arc to be considered. The first application of detail accident records is tu the study of high accident intersections or high accident areas between intersections, through the preparation of collision ami condition diagrams. (The method of preparing these diagrams is given in Public Safety Memo Sc. til.) Such diagrams depict accident* and furnish a summarized accident picture for a given period, liy revealing a jutnilanty in cir cumstances of accidents, they are Invaluable in pointing out possible remedial measure*. They cannot, however, always be depended upon to give trie true accident picture, if the diagram Incomes too complicated for an accurate picture, if tlic acci dent reports are not properly interpreted, or if die accident ieporta Jo not give all necessary details ami circumstances pertaining to cadi accident. It is important that rejKirts be complete. It is. usually necessary to supplement information con tained on the accident report by field e.\<uiimation or other study, such as traffic volume counts, speed checks, etc. Entire depemlanre diould not be placed on accident records to bring out hazardous locations, inasmuch as many accidents may not be reported Citizens' complaints could receive detailed investigation and be correlated with the accident record. An 42 Twenty-second Congress-National Safety Council other effective method of finding hazards is by dividing the area in question into districts. Competent observers should ride over every thoroughfare in this district with particular attention being' made to the manner in which it is necessary to drive in order lo be safe. Improvements will then suggest themselves. In practice, these should be cltcckcd with the accident record ami subsequent factual study made when necessary. It is important that all serious accidents, certainly all fatalities, should receive immediate field investigation by a jrolice accident investigation squad. This should not result merely in a filling out of reports which may be filed and little attention be given to analyses. The engineering field investigation should be made at the same time of day and under similar conditions as prevailed at time of accident. lu many cases, particularly where areas other tlian intersections are being con sidered, a tabulation of accident types may be found more useful than collision diagrams. This is especially true where the accidents at any one specific location may he too few for a collision diagram to bring out the predominant type. In determining how many accident reports should be on hand, or what severity should be evident before an analysis is made, there may be considerable difference of opinion. Certainly, locations having ten or more accidents hi one year should be specially investigated. The efforts of tlie staff should not be dissipated by inves tigating minor accidents when there arc still major accidents uninvestigated. A study of accident records is extremely useful in making the enforcement piocedurc more effective, as follows: 1. Tl record of high accident locations can lie correlated with past motor vehicle law' enforcement activities at lire same location; that is. arrests, type oi convictions, fines, etc. Adequate correlation, ot course, demands also adequate police record* of arrest* and fines. 2. Accident causes can lie correlated with violations for which motorists have been uiHit (,'hcuded. 3. Future enforcement activities can be guided hy the accident information by: fa) establishment of motorcycle route with accompanying accident charts; (b) es tablishing necessary locations for fixed post traffic officers; (c) preparing accident charts for route patrolmen. 4. Informing the police officers to concentrate on these violations winch have caused accidents during tlie preceding year. An organized accident analysis procedure includes the formulation of a campaign of education, directed toward sjrecific bad driving or walking habits rather than mere generalization. It enables: 1. A comparison between the amount of educational effort being extended to a definite age group and the accident experience in that age grout*. 2. The concentration of safety education on these pedestrian age groups cjqiericncwtg the highest accident frequency. If the accident frequency is high for children of pre school age, it is obvious flat the educational effort must reach into tlie home. If, on tlie contrary, those of school age are having the highest accident frequency of the age group, here, too. concentrated educational efforts arc possible. 3. Tins comparison of tlie accident history of different residential districts with tlie amount of safety education taught and made available in cadi. ' 4. Development of motorist educational material according to the residence of operators experiencing the majority of accidents. 5. The development and maintenance of the safety educational work in accord ance with the varying monthly accident experience. Street and Hiohway Traffic Section 43 Effect of Serialization on Motor Vehicle Accident 'ifN'S X./-JN./A c, ' Experience By ARNOLD H. VEY Traffic ^XSngincer, Department of Motor Vehicles, State of New Jersey The speaker said in part: I shall briefij review here tlie results of three studies of the usefulness of signals in the prevention ot traffic accidents, as made in three different sections of the country. The first and the most extensive study was made by the National Safety Council in 22 cities throughout the country, including Chicago, Detroit, St. Louis. Buffalo and Baltimore; this study included 354 inter sections and was based on accident statistics, in some eases for more than a year before and a year after signalizatiou. Tin: next study was nude In the traffic engineering department uf the city of Philadelphia, embracing 190 crossings. The third study was made in tlie city of Trenton, New Jersey, which covers 55 crossings. In tlie case of the National Safety Council survey. 62 per cent 1 tire intersections had a decrease after signals were installed, while 38 per cent had an increase. As a whole, accidents decreased at the 354 intersections after installation of sig'ml* by slightly more than 20 per cent, or a reduction ot one out of five accidents. In the Philadelphia survey. 54 per cent of tlie intersections sivowed a decrease and 34 per cent an increase, while 12 per cent had no change in accident experience.. The general decrease in this Philadelphia survey was 15.5 per cent after signalization tor the 190 intersections, or a ratio of one out of slightly more than six accidents. The Tteuton survey showed somewhat similar results; namely. 56 per cent of the intersections showed a decrease. 29 per cent an increase and 15 per cent no change. There was a general reduction ol 28 per cent in accident* at the 55 intersections studied, or again expressing this jicrcciitage in ratio, one out of nearly tour accident* was prevented by the installation of signals. An interesting comparison is found In the Philadelphia and Trenton surveys hy grouping the accidents into three classes according to their frequency. Those inter sections which had three or less accidents the year before signals were Installed, in the Philadelphia survey showed a general increase of 30 per cent, while the Trenton survey showed a general increase of 70 per cent Those intersections that Itad four to five accidents before signalization. in the Philadelphia survey showed a general decrease of 23 per cent, while the Trenton survey >howcd a general decrease of 19 per cent. Those Intersections which had five or more accidents before signal***tion. in the Philadelphia survey showed a general decrease of 20 per cent, and m the `Trenton survey a general decrease of 49 iwt" cent This analysis indicates that those intersection* which had the least accident fre quency, ranging from nothing to three accidents the year before signals were installed, showed a greater accident experience aftei the installation of signals In other words, instead of the traffic control signals causing a decrease in accidents, there was a deckled increase. A review of these accident statistics indicates that the traffic control signals had a decided curtailing effect upon collisions between vehicle* approaching at right angles. For example, the Philadelphia survey indicates a 51 per cent reduction in this type ot collision for the year after signals were installed compared with the previous year In the case of the Trenton survey, there was an even greater reduction, namely. 62 per cent, or an average reduction for each ot the two studies of 56 per cent. In the case of the rear end collision type of accident, it was found that there was u Tiwiitysecoud Congress---.National Safety Council an increase of 46 per cent tor the Philadelphia survey, while in the Trenton survey there was no change, there being 26 accidents of this type either year. Under the classification oi pedestrian accidents, the Philadelphia survey showed a decrease of 4 per cent after signals were installed, while in the case of the Trenton survey there was an increase of 24 per cent, or an average decrease of 3 per cent. Undcr the classification "Alt other accidents" there was a 34 j>er cent decrease for the Philadelphia survey and a 42 per cent increase lor the Trenton survey. The Trenton survey also showed a 52 per cent increase in collisions between vehicles approaching in opposite directions where otic vehicle, was making a left turn, ami also an increase in head-on collisions. . In general, also, it was found by the*e surveys that traffic control signals perform a greater function and are far more useful at intersections having higher traffic volumes, not only from a standpoint of more properly regulating tile flow of traffic at Uie crossings, hut also in preventing accidents. A further analysis showed that inter sections which had ar- average hourly volume of traffic of 000 vehicles or more in all cases cx|crinced a decrease in accidents after the installation of signals. 'I he National Safety Council survey compared the average percentage reduction for intersections located in different types of districts. This analysis indicated that with oilier tilings being equal, the chances oi a good accident reduction following the installation of signals arc better in the Wst residential districts, where there are fewer pedestrian*, a more uniform traffic flow, and wide streets In industrial and poor residential districts having numerous pedestrians, irregular traffic and narrow streets, the possibility of a Urge reduction iu accidents is not great. A further analysis by the Council indicated a greater effect following the installation of signals at simple intersection* than at the more complicated ones. Report of Committee on Hcadlighting ,-uv^/, - By R. N. FAI.GE Research Engineer, Guide Lamp Corporation, Anderson, Ind. The speaker said hi part: It appears tlut under laboratory conditions--a driver with normal eyesight looking through a clean windshield on a clear, dry night-- about 5.000 candle power is required to reveal a liglit colored object one fa*t wide and three feet high- Under similar mvoisMe conditions, about 25.000 candle jKWver is needed tu reveal a dark coloicd object. Under advert conditions. wet or flirty windshield, defective eyesight, facing oncoming headlights, etc, the- required value must he several times greater. Front this, it appears that tivere tire many conditions cvjicrirnccd in ordinary have! when at least 50,000 candle power is needed to sJx>w up obstacles at a safe distance ahead. To compensate for losses due to depreciation, wet and dirty lenses, low voltage, etc., the desired value must lie at least 100,000 caudle power. Obstacles arc most frequently located directly ahead at the level of the headlamp center. Tills is the direction which the maximum intensity must take to serve to best advantage. To provide adequate foreground vUuimnation, slimv the way around turns, and reveal obstacles on upgrades, the intensity must shade off downwardly, well to cither side, ami upwardly. White such a beam serves admirably when the driver has the road to himself, it is not at all suitable for use when meeting another vehicle. At close range, both drivers would he Minded and its purpose would be delcated. To avoid dansei.ms gbue, the intensity dhected into the exes of others Street and Wghuwy Traffic Serfion 45 must be relatively low- For this condition. an entirely different type *?{ beam \% needed. In actual practice, cars traveling at relatively high speed over dark country high ways slow up very little upon meeting an occasional vehicle. Consequently, it is just as necessary to see obstacles and turns at a distance: of 500 tcet as wlicn the driver has the road to himself. However, the light need not all come from ones own headlamps. The oncoming headlamps help a good deal iu lighting the way. Also, the need for distant visibility is confuted very largely to the right side of the road. The beam best suited tor this purpose is one aimed low on the left, to keep the high intensity below the other driver's eyes ami high on the right, preferably with added intensity on that side, to reach well ahead and cut through the glare from approaching headlights. Occasional glare when meeting on right tutus is much mote than offset by the added visibility on the right at nil times. A third beam, aimed low alt the way across the road, serves nicely for continuous use with minimum glare liazards on lighted streets and highways and in medium to heavy traffic when speeds arc low and other headlamps help tu light the way. Parkinglamps should never be used alone when the car is m motion. These are the considerations which lead to the development and introduction of three and four beam headlamps as standard equipment on half a dozen well known makes of ears during the past year. The automotive dmtry 3ms been very active in determining safe lighting re quirements and sup, j - equipment to meet them. It has cooperated with interested technical societies and state enforcement organizations in establishing the funda mental requirements underlying good hcadlighting. It has developed and produced headlamps capable of meeting these requirements That there has been no corresponding degree of improvement on our roads at night -is due to the face that other pliascs of the problem have not received the same careful attention. It is not enough to provide headlamps capable of producing satisfactory results in service, it is essential also that the headlamps be properly serviced and used. While important developments in production, service, and legislative field*, arc getting under way. wc should be paving the way for an educational campaign de signed to encourage proper adjustment and usage in states wltcre the multiple beam practice is approved. A consideration which has scrioMsly interfered wills activity along this line in the past is tle danger of criticism ami confusion in single beam states. These difficulties would be avoided, of course, if we could all agree pro mote the one practice. prom the. foregoing it appears that an essential requirement m bringing id tout the essential and lasting improvements in lieadUghting conditions throughout the country is the adoption of a practice acceptable to the motoring public ami the full cooperation, of all interests involved <n putting it aero**. Should any mu- of these interests fail to do ns part or go off on a tangent, the efforts oi all utbe-ss are rendered ineffective. In view of its wide contact with public officials, safety organizations, and other* interested, tire National Safety Council apjteurs to be in an excellent position to cooperate in bringing about a better general understanding of the hcadlighting problem and in writing up these interests to proper advantage. A summary oi the points outlined in this paper ri as follows: 4f, Twenty-second Congress--National Safety Council 1. The function of headlighting 15 to reveal objects at a safe distance alieadL 2. Modern operating condition:- frequently require a visibility distance of at least 500 feet for safety. 3. At least 50.000 candle power is needed to insure this visibility distance. 4. Any beam which projects light high enough to slxnv up obstacles 500 feet ahead, must glare if used when meeting other cars. 5. Two-beam headlamps now available on more than 75 per cent of all the cars on the road, provide a second beam aimed lour enough tv u-.oid glare m parsing. 6. Three and four beam headlamps recently introduced on several makes of cars, provide a third meeting beam aimed low on Hie left to avoid glare and high ou the right to provide distance visibility. 7. The following arc the three major headltghting difficulties: (a) laws specify the obsolete single-beam practice and arc not being enforced; (b) headlamps are not correctly adjusted because adequate service facilities arc lacking; (c) motorists arc not using the lower beam for passing because of the confused legal situation and the lack oi an educational program as to usage. The following recommendations are made by this committee: 1. That the multiple-beam practice, sponsored by the Illuminating Engineering Society ami the Society of Automotive Engineers in their 15>33 specifications, be rccogniired by the National Safety Council as providing the type ol hcadlighting re quired for safety 2. That die Council advocate adoption of a multiple-beam practice in the Uniform Vehicle Code and in the laws of all states together with adequate enforcement: that in doing so it discourage tite inclusion of current technical specifications in statute laws. 3. Tliat the Conned conduct au intensive educational cat|>atgn to impress upon motorists tltc need for maintaining headlamps, in correct adjustment and for tiding the meeting l**am when passsn.it other vehicles. Parking Problems at Secondary Schools - By E` B- LBFFKRT8 Manager, Public Safety Department, Automobile Club of Southern California, Los Angeles The speaker said in part: The-automobile parking problems that exist at secondary schools, commonly termed high schools, are comparatively similar to those found wherever there is a like concentration of people and vehicles. It can be slated with certainty that there arc few school traffic problems that are not aggravated and made more complex by uncontrolled curb parking. A brief outline of curb parking problems may be given as follows: One evil is the moral hazard. Allowing students absolute freedom to sit in their cars during the luncheon or oilier school liners often invites contact with unsuitable types of i*?r*on* and the formation of undesirable social relationships. The presence of student cars closely parked in front of property nearly every day not only gives it an unsightly api>earancc. but in llte event it is residential property, removes to some degree the privacy and quietude to which the icsidents are entitled The parked vehicles are an inconvenience and accident Itazard to the owner of tlie profierty and to his guests. The attractiveness of the locality us a residential district is. decreased and consequently tltere is a depreciation of property values. Street and Highway Traffic Section 47 Uncontrolled parking at schools is immd to have its, influence in thievery 01 pilfer age. Vehicles parked at random about school grounds are attractive to Unit repugnant type of person who makes a vocation of pilfering articles of value and of removing parts from the vehicles themselves. All these problems, namely, vehicular congestion ami accident hazards, moral hazards, depreciation of proi*crtv adjacent to school grounds, ami pilferage constitute perplexing questions associated with uncontrolled curb parking at secondary schools and are tiiose problems that have in recent years justly warranted attention by the authorities. 'These agencies have leen active and there now are in oj*crati in the locality of the writer various plans to handle the problem induced by them. Off-Street Parking; This is being ejected by utilizing vacant |K>rtioits of the school ground* as storage space for student ami faculty cars, and is proving a satis factory solution of the problem In some eases, where there is not adequate spate on the school premises, vacant property near the school has been rented Designated Curb Parking: Where off-thc-strcct parking space is not available, another plan require* that students park their cars in front of improved lots only, instead of in front of apartment houses, residences and other buildings. Each student is required to fill out an automobile registration blank at the beginning of each school semester, ami at this time he receives a nap of the streets and lots contiguous to school property on which are shown the restricted parking areas Utilization of School Safety Committee: While the above suggestions meet only a part of the problems previously outlined, a supplementary plan utilize* a sub-com mittee of the school safety committee by having designated members of the committee patrol the premises during the school day. The*e students generally i-atr.,1 during tlte hour that normally would be tltcir study period in order that tltey will not miss any regular classes. It should not be inferred, however. tliat utilization of the ycluvil safety committee to patrol the school premises is limited to attacking the moral and pilferage hazards only, because when properly organized it results in safeguarding jtroperty and also in enforcing adtool parking requirements The members of t!tc committee greatly assist in the prevention of loitering. It is concluded from this analyzation that controlled parking is highly desired at secondary schools. It further is concluded ibat in the planning and building of future schools the problem of parking automobiles should !sc considered ami provision made tor off-street parking. From the plans described for vehicular control at schools, it is evident that the utilization of the safety committee is more desirable and can be employed effectively by schools having sufficient vacant area on tl*c grounds to store student automobiles, as well as- in cases where there is not sufficient storage space ou the grounds but the use of vacant iicojierty has been obtained near the school where student* may park their cars. At those schools where oft-street parking in any form cannot ls acquired, and the designated curb parking plan must he used, it also has proved Ittneficlal. ^ -- - ^ .+ ,, -f- f-f ~ .,F,R-IDAY MORNING SESSION c October 6, 1933 The session was opened by Harold G. Hoffman, Commissioner of Motor Vehicles. Trenton, N. J.. who provided. The meeting was devoted to a discussion of General Traffic Problems. ,i/. ' '< 48 ; r Twenty-second Congress--National Safety Council i / i r refee-' Az/2.^- Report of Committee on Pedestrian Problems - By MAXWELL N. HALSEY Traffic 'Engineer, National Bureau of Casualty & Surety Underwriters, New York City Tlx* speaker said in pari; The seriousness of the i*ede$ir:au accident problem is imlkatcd by the following figures for 1932: (1) There were 280,000 auto-pedestrian collision accident*; (2) 30,500 jiedestrians were killed; (3 ) 282,000 pedestrians were injured. The Committee, therefore, recommends that mure efforts be spent ou preventing pedestrian accidents. The relative seriousness of the pedestrian problem compared to the automobile passenger problem is shown by tl>c following: (1) 46.8 per cent of ad people killed in automobile accidents were pedestrians; (2) 71,2 per cent of ull people injured in automobile accident* were pedestrians. The Committee recommends that of all the amount of time ami money available tor accident prevention work, a greater proportional amount he spent on pedestrians. The monthly variation of pedestrian accident*- is shown by the following (1) The rates of deaths per auto-pede3triau collision are 25 per cent greater in the fis st and last quarters of tlw >ear than in the second ami third quarters; (2) In October 40.6 per cent of all personal injury accidents involved jicdestrians: (3) In January. Febru ary, November and December auto-pedestrian collision accidents produced more than 50 pci cent of the auto deaths The Committee recommends tlvat pedestrian accident prevention methods lx* in creased during the first atxl last quarters of the year, particularly during October. Emphasis on better lighting ami reduced speed is believed necessary. The age variation in jiedcstrirm accidents is shown by the following: Cl) The rate o! the 04 age group per non-fatal injury resulting from auto-pcdcstrian collisions was 1.1 |>cr cent worse than the average of all ages, but 64.6 per cent worse than the 5-14 age group; (2) the 5-14 age group was 38.6 per cent 1letter than the average; (3) the 15-64 age grout) was 2.2 better tlian the average; (4) the 65 and over age group was 2656 worse than the average. The Committee recommends concentration <m the 0-4 age group ami the 65 and over age group, ami a seasonal concentration on those under 14 years of age during the summer ai*d those over IS during the winter. The actions of pedestrian* involved In accidents may lie traced as follows: (1) At intersections. 32.3 per cent of the accidents and 216 per cetit of the deaths; (2) be tween intersection#. 28.1 (Xi cent of the accidents, and 30.8 per cent of the death*; <3) walking on roadways. 3 5 icr cent of tlve accidents, and 15 6 tier cetit nf the deaths. The Committee recommend* concentration on: (1) Walking on roadway: (2) working m toadway. (3) getting on ami oft vehicles Other than street cars; 14) crossing diagonally: (5) riding or hitching on vehicles; (6) ctossing between inter section*; and (7.1 crossing against signals. The Committee also recommends concentration on the pedestrian problem during dti>k and darkness. Street amt Higlneay Traffic Section 49 T3f Education of Pedestrian* The fallowing; detailed program n* recommended for the education of child group*, jrarticalarly pre-srhool groups ami the group of 65 years and over. ' In pre-sdtool groups the following ts recommended: Parents--Supervision of and counsel* with child. Solicit aid of other children in family. Utilize play ground* and the back >ard or vacant lot. Churches--All sects (Sunday Schools) correlation of religions instruction with highway safety rules and practice*. Kindergartens--(Public aud private) Oral and written iuvtiuction by tcaclu-rs. Parent Teacher Associations and Mothers1 Clubs--Through periodic talks, distribu tion oi primed material to parents. risitmg Nurse Agencies--Counsel with parents and distribution of printed matcriul. For adult groups, middle-aged am! aged and general, the following arc recom mended : W-tcspufers--Periodic releases on current accident facts.. Cartoon* of various tyjcs. Stories and photon of accident* ami investigations. Essay contests. Articles on re fpective rights ami responsibilities of motorists and pedestrians; use of traffic signals, crosswalks, etc. Radio--Daily or weekly broadcast* on review of current accidents, timely safety hints, seasonal liazards. unusual accidents Special periodic broadcasts by judges, police chiefs, other officials, dramatized accident prevention activities. Special broad casts of traffic coin t proceeding*. Contests of various kinds. Special filler? for use by announcers. Billboards and pasters-- Secure cooperation of local hillhtoaid advertising coin panics in using billlxards for educational material. National Safety Council street posters Posters on front, rear aud inside of trolley and elevated railway cars. Posters inside and out of buses, outside on commercial vehicles. Use in all passenger aud freight subway ami terminal stations. Filling stations, garages, automobile sales rooms, factories and retail stores and similar establishments Cith'vrsitv erlension--Kveninpr and continuation school classes. Distribution of ma terial and poster display*. Periodic talks by uniformed police officers. <7roup meetings of service clubs--Fraternal and sexual organizations, Special rallies of citizens. Periodic safety talks and the distribution oi material. Einpfoyrrs-cinpltiyces Meetings--fa) Commercial vehicle drivers fb) Industrial employees- (c) Retail store employees, (d) Accident prevention articles in house organs. Motion picture iheaiics--(a) Use of slides carrying slogans, sjxrcial hazards and oilier appeals, (b) Occaskmal run of photos of unusual accident investigations and disiKg.ition*. fc) Short trailers by local theatres or. special problems, (d) Sj>t*ctal programs on Saturday morning for children, (e) Contest to reveal safe drivers and pedestrians with free tickets to winners. Slides showing winners, etc. Churches-- Periodic correlation of accident prevention material with sermons. Spe cial announcements relative to serious local problems. Educational material in weekly bulletins, slogan*, etc. on bulletin boards inside and out. Casualty and Life Insurance Companies--Issue pedestrian safety lutnpklrts to assured Correlate pedestrian educational material with advertising. issue pedestrian safety posters. Arrange for engineers, inspectors, cUim adjusters, etc... to propagate pedestrian safety education. 50 j .1 tiiiy-.M'i :>n<! Coiqtrcss--National Safety Council 5--'v_0 - KSLJ . -- *-' o, Traffic Signal Control of Pedestrians The Committee recommends that special pedestrian lights I>e used to show the pedestrian "go" and '`change'' periods. Also that a special pedestrian period of red and yellow be shown in all directions simultaneously, to be used, however, only at heavy pedestrian intersections. "T*` intersections, rotary traffic circles, or when vehicular turning movements arc heavy. The following points are recommended by the committee for any pedestrian installa tion . . I If there is not enough vehicular traffic to wai rant > signals alone, (a) the signal should lx: automatically turned ou and off so as to be on only during the time when the chief pedestrian Hows exist: or (b) pedestrian push buttons should be used; or (cl traffic actuated signals should be used. 2. If vehicular volume alone warrants signals, (a) changes in period or cycle length to provide adequate lime for pedestrians to cross should be automatically provided during the tttave of day when they are needed; or (b) pedestrian push but tons should lx? used. Auxiliary devices, such as the use of bells, busters, or whistles arc not recom mended, since it i believed that they do not add much to effectiveness and cause a disturbance and distraction in excess of their value. The following auxiliary signs are believed to be of material assistance to signals: 1. Signs on safety islands urging pedestrians to cross the street on the "go" signal; 2. At the time of installation, signs explaining the meaning and operation of the signals: 3. Where signals arc not hi operation c*mtimiously, signs slating the hours of operation. Legal Side of the Pedestrian Problem Tin? Committee recommends the following legal steps to improve pedestrian safety: 1. The M*ctu*is of tlie Model Municipal Traffic Ordinance respecting pedestrians ritoulri lie t*a**cd by nil municipalities. 2. The ordinance should be passed requiring- pedestrians to cross streets only in crosswalks, mid-block crossing should he prohibited unless painted or tnarked cross walks are provided. 3. States should pass laws requiring pedestrians to walk on the left side of the road facing traffic. 4. CtxifkkTaiH*! should lie given to laws punishing pedestrians fur dtsolicdiencc i1k above This might take live form of fines, the relinquishing of certain rights in civil act**** resulting from accidents, or some other method. 5 Special courideratum should "be given to public education of the enforcement ui these laws. .iD/QVRXMEXT TWENTY-SECOND ANNUAL SAFETY CONCKhSS NATIONAL SAFETY COUNCIL Child Education Section . Officers 1932-33 Chairman--Dm. Thomas W. Gnsi.ixc. Superintendent of Schools. Akron, O. Vice-Chairman--W. H. Bristow. Department of Public Instruction. Harrisburg, Tklfoho. National Safety Council. Xcw York City. WEDNESDAY AFTERNOON SESSION fJf October 4, 1933 _ (t 5 < '} , ot>7 The session devoted to a business meeting of the Child Education. Section was called to order by General Chairman Doctor Tfiomas \V. Gosling, wlu presided. Miss Marian Telford sr\ed as secretary-. The importance of the Standard Accident Report card and Summary Sheet was discussed at length. Dr. Charles J. Prohaska. chairman of the Statistics Committee of the Section, commented on the value of child accident statistics in the development of school safety programs and reported on a practical difficulty sometimes encountered in attempts to extend the use of the reporting system. Some school officials fail to see the value c student accident statistics awl feel that the collection of this data docs little more than ricrease the clerical work of the school department. Miss Mary May Wyman, supervisor of health and safety, Louisville. explained the manner in which data on cfiild accidents is collected in Louisville and the extensive use made ot it. Dr. Sherrard. associate superintendent of schools, Pittsburgh, reporter! that the use of accident report cards and summary sheets in the schools of that city had resulted in the appointment of a building inspector for the public schools. The mem bers of the Section agreed tlwt an adequate reporting of accidents is a fundamental part of a safety program. Efforts to increase tlie collection of data chi accidents to school children will be continued Dr. Herbert J. Stack, chairman cf the Secondary School Committee, reported on tlie work he is doing with Dr. Ireland of the New Jersey Department of Public In struction, through county conferences of superintendents, to l>c followed by meetings of principals and teachers. The presentation of the safety problem at these meetings is to be followed by tlie development of courses of study. Dr. Stack emphafuvd the importance of safety materials in state courses of study (in the state health course, foe example, as in New Jersey) ^*1 of reaching the students in {rather training institutions. The county conference plan Ot stimulating safety activities was recom mended to other states- It was pointed out, hoes ever, that this plau may require con siderable help from outside the schools anil may not make adequate allowance for the differences between rural and city areas in many states. It war. argued that in every plan of activities an effort should be made to reach the uormal schools. 51 52 Tict'Htx-sccoiui C(fu(jrcss--\Nationo! Safety Council Methods of seeming reports on safety activities from the members of the section were considered at length. It was suggested that officers and members might well be invited to prepare special reports or articles for Safety Lducathu Mapazint oi an informal bulletin to be prepared especially for members. Miss Florence Nelson, editor of the magazine. expressed her interest in new material. legislation requiring safety instruction was warmly discussed Dr. Gosling and Mr. A. W- Whitney took the position that curriculum making by immlormcd legis lators was undcsii able. Dr. Prohaska said that live legal requirement for health and ssiefty teaching saved the twogram in Connecticut. He pointed out that both art and music. neither protected by legislation, were discontinued in many scltools in the state in the interest of economy. Miss Telford commented on the unsatisfactory programs being developed where a law specifics the teaching of only one phase of safety, fire prevention or highway safety, for example. It was suggested that the Section should take a general stand against attempts to legislate safety into the schools but, where legislation seems inevitable, should recommend a general all-inclusive law. The secre tary was instructed to make a study of existing legislation on safety education anil prepare a bulletin on the subject tor members. Mr. Whittiey made an interesting announcement on tl*e researches tit accidents in athletics ami other fields *poosored by the fellowships of the National Bureau of Casualty and Surety Underwriter?. Captain Fred Mills commented on the safetv program of the Hoy Scout* and Miss Olive McCormick on similar activities among Girl Sc<*tii*. . New Section Officers Docur Tl**ma* W. Gosling. Superintendent of Schools. Akron, Ohio was re elected to wTvc as General Chairman of the Child Education Section through |033- 1034 Other officer* were later apix*mted as follows: Vice-Chairman-- William H. Bristow. Slate Dept, of Public Instruction. Harrisburg. Pa ^ Secret***--Marian Trived. Education Division. XSC. New ^ ork City. Chairman r***ram n> W. Godins. Superintendon oi' Schu.K \kri. O ( ha,'mac 'fair li-lfe Walter 1J. Cockinir. Coroninuinner of Education. Slate t*l 1 tiu*c-*>re. XkJnitlc. Tcun. ^ i'hatrman .Mit*ti7x (Vun*i//.v--Mary May Wyman. Public Schools. Louisville. Ky. C "JiaH'Ma* JMwentary Committee--H- Louise Cottrell, Stockton School. Kart Orjmrr. N. ). __ SVr<Wa;, C-w*ttitee-- Francis L Bacon. Evanston Township High Sdirntl. iinmtun. 111. WEDNESDAY AFTERNOON SESSION October 4, 1933 The session war devoted to a Demountratton of Child Safety Activities at School, presented hv various divifious >i Girl Scout troops and Boy Scout troops, the features taking place m ibe Eighth Street Theatre. The following were responsible for tlw development oi this interesting program: Doctor Charles Lttnak. Associate Superintendent rf the Chicago School*, and Miss Kathryn Galvin of the I-oucU C77rf Education Section 53 School-;; Captain Fred Milts of the Boy Scout* of Amcrie.i. New York City, and Mr. Hallen, a Chicago Boy Scout leader; and Miss Olive McCormick of the Girl Scouts, New' York City, and Miss Eli2abetSi Muudic and Mis* ChidUuv t ilie Chicago Branch of the Girl Scouts. Ushers for the meeting were provided 5y Mr. Paul CHosted. Assistant Safety Director of the Chicago Motor Club. THURSDAY MORNING SESSION October 5, 1933 The session was devoted to a panel discussion of the subject "Who sltouki a^umc the responsibility for teaching young people how to driver" !'. C Lym-li. manager, Kansas City Safety Council, piesklctl over tl>c session ami participant* it; tin- general discussion were as follows: Francis Bacon. Principal. Evanston Township High School. Evanston, tllmnis; Dr. Herbert J. Stack, National Bureau of Casualty ami Surety Underwriters, New York City; Bert Keeler, Si>ousor. Motor Traffic Club. Hammond High School, Hammond, Indiana; Franklin Krennl, Director. Accident Prevention Bureau, Evanston Police Department, Evanston. Illinois; Mrs. B. F. Langworthy, First Vice-President, National Congress of Parents and Teachers, Winneifca, Illinoib; Mary May Wyman, Supervisor of Health and Safety, J ouixville Public Schools, Louisville, Ketitucky, and Marian L. Telford, Field Secretary, Education Division, National Safety Counci!, New York City. Every member of the panel and a large percentage oi tin: audience participated in u lively two-hour discussion of the general qoesliuit. After introductory remarks bv the chairman. Mr. Krcnil opened the discussion by describing the Evanston plan of cooperation between public and sclvool oflirials in the presentation of instruction in good driving to the students cf the F.vanston Town ship High School. Mr. Kreml took the position that the responsibility for the in struction of young drivers rested primarily upon the jiolicc, secondarily ujion school officials- He emphasized the need for careful selection of the public officers assigned to this sjwcial work its the scltools. Mrs Langworthy expressed the belief that the training of young drivers should begin long before the students readied high school and suggested that parents should be considered responsible for early instruction, par ticularly general instruction in law observance. Miss Wyman held the theory tliat formal school instruction should le given by teachers who have carefully prepared themselves for their profession, rather titan by men whose training has been largely in police rather than educational fields. The chairman then jiomted out that a discussion of how safely instruction is being st*<n at the present tone and some agreement on what need* to he taught might aid in placing responsibility for Ihe program. Mr. Keeler then described the organization the Motor Traffic Club in the Hammond High School. This club ? a part of the general extra-curriculum activities program of the school. When the Motor Traffic Club was unwmoced 400 students applied for admittance. Since such a hro group could not he handled in a single organization the number was cut to 50 by loratnij; membership to thne students holding Indiana driver's licenses. After the organization was completed the club studied the state motor vehicle law. the local driving ordinance, the causes of automobile accidents and many other topics having a bearing on safe and efficient driving Miss Wymau described the organization of the Motot Traffic Club m tle Louisville Git Is' High School placing emphasis upon 54 Twenty-second Congress--National Safety Council the fact that the club is organized in such a manner that its member* can reach every student in the school through rct>orts before home rooms. The Safety. Council of the Evanston Township Schovl was commented u}>on at length. This organizatiou is made up of home roqtn representatives who (1) make the rules necessary to insure safety on school property--traffic rules, for example. (2) reach the entire school membership through reports to home rooms, to wide use of posters, ami i'3) conduct a general instruction course in driving open to all student*. Dr. Stack described the drivers' tests used so widely hi the high schools m Massachusetts, Maryland. New jersey and Pennsylvania. , Discussion next turned to rWut a student needs to be taught. The chairman pointed out that each student must be given an opportunity to develop skill and judgment and to become familiar with the motor vehicle laws and general driving customs. Mr. Bacon discussed both method and program content and advanced an opuhtAi that safety instruction in connection with health is ideal in theory but impractical in practice because of the large number of secondary schools without- health programs. He said that the integration of safety instruction with civics was the most feasible. The discussion closet) with the participants and audience agreeing with a general statement presented by Mr. Sidney Williams to the effect that die responsibility for the instruction of young drivers belongs first to the home, particularly training in law- observance, then to the school supplemented by the assistance of police, traffic and other experts. The conference group accepted Mr Bacon's suggestion that an effort be made to arrange a similar panel discussion before the next meeting of the National Association of High School Principals. THURSDAY MORNING SESSION October 5, 1933 The session was devoted to rite problems of Vocational Scltools. Gordon C. Graliatn. safety engineer. Detroit Public Schools, called tlw session to order and presided during the morning. He first gave a brief rc*umc of the year's activities and then called upon the first speaker. , ' Safety in the School Shop By JOHN J. METZ Editor, Industrial Aits and Vocational Education, Milwaukee, Wit*. The sjHJakcr said in part' Statistics show that child deaths due to accidents have decreased since school *afclv instruction was commenced in 1922. In the school shop*, however, while the shop teacher* lave been aware of their duty, safety in struction Has not been <iuite so successful. A study made by Wayne M. Judy, cover ing the industrial arts school shops of an entire slate, showed that at least 12 per cent of the accidents tliat happened in those shops were caused by condition* which could have been controlled by the schools in which the accidents occurred. Evidently some one in authority in the schools of that state was not fully utitc to his i espousihihty for remedying these condition*. One of the most important factors predisposing to xdtool stop accident* may be dlrcctlv traceable to the erroneous idea held by srltnol officials, superintendents and Child Education Section principals, that the school shop is a logical dumping ground for all sub-normal Ami troublesome students. A study made by Doctor Max Henig at the Essex County Vocational School, shows fairly conclusively "that the lower the intelligence level, the greater the likelihood of accidents." He also shows tliat the less intelligent group furnishes the greatest number of repeaters. Confronted by the necessity to makg safety conscious that large body n yvuug people who leave our schools to enter industry, the first necessity is make >afctv instruction in the school shops vital and dynamic. Safety education must alsa lie specific. There must he no vagueness about what tlx- student is to avoid, or how he is to act under certain conditions. The teacher must foresee what may happen and help the student establish sate habits, but he also must assist him hi working up n technique tliat Will allow him to go unscathed in spite ot a probable mishap. Thus a student must be warned to avoid allowing tools or other materials to fall when he is working with them <m a raised platiorm or scaffold. He must, Itowcvcr, also he warned that if he should allow something to fall, lie should lie exceedingly careful nut to make any unthoughtful attempt to stop it in its descent, because it is Ixrtlcr for that object to fall to the ground than tliat the worker should lose his balance reaching for it and then plunge down alter it. It is also welt to stow what carelessness means in the lire of the worker. A lost hand or a missing arm may be live mark of heroism in the case of a soldier, Iwtt an industrial worker who has lost a limb is usually looked uion as one wto most likely deserves blame for carelessness. It is well also to point out how the actions of the unsafe worker endanger others, wlicthcr they lx? fellow workers or those who arc dependent upon the worker for support. Moreover, the relation of good health to accidents must be stressed. The man who is in ill health, no matter from what cause, must be doubly careful became ins condition predisjicses him k> accident*. likewise, the improper use of food ot drink, or carelessness in getting the prcjicr amount of rest at night, may and frequently does make the worker subject to accidents. Other general safety rules with which all workers should be fully conversant, have to do with the lighting and ventilation requirements over which employee* may not have much control, but with which they should be conversant nevertheless. Likewise, the student must be impressed with the fact that all guards and safety appliances must be used even if he should find it more convenient or more comfortable to work* with out them. A pair ot goggles may not he very comfortable on a hot summer day, but it is better to wear them than to lose an eye. Then. too. the need of keeping fire escapes, doors, stairways, and passageway* dear and approachable, must lie made a plain duty for all. Much of this instructional work may lie carried on by means of the discussion method accompanied by demonstrations. Posters also should be used. There are some teacher* who object to the use of posters showing the disfigurement* caused by actual accidents as being too shocking to young boys. This objection ought not to be considered too seriously. It is letter to be shocked by a picture than by an actuality which affects one's owu person. Of course, the teacher should be careful to show the students that it takes but ordinary, even though diligent care, to avoid the disfigurements pictured lest the one or five other student equipped with a nature that is so sensitively attuned may develop a fear complex which will do more harm than good. Shop trips, with the definite objective of studviug the safely devices and guards used in a particular industry. aic also conducive to a great (leal of good, esjieciarv 56 Twenty-second Congress--National Safety Council if the teacher has gone over the ground before, so that he may point out the essential fads to the students while tl>ey are going through the sliop. Later the high lights of such a trip should be recalled to the students' minds by a discussion, either oral os written, or by a test of some kind after the trip has been competed. Much good, too, can be done by safety talks given by men actively engaged on work done on machines similar to those used in the school shop. The shop students fre quently have the idea that the instructors may know theory but tliat for information on practical work they most rdy on men outside of the school. Inviting outsiders, then, to speak on the safety movement usually has beneficial results. Other valuable aids are the many safety bulletins issued by some of the concerns manufacturing guards, goggles, and other safety appliances. Most of this material may be obtained free. Tbe National Safety Council is issuing excellent material with which the school teacher ought to be provided because it will help him to bring his safety instruction up to the minute. Furthermore, it may lielp him get the infectious enthusiasm which many large industrial firms have injected into the safety instruction given by their men. In older to put the safety instruction in such form that the student can refer to it again and again, the materia! ought to be in unit instruction form so that it may be made part of the student's o*a notebook. Then there ought to be numerous tests given to die students, in order to test their knowledge on the safe use of hand and machine tods. These tests, duly signed by the students, should be carefully kept on file by the teacher. They may become valuable, in case of accident, as evidence in cases where boys deny that they received instruction in use of the tools on whirit or with which they were hint. Safety instructions and warnings also ought to be posted in various places fat the shop, and no pupil slxmld be allowed to use a machine tool without previous instructions on how to use it correctly. In all of this safety instruction, the teacher should be careful to show his pupils that the subject is so important that even he will not shoulder all of the responsibility, but they must share it with him. For that reason he will appoint safety inspectors and safety foremen among the students in each class, thus increasing the safety super vision in these classes to a much greater degree. It will be found that the boys are willing to assume responsibility, too, and the results cf this closer check-up will quickly become apparent. Doctor Henig has published the results of a study made to determine the mental causes of work accidents among students. The results of this investigation were quite enlightening. Lack of foresight was the cause of the greatest number of accidents. Then fallowed "ignorance of the hazard", "taking chances", "disobedience", "haste", "inattention", and "fatigue" id the order panted--fatigue being given for the smallest outnber of accidents. ' It is well also to arouse the interest of the students in the cause of safety by keeping a record of all injuries in each class. This record should occupy a prominent place in the shop so that it is visible at atl times, thus permitting one class to compare its Injury record, with that of other classes. At the end of the school year, probably at a graduation exercise, special mention should be made ot the class with the smallest Injury record. It is not uncommon now for even comparatively large plants to run for weeks and months with a no-ijury rccoid; probably the school shops will he able to do as well. There are those who have the mistaken notion that only those shops equipped with machinery are really in need of safety instruction. There arc, however, many acci~ Child Education Section 57 dents traceable to the use of hand tools, and the safety instruction in shops where these alone are used should be as carefully and as thoroughly given as in tlvops equipped with power machinery. In these shot* especially the shop safety instruction may have a great carry-over value for safety in the borne. In all shops the attention of the student must be called to such things as tbe proper piling of materials and of unfinished or finished projects; to tbq safe carrying and stacking of tools; to the correct use of ladders; to the safe handling, lifting, and moving of heavy objects; and to the proper manner of carrying long bars, pieces of lumber, and other bulky materials through the shop. The teacher must not forget also that many accidents are the result of horseplay, and Use boy must be carefully warned against such practices as connecting electrical wires to a machine ra order to shock the boy who will next use tliat machine. The danger of playing with the compressed air hose must be impressed oh the young worker. Men have lost eyes because someone playfully turned on high pressure under their faces from such an angle that the eye was blown out of the socket. Others have beet* crippled for life because someone in a playful mood snatched a high stool or other support from beneath them. . What Training in Safety Means to the Industrial Worker By RUFUS JARNAGIN jOKfZjoXs Senior District Supervisor, New York State Department of Education, ^ ' 7r Buffalo, N. Y. The speaker said in part: Industry early discovered that 70 to 90 per cent of accidents result from unsafe practices rather than from inadequate or ineffective mechanical safeguards. The elimination of these unsafe practices has been the ob jective of organized safety work within industry almost without exception during the progress' of safety campaigns. How is it done? By organizing safety committees representing all workers within the industry, who meet regularly and with sufficient frequency; by providing regular safety lectures and safety talks; by showing motion pictures or stereopticau slides that provide a safety moral; by distributing and posting illustrated pamphlets and posters; by providing premiums for the habitually careful and safe employee and punishment for the habitually careless or negligent employee. Has the time not arrived in vocational education for us to take this leaf out of the book of industry and adopt it as a part of our general training system? Can we not organise safety committees among the students chosen from their own mem bership who shall meet regularly and report all accident hazards? The local indus tries wtll provide stereopticau slides, motioo pictures, safety speakers, and appropriate pamphlets can be secured from the National Safety Council. Such a program will not only inculcate the ideas of safety in the minds of tie students but will make them safe workers in the future. Perhaps I can illustrate the need of this training by tome of our experience* in the Buffalo vocational shops during the past ten years. One student electrician lost 0 per cent of his light hand because of electrical burns He forgot or neglected to throw off the switch before he attempted to make some minor wiring repairs. Another boy in a different vocational school attempted to crank an automobile without assuring himself that the gears were in neutral. He succeeded in starting the car which ran him down and squeezed him between the front bumper and the 5iS Invent\-sccond Congress--National Safety Council brick wall of the school. Serious injury resulted and it was necessary to amputate his left IceStill another bo* lost two-thirds ol his right hand itt the operation of a circular saw. The saw had a proper guard but it had been removed when the accident occurred. Still another hoy, while learning auto repairing, lost an eye in one of our voca tional school* because lte was not wearing his goggles. l~arh of these boys was 16 or 17 years old when these serious and permanent injuries were caused. Naturally, a permanent injury at tins age is much more serious than in an older man. Their whole future is blighted in the very springtime of youth. And we know from our experience in industry that such accidents can be prevented through organized and scientific training in safety. At present, accidents such as these are not covered by any state coniiu*ation law. It h rare, if ever, tliat any damages are paid. Court actions are rarely instituted. Where they are. generally they are not successful. In all the cases cited, which arc illustrative of otlters, the parents were in humble or very mediocre circumstances. Because of these serious injuries probably not more than one of these boys would have been able to continue his training without some financial assistance from an outside source. . Is this social justke? Do not such injuries come within the spirit of compensation legislation? Have we not reached the stage of our development where compensation can be considered hi cases such, as these, at least payable in accordance with the minimum provisions of the laws of the state in which such accidents occur? Such legislation has been considered for some years by responsible educators and labor department officials in New York, but thus far no effective plan has been evolved. I suggest its consideration by other progressive states. ADJOURNMENT TiVF.NTY-SECON D ANNUAL SAFETY CON CRESS NATIONAL SAFETY COUNCIL Home Safety FRIDAY MORNING SESSION October 6, 1933 Tlie Home Safety session was called to order by Dr. U. M. Little, Director of Rehabilitation, New York Depai tment of Education, Albany, New Vork, wIkj pre sided. Chairman Little made a sltort but striking presentation of the home safety problem, and called attention to the important but wholly inadequate activities that are being carried on to curb accidents in the huurc* of the country. He then in troduced the first speaker. The National Home Safety Survey By R. L. FORNEY Wi Statistician, National Safety Council, Chicago The speaker said in part: Of the 89,000 accidental deaths in the United States in 1932 approximately 28,000 were the result of home accident*. This is only 1,500 less than the 29,500 deaths from motor vehicles and far exceeds the occupational death total of 15.000 nr the public (not motor vehicle) total of 18,000. In addition to these fatal accidents there were probably about 4.000,000 non fatal injuries, many of them resulting in permanent disability. From 40 to 45 per cent of all house fatalities result from falls. In 1931 it is estimated that 12,800 persons lost their Hies from home falls. Another 5,600 died iron; bums, scalds, and explosions and about 2,100 from asphyxiation and suffoca tion. There is considerable variation at the different ages in types of accidents. Among young children burns and scalds are by far the most ini(K>rtant type of accident, acounting for 36 per cent of all deaths to children tinder 5. The importance of bums and scalds decreases at the older ages And that of falls increases. Among person* 65 and over, 76 per cent of all hemic deaths result from fall*. The National Home Safety Survey, conducted by the National Safety Council during February, 1933, together with mixer available data, indicated that more home accidents occur in the kitchen than in any other part of the house. In tact, about 34 per cent of tle home accidents were charged to the kitchen, 23 per cent on stairs and in halls, 13 per cent hi the living room and Ihc basement, and the remainder in scattered locations. These combined locations inside the house account for about 73 per cent of all home accidents, the remaining i? per cent occurring outside the 1m>usc on walks, porches, etc 59 60 Twenty-second Congress--National Safety Council livery community should mainuio a continuous record of home accidents, at least fatalities, localise the types ol accidents vary a threat deal from month to month and front city to city, and an effective prevention campaign will be possible only if the character of the problem in each city is definitely known and prevention meas ures directed at the most serious hazards as brought out by the records. The number of deaths from home accidents and the most important facts regarding tliem am be obtained from the death certificates Sled with the local registrar of vital statistics. Any city in which this information is not now being made available slwmld immediately arrange for it. , The number and character of non-fatal home injuries can be obtained to some extent frnm hospital records. For the many thousands of less serious home injuries, however, it is recommended that a survey be made as a part of the National Safety Council'?- plan to maintain a record of all home Injuries for at least one month of the year. The next of tlic&e surveys will be in Non ember. 1933, and all organiza tions interested in home safety arc invited to participate. . 'it a, isA-jbi Safety in the Kitchen By MRS. MARY KOLL HEI'NRR Assistant Professor, Department of Home Economics, University of Chicago The speaker said in part: l consider it quite unfortunate that many of us in the field of educating home makers are unaware of die excellent accident prevention material that has Iwcn so effectively assembled (or visual education by the National Safety Council in film strips and in Home Safety Pamphlets. 1 feel that in addi tion to getting a wider distribution of this already available material, the National Safety Council can make & significant contribution toward reduction of ltomc acci dents by sponsoring an educational program that might so train the oncoming generation that many of the accidents now current would be listed out of tl*c realm of i>ossibtbt>esThe statistics assaulted by the Council give ample evidence of this need. They serve in addition to illustrate wluit William E. Ogburn. sociologist, so aptly terms our "cultural lags." Our non-material culture, says Mr. Ogbtirn, our customs, traditions, and l>ctiavior lag behind. change less rapidly, do not keep pace with oor materia! culture, i.c.. die technological improvement in industry, equipment, tods, conveniences, and such. In other words, we do not know how to use the conven iences and advantages that science ruin* down supposedly for our greater comfort and will being. . That we do not train our young people in the fundamental principles tmderhing the effective and sale alteration of our myriad conveniences is evident on all sides. \Vv are *tiU in the "rule*' stage as far as the control of Itou&ehold convenience is concerned. This is practically brought out in the pamphlet "Flaming America** which asks "Why is it that Europe with the poorest fie det^artments in the emitted world, has such a low fire loss when compared with America, which has the most magnificent fire-fighting equipment?" Years of living may nr may not give a "common sense" knowledge of tl*e "Inna* and whv*` of coping with accident* in the kitchen Your statistics would seem to indicate that it cannot lie presumed upon. Taking this, and die needed equilibrium or poise (and both are increasingly difficult to acquire with our increasingly com Home Safety 61 plicated ways ol living) safety training would seem essential to a program ot pre vention. When certain fundamental laws are violated, accidents will always occur around the four major work centers in the kitchen, via., the stove, the sink, the work area, and the storage areas. Burns and scalds constitute about one-quarter of all in juries hi the home and about SO per cent of these occur to children under 15 year* of age. This obviously indicates the need of teaching causes and principles of control around the sink and stove. On this basis, attempting to analyze causes in some such fashion a* liere hticfiv indicated, wc should say accidents around the stove have to do primarily with an unbalanced supply of air. This may be divided into those based on <a) an inade quate supply and (t>) too much, resulting in flames. Where the inadequate supply occurs, incomplete combustion follows Tim may be (1) a small degree ot carbon monoxide in the air. resulting in vitiated atmosphere leading to lassitude, stupor, and headache, with the probability of increased accidents in winking about the .kitdsen. (2) A large degree (in the case of some types of manufactured gas with improperly selected appliance* umntclligcntly cared for) with enough carbon mon oxide to cause death. In some large cities this cause averages one fatal poisoning a day. Control over this type of factors which consists in knowing how to buy safety, rather than charm, in a stove and how to control the secondary air supply to effect complete combustion in types of utensils, cleanliness of portholes and cilccthc chimney coimectiuns. The sink and stove together arc the contributing causes of burns and scalds These may be fundamentally based on a lack of knowledge of the effects of such extremes of temperature, or the unequal expansion and contraction of materials ahout the kitdien. or the most effective means pf anting off the excess air that encourages flame. With 36 per cent of thedeaths of children under 5 traced to this set of causes, one is led to speculate a* to whatdegree a faulty knowledge of child training and to what extent over-crowded conditions in the kitchen arc contributing factors. One wonders if. instead of taboos around the sink and stove, the natural curiosity of childhood were anticipated by arranging utensils properly about tltcsc two areas and scheduling work in terms of a child's rest and play j*riods, what might be accomplished by these means in control in this lamentable group of fatalities. A study conducted for the President's Conference on Home Building and Home Ownership discovered 66 per cent of the American while families in scattered areas in Chicago eating the main meal of the day in the kitchen. Does this again represent a cultural lag echoing back to farm days when this practice was a neces sity, or is it due to had architecture, placing too great a distance Irctuveu tlw kitchen stove and the dining room table? Or is it due to a misplaced sense of values, la?., having dining equipment too fine to be enjoyed by the Umil.v and re served only for "parade" purposes with guests? Accidents about the work and storage areas may be grouped under two headings: those having to dc with bad architectural planning and those based oil erroneous ideas of economy such as storage shelves placed out of all reach without climbing, and then climbing on makeshift boxes or chans rather than a properly subdued ladder. Since 40 to 50 tier cent of all home fatalities result from falls, two points of attack would seem to lie needed on this score. 62 TiVi'niy second Congress--National Safety Council Aside from these four major working areas as points of attack, electricity will no doubt l>e tin increasing source of injury until wometi as wdl as men are trained in the A.B-C.s of its relationship to the human body as a circuit; and until a funda mental sense of values is given homemakers (both male and female) floors will continue to he conserved at the cost of limbs. Isolated admonitions wilt never made a significant contribution. Progress in re ducing accidents and fatalities in the home will come when we train people to be cognizant of the same concrete cause and effect relationships in the use of appli ances and conveniences that we now* use iti tlx; training for Other phases ot house hold problems. FRIDAY LUNCHEON SESSION October 6, 1933 In the absence of Doctor R.M. Little, this meeting of the Home Safety Com mittee uas called to ordrr by Curtis Billings, of the National Safety Council staff. Tlw discussion opened with the recommendation which Doctor Little had previ ously made that he no longer serve as chairman of the committee but that some well known woman, preferably a home economist, be selected for the post Action this suggestion was deferred. Among the suggested projects for tlx? coming year was the stimulation of home economics departments in various colleges and universities to conduct tlicse studies on different limited aspects of the home safety problem. A furtlitr suggestion was made that we concentrate on one type of hazard at a time and that the theses, ti and when written, be narrowly limited so that each may be a fundamental contribution. These might cover such subjects as liousehold equipment, falls, bums, safe house keeping practices, etc. The protection of pre-school children might also !>e a subject for a thesis. Possibly sub-cocnniilu-cs of the Home Safety Committee might also be formed to undertake some special studies that might not be handled so well by home economics students. Other recommendations mcltR'crl more elaboration and better placement of the home safety program at the next Annual Safety Congress; and the preparation of several new film strips on the subject of home safety. ADJOURNMENT INDEX A Accident Statistics: Discussion ot tb* Rural Highway Hazard Remedy Caukar (SmiOi), 14.16. Educattoual Value ot Traffic Accident Writ ten Reports (Roe). 1-3. How Traffic Accident Records Help (Hot* witz), 5-6. American Lesion: VVhil the Anicicin Legion Can lk> (pranks), il-32. Automobile Driving: Discussion of "\Vto ing Young People i._ . How to Train Drivers in Traffic. Safety (Craig). 23-?5. ITatmmg a Drivers* Licence Administration (Lee). 3-29. Training the Driver (Koeera), 21-23. Whit Fleet Operators Think About Present Traffic Regulation and Control (Hobart). What Fleet Operators Think About Present Tiaftic Regulation and Control (Mincur), 36-27. H liafsay, M. V : Report .4 Cooitinuee on Pedestrian Problem*. 46-50. Hazard* of the Rural Highway Session - 13-19 Headlights: Hei*ort .>1 Comnutiee <-; Uezd- lighntiL- (l alire). *4-46. licinet, Mr*. M. JC: Safety in the Kitchen. 60-62. Henry. P.: Traffic in Cities from iO.OUO to , 20,000, 36-38. Hulurt, C. G.: Wliat Fleet Operator* Think About Present Traffic Kcftrtauou and Con trol, 25. Home Safety: T he National Home >Mct> Sur vey (Kornev). 59-60. Safety in (be Kitchen (Hcinvt). t& ui Home Safety Session: 59-62. Hortvitz. A. B.: How Traffic Accident Records Help, 5-6. I li)*ntute ol T i.iffic Emciucers; Jomt Session With Street and Highway Traffic Section, B llbtirlnr<l, L. A Hum- u> Org-im/z a State for Safety. 29-31.. JU.Izer. Cain. M. J -. E\iiie;ue Exchange, Rtcretoti. J. V.: The Development of Com munity Safety. )t-)t. c j J avnagin. K-: What Training m Safen Means TO the lmluxlii.il Worker. V 5 K Lvenil, K. M- Report of Committee on Law Enforcement, 33-35. Chihi Education Section. Minutes. SI-5*. Nominating Committee Ref-crt, 52. Officers, 51. Clubs: Courtesy Drivers Club, 37. ('ntnniumty Safety: See Public Safety. Craig, j. K.: How to Ham Drivgts in Traffic iWy, 23-25. D Delivery. Taxicab and Bus Section: Joint Setion with Street anti Highway Traffic Sec tion. 21-27 Driver*' Licenses: See Automobile Driving. ihiiiuiiu*. Iowa: Safety Activities cl the l ity i Ifcibuqoe (Evans), 10 11. Education: Discussion of "Wins Shook! Assume KcMxmstbiiitv for Teaching Young People How to Drive?". 53*34, . Dlunlton of Workmen: How to Train Drivers in Traffic Safety (Craig). 23 XV Training tha Driver (Rogers). 21-23. Evai.*. R. M-: Safety Activities of the City oi Dubuque. 10-H. F Falge. R. N.: Report of Committee on Head lighting. 44 46. 1-Vracy, R. L.: The Kiiioiul Hume Safely Rune}. >9-60. I'M")*. T R ; What (lie A>ueik.a>i Leifiun Can Do. 33 32. G l.uei-t Card*; In Traffic in Cities from 10.000 n. 20,000 fHe-ify). 37-3H Law Enforcement: See Traffic Law*. Le, E. P. i PlmmniH a liriveri' Licence Ad iiniiistmuoH, 2K-29. Leifert*. E. 15.: Parking Piubfenis al Sec oiklary Schools. 4b 17. LiyJiting--Street and Highway: Seeing and Highway Saielv iLuckiesh). tfc-i?. *' )6-fj : a** Highway Safety, Lynch, P. C.: 5ciort of Cmimiicc on Public Education, 7-10. Lyoji* ,C}t L. A : Report o* Committee ou Lniifonnity, 27-28. McIntyre. L. \V.: Rejiort vt Coiumittce on Traffic Engineering, 40 -41 Maitheuv. TV. w,: RefKMl of Coiunairtre m Accident Records, 4. Metz. J. J.. Safety in the School Shop, 54-57. Mincur, 11. J.: What Kleei Operators Think About Present Traffic Regulation and Patkiijg. Parking Problem* at Secondary ' Schools (Lefferts). 46-47. Pcdettiianc: Report of Commitiee ou Pedes ., *?'*** JI'robfem* (Ifaltey), 46-50. Public Education Through Community Organ ization Sciiiioii, 6-13. Public Safety. Th llevefoi-r-ient of Comnnniity Safety (Rreretou). 11-13. Ueiwrt f Comimlkc on Public KJucotliu-.* (Lynch), 7-10, Safety Activities A *1% City of Dubuque (Evans), 10-II. What the American Legion Can (Kraakaj. 31-32- See Also Traffic. 63 64 Tnt'nty srcosirf Congress--`National Safely Council K Kaiict, L. F.. Tlie Law wf Ncjrliicoicc as Ap* j*Jjd if* Traffic Accidents. 33-40. K*e, Sergt. K.: Educational Vatu* of Traffic Accident Written Kctfut*. 4-\ ` Roger*. G. A.: Trainiw (he Driver, 21-23. Rural Hazards: IHscusswm ui (he Rural High way Hazard Remedy Catalog (Smith), U16. Report of CoiHmSiiee oh Rural Highway Hazards (Taylor). IS- s S;ifeiv Movcmeut--State*: How to Organize a Suite for Safety (IMauchard). 29-Jl.. The S'o Traflvc iiucerm< Ihiuiitii'tnt (Vey). 03 33. ScIkxR shop*: Sec Vocational Educaitou. Signal.*--Traffic: Effect of SignaNzaiioit ** Motor Vehicle Accident Experience (Ve)), ilw Traffic Accident Records Help (Horvitt). 54 Traffic How Traffic Accident Record* lick* iHwwiu). 14 v Smith. VV. S.: IKtoMiwnt d the Rural High' way Hazard Remedy Catalog. 1-1-16. State* a*wl Safety - See Safety Movement-- Staler. ., . Street mud Highway Traffic Section Joint Section with Delivery, Taxicah ami llus Section. 31-27. Joint Sc:ion with Im-titute oi Traffic En gineer*, Jft.47. Minute*. 3-50 _ XurntnalMK Committee kqanri, 30*11 Officers. 3. Report of tnenimttcc uu Accident Ktcuni* (Matthew*). 4. _ Kn<ort >d Comnniltt mt lleaillirhiitig (Vahre). W-ffc Retort of Committee oo 1'cde-triau Problems (Halsey). 4X-S0. Rcpoit of Cowimittee on PuWic Education (Lynch), 7-KL Retort of Committee Rural Highway Hazard* (Taylor). 13 Retort i*f Committee on Traffic Engineering (McIntyre). JO-4? Report of Committee on I nilormtty (Lyon). 2T-2S. ` T Taylor, C- l1.: Report of Committee vn Rural Highway Hazards. 13. Traffic: _ Discussion of the Rural Highway Hazard Remedy Catalog (Smith). 51-IfJ. How to Organise a Stale for Safety (Blanchard), 29-31. Report of Committee on Rural Highway Hazard* (Taylor). 13. Ref-ort of Committee on Traffic Encmeniii; (McIntyre), 40-42. Seeing and Highway Safety (Lucfcleh), 16 19. . The State Traffic" Engineering: Department (Vey). 33-33. . * What Fleet Operators Think About Prevent Traffic Regulation and CoNiro] (Hobart). 25- __ What Fleet Operators Think About l`ft*riil Traffic Regulation and Control (Mincwr), 36-27. See Also Automobile Driving; Headlight*: Lighting--Street and Highwav: Parking; Public Safety; Signal*--Traffic; Sign*-- Traffle. traffic Accident Record* Session: 14 Traffic Law Enforcement Session: 33-39. Traffic Laws: Experience Exchange (Law En forcemeat) (Bolree), 35-36. The Law of Ntzagotix as Applied to Traffic Accidents (Kader), 33-4Q. Report of Committee on Law Enforcement (Kreinl). 33-35. Report oi Committee on LTworoitty (Lyon), * Traffic in Cities from 10.000 to 20,000 (Law Enforcement) (Henrv). Vi-33. Ttaffic LeeUlattoa Session: 27-33. Tr*iiiin at Dtivtti: See Education of Work men. Vey. A. H.t Effwl of S>K*Hzatiou on Motor Vehicle Accident Experience, 43-44. The State Traffic Engineer***; Department, 32 33. . Vigilance Committees: In Safety Activities nl the City of Dubuque (Evans), II. V'Xitiwul Education: Safer? in lie School Shot* (Metz). 54-57. What Training in Safety Means to the In dustrial Worker (Jarnagin), 57-5*. V>*aiimial Schools Session: 54-53. i 3 1934 TRANSACTIONS National Safety Council Incorporated TWENTY-THIRD ANNUAL SAFETY CONGRESS Cleveland, Ohio October 1 to October 5, 1934 The Cleveland, Carter and Statler Hotels Copyright 193J, Notional Safety Council, /tie. Publication Plan THE TSAMCACnOME * M* Annual Safety Con gress. Macau) Mi CsmxIL MH aw luMuluil in two volumes. Tbe few. r r sniwiiog El# Cn--stfi lniitl Em Svacbl Subject Sessions, and tbe lwAsmmat tmrmmm tnwnawa. m insMtsrl hervwith. It is supfh nwnswid by nulls "> Iii'ssssnwg tbv sewnons of tbe Street and Highway Txedk teiness. Ess Cbfid Tfisrition Section, and Home Safety. The large orbit u beeeg mm SMseeisrirtlty to tbe Industrial mem bers of tW CosmmH: vW irtMW m scat automatically to mem bers who art \ i^it--" te W cfcwdt wtssi--ill in those sessions. It may also be socured oo --r ^ by sshcr Ceoartt wm>nrr. For tbe benefit of ssmy snufiars wb bm fwmd it advantageous to distribute cap*-- el te TftAKSACTIOKS to supervisory fore men and others qg their personnel, who may keep them for contin uous reference, the following quantity prices are quoted: 1 to 10 copies of the large volume. $1.50 each; 11 copies and over, 91.25 each. Copies of tbe smaller volume. $.50 each. THE PLAN OF PUBLICATION is tbe same as that followed for tbe last three years. It is a condensed record. The papers of each tcyyjpM or division of the Congress have been assembled, edited with care and discernment to eliminate extraneous matter and abbreviate the less portions, and the concise remainder is presented for study and reference. Although not "complete" in the sense that every word is reproduced, it is an interesting and valuable record which em- pbat2s the memorable parts of each paper or address. The origins? manuscripts are on file in the Council Library, available for additional reference as desired. Although the National Safety Council endeavors to eliminate from discussion at its conventions matters which are not pertinent to its purposes or which are contrary to its policies, the Council cannot ac cept responsibility for the views expressed either in the papers pre sented or the discussions thereon. NATIONAL SAFETY COUNCIL, INC. 20 North Wacker Drive, Chicago CONTENTS PAGE Council Officers sad Directors. . ........................ ........ ....................-............... 4 Council Purposes rad Pofciu......................... .......................... ....................... - 9 Annual Meeting of Mt--ben . . ......................................................... * 11 Annual TTiivyet - - .......... - ............................. ............. 21 Subject Stwnwi Dost in In if--Si y ........................................... 23 Fire Prtv--isn -- l l--rry ................................. ............... 31 Fossa* Wilding --4 Cimm* ........................................................ 41 Industrial Mhar--ng Tn hi-- ry --4 he* Mu-- TtAirfrr Orriri-- Problem - -................. .. 51 liTiiiUtirVrf Uswt m Mity ------------------------------- -------- -- - 59 Mechanical Us*#* el Hffci Materials................................................. 67 New Wocbsee -. - . . ......... ................. ........ . 73 Pcim--ets Twees and Tagore ..................... - ...................... 79 Safety Eqnapn-- Safety Oegantaaden and Program....................................... ......................... 93 Safe Use cd Oneecals m Industry................. ................................................. 99 Safe Use of E&sccrkky in Industry................................... ......................... 103 . Tbe Injured Worker.. .................. . ............ .................. ............................ 113 Why People FaS..................................................................... All Ohio Day....................................................................... FERA Safety Conference..................................................... ............................* - 131 Industrial Safety Lectures-- Selling the Safety Idea................................... ......................... ............ -- .. 135 The Psychology of the Safety Movement in Changing Times................ 140 Accident Prevention Equipment Manufacturers* Section. ............................... 149 Aeronautical Section ...................................................................... ........... . . . ... 153 A. S. S. E.--Engineering Section........................... ...................................... .... 159 Automotive and Machine Shop Section.............................................. ................... 163 Cement Section ............................................................................. Chemical Section .................. ............ ................................... ......... ................. ... 187 Construction Section ................ ................. ................... . ........................... 199 Delivery, Taxicab and Bus Section.......................................................... .. 2G9 Food Section ................................................ ....................... ;................. 219 Marine Section................... .................................... .......... ................................... 227 Meat Packing, Tanning and Leather Industries Section................ ................. 245 Metals Section ................................ ............................................................................ 255 Mining Section................ ....... ........... ............... .......................................... .............. 269 Paper and Pulp Section-----.... .......................................................................... 289 Petroleum Section ................................................................... - - - -......... - 30? Power Press Section.................. .. .............. ..................... - - ............... ......... 325 Public Utilities Section............................... - - ..............................- - -- ........ 337 Quarry Section ................................. -............................ ...... .. ...................... 349 Refrigeration Section ................. ....... ............ ...................... - .............. ....... - 357 Rubber Section . . ............... ........... ................................. -........... - ........ - 365 Safety Section, ARA--Steam Railroad Section, NSC---------- - ........ . 383 Textile Section ........................... .................................................. ..................... - 413 Transit Section ................................ .......................... ....... ............................ > 419 Wood Products Section----------- --------- ------ . . ....................... - - ----------- 435 Index.................... ...................................... . ............. - .......................................445 45 85 121 127 177 National Safety Council Incorporated HONORARY MEMBERS A**iccatiox of Iron and Steel Electrical Hsuskeks Robert W. Campbell 'Amuur Williams OFFICERS (1934-1935) John E. I-ong. President* Robert I. Catliv. Vice-President for Public Safety. 1>. D. Fennell, Vice-Preilcnt for Public Relations Lew R. Palmes. Vice-President for Safety Councils. Alrixt S. Reocla. Vice-President for Engineering. C. W. Smith. Vice-President for Industrial Safety. R. T. SoLENsrc.'C, Vicc-Prcsidcnt foe Membership, Dr. C. H. Watson. Vice-President for Health. . A. W. Whitney, Vice-President for Education. W. E. Worth. Vice-President for Finance and Treasurer. W. II. Cameron, Managing Director and Secretary. EXECUTIVE COMMITTEE (1934 1935) A- L. Armstrong. Eastman Kodak Company C. B. Auel. Past President. J. I. Banasii. Past President C. W. Bercquist, Past President. F. W. Braun. Wood Products Section. W. H. Cameron, National Safety Council. Robert W. Campbell. Past President. T. H. Carrow, American Railway Association. Robert I. Catlix. Aetna Casualty & Surety Company. J. E. Culunjcy, Rcthlehem, Steel Company, Lewis A. DeBlois, Past President. Marcus A. Dow, Fast President. D D. Fennell, Consulting Engineer. D. L. Fenneli. Kansas City Safety Council. Capt. E. W. Fiske, Jr.. Marine Section. R. B. Fortuin. Lehigh Valley Safety Council. Harry GuiLSkiRT. TIk Pullman Company. Merle G Hair. Automotive & Machine Slier. Section. G T. Hkllmutii. Chicago. North Shore A Milwaukee Railroad Co. Hon Harold G. Huffman* Street & Highway Traffic Section, Thomas P. K'karxs, Industrial Commission of Ohio, Walter G King. Past President. 4 Officers and Directors Franklin M. Kami., Evanston Safety Council. John E. Long, The Delaware <k Hudson Railroad Corp. Thus H. MacDonald, United States Department of Agriculture. E. J. Mehren, Portland Cement Association. I. W. Millard, Accident Prevention Manufacturers' Section. Harold L. Miner, E. I. duFcut dc Ncmouis & Co., Inc. Arthur T. Morey, Past President. Lew R. Palmer, Past President. C- E. Fettibone, Past President. C. E. Ralston, Western Pennsylvania Safety Council. Albert S. Relula, Industrial Relations Counselors, Inc. Lt. Col. II. A. Renjncer, Past President, George E. Sanford. General Eletcric Company. Robert L. Schmitt, Louisville Safety Council. Harry A. Schultz. United States Steel Corporation. Cuaw.es B. Scorr, Past President Lester D. Seymour. Aeronautical Section. C. W. Smith, Standard Oil Company (Indiana). Walter Drxr Smith. Delaware Safety Council. R. T. SolexstKSf, Elliott Service Company. Clarence P. Taylor, Massachusetts Safety Council. C. P. Tolma.v, Past President. J A. Voss. Metals Section Glumul H. Warfel, Union Parifie Railroad Cum|>au>. Dr. C. H. Watson. American Telephone & Telegraph Company, A. W. Whitney. National Bureau of Casualty & Surety Underwriters. W E. Worth, International Harvester Company Arthur H. Young. Past President. DIRECTORS (1934-1935) Frederick Archer. Child Education Section William I*. Arderx, Safety Div., Milwaukee Association of Commerce. A. L. Armstrong, Eastman Kodak Company * William II- Baker, Quarry Section. J. I. Banasii, Consulting Engineer. H D. Banta, Paper & Pulp Section. Ernfrt W. Beck. United States Rulihcr Product**. Inc. W. A. Bennett, Worcester Safety Council. C. \V. Bercquist, Western Electric Company. David S Beyer, Liberty Mutual Insurance Company. E F. Blank, Jones & Laughlin Steel Corp. C F. Borkenhagex. Kenosha Safely Connict F. W. Braun. Wood Products Section. Col. Phil H. Brockman. St. Louis Safety Council. Preston D. Callum, Baltimore Safety Council. W. H. Cameron, National Safety Council T. J. Carney, Chicago Safety Council. Y H. Carrow, America! '`-:Vay Association. 5 6 Twenty-third Annual Safety Congress--National Safety Council Robert I- Gatlin, Aetna Casualty & Surety Co. Carl C Clements, Refrigeration Section. Koscoe D. Conun, Rahway Safety Council. H. Herbert Corson. Safety Dept., Nashville Chamber of Commerce. J. . CuLLiNEr, Bethlehem Steel Company. Howard Dana, Boston Elevated Railway. E A. Davidson. Consulting Engineer. Richard H. Davis, Blackstone Valley Safety Council. Ciiaju-ks D. Dawson, Grand Rapids Safety Council. Lewis A. DeBlois, Consulting Engineer. ' Jay E. Decker. Mason City Safely Council. James B. C>ouGt AS, The Philadelphia Gas Works Company. Louis I. Duau.v, Metropolitan Life Insurance Company. Charles H. Fames, Textile Section. D. D. Fennell, Consulting Engineer. * D. L. Fennell, Kansas City Safety Council- Dokalb A. Fimkbeinfr, Toledo Safety Council. Capt. E. W Fiske, Jr.. Marine Section. Howard B. Fonda. Burroughs Wellcome & Co. (U. S. A.) Inc. R. B Kortuin, Lehigh Valley Safety Council. - E. N, Golostjne, Construction Section. Oriio M. Graves. The General Crushed Stone Co. Harry Guilmert, The Pullman Company. Isaiah Hale. The Atchison, Topeka & Santa Fc Railway Co. Merle C. Halk, Automotive A Machine Shop Section. Major Bot-MNC H. Handy. Richmond Safety Council. D. T. Harrington, United States Bureau o Mmes. G. T. Hellmuth, Ghicagofi North Shore & Milwaukee R. K. Co. Chas. E. Hill, New York Central Lines. Hon. Harold G. Hoffman, Street & Highway Traffic Section Claude J. Holmnc, Albany Safety Council. Julius W. Hosre, Hudson County Safety Council. Harry D. Imuei. Pennsylvania Dept, of Labor A Industry, Lex Jensen, Berkeley Traffic Safety Commission. Edgar P. Karlf, York County Safety Council. Thomas P. Kearns, Industrial Commission of Ohio. K. T. Kia.LF.tt, Detroit Industrial Safety Council. Ira V. Kepner, Pennsylvania Salt Maiiufactuiiiig Co. E. J. Kreh. Public Utilities Section^ Franklin M- Kfeml. Evanston Safety Council. C. L. LaFountaink. Great Northern Railway Co. Frank J. Lanattan, Fort Pitt Malleable Iron Co. John Laufrmax. Meat Packing, Tanning & Leather Industries Section. Simon Lazarus. Safety Council, Columbus (Ohio) Chamber of Commerce. Joseph Ltlltch. Rochester Safety Council. Dr. K. M. Little, New York Department of Education. G O. Lockwood. Petroleum Section. J. E. Long, The Delaware & Hudson Railroad Cc*rp. W. 1-. Loyd. Safety T)iv., Birmingham Chamber of Commerce. Officers and Directors A. E. Lundsteadt, Delivery, Taxicab & Bus Section. Tbos. H. MacDonald, United States Department of Agriculture. L T. McArthur, Peoria Safety Council. Miller McClintock, Harvard University. T. H. McKenney, Illinms Steel Company. South Works. A D. McWhorter, Safety Div., Memphis Chamber of Commerce. H. T. Martin, Fisk Rubber Company. J. O- Martin, Employees' Publication Section. F. W. Matson. Minnesota Safety Council. . E J. Mehrek, Portland Cement Association. T. O. Mejsnee. Power Press Section. \\ m. G. Metzger, Mining Section. I. W. Millard, Accident Prevention Equipment Manufacturers* Section. Harold L. Miner, E. I. duPont de Nemours & Co.. Inc. Henry J- Miniur, Elizabeth Safety Council. Lawrence M. Moore, Eastbay Safety Council. R. B. Morley, Industrial Accident Prevention Associations, John A. Cartel. Carnegie Steel Company. George C. A. Orp. The Detroit Edison Company. Lew R. Palmer, Equitable Life Assuiance Society. John C. Parker, Brooklyn Safety Council. David A. Patton. Newark Safety Council. C. E, Pettirone. American Mutual Liability Insurance Company. Gev George B. Pillsbuky. War Department J. B. Power, Seattle Traffic & Safety Council. C. F-. Ralston. Western Pennsylvania Safety Gwuril Albert S. Regula. Industrial Relations Coanelors. Inc. I.t. Col. Henry A. Remncer. Lehigh Portland Cement Company. Marinus Riter. Paterson Safety Cowacil. G E. Sanford. General Eletcrtc Company. Henry G. Schaffnex. Erie Safety Council. T. A. Schen del, Food Section. Robert L. Schmitt, Louisville Safety Council. H. V. Scureiser. Transit Section. - Harry A. Schultz, United States Steel Corporation. Charles B. Sccnrr. Bureau of Safety. Inc. Lester D. Seymour. Aeronautical Section Earl 5. Shaktzex, Utica Safety Council. - Ray H. Sheets. Madison County Safety Council. Dr, L. A. Shoddy, Bcthlclvem Steel Company. Ernest I,. Simokds, New Haven Safely Council. Lef, E. SkSEL, Cleveland Safely Council C. W. Smith, Standard Oil Company (Indiana). Walter Dent Smith, Delaware Safety Council. H. T. SoLENSiEN, Elliott Service Company. E. C. String, Lsnsdate, Pa. GronoR R. Stefeiens, Safety Bureau. Buffalo Chamber of Commerce. Lucrus S Storks, United Railways & Electric Co. 7 8 Twenty third Animal Safety Congress--National Safety Conned Dr. F. M. Sulzxiax, Troy Safety Council. Alfred H. Swayne, General Motor* CorporationClarence P. Tavlor, Massachusetts Safety Council. Arthur ML Took. Consulting Marine Engineer. W. W. Trench, Schenectady Safety Council. W. D. Turblville, San Antonio Safety Council. J. A. Voss, Metals Section. H. A. Walker, Rubber Section. George H. Warfel, Union Pacific Railroad Company. Dr. CasS4U& H. Watson, American Telephone &. Telegraph Company. Harry M. Webber, Illinois Bell Telephone Company- Albert C- White, Jr , Springfield Safety Council. S E. Whiting. Liberty Mutual Insurance Company. A. W. Whitney, National Bureau of Casualty & Surety Underwriters. W. H. Winans, Union Carbide & Carbon Corp. Dr. C.-E. A. Winslow. Vale Medical School. Harry Wire, Sr.. Chattanooga Safety Council J. M. Woltz, Youngstown Sheet & Tube Company. W. K. Worth, International Harvester Company. E. J- Zauft. Safety Bureau, Duluth Chamber of CompierceEari. W. ZiMMUtMAx. Safety Div., Syracuse Chamber of Commerce. J. B. Zook, Cement Section. . 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 indi rectly reaches our entire citizenry. It is a non-profit organization non-sectarian, and free from political affiliations. Since its organization in 1913. it lias won respect as an essential national institution. Inseparable from accident prevention is the Council's work in improving health conditions and preventing vocational diseases in American industry. Today there are 4,000 members, representing every state in the Union, and many of the Canadian Provinces. There are 400 foreign members- Tlie membership includes industrial corporations, firms, individuals, public officials, schools, chambers of commerce, clubs and civic organizations. About 79 per cent are industrial con cerns, including the big steel companies, the oil companies, most of the railroads in the United Slates, the automotive industry, and others of outstanding importance in our national industrial field ` Origin and Growth Hie 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 auspices of the Association of Iron and Steel Electrical Engineers in Mil waukec, in 1912, and, as a result, the National Safety Council was urKamzed in New York the following year with fourteen members. During the first year the member ship increased to 971. The pioneers of American safely went to work on the sound premise that acci dents were an unnecessary part of our social order and that through application of proper remedial measures they could be avoided They set about to nationalize this theory, and to develop the detailed methods and materials through which accidents could be prevented. The members of the organization now arc more than ever convinced that accidents are unnecessary and that they can be and are being pre vented. Striking examples of reductions in many different fields prove this conten tion. 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 heen reduced 42 per cent. The motor vehicle accident problem continues to be a serious une. While there was a slight decline m fatalities in 1932--the first drop that ever'occurred--1933 witnessed a slight increase, and the rise has been so accentuated during the first three-quarters of 1934 that the year will probably represent a new all-time high. Betler-thanaverage results in motor vehicle safety haw been achieved among school children, in commercial vehicle fleets, in states with properly administered driver* license laws and in cities with an effective community safety organization. These bright spot* indicate that the national problem can be solved by a careful study and appli cation of the methods which have already produced results. The National Safety Council wa started as an industrial safety organization and the best results are to be exuccted in this field. Here spectacular achieve ment* have been made The steam railroads, for instance, have reduced the accident rate among employees 75 per cent during the past ten year*. A gTOttp of our largest steel industries have cut their accident* 90 per cent since 1913. Every year, scores of industrial establishments go through the entire year without a single dis abling injury among their employee*. Along with these reductions the whole psychology of accidents has changedEmployer and employee both look at the projiositfoii from a differem viewpoint than they did some two decades ago. Accidents now are really out of date. In many 9 10 Twenty-third Annual Safety Congress--National Safety Council 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 chic--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 Stales should branch forth into other countries of the world. Organiza tions similar in purposes 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 Council publications liave been translated into other tongues. All nf these are hopeful signs of the times in the world of Safety. The National Safety Council is still younr--as institutions go. A great amount of worth-while work has been crowded into its short life. Foundation work is always slow, whether one is building safe skyscrapers or safe men. The National Safety Council 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. *** 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 tl*e jieed 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: "The National Safety Council's objective is the elimination of accidents to men, women and children, as being deplorable, unnecessary and wasteful. It seeks mem berships, cooperation and contacts to insure that its services may provide for instru mentalities and finances to accomplish this objective. '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 efficiency ami 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 rea sonable permanence. Much of its administrative personnel consists of volunteer workers. ' "The National Salclv Council holds itself open to give fullest and most cordial cooperation to all individuals, industries, organizations, communities, states and na tions that are in accord wilfi live principles ami objectives of the organization, and the National Safety Council likewise asks and seeks cooperation from all these in carrying out its purposes." - . TWENTY-THIRD ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIU Annual Meeting of Members MONDAY MORNING SESSION October 1, 1934 The Annual Meeting of Members of the National Safety Council at the TwentyThird Annual Safety Congress, assembling In Cleveland, Ohio, in th<j Cleveland Hotel, was called to order by John EL Long, President ol the Council, who pre sided. An impressive invocation was given by the Ul Rev. J. McFaddeu, Bishop, Catholic Diocese of Northern Ohio. Chairman Long then introduced Hon. Harry L. Davis, Mayor, wIo cordially wel comed tlie Congress to the City of Cleveland, and called attention to the fact that simultaneously with the beginning of the Convention, there was being launched an intensive campaign throughout the city to prevent accidents--a campaign supported by all city authorities, a multitude of business and professional organizations, the schools, the churches, and almost every business interest and factory throughout the community. The Mayor was then followed by Mr. Herman K. Neff, President, Cleveland Chamber of Commerce, who welcomed the Congress on behalf of the industrial and business interests of Cleveland. Responding to these welcoming speeches, President Long, with a few brief words of thanks and appreciation, read his annual address to the National Safety Council. The President's Address By JOHN B. LONG President, National Safety Council; Superintendent of Safety, The Delaware & Hudson Railroad Corporation, Albany, N. Y. One of the sti iking lessons that history teaches us is the amazing endurance of the human race. War, famine and plague have repeatedly devastated Urge sections of the world, yet people have carried on their daily duties, even, when destruction threatened. People must be fed, detlied and sheltered, and the unconquerable in stinct to provide for these wants makes for the stability of our civilization. And after disaster lias passed men calmly take up the work of lebuildmg what lias been destroyed. The past five year* liave brought problems exceeded only by those of war. In dust* y has been hard pressed to keep income ami outgo balanced and safety work has inevitably suffered. The Safety Movement has carried on with reduced re sources but with undiminished energy. Unemployment has been widespread but the n 12 J'u'cnty-ihird Annual Safety Congress-National Safety Council majority of our workers have still been on the job and needing protection even more tium ever. The Safety Movement has been rendering a valuable service to humanity and at Uk same time it has made a most practical contribution to industry :n minimizing accident losses that could net he afforded. While recovery has not progressed as rapidly as we had hoped, we have been confronted with many of its problems. Wc have found our safety programs com plicated by the hiring of new employees. That, of course, is the safety man's job; he must take conditions as he finds, them. He must work with impcriect human beings under conditions that arc often far from satisfactory. To the ever' lasting credit of t)>c safety man. he often does work wonders with limited resources. A certain amount of retrenchment has been inevitable in recent years but a starved safety department caimol meet all the demands imposed by present conditions. Before discussing the problems which are confronting us, let us consider the financial picture of the Council. I am pleased to report that the Council has come through the depression prac tically not of debt. Two-thirds of the beads which comprise the reserve fund are still m our possession, and recent years have shown the wisdom of accumulating this fund which has enabled the Council to maintain its essential services and make progress. This excellent showing has been the result of a most conservative policy of exIKuditures, anti the curtailment of all but the most vital activities. The Salary re ductions for tle staff have twK been restored but those employees who had worked three days a week for two years have been restored to toll working time. The Council is now almost in as good a financial position a* m 1928-29. box the slender margin between revenues and exixnditures docs not permit an expanded program, and there are some very urgent problems calling for our attention, particularly in the public safety field. During tlie past year the Council lad the privilege of rendering *ivaluable serv ice to Umj Federal Government. The service*, of Sidney' J- WSDiaaas were donated for four months for the organization of accident jtreveittiun activities on the vast projects of the Civil Works Administration. K*ar nallL<a on jobs scattered all over the United States provided the biggest aoduxtrial safety job ever attempted. Realizing that safety work could not be conducted mwa Washington, the Natrona! Safety Council appealed to members throughout the eowotry to kixj the sen-ices of their safety directors to the OVA for brief period*. The *pJcodwJ service rendered by these safety men. often at a considerable sacrifice to themselves and their com panies, was an outstanding example of peace-time patriotism. While the immediate purpose of this immense safety enterprise was the protec tion of four million men for the duration of the CWA jobs, its effects were even more far reaching. Thousands of these workers had never received training in the prevention of accidents, and their ideas of first aid were meager and out of date. Much of their CWA training will go with them h-n they obtain regular employ ment in industry. Through the cooperation of the CWA traffic surveys were conducted in several cities. The Council has also maintained important contacts with many departments ol the federal and state governments. .Fur many vear the United States Navy has carried on intensive safety work along industrial lines, and the results obtained would be highly creditable to private industrial plants with comparable occupations. More recently tlie Engineering Department has inaugurated safety activities, and has reported savings far in excess of the expenditures involved. The Civilian Con servation Corps, with a more difficult organisation problem, has also become in terested in accident prevention work. Our channels for reaching the general public have broadened in recent years. Many influential publications hvc now showing an enlightened interest m our efforts for the conservation of human life. As specific examples. I would call your atten tion to the special article* In the Atlantic Monthly. and the series of brief safety talk* which appeared in recent issues of Liberty. These articles, as well as more specialized articles for trade journals, have been prepared by members of the bead- Annual Mealing of Members U quarters staff. The daily pre** is making liberal use of our releases which remind the public of timely precautions for bon;e and highway. Another medium through which we arc reaching a wide audience is the radio. Almost since the beginning of broadcasting the Council lias supplied the stations with short talks to be used as fillers. A icu- years ago a more atnhitious program was launched with the cooperation nf the National Broadcasting Company. The "Universal Safety Series/1 which included addresses by prominent men and women and human interest playlets, met with an extremely favorable response from the public. This year wc sponsored another series in which electrical transcriptions were used by 53 stations located in all sections of tlie country. This scries, featur ing "The Old Observer/' was unusually well received by both the radio stations and the listening public. '' The contest idea seems to be losing none of its popularity. For several years the industrial sections of the Council have been holding contents :u their respective industries for trophies which are awarded at the Congress. In 1932 the leading cities of the United Slate* enrolled in the Council's First National Traffic Safety Contest. This year 650 cities are enrolled for the third contest. Among the other contests sponsored by the Council is that among the steam railroads in which tro phies are awarded for accomplishments in employee safety. The saving of life by the prone pressure method of resuscitation is recognized by the award of The President's Medal. Some 700 persons have won these medals and many more have received certificates for their assistance in saving lives. To encourage training in first aid. the Council also awards medals to winners in first aid contests, and this year the winners of the California Stale contest received these awards. Regional conferences continue to draw large groups of interested people. These meetings have been particularly valuable in reaching many executives, supervisors and safety committeemen who are unable to attend the Annual Congress. Our fiv monthly publications, the National Safety News. Public Safeiy, Safety Education, The Safe Worker, and The Safe ZVitvr, are continuing to serve their respective fields. "Accident Facts." the Council's statistical yearbook, is regarded everywhere as the outstanding source of information on accident statistics. Tire 1935 Safety Calendar, which introduces a new note in safety teaching, has wou en thusiastic praise for its artistic merit as well as for the safety lessons it conveys. I might continue to list at great length the Council's accomplishments, but 1 know you will agree with me that the work has been carried on splendidly in spite of reduced income, thanks to the keen interest displayed and the efficient work, done by the vice-presidents, executive committee members, oilier volunteer officers, and the pcrsounel of the headquarters staff. Now let us turn to some of the problems which are now confronting us. First of all, there is the startling increase in all kinds of accidents from die low mark of 1932. The increase is particularly noticeable in .traffic accidents and it is expected that the motor vehicle death rate will show an increase of about 20 per cent over that of 1933. Many cause* lor this increase have been suggested. Many motor vehicles now in use have become decidedly unsafe through wear and neglect. The newer automobiles provide greater speed ami power, but there has l>een no noticeable increase in tlie drivers skill or discretion. Added to these factors las keen tlie increasing use of_ alcoholic liquors by motorists. And to make matters still worse there has been in many coimiuuiities a deplorable laxity in the enforce ment of traffic law*. All of these, no doubt, arc having their influence ou the increasing death toll. Unless energetic steps arc taken it is inevitable that motor vehicle accidents will increase with any increase iu gasoline consumption, and accident frequency will be increased still further by the other factor* mentioned. The problem of alcohol is causing considerable concern to those engaged in both public ami industrial safety work. To be sure, wc were not free from this prob lem during prohibition but the increased accessibility of liquor today is something to be considered. Thoughtful people have been .wondering how the great mass of the people would use their new freedom, blathtics so far available have not proved drunkenness to be tlie outstanding cause ol accidents, although many cities have reported substantial increases in accidents involving persons who had been drink- 14 Twenty-third Annual Safety Congress--National Safety Council uift. The jMOblem, however, is one tliat may readily assume serious proportions if allowed to run unchecked. i-ookmg tluuugh the Congress Transactions of twenty years ago wc find consid erable discussion of the menace of drinking among industrial workers. Many years ago the railroads realized the importance of sobriety on the job and established strict rules. It seems to me tliat driving in traffic is almost as exacting as oper ating a locomotive. While the driver or worker who has been drinking is a rec ognized menace, we must not `allow our attention to be drawn from the fact that the great majority of accidents are caused by those who are coldly sober at the time. In many cities there has been a relaxation of law enforcement, which may be due, in part at least, to the depression. With municipal incomes seriously reduced, traffic deportments have suffered from retrenchment Not only have departments been inadequate for effective control in many cases but the morale of live force has also suffered. Community safety organizations have carried on valiantly but they too have been handicapped by lack of funds. In looking over our past efforts, wc must admit that some of our methods have been decidedly superficial. Few people haw either the patience or the spe cialized ability to get at the root of a problem. Other movements have liad experiences simitar to ours; it is a very natural trait to jump at obvious con clusions--to treat symptoms rather than uncover and remove causes. This super ficiality has been characteristic of much of our efforts to correct crime, poverty and other social ills. The value of well-organized, scientific accident prevention work, as conducted in E.vau*ton and Pittsburgh, has been clearly demonstrated in our Inter-city con tests. The control of accidents can never be brought about by an occasional meeting, by spasmodic canqiaigns to arouse interest, or by the publicity methods of the sidcslmw. To be sure, temporary successes have been obtained by these methods but unless followed up with a sounder plan of action, the work is sure to die a natural death. Wc must not ignore the emotional side, which supplies the motive power to the safety movement, but we must also study the technical, scientific and psychological phases if wc arc to secure tl\e respect and coopera tion of the thoughtful people `who will Rive permanence to the movement. A noted English physician and psychologist recently attributed the prevalence of war scares to the fact that the world is ruled by child psychology. Compara tively few so-called normal adults, she said, ever reach a mental or emotional age of more than 16 or 17 years. ^ This immaturity of mind and emotion complicates our entire system of living together. The personnel worker in the industrial plant, and the judge in the traffic court atvd the divorce court are all familiar with the person who has never grown up. The safety movement, like the movement for crime prevention, must face the results of bad environment and faulty training in the individual. Every great movement undergoes several stages. During the early crusading days enthusiasm runs high aud the proponents of the cause put forth their best efforts. At tills stage it is not difficult to make progress. Then comes a period of settling down to itniuspiring routine details and the following up of the pre liminary work. Members may lose interest, or the movement may become a per functory affair with little power to stir the imagination. The safety movement must apical to widely differing groups. It is a great popular movement, so it cannot depend upon technicians alone. On the other hand, ac I have ixuntcd out before, it rannot enlist the support of scientific minds which are so urgently needed. I feel tlwt the safety movement lias becu remark ably successful in combining these two appeals. While wc look with pardonable pride on what we have accomplished in lets tlian a quarter of a century, we cannot ignore the immense amount of work yet to be done. The public does not yet understand our language. The maun on the street lias seen warning signs. He lias undoubtedly heard the slogan "Safety first," pethup* used derisively. But he has an extremely hazy idea of the philosophy behind the safety' movement and the modern methods of organized accident pre vention. Perhaps some day we may be able to sum up the meaning of die safety movement in half a dozen words. Annual Meeting of Alembcrs 15 Wc must also realize that safety is not an cay subject to present to the l<ub* lie. The word "safety" is not inspiring, it may even suggest stagnation and in action to those who do not understand its unselfish motives. Also, security to many people means merely boredom. We must therefore tax our ingenuity tu find ways of dramatizing our subject. The saving of life always appeals to Uc generous emotions, but the Safety Movement has a more difficult task than other organizations founded for this purpose. At first thought, prevention of accidents seems to be largely negative in its aims. But so is the prevention of cruelty to animals, a work which Ins a powerful popular appeal and many generous patrons. There is this difference, however. Deliberate cruelty shocks our sensibilities far mpre than any fortuitous event. The victim of ar. unpremeditated injury may suffer just as much but his fate will arouse far less sympathy or indignation. We must remember also that the processes of accident prevention seem rather vague and incomprehensible to the layman He can understand the relief of jioverty through organized charity. He can understand the work of associations for the prevention of tuberculosis and other diseases. But when it comes to the preven tion of accidents, he is stilt somewhat skeptical. Lurking in his mind is a sur vival of (lie old idea that accidents are more or less beyond human control. The law. indeed, still recognizes certain types of accidents as due to "acts of God/' ami many people are inclined to place all accidents in this category. Rut if our progress seems discouragingly slow, let us remember that it took medicine many centuries to become a science. Illiteracy and superstition hindered its progress. I sometimes fee! that its development would have been speeded up immensely had there been some organization, similar in purpose to the National Safety Council, to prepare the people for the acceptance of elementary truths about healtli and sanitation. Certaintly, 1 feci we will all agree that the Safety Movement would be far behind its present position if those who were doing acci dent prevention work in 1913 had continued their activities independently. When we consider the number of years it takes for an idea to sink into the human mind, we should not feel discouraged- The twenty per cent inciease in motor vehicle fatalities this year is a startling reminder tlut the gains of the past two years are by no means permanent, and that our best efforts will be needed during the next few years. Whether we ap prove it or not, there may be higher speeds on the highway, ami present methods of motor vehicle control are not adequate to meet such a situation. Should acci dent rate* continue to soar, there is a possibility of drastic laws being enacted. Industry too is facing etjually serious problems. Recovery, while delayed, must come eventually, and the difficulties of the past year will lie with us in a greater degree. Also, there is abroad hi industry a spirit of unrest which is beyond the control of safety departments but which may prove a serious handicap to effective safety work. ` In spite of the present trend in accident rates, the safety movement can point to some very substantial accomplishments. In spite of the heavy casualties result ing from private motor vehicle operation, the accidental death rate continues to lie lower titan that of 1913. Had the rate for that year continued, accidents wpuld have claimed 190.000 more lives than they actually did in the subsequent years, There are many other signs which should encourage our best efforts. Every where there is a better appreciation of the safety problem. Newspapers and maga zines and the radio broadcasting systems have shown an .encouraging willingness to help in spreading knowledge- State boards of education and the National Edu cation Association arc heartily in accord with our plans for the training of the younger generation in safety. The Safety Movement has *eved humanity through a war and two dcin'ession*. Its value, both economic and social, is more thoroughly recognized than ever before, and T am confident that our Council will go on to even greater achievements. President Long then appointed as tellers of the Annual Meeting the three men already appointed as Inspectors of Election by the Executive Committee, as fol lows: Frank W. Rodenheber, Chairman; George E. Clarkson and Floyd M. Jay. 16 T-ivanty-third Annual Safety Congress--National Safety Council The minutes of the hut Annual Meeting, having already been printed and dis tributed, were then passed unread. Report of the Nominating Committee The Chairman then called for the report of the Nominating Committee- It was presented by C. 13. Boiletw Chairman, who spoke as follows; _ "Complying with >our instructions, we, the Nominating Committee, appointed by you, with the approval of the Executive Committee, and as provided for in Section 4, Article 0 of the By-Laws of the Council, and as further provided by Section 5 of Article 6 of the By-Laws, present herewith the report of the nomina tions for directors to serve until the Annual Meeting in 1937. "The* names of the following director* whose terms expire October l, 1934, ate stdxihUcd for re-clcction: David S, Beyer, W. H. Cameron. James B. Douglas, Howard B. Fonda, Otho M. Graves. Harry Guilbert, Isaiah Hale. Charles R. Hill. C. L. LaFountaioe, R. B. Morlcy. T. H. McKenney, Lew R. Palmer, George E. Sanford, C. W. Smith, George H. Warfel. J. M. Wdfc, \V. E. Worth. No other ticket having been nominated, a motion was made and seconded to direct the Secretary to cast one ballot for the candidates named for the terms for which they were nominated. This motion was carried. The Secretary cast the ballot. It was properly approved by the tellers and their report showed that 1165 K votes had been cast for the nominees and none against. The Chairman then announced the formal election of tfie gentlemen named. Report of the Resolutions Committee Chairman Long then called for die report of the Resolutions Committee, and the following resolutions were presented hy Lt. Col. Henry A. Keninger, ami passed bv the delegates: WHEREAS, reports from all sections of the country show tiwil accidents are increasing at a most alarming rate in all lines of activity; and WHEREAS, there is every indication that accidental deaths for the year 1934 will total 100,000. representing more than ten per cent increase above the 90,000 figure for 1933; ami ' WHEREAS, it is apparent that this steadily mounting toll is mainly due: First (1), to a shameful disregard of caution on our highways; (2), to the natural' increase in hazards in industry due to re-cmploymcnt and increased production; and (3). to failure to recognize and give proper attention to the accident menace in our home life; THEREFORE, BE IT RESOLVED that the members of the National Safety Council assembled at the Twenty-Third Annual Safety Congress and Exposition, do hereby pledge our untiring efforts to wage ceaseless warfare against the ever present menace of accidents throughout industry, in the homes, on the highways and elsewhere: and more specifically *et forth as follows: 1. Public Safety--UnremiUent and insistent efforts to cleanse the nation's streets of the carelessness, neglect and indifference which last year disgracefully slaught ered 31,000 citizens and injured metre titan 1.000.000 others, representing an eco nomic loss of around a billion and a lialf dollars including property damage, together with immeasurable social loss; vigorous campaigns for strong drivers' license laws for all states in an effort to weed out the mentally and physically unfit, the drinking drivers and the wilful and selfish violators; insistence on uniform traffic laws for all cities and states to bring order out of traffic diaos as an essen tial element in the conservation of life and limb; modern traffic engineering meth ods; strict enforcement of the traffic cotie by the courts and strict observance of traffic rules by the driving public; a greatly intensified educational program with special emphasis placed on traffic safety in the sclmot*. the plant and the home; and lastly, a vigorous campaign to awaken a proper sense of responsibility Iu the mind of the individual motorist as the major factor in il*c vehicular safety equation. Annual Meeting of Members 17 2. Industrial Sofety--Special educational piograms focused on tire new worker; the safeguarding of ail mechanical equipment and coustant use of tafety devices; revision of hazardous manufacturing processes aud widening of our engineering pursuits to meet the demands of an increased production program; regular aiul thorough safety inspections and research in all industries, followed hy piompt application of approved remedial measures; intensified investigation of the mental aspects oi accident*; extension of safety contest plans; a wider recognition of the close relationship between industrial liealth and safety; full cooperation oi the National Safety Council with affiliated community councils throughout the country. 3. Home Soiety--More than one-third of all accident fatalities and nearly hall of all accidental iujunes are sustained in or aliout the home. Let us therefore broaden our educational program, particularly in tl>e schools and with the General Federation of Women's Clubs, the National Congress of Parents and Teachers amt kindred cooperative groups; if possible, let us iuciease the sc>i>c aiul activities Cl our Education Division; and lastly, through direct appeal to the hottsewifc let us make an earnest effort to implant an understanding ot safety values in the Amer ican home. ^ WHEREAS, this Twenty-third Annual Safety Congress of the National Safety Council, convening in the City of Cleveland, promises to be one of Ihc largest and most notable iu tlw History of the Safely Movement, an achievement which has been made possible not only by the enthusiastic welcome of the body of citi zens as a whole, but also largely because ol the forethought, careful planning and untiring cooperation of many trade bodies, technical and professional groups. Ironmicnt civic, business and social leaders of Cleveland, ami tlc press, all ol whom have thrown into the preparations for this Congress n zeal and devotion inspired by a true appreciation of the importance -of this unique gathering tv the whole community; and WHEREAS, the members of the National Safety Council ascmbled from all lairU of the United States and Canada and front other countries cf the world, fully appreciate the fine and unselfish contributions of tlie citizens of Cleveland and the value of these contributions in iurtiHiring the Cause oi Safety and in strengthening its protecting influence, not only in this City and State, but also throughout our Country ai>d the Work!, and thus aiding in attaining the ideal of human life preservation; now, therefore, BE IT RESOLVED, that a standing vote of thanks be extruded to all magis trates and other civic authorities of the City of Cleveland and of Cuyahoga County; to the many executives and officials of the State ol Ohio for their cooperation; to the Police and Traffic Department of the City; to all the various organization* throughout the community and to the many public spirited citizens who Itave done much to make this Congress a success; to the daily press and tire local wireless stations that persistently have carried the news of Safety into hundreds of thou sands of homes: to the Cleveland Chamber of Commerce and its affiliated grgauizations; to all the admirably organized and directed Cleveland Congress Campaign Committees, including that for School ami Quid Activities, tliat for Parents and Teachers, that for Industrial Plants, that fur Polite and Traffic Safety, that for Kite Safety, that for Home Safety, that for Public and Pedestrian Safetv, that iu- Railroad Safety, that for Commercial Drivers, that for Passenger Automobile Drivers, that for Street and Railway Busses, that {*x Theatres, that tor Sheet Advertising and Decorations, dial for News paper Publicity, tliat for Radio Broadcasting, that for Hotel Rcservatint*, that for Hotels and Restaurants, that for Local Registration and Information, that for Ohio State Delegations, tliat for Local Attendance, and that for Boy Scoots: to the nine other special committees on Reception aud Entertain o* Dckjate*: to the twenty-five additional committees of CoojicratinR Secta} Chairmen; to the seventy-six special Group Committees who solicited local jdterot for the Congress throughout every business group in the city; to Judge Lee K ?fcec* for his service during this time as President of the Cleveland Safety Ootc3' aad to Hon. Harry L. Davis. Mayor of the Citv of Cleveland, who lias served a* Honorary Chairman of the Cleveland Congress Committee; and lids vote 18 Twenty-third Annual Safety Congress--National Safety Council of thanks is accompanied with the deep appreciation of the leaders of the Safety Movement, who understand the need for intelligent guidance in the organization and direction of these many Congress activities, and particularly in placing before the people tlie facts about accidents and the scientific methods for their - control, to which task this Congress is dedicated. *' BE IT RESOLVED, that to President John E. Long tlie entire membership of the National Safety Council expresses its sinceic appreciation and thanks for ls high devotion to the Cause of Safety and for his inspired and untiring leadership during a year when the Safety Movement lias been able to make such signal ad vances in the saving of lives. * BE IT RESOLVED, that the very grateful appreciation of the National Safety Council members is hereby extended to all the volunteer officers and executive committeemen who have given so generously of their time, thought and energv to the success of the Safety Movement, and whose counsel has been of such exceeding value in the rebuilding of the vitality and dynamic force of tl Council- President Long then, in a few well chosen words, introduced Mr. Donald B. Gillies, President, Corrigan, McKinney Steel Company, Cleveland, Ohio, who presented the following address* Safety from an Executive Standpoint By DONALD B. GILLIES President, The Corrigan, McKinney Steel Company, Cleveland, Ohio Several decades ago when the safety movement first came into being, it was "wishful thinking" to hope tliat executives might some day become deeply inter* ested m accident prevention. Little did we realize at that time that within a few short years the safety movement would have to its credit a decrease of 31 per cent in the industrial accident fatality rate in the United States. This is a record ot achievement in which organizations such as ilic National Safety Council, as well as individual safety men throughout the country, can take justifiable pride. At the beginning, progress was necessarily extremely slow, due in part, I think, to the fact that executives employed safety engineers to prevent accidents and then these same executives held these safety men responsible for results without giving them sufficient backing and support to command the active interest of oper ating superintendents and foremen. Managers, as a rule, felt that they had done their share when safe woiking places were provided, that they had met all of their legal obligations and it was then up to the men to take care of themselves. This was not on account of any lack of sympathy for injured employees, but be cause it seemed to be an unnecessary task to caution workers to be careful and to educate them in accident prevention when it seemed that the law of self preserva tion was sufficient to get results. Unfortunately, we failed to take into consideration the fact that proximity breeds contempt; that workers must be taught to protect iheir outi lives: that every individual considers himself more or less immune to accidents; and that it requires real positive initiative rattier than mere passive hope if worker* are to avoid injury. Managers were sorry when anyone was hurt or killed--and glad when injured men were properly compensated and their families made comfortable. It has often beer, said that corporations are soulless organiza tions, but I can tell you from my contacts with, hundreds of executives that indi vidual managers are human Wings, after all, who do not lack pity, sympathy, and other normal emotions. Fortunately, liowever, tiic old feelings of pity and sqwtHctic helplessness have been expanded during recent years to include a strong determination that some thing can auil must be <kn-c about the high toll of accidents in industry. We have learned fiom die safety movement >n general and from the experience* of yop men that accident* can be prevented; that management must go further than meiely meeting its legal obligations: tliat workers can and must be educated in the safe Annual Meeting of Members 19 ways of doing their jobs; that people can be taught to think of safety subconsciously during all ot their waking moments. In brief, the prevention of accidents has be come an essential and integral feature of good management in thousands of out industries throughout the country. But what is safety? Wlwit does it mean? 1 think the best definition I luve heard was given by the Rev. John McDowell. Some years ago he stood before a convention of steel men--with an empty sleeve that bote mute evidence of lus early years as a Pennsylvania miner. He talked with autlwrity when he said: "To save life is the uoblest of all purposes. It embodies the highest ideal ot humanity. It conserves the best asset of the nation; provides its best protection; and creates its real glory. It incarnates the spirit of democracy and biutlterhood.' That this spirit has taken hold of industry generally is evidenced by the accom plishments which have been achieved with the co-operation of workers in eliminat ing needless accidents and thus adding to the happiness of homes throughout the land. Workers collectively and individually arc more cognizant of safety m their daily occupations than ever before; furthermore, they have conic to realize the cco nomic importance to themselves, to their families and to their companies in avoid ing accidents. What has been accomplished in the conservation of human life in industry is the direct result of the policies of forward-looking management and far-sighted workers. It is highly fitting that we in America should have developed this new leadership. It is quite in keeping with our democratic ideals of sharing oppor tunity and responsibility, but beat ot all it brings a greater measure of happiness to our citizens. It is a source of real satisfaction to me tliat the steel industry as a whole has played an important part in pioneering this great humanitarian and economic move ment. Fundamentally, every employer owes a duty on humanitarian grounds, ii no other, to use all reasonable efforts to safeguard die lives and limbs of ills em ployees. For securing safety to employees, the employer not only meets the die talcs of his conscience, but also saves himself needless pecuniary loss. And let me say here tliat it does not detract m any way from the broad humanitarian aspects of this work to consider its economic phases in sustained purdiasmg power, in providing steady employment, and in keeping the wheels of industry moving. In my own company, 'I lie Corrigau{ McKinney Steel Company, and this is typical or most other companies, progress m accident prevention has resulted not only in a greater saving of life and limb, but also in a saving to employees in wages alone of hundreds of thousands of dollars. It is not always easy to obtain satisfactory results in industrial accident pre vention. It is, of course, impossible for tbc chief executive of any large business to attend personally to the safety problem. It is absolutely indispensable, E be lieve, tliat the matter oi securing safety be delegated to a competent man who has his heart enthusiastically in the safety problem and that upon this man be placed the duty and responsibility of obtaining results- If the business is large it may require the energies of more than one man, but no matter what the size is, one or more men should primarily have the responsibility of obtaining results. Dr. R. C. Engel, who has been medical director for The Corrigan, McKinney Steel Company for 17 years, has for the past eight years had complete charge ot our accident prevention work. I take this opportunity to accord to Dr. Engel sincere tribute tor the great humanitarian service which he has rendered. I com mend him highly, and also his co-workcre. for the outstanding accomplishments attained. Tlie United States Steel Corporation has achieved a noteworthy success in re ducing accidents, all of which commands our attention and respect. This great organization has during the past 27 years reduced its serious and fatal accident rale some 57 per cent: that means about 72,000 men were saved,--to sa> nothing of their respective families. Safety hi industry Is a great human problem, and cooperation if based on a real knowledge of fact is bound to bung out an effective and permanent solution. This obligates u$ tu investigate every accident, not for fault-finding purposes, but so tba intelligent corrective measures may be applied which will prevent recur rence of accidents. Remedies must be formulated which will accomplish 20 Twenty-third Annual Safely Cvnyrcss--National Safely Council the desired results, whether ihrouEh engineering. education, or approved super vision. fortunately, no one can learn too much; live human mind is one thing that can keep on growing, indefinitely. it is one of the fine characteristics of accident prevention work, that in it management finds that the interests of employer and employee are more nearly similar than in probably any other contact. There can be no misunderstanding and argument about the prevention ot' accidents. Kxecutives and workers arc equally interested and both have everything to gain through mutual cooperation. Iheic is u direct relationship between accident prevention and all other indus trial problems, both in the method of attack and the method of cure. While indus trial executives must always keep a proper sense of proportion, I should like to say for the benefit of those not already converted that as the result of many years of experience, I am satisfied that safety goes han<) in hand with economical and high grade production. The small cost involved is more than justified. There will always be risks in industry. While it is a fine thing to have accident comj>ea(iuii, and it is a splendid sentiment that causes hospitals and charitable or ganizations to provide for the unfortunate, it is much more worth while to prevent accident. Progress in American industry is strikingly marked today by the dominance of a new psychology concerning industrial relations. Men, materials and money have combined in the development of our great resources, and brawn, guided by brain, wealth and labor directed hy inventive genius and creative energy have brought the United States to a foremost position in the industrial world. Each <rf these factors lias its place ot importance in industrial growth now as always. But today, in sharp contrast with iast industrial history, we find a new controlling thought. Thai is. the new appreciation of the importance of the human equation, of the economic as well as rite social value of its protection and conservation. This new guiding thought is not based on an unattainable ideal. It is produc tive of jhc uki practical results. Tt adds greatly to the productive capacity ot the individual, it greatly increases mechanical efficiency and output, it increases the Inuring jxnvcr of the consumer, ami raises the general standard of living. Fur thermore. it greatly reduces labor turnover, the bane of all industry. In t)tce imjHirtant respect*, intelligent self Interest is guiding the way toward biilcr standards of operation and a keener appreciation of the human values in industry and of the mutual lights involved. The ideals of peace, toward which the minds and heart* of men are ever reaching, mav not yet lave been fully achieved, hut at least tve are moving toward them, as the Annua! Safety Congress eloquently tet-iifi.es. Unveiling of Council Trophies The unveiling of tlic handsome plaques awarded by the National Safety Council to winner* in the various sately contests, Unm took place in a very impressive maimer. President Long spoke firiefly a* follows: "Ten years ago the first sectional safety contest was organized. Since then the idea lias been adopter! by others until this year seven such contests officially closed on June 30. These were conducted hy the Delivery, Taxicab and Bus; Marine; Metals: Paper and Pulp; Petroleum; Public Utilities; aud Rubber Sections. * ' "Time will not permit reading into the records the names of winners of the 106 plaques and 80 certificates. However, during tilts Congress, each section has set aside a definite period during which the meritorious achievements of their respective contests will be discussed in detail, and at that time. al&u, the trophies will be officially presented. "Even though individual winners cannot be specifically mentioned, it is rny pleasure and privilege, on behalf of the National Safety Council and its Executive Committee, to at this time officially unveil the trophies which stand as mute evi dence of tlx; .sincerity with which industry as a whole endeavors to conserve human life aud limb." ADJOURNMENT TIV N T V - T hi l R D AN N V A L S A f E T V C O N C N Ji S S NATIONAL SAFETY COUNCIi. Annual Banquet WEDNESDAY EVENING SESSION October 3, 1934 The Annual Banquet for National Safety Council delegates and guests at the Cougicss was held in the Rainbow Room of the Carter Hotel. Alter the viands liad been cleared away, Lt. Col. Henry A. Kenhiper, Past President of the National Safety Council, arose and announced tiic election of Council officers which had taken place that afternoon. He introduced the new officer* with a group of felicitous phrases, as follows: President--John E. long. Supervisor of Safety, The Delaware & Hudson Rail road Corn., Albany, N. V. Vice-President for Public Safety--Robert I. Catlin, Assistant Vice-President, The Aetna Casualty and Surety Company. < Vice-President for Public Helaiious--'D. D. Fennell, Consulting Engineer, Chicago. Vice-President for Safety Councils--hzw R. Palmer, Conservation Engineer, The Equitable Life Assurance Society, New York City. Vice-President for Engineering--Albert S. Regula, Executive Secretary, Indus trial Relations Counsellors, Inc., New York City. Vice-President for Industrial Safety--C. W. Smith, Director, Safety Depart ment, Standard Oil Company (Indiana), Chicago. ^ Vice-President for Mcmbershi/>--R. T. Solcnsten, Vice-President, Elliott Service Company, New York City. Vice-President for Health--Cassius H. Watson, M.D, Medical Director, Amer ican Telephone <Si Telegraph Company, New York City.^ Vice-President for Finance and Treasurer--William E- Worth, Manager, Twine Mills, International Harvester Company. Chicago. * Vice-President for Educatioit--Albert W. Whitney, Associate General Manager. National Bureau of Casualty and Surety Underwriters, New York City. Secretary and Managing Director---W. H- Cameron, Chicago. Lt.-Col. Reninger, then, called the attention of his audience to a resolution which had been passed by the Executive Committee of the Council, that afternoon in session, as follows: * WHEREAS, the serious increase in motor vehicle accidents this year indicates an all time "high" of 35,000 deaths, more than a million injuries and about two billion dollars property damage, an amount comparable with our entire expenditure for public education; and, WHEREAS, the experience of many cities and states crystallized in the rec* ocooxendaiions of the National Conference on Street and Highway Safety spon$nr*d by the Department of Commerce, the National Safety Council and other urxamzaikins. has shown that these losses can be reduced at leant 50 per cent by legtdarivc. admmhtrative. engineering and educational measures of proven value, and 21 22 Twenty-third Annual Safely Congress--National Safety Council , WHEREAS, there is such pressing need for prompt executive action to put these measures into effect and stop these needless tragedies; THERE!*ORE BE IT RESOLVED: That the Natio;ia3 Safety Council re spectfully urges llc President of the United States to call the Governors1 of the several States into conference as early in tlsc new year as practicable, to lay -be* fore them the seriousness of the situation, the remedies which have been developed for correcting these cooduiotis and Uie necessity for prompt and united action in all the States to adopt anti mere energetically carry on an effective program for the protection of life and limb on our streets and highways. By formal tftotiors, and by a rising vote, the entire audience o delegates and guests approved this action of the Council Executive Committee. ' Following this, Lt.-Col. Reninger read the following letter received from the President of the United States: My dear Mr. Long: THE WHITE HOUSE WASHINGTON September 27, 1934 I wish to extend to the memfiers of tlie National Safety Council, in session at the twenty-third Annual Safety Conference, my most cordial greetings and mv heartiest good wishes for the success or your endeavors. ' Tlic fact tliat you are concerning yourselves with saving life, that you are keeping in view human values and personal security commends your program to the entire country. I am greatly impressed and pleased with the constructive steps already taken toward the el imitation of accidents, especially highway disasters, which, because avoidable, arc doubly tragic. This is a problem which we must attack with live utmost energy and persistence. Ultimately we may expect to reach the solution of highway safety, provided complete cooperation on the part of all citizens is uiven to concerted efforts of groups such as yours. At present tile rising toll of fatalities on roads and city thoroughfares indicates in a manner all too grim that wc are still far from the goal. American automotive developments and our unequalled system of highway com munications which have given signal contributions tu our convenience, pleasure, and commerce, must not he permitted to devolve into instruments of death and disaster. I assure you of niy keen personal interest in your efforts and commend your splendid program to induce cooperation among every citizen in our nation with the movement looking to the prevention of needless fatalities--a drain upon our most precious natural resource which must be ended. Very sincerely yours, Mr. John E. Long. President, National Safety Council, c/o Cleveland Hotel, Cleveland, Ohio. . FRANKLIN D. ROOSEVELT. President John E. Long then arose and introduced Mr. Harold G. Hoffman, Commissioner of Motor Vehicles of, New. Jersey, who presided as Toastmaster. His witty introduction of the speaker of the evening, Dr. John L. Davis, of New York City, was highly appreciated by the big audience; and was only surpassed, periwps, by the brilliant address of Dr. Davis, himself. Dr. Davis was listed in the program to speak on "'The Spirit of America.*' Despite this handicap, he seized the opportunity to present a highly popular mono* logue--so popular in fact that his success mounted steadily throughout the evening; and it was readily agreed, after an hilarious session, that no banquet of the Council had approached this for many a year. ADJOURNMENT TWENTY-THIRD ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Dust in Industry FRIDAY AFTERNOON SESSION October 5, 1934 The session devoted to a discussion of Dust ill Industry was called to order by Dr. E. G. Meiter, Director. Industrial Hygiene Ijuratory. Employers Mutual Lia bility Insurance Co., Milwaukee, who presided. Dr. Meiter briefly welcomed the delegates and then introduced the first speaker. Types of Dust That Cause Occupational Diseases By LEROY U. GARDNER, M.D. Director. Saranac Laboratory for the Study of Tuberculosis, of the Edward L. Trudeau Foundation, Saranac Lake, N. Y. The speaker vaid in part: Experience has demonstrated lliat the long tissues can tolerate very large amounts of most kinds of foreign dust particles without, serious interference with function. The lung may be intensely pigmental by colored dusts with no evidence that respiration is impaired. But dusts composed, in whole or in part, of silica have been shown to be dangerous because tlicy stimulate the growth of the connective tissues of the lungs ami bring about the formation of scar tissue. This destroy* the normal elasticity of the organ which is necessary for respiration and it thickens the delicate membranes ^so that a free interchange ot gasses is impeded. Fortunately, these results only follow the prolonged inhalation of very large quantities of silica. ` Experiments have demonstrated that the injection of silica into the tissues ol animals kills the cells where die substance lodges and excites an inflammation When healing takes place a very dense and cliaracteristic kind of scar tissue forms. Most noa silsctom dusts produce no inflammation and very little scar. It has been shown that such changes do r.ot follow the injection of silica unless Uie particles are very fine, three microns or less m diameter, and unless enough of tltem localize in one area. With larger particles the rate f reaction is so stow that little change occurs within a year. As a general rule, the finer the particles, the more rapid the cellular response. The reaction to hoe silica begins within four or five hoars and it combine* foe a period of years. If the silk* is combined with bases in the form of silicates, it rarely produces such active and progressive changes. The silicate of magnesium, asbestos, does cus the formation of scar tissue In exiierimeutai animals and in the lumtan lung, but most other silicates are not generally recognized as irritating. Recently it has been claimed that a hydrated silicate of aluminum and potassium, called scricite, i responsible for most of the cases of silicosis This silicate, a transformed feldspar, is often associated with quartz and it has l>cen identified in the lungs of persona swf 23 24 Twenty-third Annual Safely Congress--National Safety Council fering from silicosis However, at least two types of scrtcite have failed to excite significant changes when injected into animals. Experiments with this substance tre still in progress. Kaolin, an alunnuo-siJicale of potash, has also produced quite characteristic changes iu tlw lungs of rabbits. But our present knowledge does not permit us to assume that silicates as a class will produce serious tissue damage. Most observers now believe that uncombincd silica,, or quart*, is poisonous to the tissues because it is slowly dissolved in the fluids of the body. Certainly the majority of the experimental observations suggest a chemical injury, but it is diffi cult to understand how enough of such an insoluble substance as quartz could be dissolved within eight hours to produce a well marked, acute inflammation. If solubility were the only factor one should discover a more active response after the injection of the more readily soluble silicates, hut such* is not the cay For merly it was held tliat silica produced its effect mechanically. Tire bard sharp quartz particles were believed to abraid the lung surfaces ami excite the forma tion of scar tissue as a manifestation of healing. This theory is no longer tenable for when animals are injected with other hard, sharp particles like diamond carbo rundum or aluminum oxide, there Is no inflammation and practically no formation of scar tissue. Ultimately it may be shown that tiic irritation of silica is due to some unrecognized property possibly related to its atomic structiue. When quartz particles are inhaled they produce three specific effects which are not excited hy any other type of dust yet studied. They alter the behavior of the pulmonary phagocytes; tltey stimulate the formation of circumscribed nodules of scar tissue; and they subsequently increase the susceptibility of the lung to infection, espe cially tuberculous infection. Phagocytes that ingest too many quartz particles arc killed by this irritating substance. As the cells die they liberate their burden and several new phagocytes come out to take it up again By a repetition oi this process enough phagocytes accumulate so that many of them ingest only a few- particles. Under such circum stances tl*e stimulus is not strong enough to kill hut mnely accelerates the motility of die cells. They naturally tend tu leave the air spaces, enter the lymphatic ves sels and accumulate in the lymph nodes. This process become* more rapid under the influence of the irritating silica and very considerable numbers oi par ticks are consequently localized hi tl*e nodes. Alter six or eight >ears the quartz in the nodes has caused a market) over growth of the fibrous elements in these structures. Ultimately the reaction develops to such an extent Oiat the node is entirely replaced by a mass of coarse, glassy scar tissue fibres, often several times as large as tlie original node. Such nodules en croach upon and comj>ress the lympliatic vessels. The drainage system of the lung is choked and effective removal of subsequently inhaled dust is gradually diminished. Dust now accumulates around ihe lymph vessels and sheets of scar tissue develop in this location. These preliminary diangcs do not constitute the disease, silicosis: they involve only the lympliatic system. The respiratory tissues arc not appreciably affected. In good slcro X-ray films these preliminary changes may be visualized as a thick ening and tgrading of the shadows cast by the blood vessels togctlicr with a widen ing of the sliadow of the root of the lung. The blood vessels arc thickened because the most mi|ortat lymphatic vessels course through their walb. The beading is due to the minute nodule* of silicotic scar tissue in the lymph nodes withm the luiip. Ttw root slunkm is widened because of the silicotic" reaction in the lymph jivkIc* in this location. If still more dust is inhaled it can no longer be effectively carried off through the ivnqdi vesridK The phagocytes now carry it into the walla of the air space*. Often the cell* group themselves m nodules but sometimes they are scattered. In these locations the silica again stimulates the formation of scar tissue. The result is a general thickening of the setaa fwtwccn the spaces and nodulation throughout the functional jjortton of the lung. This change seriously interferes with function as interchange of cannot take place through the thickened walls of the air spaces and the tissues lose their normal elasticity. Less involved air space* dilate and their walls stretch, producing the condition known as emphysema, which is also incom patible with effective respiration. With the formation of silicotic nodules in the functioning parts oi die lung the Dust in Industry 25 disease, silicosis, is said to begin. On the X-ray film such nodules cast clear cot, round shadows. As they increase iu number and size they blot out the formcrly acccntuatcd linear shadows of the blood vessels. In a well marked case both lung fields may be thickly seeded with hundreds of such sharply defined, rounded, nodular shadows. Where there is emphysema, often at the bases, no markings arc visible and the film appears black. The condition of silicosis is a progressive one and it continue* to develop after a man lias left his dusty occupation. Serious results only follow, however, when he leaves with many nodules in the lung tissue itself. As such nodules increase in size they replace important functional elements. Obviously the continued growth oi only a few nodules situated in the lymphatic system could have little effect other titan to increase the obstruction already present. ... The serious part of silicosis is its frequent complication by tuberculosis. This may arise from reactivation of a pre-exislant latent infection or it may result from a new infection from wUttoub The danger of infection increase* with the amoimt of silicosis present. The course of the Infection in the silicotic is usually chronic and it often fails to produce characteristic symptoms for months or years alter its onset. Many times it is accidentally discovered in routine X-ray examination of groups of active workmen. However, evidences of disability are much more marked in silicotic individuals with infection than in those with uncomplicated disease. Occa sionally tuberculosis may rim a very acute course in tl>e silicotic subject but this is also true in other pcr$t>n$. The cause of the susceptibility of the siticotjc lung to tuberculosis is not perfectly understood, but it would seem that the action of the silica on the tissues creates a medium favorable for the growth of the bacteria. The tubercle bacilli multiply and a slowly progressive tissue reaction ensues, but the usual clinical symptoms of tuberculosis arc often ltcld tu abeyance lor a long time because the chances for absorption ol poisonous products of infection are mini mized by the obstructed tyroptiatk system. It is also ]>os$ihlc tliat some of these poisons may be absortxrd on the silica particles, as Cummins has suggested. Ulti mately the. infection gains the upper liaml, symptoms develop and death from tuber culosis cmucs. The only other type of dust which is generally recognized a* a cause of severe pulmonary injury* is asbestos, a silicate of magnesium. This sulmauec is. fibrous in character and is more readily soluble titan quartz. Apparently the protective upi>cr respiratory mechanisms seem inadequate to prevent the initiation of many such fibre* ami even quite long ones may penetrate into the finer bronchial tubes These structures have irregularities in their wall* which seem to hold the fibrous dusts. In this location the asbestos particles are sue rounded amt ingested by plmgo cytcs. The cell* do not seem to be particularly irritated for they are not espe cially numerous nor do they migrate rapidly into dumps as m die ease of pliago- c>tei dealing with qisirtz. Apparently most of them carry their burden of asbestos fragments directly Into the walls of the tul>e* in which they lie. Tlic mildly irri tating dust sets up a proliferation f the connective tissue cells, in the waffs result ing in collar-like thickening of the tubes. Contraction of tle new connective tissue narrows or closes the tube and thereby shuts off tlie ingress of air U> tlie mw peripheral air spaces. These spaces then collapse, a condition known as atelectasis. This in itself is a cause of fibrosis or scarring of lung tissue. The result is a fibrosis of numerous relatively small areas in (he lung due to the ctdUr-Ukr constricting fibrosis about many small terminal bronchial tubes. Tle lympliatic system seems to play little part in disposing of asbestos dust and very insignificant amounts of this dust are found in the lymph nodes Not a few cases of aibestosis die of tuberculosis or hromhopncumnnfa hut the prevalence of the former infection is probably much less common than In silicosis. Surveys of large groups of ashestn* workers faff to reveal such a high incidence of tuberculosis as found in similar studies on xilfca workers. The inhalation of unusual amounts of non-siliceous dusts apparently fails to pro duce significant alterations in the lung. It is of course possible that injurious ones may ultimately be discovered, but none are recognized today The non-siliceous particles enter the lung and are ingested by phagocytes as u* the case of quartz. Tiic cell* are not stimulated to move very rapidly and as a consequence many of them remain within the air spaces for a song time Some, particularly those con- 26 Twenty-third Annual Safety Congress--National Safely Council tainuig rtlaiivdy lew jarticlcs, make their way into the lymphatic system and accu mulate in the lyiujA nodes. In sufficient concentration, or perhaps because they arc mixed with small amounts of silica, they set up a low grade, mHi-tJrogrcssiYc chronic inflammalton. but this reaction results only in a little thickening in the lymph nodes and about the lymphatic vessels. The lung tissue may be variously pigmented, black from coal or red from iron, but there is no formation' of scar tissue that inter feres with function. The susceptibility to tuberculosis of the person with such pig mentation is ixj! increased but it is apparently quite definite that pneumonia is unduly prevalent ut coal miners and that chronic bronchitis results from the inhala tion of cement. The X-ray films of men working m nutt-riliceous dusts shows either nothing at all or a more or less marked accentuation of tlie linear sliadows cast by the blood vessels. This, of course. Is due to the chronic inflammatory changes about the lymphatic trunks iti walls of biood vessels. Jibe effects of mixtures of free silica and non-si lie eons materials are less clearly defined, and should receive more serious attention. It would seem unwise to assume, as has been done in the past, tliat the non-siliceous substances serve only as inert diluents ami that only the quartz component of a dflst is of significance, ExjicriKieutal and clinical data are accumulating which suggest that at least some other dusts maj materially modify the action of quartz, both in its cvacity to produce nodular fibrosis in the lungs and to increase the susceptibility to tuberculosis. For example, animals inhaling heavy concentrations of a mixture of equal parts of pure silica and hematite dust for eight hours a day over a period of 14 mouths have shown not even the slightest indication of nodule formation in the lung, whereas pure quartz dust, inhaled for only two hours a day, produces definite nodulalion. It al!*> seems to be true that animals inhaling such a mixture are much less susceptible to tuberculm,is tliau those exj>osed to pure quartz. In the case of the human iron miner, some lungs show definite siIICOtic nodulation. others only a very few nodules and many no nodules at all. All exhibit heavy dejiosits of iron particles with a cellular connective tissue reaction. When these findings can be correlated with dicmtcal analysis of tire lung tissues and the approximate amount of rock work which these miners have i>crformed, some relationship between the exposure to silica and t!>c fibrous nodule formation may be established. Tuberculosis in these iron miners is apparently less prevalent and much less severe than in men exposed to pure silica. What lias been said of iron miners is also probably true of foundry workers and coal miners. It is generally accepted that men in the latter occupation have less tuberculosis than the average for the age period; Cumnuns believes that they have tlie infection but that it is so atypical and benign in its manifestations that it escapes diagnosis. Mention should also be made of mixed dusts like certain states and granite containing Urge amounts of free silica in combination with silicates. Experimentally these substances behave atypkrally and do not produce nodular fibrosis unless there is complicating infection. The same may^ also be true in human beings. Unques tionably swell dusts are capable of producing typical silicotic nodules and they pre dispose to tuberculosis. From a theoretical standpoint they should receive much more intensive study to clarify our views on the whole subject At the present time >t appears that the action of their quartz component is modified and partially neu Iralizcd by the other substances which they contain. Using Exhaust Systems' and Respiratory Equipment To Protect Workers Exposed to Dust By STUART W. GURNEY and DAVID S. BEYER Liberty Mutual Insurance Company, Boston The speaker said in part: A number of our states have had references to dust elimination in tlwrir labor laws lor a good many years, but no state has as yet thoroughly enforced these laws. Tlie codes of live states which we Investigated provide tliat grinding, buffing and polishing wheels should be exhausted, although two of the states exempt from these provisions wheels Oil which water is used Dust in Industry 27 This seems ill-advised, since a study of wet ar.d dry grinding m Cuniiectkui by Winslow and Grccnborg has shown dial ttie application of water does not in any means eliminate the dust hazard. .. It may be remarked that, with everything else equal, a high static sUCl.kHl will give a higher velocity at the point df origin of the dust, fume or gas than a low one; but this alone is not a measure of the effectiveness of any exhaust system. Wisconsin has adopted the principle of specifying a limit to tlie number of dust particles of respirable size per cubic foot of air. Aflci all, this i* wIku we are primarily interested m, to keep the dust contamination down to a point where it will not he harmful. These variations and conflicting provisions ill state codes merely reflect Llw gen eral lack of authoritative standards. It is accordingly fortunate tliat definite steps are now being taken by the American Standards Association to develop tlie proper basis for such codes. There are two committees working on this problem; the Ventilation Code Committee, sponsored by the American Society of Heating $ Ven tilating Engineers, and the Exhaust Code Committee, sjionsored by the Inter national Association of Industrial Accident Boards and Commissions. It is also arranged to appoint sub-committees to take up five specific subjects: Abrasive cleaning, chromium plating, granite cutting, rock drilling, and spray coating, fit addition, a Std>-Committee on Fundamental Principles of Design and Ojicration and Maintenance of ExJiaust Systems will be appointed. The two most important considerations in an effective exhaust system arc: l Velocity of atr flow; 2. Arrangement of the inlets (from the standpoint of near ness to the dust source, shape, etc.). Many an installation that is otherwise all right fails to remove the dust success fully merely because there is not enough air being drawn through the system. In a series of tests that were conducted under actual working conditions by Ihcouorc F. Hatch, Department of Industrial Hygiene, Harvard School of Public Health, a machine used in dressing stone was employed, and it was noted that with an air flow through the hood of 230 cubic feet per minute, therc^ were over one hundred million dust particles in the surrounding air. When the air flow was increased to a little over 250 cubic feet per minute, tire dust concentration lad dropped to forty million, a marked improvement. As the air flow was further increased, the drop in dust concentration was relatively slower, and it took a volume ot about 580 cubic feet per minute to bring the dust concentration down to ten or fifteen million particles per cubic foot, which was considered reasonably safe for this type of dust. It is accordinglv possible sometimes to take an installation tliat is not satis factory ami. if the* remainder of the system is well designed, by merely speeding up the blower or adding a larger one. to bring about the desired results. Another very important consideration h to get the inlets of the exhaust system as close as possible to the source of the dust The drop in efficiency as we get further away from the inlet is really surprising to otie who has not studied the prin ciples involved- It should be remembered that if wc have the open end of an cs haust pipe or air duct in operation, the air tends to flow in from all sides, even from behind the opening. As we move away from the end of the pipe the velocity drops verv rapidly, so that even at a distance of five inches from tlie hood the velocity mav be Jess than 10 per cent of that right at tJw hood inlet. This is the most important consideration to keep in mind and one which is frequently lost sight of in designing exhaust systems. It is not uncommon to see an exhaust inlet a few inches in diameter with which the person making the installation hoped to draw dust from a distance of several feet, but the air flow even a foot or two away iron, the entrance to the Inlet may be negligible. . Still another important consiiteration having to-do with the design ot the inlet, i*. the addition of a flange. The effect of this flange is to cut down the air that would flow in from behind the opening, thus drawing* It nearly all from the front. Thus the efficiency of the system is substantially increased and the scojw of the ex haust extended appreciably, without increasing the power consumption or otherwise adding to the expense of keeping up the system. There arc also other considerations of perhaps lesser importance.. For example, air cannot he "pulled" from a distance by merely directing an exluiust pipe toward tin- point in question, but It can be "pushed" or blown, directionally, for a consider 28 7 7i>'uty-tlurtl Annual Safely Comjrcss--N'attonal Safely Coitncii able distance. This principle may I* used advantageously in directing the dust Irtu-.rd the openmu ol the exhaust inlet and thus getting the desired results with a lower exhaust velocity and power consumption than would Ik iequired if suction alone were depmkd upon. This principle las been applied effectively in drilling material containing a>be$los, where the exhaust inlet is placed at one side of the drill and a small air jet at the opposite side of the chill, blowing acroes the lable. turns the (articles that would fly out from this side and directs them back into the exhaust system. It is also being applied to foundry shake-out work. Other considerations in ikrsigning exhaust systems include the elimination ot unnecessary bends or curve*, tin; provision of clean-out doors, and the proper con Stmetloii of joints. Where there is a general ventilating installation and cue or more exhaust systems, care must l*c taken to see that they do not conflict with each other. After at* exhaust system lias been installed it should 'he tested by taking actual dust counts to see that the dust is really Ijeing cut down* to the desired point, and such counts should lie taken at intervals after the installation has been made, to see that it is still fuivctionmg |>ro|Jcrly. The faet that the dust particles that cause the trouble are so small that they arc invisible under ordinary conditions Hess than 10 microns or l/2S00th of au inch in diameter) often makes it hard to convince the practical plant manager that there is anv dust present: it also makes it imjiossibic to tell, without the use of spe cial instruments, wlwtlier the completed exhaust system is actually removing the dust. ' It might seem like an instilt to one's intelligence to say that after an exfuuwt system 3ws> mice been installed it .should lie maintained in good operating condition. However, the numerous rases tutc encounters in the |>lams where this obvious neces sity is not carried cul. indicates tiiat it fa really one of the major considerations in connection with the elimination of dust or fumes. Cases are not unknown where the blower has in some maimer become reversed so that the air is being ejected and diffusing the dust, rather than drawing it in; other instances where the effi cieucy of the system lias licen lowered or its value nullified by clogging up, dis connection or wearing out of the piping, etc., arc all too common- One concern. of which the writers; have knowledge, lias a "U" tube permanently installed in one ot its main exhaust systems so tlutt the foreman or safety man can tell at a glance whether there arc any changes that would indicate a break-down in the system. All such hi.-tallation.s should have regular inspections by some coinpc- lent person as a routine pari of tfwir upkeep. ' It will lie sufficient here to discuss respiratory equipment very briefly. The Simplest form of this equipment is the filter respirator. Such respirators' have a definite value for temporary use such as sweeping up. cleaning out Inns, shoveling materials, etc., hut they require careful fitting ami constant supervision to see that they arc luting (wrojierly used. - It is our opini*Ji, alter watching the sincere efforts in a number of plants to enforce the use of them: respirators, that it is rather impracticable to require them t*i lie used on full-time operation. Oik notices the men, under these conditions, surroplitiomjv pushing die respirator aside ami gasping in free air like a fish out oi water, certainly, if they arc to lie used any considerable length of time, fre quent rest period* should lie allowed where the meu can get out into the free, air for a few minute? refreshment. There are also the large air-fed liclnvffs, with which most of u ere familiar, used for sandblasting, etc. which have been carried to a high state of perfection for Uk jmrjKrK^ to which they arc adapted. We Indieve. however, that much more use could Ik made advantngcom.lv of the type oi apparatus that lies midmy between the filter respirator and the air-fed helmet. namely.. the light, air-fed respirator which covers the. nose, and mouth and leaves the rest oi tlw face cxjwiscd. With a light hose attachment, this device offer* considerable freed*m >f moienwit, and if air outlets were supplied so the hose could lie quickly tronderred from cue outlet to another it would seem to lie practicable to me tlwm mcr a coutitlcrahlc area. They afford the advantages of a pure air Mp{*iy witlfout excessive weight and without the restriction to breathing that is imposed by the filter respirator. Dust m ludttsiry 2*> The Medical Supervision of Workers Exposed to Dust By w. j. McConnell, m.d. Assistant Medical Director, Metropolitan Life Insurance Co., New York City The speaker said in part! The hamilulncss of dusts vanes widely in accord ance with the physical and chemical natures cl each individual substance. Cvriuiu dusts arc soluble or slightly soluble in the lx>d> fluids and tlieir liauufu! effects are proportional to tile tuxicity oi the compounds formed. Lead, mercury, uud arsenic arc examples of poisonous dust. Other dusts _ exert their harmful effects locally on the skin and mucous membranes- ami through irritation to the respiratory passage*. Chronic acid and alkalies are examples. Attention recently lias k*cti called to the probably harmful effect of dusts arising from radio-active ores. A fourth group of dusts which arc iu>olublc or very difficultly soluble in the body fluids may initiate harmful pnUfological lung condition*. These may be subdivided into imu-fibrosis and fibrosis producing dusts. The organic dusts, mainly the vegetable: fillers, such as cotton, jtitc, hemp, etc, are non-fibrosis piodnting dusts. The fibrosa producing dusts are limited, so far as we have evidence, to a few oi the inorganic mineral dusts., such as free silica, crystalline silicon, quartz, and certain combined silicate*. Of tle fibrosis producing dusts, those having a high percentage of free silica art admittedly the most important liecausc exixisnre mcr a. perimt *f years to such tlusts distinctly predisposes the individual U Inherentcuds. The effectiveness of dust control measures in preventing diseases produced b> dusts can be determine*! only by careful physical examination of she worker- so exposed under the guidance of com|xrtctrt medical supervision. T in* benefits which accrue to die employer and employee, alike, as a result of the physical exammathhi of all applicants for employment, as well as periodical examinamm *f iIh**c already engaged, would indicate very careiul consideration by industry of a program for control of sickness. Such a procedure protects the employer from engaging hit applicant already physically or mentally imjtfured who later may claim disability for a condition either not associated with employment or contracted during a pre vious employment. The applicant's physical and mental condition is established and by keeping record of his subsequent illnesses ami accidents, tlx: question of re sponsibility for injuries and sickness need never arise. The applicant is protected from engaging m work for which he is physically ilt adapted which, if undertaken, might easily bring aliout serious impairment frf his health. For example, an aMilitant with an arrested UiImiluIoms who seeks work in a certain dusty occupation, if allowed to engage in such work might readily convert an inactive tuberculosis into an active one; thereby endangering life or at least seriously impairing the applicant's future efficiency and earning capacity. Whereas the same applicant if assigned to u position that involves m such ex posure, might be expected to continue for years as a useful and productive work man. The examination of applicants; for employment likewise protects, sbese dint are already employed from the risks of communicable diseases. such as lubemdosis and various acute respiratory and other infections being introduced into their midst by a new applicant. , Many of the younger individuals who seek employment have never before re ccivcd a thorough physical examination nnd consequently arc unaware of the de fects from which they suffer. As a result of physical examinations, many defects are located which may be removed or corrected before they have caused irreparable damage, thereby increasing the efficiency of the worker and often averting definite and finally chronic disease*. Furthermore, incipient tidicruibisis. unsuspected dis eases of the heart, kidneys, ami a host of other diseases of a simitar nature, arc discovered and the applicant referred for proper medical care and treatment which otherwise might have been [tostpoued uut-1 too late. Of even more importance than the initial physical examination of applicants Is the pel iodic examination and care of aid employees b-- an industry. Slid-, a pro cedure eerie, to check tile efficiency of preventive measures tlesistiicd to prevent occupational diseases. It offers the most effective way of controlling the health of 30 Ttvcniy-thud Annual Safety Congress--National Safely Council large groups of workers by discovering early not' only occupational diseases but many oilier conditions that go undiscovered until the worker is acutclv ill or be comes disabled. If the various conUgious conditions go unrecognized" others be cone infected, thereby causing serious economic loss, as well as endangering the Iwaitli of a group of individuals. Tlie information obtained irpm physical examinations. affords the medical super visor the op]*orHuiity to make certain that employees are engaged in suitable work out of which they arc getting maximum results, to correct the effects of undue ex posure to harmful environmental conditions, am! generally to lessen all occupa tional hazards As a public health measure, it is impossible to over-estimate the value of iieriodic examinations in establishing interest in sickness prevention. The set-up of a proper program for medical control of, workers exposed to dust depends u)>on the manlier of employees involved and individual plant conditions. A sClio of articles under tlie title of "The Medical Department Manual" by Dr .1 fart E. Fisher, appearing in current numbers of "Industrial Medicine," gives a com j.rchcnsivc account of the organization am! ojicration of a medical department. 1. The establishment of a medical department with adequate facilities and med ical personnel who have qualified in the field of industrial medicine. A process analysis of all operations in the (lant should l>e made and the medical supervisor should list all jiossiblc liealth hazards and familiarize himself with their physio logical effects If necessary, he -dioiild conduct research studies to determine the harmful effects of new substance* introduced into plant processes about which little is known. In cooperation with other departments, be should investigate the extent of the hazards and device measures of control. 2. The ionline examination of all applicants for-employment. The procedure should include a detailed history of the applicants previous illnesses aftd accidents classified under (nl diseases of childhood, UA general infectious diseases, (c) respiratory diseases, (d) vrnereal diseases, ami fe) nrrklmts and resulting physical defects. A detailed history of previous occupations engaged in fs very important. A mere statement of the tyjx; of industry in which the applicant was engaged lias slight value, if any. The exact duties performed tu each occupation should be noted and information ascertained as to the probable length of exposure to hazard ous substance*. After the history has lecn taken and a pliotograph for identifica tion rnir]>cses (if part of routine) is made, lltc applicant should he directs! to the examining room where Ire is instructed to remove Ins clothing for physical exam ination. This examination should Ixr made ns complete as is considered necessary to determine the applicant's i4iysic.nl condition. " If the npplicrmt has been or will he exjxised to dusts which induce lung dis eases, an X-ray picture of lltc chest is an important iwirt of the examination. This part of tlvc examination may he referred to an experienced rncntgcnelogist, as the value of this method of diagnosis depends upon die type of pictures taken and the exfxcrieuce of the reader whointerprets them. The examining phvsicism also may need additional information obtainedhv laboratory analyses of the blood. Mintum. and the urine. '] Iic.se aids to diagnosis should he provided or made avail able wlvn dcsirahle. . 3. Tlie rating ami ibu.uuu*ut of applicants. In c<x>ioration with the personnel department, the applicant dmuhl lie rated and placed, not only on Ins training and tiast cxiKricnccs. hm also on his physical and mental abilities in fill vacancies occur ring from lime in time. The rcmul.of his physical and mental examination should lie the mnfidcutuil property of the medical dc]>artmenl. 4. Periodica! |4i>>hvi1 ex;mim,itfnus. The frequency of iieriodiral examinations necessarily .must dejwMid njvm indivutu.il circumstance* according to tlie need {or such examination, dt-terurmed h\- the sin>ervisin physician. Where physical c\ZmiiKiti<fis are marie for tlu* first time, the employees of lour* ytsmdiuo should he given amide exnkuwuwm uf tlx* Ircncfits uf sudi examinations ami he given assttr anvox that deir jolts arc secure. 5 Provision for the disabled. Employees who develop disabilities during the course of employment should lie re-assigned to occupations which will not interfere with or aggravate the disability, or they should lie provided for in miter ways. wjovnmtEhn TIV E N T y - T H i R D A N N V A L S A V li T V C O N GRES S NATIONAL SAFETY COUNCIL Fire Prevention THURSDAY AFTERNOON SESSION October 4. 1934 The Fire Prevention Session convened in the Sutlci Hotel with Chairman Harold I- Miner. Manager, Safety ami Fite Protection Divisum. I-. I. duPont dc JCcmourr & Co., Wthrmigtcnj, Delaware. im-csmIihu. After briefly welcoming the delegates, Chairman Miner introduced live first sjxakcr. How Home Fires Are Caused By R. B. CRISWELL Ohio Inspection Bureau, Columbus, Ohio Speaking extemporaneously, Mr. Criswell gave a demonstration of the devices employed and Uic arguments advanced by himself and other mcinlieii of die Ohio Inspection Bureau in bringing to tlie attention of school children the scrimis hazards of flammable substances in the homes, His object was to inform safety engineers, aud perhaps others in his audience who might be interested in becoming safety speakers, hmv to use - simple devices in convincing the school t'dldim of tlx* necessity for caution to avoid fires ami explosions. Each device and method was outlined briefly, but with striking detail, seme of the demonstrations lieiiig as follows: A match, still blazing, was thrown carelessly into a small waste lorsket, us so many persons still continue to do. and the waste paper immediately flared into a dangerous blaze. With a short talk about the forest rangers and their watchfulness in putting out. smoldering camp fires in the North Woods, he next carefully broke o match to make sure the match had gone out completely before he tossed it n*>lc. Said he, "Chaperone your matches; they sltouldn't go out alone." A smalt doll house, wired in similar fashion to a comfortable home, was ex hibited, and after an explanation outlining the many light and lamp fixtures, coupled with electrical devices, which might lx; loaded onto the electric circuit in any home, the speaker attached these devices one after another until the fuse lilcw out; tlien he used a copper penny to plug the circuit until a fit e <levclopc*i in tlie attic of the doll house. Strangely enough, an ordinary fish bowl, with the goldfish swimming alxmt. if exposed m a sunny nook of the living ioo<m, with a flimsy curtain n the right spot beside it, or even a flammable rug underneath, can cause a disastrous fire. The circular fish bowl and the water act as a lens to concentrate the sun's rays This has happened repeatedly, said the speaker. A pretty iittle doll, made of pyroxylin, or some other flammable material, has often become ignited in the hand ol a child and has burned the child severely before 31 32 Twcnly-third Annual Safety Congress-National Safely Council the Jiaxardous toy could he dropficd.. Tliere are altogether too many toys; on the market that carry death in their flammable >uh*UitKc. A striking example to show that there arc many dangerous dusts other than those common!^ believed dangerous was then shown. Lighting a common candle to furnish the ignition point, the siwaker took a small quantity of -corn starch (such as used in every kitchen) ami by means of a thin piece of cloth, sifted the starch down aupon the candle flame. Immediately a rush of flame followed, somewhat re sembling that when gasoline vapor is ignited. Tlie shaker said that iwractically alt dusts, if in the right percentage floating in air. arc capable of producing Ares and disastrous dust explosions. Other experiments showed the tragedies that often follow the use of kerosene or gasoline to spur tip what seems to he a reluctant fire in the kitchen range or the heating stove. A last demonstration concerned the use of home cleaning fluids. The speaker exhibited a small can <>i a jiopular cleaning fluid, many of which are u the mar ket. Dropping only five drops of this fluid into a small empty can, the ltd was then put tightly in place, and by means of a single match blazing underneath the can. the gu^cs inside arising from these five drops 54 fluid within a few seconds blew the lid ot the can almost to the ceiling. The speaker said that practically all these home cleaning fluid preparations are extremely flammable under favorable con ditions Gasoline, of course, h the must deadly of all. Modern Methods of Teaching Fire Prevention By PERCY BTJGBEE Assistant Managing Director, National Fire Protection Association, Boston The speaker said in part: It is fully a* important to pieient fires and t*> con* tiol fires when small, us it is ti* build the building jwojierly and provide adequate Are protection facilities in the first place. Examples arc common enough of >erka*s fires in well-built and well-protected structure*. The really important job of an industrial man charged with the fire safety **t his plant i* to see that fire preven tion and its value is reallj impressed uj**n the cun*ciusnc of the worker*, ki the plant. One- of the most remarkable fire pretention eam]iaign> coming to my atteta**** was that carried on by the Youngstown Sheet & Ttilnr Company. It was conducted under the direction of \V. T. Fihixr. Director i Safety and Fire lYwcntit* assisted by Fire Chief Philip Hartj. of tin* Youngstown Works. Thi* of vast size and with an army of employees, had lutd a large uumber * a total of 2.274 during the year 1926. Mr. Filmer ami Cliivf Warty set out to tk two things: First, to secure the cooperation f the xmm in tl>e mill* to rediare th** excessive mimtier of fires by reducing lire hazard*, and second, to dnxrk*p tbe eftieiency of the fire brigade of employees. A series of meetings of employees was held in the plant, designed to dm*.*slratc the practical value ol' fire prevention work. The value ot fire pmfettti**! and safeguarding life and safeguarding their job was Mild to the employer* in common-vsme language The'practicability of tin* camjeiign is denKm-t rated b* u*w incident. Considerable oil ami grease was found in one section of the plant because of the careless use of these materials. The fire prevention workers |ntinted utjt ** the superintendent of tlx- mil! that a more careful use of os! and grease wuufd not only reduce fire hazards, but would save money, and in fact a saving of 5*45 m <.c month was effected through this means. The fire brigade work of the plant was devduped to a high degree. Each depart ment has a fire company with a captain ami lieutenant and from 4 to 10 member*. Tlwrc h a company for each shift ami the umijwinVes are drilled at lea*t once a month. An extremely practical method of drills i* carried out. The Chari of the plant fire brigade hand? the conMsany an envelope which detains a de>*cTtptMJ(t ot nn imaginary fire which might actually occur in Mime ,%t<cifie location of the plant .The comjwmy then proceeds to get out apparatus and go through such motions bitt- Prevention 33 at the case requires under the watchful eye of the duet, wlk. comment, on their methods and offers iUEECStioils after they have finished their drill. By this sniiule method, the men ate trained to meet almost any rcueeh. able uoulinoii hate become enthusiastic in their work. Bear in mind that in 1920 the company had 2,274 fires. In 1927 this number was reduced to 1.127 fires, in 1928 to 624 fires, m 1929 to 579 fires, m 1930 to 254 tires, in 3W1 to 114 fires, and in 2932 to 57 fires. Another large corporation that has realized llic value of fire prevent urn work is the Fn<hcotr-Johnson Corporation. Here again the personality and loyally oi one man. Fire Chief Janes R. Eldridgc, has been largely responsible for a re- marHablc piece of work. Chief Eldridgc has a real department consisting of him>!f, 2 assistant chiefs, A eapums, 4 lieutenants, 16 men detailed to ambulance work 6 switchboard operators, a fire alarm supervisor, ami 82 full-time firemen. The men serve also a* inspectors and watchmen of the plant. Tlie actual work yf fire fighting lias been but one of the numerous duties of the Fire Prevention Depart ment. This department constantly inspects the many buildings which this plant controls. A complete check-up of every section of every building is made by a night patrol 40 men and all reports are made at headquarter* over a fire alarm system. A daily^report on the condition of all fire-fighting equipment tiuoughuui the p ant is filed by the department inspectors. If [, the responsibility of the rirc FrevciUtou Department to see dial every man in the industry knows some thing about fire prevention work. The workers are trained in the use of fire appliances and given frequent fire drills. Good ItousckecpuiK is stressed as an important factor in fire prevention and especial emphasis t.< laid on the proper disposition of waste materia!. Every fire that occurs on the piopcriy is carefully recorded amt analyzed with a view to preventing a similar fire. As* a result, the total fire loss for the cntiie group of 34 manufacturing buildings for the fivc-vcar period ending m 1930 was only $14,000, averaging less than $3,000 per year. ' Another striking fire prevention campaign is dial of tlie Canadian Car & Foundry Company under tlie direction of George Greenfield, Director of Fire Prevention, ibis company has hit upon a novel way of arousing interest in its fire protection and prevention program. In each of tlie four large plants of the concern there is a fire bi igade. For many years these brigade5; have held annual efficiency con tests lor a cup and lor cash prizes. An elaborate scoring system lias been developed tor each plant, which includes not only points tor efficiency in fire fighting, but cm uch subjects as general housekeeping, care of flammable liquids, obstructions to *jnnkler systems, smoking, etc. The annual comjMditiou has aroused great interest awl spirit among the plant employees. . The Sherwin-Williams Company is another concern that appreciates the vahtt; * hre prevention work. One of their activities has been the development of a l*~act>cal and easily-understood inspection form which can be filled out by the n*mncn tn any of the plants without particular or intensive fire prevention training. It contain* 46 points which have to be investigated amt answered and is firefaced U th* t.4k*tte statement: "The safety of our property ami permanency'of eml*.'vmem tor those working on the premises depend on the condition? maintained m the varvms departments ami the efficiency of their fire appliances. Therefore vvgry empiuyor. irrespective of position, can contribute materially to safeguarding nr iwjtuuJ interests." Accordm* lo tiu safety division oC this company, since these m*prvtfc<n hlank* were introduced, housekeeping conditions tUrwiglivut the plant were materially improved. "Jlic work of*the inspectors in the safety division has been greatly simplified and reduced ' Another interesting plan to improve the housekeeping of a large industrial plant caTJrlcd 001 by thv ^lciy of tbe Cadillac Motor Car ComjMuy Detroit. Ihe plant lias a clean-up committee consisting of one superintendent and four foremen who arc apiiointcd by the. managentent e^ch week. TSsis commiUcc grades the various departments on neatness, safety, and fire prevention Tn*-jx'iions arc held every FrnUy and each department is rated. Wl/tu the tabulation'is com- |)letcd the department with the best rating is awarded an illuminated dock which it twlds for the week. On the dock dial is the following legend: `ThD was tlie cleanest department last week." The foreman's name is sliown in the ceufor of the ck'*ek dial. A fine spirit of competition is secured by this method. 34 Twenty-third Annual Safely Co tigress--National Safety Council One of the best examples ot tlic value of forethought m saving an industrial plant from fire was cited by C. W Muwry in a talk lie made a year or two ago before the Massachusetts Safety Council. The Waterbary Clock Company, of Waterbury, Conn., had near one of its maiti buildings a row of two ?nd three-story wooden building* which were used for storing patent medicine and which contained several hundred gallons of alcohol. Tfc management of the clock company realised the seriousness of tl>e exposure. They equtpficd the windows with wired glass and installed tows of open sprinkler* and instructed their watchmen in the use of open sprinkler systems, provided bags oi sawdust for use in case of leakage around tle windows, stored their goods on skids, and took other precautions. Within two years the expected fire came, at three o'clock in the morning. The trained watchmen acted promptly. Altlwugh the fire lasted for four hours and the wind was blowing the flames directly toward the plant, the Water bury Clock Company suffered no fire loss and the next morning business was resumed as usual. During the past few years there has been a considerable increase in the number of firemen's training schools and training schools for plant watchmen in various parts of the country. Every industrial plant that has a fire marshall or fire chief and has watchmen should take advantage of these schools for their men, not only from the viewpoint of giving valuable training to these employees, but in building up their spirit and interest in their work. Plant fire brigades should be made an asset to those participating and not a chore. The men selected for a fire brigade should receive some form of recognition or extra compensation and membership in the fire brigade should be made a matter of pride rather than of drudgery. There is a real value in holding fairly frequent demonstrations of the use of various types of fire extinguishing equipment which the various worker* in the plant may see and participate in. You all appreciate that there is no one best fire extinguisher. Each iyic of extinguisher has its best function and should be em ployed fo serve its best piiqH^e and not used indiscriminately. You can never tell when any employee may have to use an extinguisher to save his plant and perhaps his life, and it should be a matter of common knowledge among the workers as to when and how to use the various types in the property. The Value of Various Types of Fire Extinguishers By JAMES A. HARTE Engineer, American LaFranc* & Foaroite Industries, Inc., Tulsa, Oklahoma The speaker said in part: Fundamental!.!, there are just two methods of ex tinguishing fire. The find is to bring the temperature of the burning material below a kindling point. The second is to exclude frum the burning material the oxygen necessary to support combustion. Let us keep in mind the classification of fires that has been adopted by underwriters and manufacturers, as follows: Class A. Fires in ordinary combustible materials, wood, textiles, paper, rub bish, etc., where the quenching or cooling effects of water or solutions containing large proportions of water, are of prime importance. Class B. Fires in flammable liquids, oil, grease, paint, varnish, lacquer, etc., where a blanketing or smothering effect, is essential. Class C Fires in electrical equipment, motors, generators, switch panels, etc.. where the use of a non-conducting extinguishing medium is necessary. Class D. Fires in motor vehicles. The following points should be observed in the inspection and maintenance of fire extinguishers in general: - 1. A recharge tag should be attached to the extinguisher with the date inspection and recharging entered in Ink. 2. After inie<:tion all parts should tic returned to then proper places in the assembly with alt defective parts replaced. Tle extinguisher should tnen be wiped off. A bright, polished appearance helps, the operator to locate It quickly In an emergency. ' Tire Prevention 35 3. The bracket or hanger on which the extinguisher Is mounted should be on an easily accessible wait or partition with the top of the extinguisher not more than five feet from the floor. 4. It is recommended that a bright red panel, approximately 18 inches wide and 30 inches high, be painted behind the extinguisher so that its location will stand out conspicuously. 5. A piece of cup grease about the sire of a pea should be smeared on cap threads. The grease will make it easier hi remove the cap at the next inspection 6. A supply of extra recharges sufficient to refill all carbon tetrachloride, sodaacid and foam extinguishers in service should be kept on hand. Carbon dioxide extinguishers must be returned to the manufacturer or to an authorized charging station for recharging. Carbon Tetrachloride Extinguisher* The carbon tetrachloride ptunp-type unit is probably the most commonly used of all extinguishers. It consists essentially of a seamless drawn shell, a double acting pump mounted within that shell, an extended handle connected to the pump piston, a filler cap, a discharge nozzle, and a mounting bracket. The liquid used as a filler is a specially prepared grade of carbon tetrachloride, free from moisture and impurities, and so treated that it will not freeze at tem peratures above --50 F. When sealed within the extinguisher tle liquid will not evaporate or deteriorate. It is a non-conductor of electricity. Carbon tetrachloride is an extremely volatile liquid. When brought in contact with heat it develops a heavy non-combustion-supporting vapor Under temperature conditions in the vicinity of an average fire, one quart of liquid will develop ISO gallons of extinguishing vapor. Operation. The operator, or. arriving at the fire, unlocks the* pump handle by giving it a quarter turn in cither direction. This automatically opens tlw shut-off valve at the nozzle. The device is operated by a reciprocating motion of the pump handle. On the first outward stroke a dense stream of liquid is expelled. Usually an ooerator will empty a one quart extinguislier in about 40 seconds. The fumes resulting from the application of carbon tetrachloride to a burning >bject are distinctly irritating. Operators should be Cautioned to avoid breathing these vapors and fumes as much as possible during the actual fighting of the fire. Rooms in which these extinguishers have been used should be thoioughly ventilated before the operators return to their duties. * ^ Suitobiiity. Carbon tetrachloride extinguishers are not recommended for fires in ordinary combustible materials. (Class A.) They are effective on fires involving small quantities of flammable liquids where the gas formed by the heating of the extinguishing liquid may be retained as a blanket on the burning material. (Class B.) * They are very effective on fires in electrical equipment, since carbon tetrachloride is a non-conductor of electricity (Class C ) They are also very effective in combating automobile fires before they reach serious proportions. (Class D.) " Recharging. CHarqing instructions are included in the nameplate on the ex tinguisher. They read: "Remove the hexagonal filler cap and pour in as much fluid as may be necessary to fill the extinguisher. Never fill with water." These extinguishers should be refilled immediately after use. They should never lie allowed to remain empty or partially empty. Only liquid supplied by a reputable manufacturer should be used. Commercial carbon tetrachloride is likely to contain impurities or moisture, either of which is sure to result in corrosion. It is necessary to refill the extinguisher only after use. Maintenance and In^pcctfon, Pump-type carbon tetrachloride extinguishers should be examined every third month to make sure they are properly charged and ready for use. Due to the nature ot the liquid this type of extinguislier needs more careful supervision than the others. The extinguisher should be removed from its bracket ami the following items given special attention: 1. The supporting bracket should be in good condition The upper clips should 36 I zvcntyihird Animal Safety Congress--National Safety Council engage the pump handle snugly. The bottom well should be intact and should sup port the pump handle properly. 2. At each inspection the (jumping efficiency should he investigated Ijy discharg ing a small quantity of the liquid. Operate the pump a half-dozen complete strokes, three with the stream directed downward and three upward The liquid slwuld discharge in an unbroken stream with a range of about 20 ieet. 3. The level o the fluid within the extinguisher should be chocked With the filler cap removed, tire liquid level sitould he alrout onc-half inch below the opening. These extinguishers should not be left empty or pat thilly tilled for any length ot time. 4. Carbon tetrachloride evai>orate* rapidly. Therefore a leak in tire nozzle will pass unnoticed. This makes periodic checking of the liquid level important. 5. Extinguishers need not be protected against freezing. 6. Recharging is necessary only after use. _ 7. If the inspection reveals defective pumping action, or if several consecutive inspections show a continuous loss of fluid, the extinguisher should he replaced. 8. After the inspection a check sitould be made to insure that the pump handle is locked. Soda-Add Extinguishers TIh* soda-acid extinguisher consists primarily of an outer tank, a wlx*cl cap. a discharge hose, an acid bottle cage, an eight-ounce acid bottle with the acid filling line conspicuously marked, and a loose-fitting stopple that rests in t!>c neck of the ackt bottle- # The chemical charge consists of an acid bottle *lacked in a carton containing 114 pnijiwfs bicarbonate of soda. The bottle. filled to the filling line, contains 4 ounces of concentrated sulphuric acid. Detailed charging instructions arc printed on the package. The bicarbonate of soda is dissolved in water and this solution is placed in the outer tank. The crown seal is then removed from the acid bottle ami the lead stopple substituted. The acid bottle is inserted in its supjortng cage ami die cage is placed in the tank. Finally the wheel cap is sciewed on to the threaded collar until the gasket seats tightly. The charged extinguisher should be lump on a wall or partition in an accessible location so that the wheel cap is not more than five feet from the floor. For mounting a metal hook vs furnished as part of the unit. Oficivthfi. In ease of fire the operator removes tire extinguisher from the hook and carries it almost upright to the scene of the fire. On arriving at the fire the. operator inverts the extinguisher, being careful to hold on to the hose. In the inverted position, the stopple falls free, permitting the soda solution and the acid to mix and react chemically. A pressure of about 100 pounds h developed within the extiuguislier and this expels the solution through the nozzle. Under average conditions, this extinguisher will discharge 2H gallons of *<xla liquid. The range of the stream will measure 30 feet or more. making it possible for the oi*crator to attack the fire from a safe distance The effective discharge will last approximately one minute. A properly charged unit will extinguish a solid verticitl partition, burning vigorously, laving an area of 100 square feet. Suitability. Sofia acid extinguishers are effective in combating fires hi ordinary combustible material*. (Class A.) __ Not cfFeclivc in fires involving flammable materials. (Class B.) Not recommended for fires in electrical equipment since the liquid stream dis charged w ill act a* a conductor. (Class C.) _ _ Not recommended for service on automotive unit** lccau<e the soth tadu'.ioo Is snlqect to freezing, and because of ihe weight and size of the extinguisher (Class D.) RechaifjtH`7- Detailed charging instructions. are emtan^ed on the name-plate at tached to each extinguisher and arc also printed on the carton containing the chemical charge. _ Soda-acid extinguishers should be recharged immediately after use. This piac- tice xltould be rigidly enforced. Furthermore, if an extinguisher iias not been Fire Prevention 37 charged during the year following its last cliargiug, it should be discharged when this one-year period expires and recharged immediately. This is an Underwriter* requirement. It is recommended that the annual recharging of the extinguishers 1>e made the means of familiarizing the plant personnel with their upcraliou. When a batch of extinguishers are due for rcclurg'mg, a group of operators -dnwld he- gathered togctlicr and employees should be allowed to discharge one unit. This will give them a chance to get the "feel" of the extinguisher. They will learn the knack of inverting it. will become familiar with its range, its discharge period, ami the nature of the extinguishing medium. Familiarity with an extinguisher may save precious moments at the time of a fhe. ' Maintenance and tnxfuclivii- The soda solution will freeze at approximately the same temperature as water, and should not lx; exposed to freezing temperatures. Soda-acid extinguishers should he examined twice each year, preferably during April and October, to make sure they have not been tampered with or removed from their designated locations. One of these inspections can be made coincident with the annual recharging. Each extinguisher should be removed from it* hanger and placed on the floor. With the wheel cap removed the following items should receive special attention: 1- The discharge hose should be in good condition and sitould be securely threaded into the outlet elbow of the extinguisher. 2. The nozzle orifice should be dear. The inspector should blow through hoze and nozzle assembly to make sure the waterway is nut obstructed. 3. The screen protecting the discharge elbow on the inside of the extinguisher sltouUl be clean ami free from any accumulation. 4. The ackl bottle stopple should be readily removable. S- The solution levels should be normal- The level of the soda liquid m the l:mk proper, with tire acid bottle and cage removed, should l>c four inches iselow the top of the threaded collar The level of the liquid in the acid l*oUly should lc at the'filling Jine molded into lle bottle. 0. The acid bottle should !*c free from cracks, chips, or other defects, 7. T!>c acid bottle cage should be intact and capable of supporting the bottlv securely in position, 8. Cap' gaskets should be in good condition. If the gasket shows signs oi cracks or furrows it should be replaced. 9. T!>e relief-hole, or holes, in the cap .should be dean and open. 10. As a protection against mud daubers, a piece of Unlit tissue ]*apcr should be wrapped over and around the nozzle outlet and tied with a light string. 11. At the October inspection, attention should lie given to the exposure ot Uw extinguishers. If installed where they might he subject to freezing temperatures, they should be re-located in heated buildings. Foam Extinguishers The foam extinguisher consists primarily o? an cuter lank, a wheel cap, a dis charge hose, a cylindrical inner container extending the full length of the tank, and a stopple which serves as a cover for tins inner container. The chemical cliarge consists of a canister of powdered chemical "A" (aluminum sulphate), a canister of powdered chemical "BM (sodium bicarbonate), ami a can of foaming ingredient. Detailed charging instructions an lithographed on each ot the three containers. The powdered chemical *SB" is di-ohed in lukewarm water and to this the foaming ingredient is added. This mixture is known as solution "ft" and is placed in the outer tank. The powdered chemical "A** is dissolved in 1k>1 water, and this mixture, known as solution "A" is placed in the inner container. The inner receptacle is tlien inserted in tlic outer tank and the stopple slipjied in place. Finally the. wheel cap is screwed on until it seats tightly on the can gasket. The charged extinguisher should be mounted on an accessible wall with the wheel cap not more than five feet from the floor. A metal hook is furnished with the assembly. OjxratioM. The extinguisher should be carried almost upright to die scene of the fire. The cltarged extinguisher weighs 42 pounds. 38 Twenty-third Annual Safety Congress--National Safety Council On arriving at the fire the operator inverts the extinguisher, being cat eiul to hold on to the hose. In the inverted position the stopple falls free, permitting the "A" and "B" solutions to mix freely. A chemical reaction takes place which de velops a pressure of about 40 pounds within the extinguisher and at the same time generates a tough durable foam. This foam is the extinguishing medium, the interna! pressure serving as & means of expelling the foam through tlie hose and nozzle. Under average conditions this extinguisher will generate 20 gallons of foam. The range of the stream is 30 feet or more, making it possible to fight the blaze from a safe distance The effective discharge will last one full minute. A properly charged unit will extinguish 12 square feet of burning gasoline surface. The aluminum hydrate formed by the chemical reaction is an insoluble colloid which serves to make up the wall structure of the individual bubbles. The foaming ingredient does not enter into the chemical reaction. This ingredient, however, plays an extremely important part, in that it reinforces the bubble wall structure and thus develops a stabilized foam with desirable beat resistive qualities, and one that will stand considerable abuse without breaking down. Suitability. Foam extinguishers arc recommended for Class A fires because the extinguishing medium clings to horizontal and vertical surfaces alike. In addition its smothering action has a decided cooling effect. Foam contains more than 85 per cent moisture by weight. Very effective on Class B fires since the medium generated, though heavier than air, will Boat on the lightest flammable liquid. Not recommended for Class C fires because tle stream is a conductor of elec tricity. . No* recommended for Class I) fires because solutions arc subject to freezing and because the liulktnes* of available sizes is objectionable. Recharging. Detailed instructions are embossed on the nameplate of each ex tinguisher and arc also lithographed on each of the canisters that make up the chaise. __ __ Foam extinguishers slx>uld be cltargcd immediatclv after use. If an extinguisher has not been used during the year following its last charging, it should be discharged when this one-year period expires and immediately recharged. This is an Under writers requirement. As with soda-acid extinguishers. the anmrul recharging may also be the occasion for demonstrating the use of the equipment to the plant per sonnel. Maintenance and Inspection. In general what lias been said of soda-acid ex tinguishers applies also to foam units. Carbon Dioxide Extinguishers The fourth and last type to lie discussed is the carbon dioxide extinguisher, the most recent addition to first-aid fire equipment and one that appears to have important possibilities. Tlic device consists of a heavy duty steel cylinder, which serves as a container for the carbon dioxide liquid, a screw-type discharge valve which seals the liquid in the cylinder, an operating handwheel, a locking pm which holds the handwheel disengaged from the valve proper, a safelv disc which is de signed to rupture at 280*)-2900 pounds, a flexible reinforced hose, an insulated hose grip, a discharge tube ami a carrying handle. Three sizes arc available: the model 7Vj. containing a net weight of `/`A pounds of carbon dioxide, the model 10, containing 10 pounds net: and the model 15, containing 15 pound* net. When subjected to the pressure that exists within the cylinder, the carbon dioxide takes the form of a liquid, changing to a gas or a solid (carbon dioxide, snow) as soon as the discharge valve is opened and the pressure released. The extinguishers as received from the manufacturer are already charged. Operation. Since tle discharge range is limited to five or six feet the operator must approach as close as possible to the fire. A convenient way of operating is to set the cylinder--the heavy part of the assembly--firmly on the ground, and then withdraw the locking pin from the operating handwheel. This done, the tiandwheel snaps downward and automatically engages the steam of the disdwrge valve. The Tire Prevention jy discharge tube is then released from its catch. With the hose grip held firmly in one hand, the operator opens the discharge valve with the other by turning the handwheel in a counter clockwise direction, thus releasing the contained liquid. A cloud of gas interspersed with carbon dioxnle snow will issue from the disdsarge tube. For fires on die floor direct the discharge lube at the nearest edge of the fire. Using a sweeping, side to side motion* extinguish ihc nearer sections first. For fires in vessels containing flammable liquids, approach as close as possible to the container, resting the dUctiargc tube on the edge of the container. Direct the gas downward on the burning surface, being careful to avoid blowing the liquid out of the vessel. . The permanent shut-off feature incorporated in the discharge valve makes it possible for the operator to interrupt Ihc discharge as soon as the fire is extinguished and salvage the remaining liquid. However, good practice dictates that the ex tinguisher should be discharged immediately after the fire. , The model ?}4, extinguisher will discharge 05 cubic feet oi gas. The effective discharge lasts from 25 to 30 seconds A charged cylinder will extinguish 10 square feet of burning gasoline. ... _ The model 10 will discharge 90 cubic feet of gas. Effective discharge lasts from 30 to 35 seconds. It will extinguish 15 square feet of burning gasoline. The model 15 will discharge 135 cubic feet of gas. The discharge will last from 40 to 45 seconds, and will extinguish 20 square feet of burning gasoline. Sniti'-bilitx- Carbon dioxide extinguishers are not effective on Class A fires because the discliarged gas is not capable of wetting down tlie burning material. The discharge will knock down the flumes temporarily but will not permanently extinguish a fire of this type. t Very effective in combating moderate sized Class B fires where the blanketing effect of the gas can be used to advantage. . EsjNxially well adapted for Class C fires, since the extinguishing medium is not a conductor. It has the further advantage that the ga* will penetrate every crevice of the burning equipment. Not recommended for Class D fires, except in special cases such as gasoline tank trucks. The sizes commercially available arc too heavy and too bulky for convenient mounting. Recharging. High pressure charging equipment is required to compress the gas and extinguishers thcrefoie cannot be recharged In the field. They must there fore be returned to the manufacturer or to an authorized carbon dioxide filling sta tion to he refilled. The procedure is as follows : 1. Remove the hose and discharge tube assembly. 2. Raise the operating handwheel and insert, the locking pin m the holes pro- 3. Ship the cylinder to the manufacturer's nearest branch or to an authorized charging station. ... 4. Wlien the charged cylinder is received, attach the hose and discharge tube assembly, and record the date on the tag provided. Extinguishers should be recharged immediately after use, even though only a portion of the contents has been discharged. Maintenance and Inspection. Carbon dioxide liquid will no! freeze at the lovyest climatic temperature that will he encountered in service. On the other hand, ex tinguishers should not be installed where temperatures of 115" F. or over are likely to be encountered, because the vapor pressure within the cylinder increases rapidly as temperature rises. Everv third month the extinguiblier should be removed from Us hanger and weighed! The weight of the hose and discharge tube assembly is stamped on the hose coupling. The tare weight o! the balance of the unit is stamped on the cylinder valve. To determine the weight of the liquid content, place the entire assembly on an accurate scale. From the scale reading deduct the total of the weights stamped on the valve and on the hose coupling. When thic weight falls mure than one pound below the nominal capacity of the extinguisher, it should be recharged. , Care should be taken in handling these extinguishers as their liquid contents arc 40 Twenty-third Annual Safety Congress--National Safety Council imder high pressure--900 pounds at ordinary room temperature. If an extinguisher is roughly handled, the valve may be broken off and the fragments thrown, with considerable force by the sudden release of pressure. The following points should also receive consideration in die quarterly inspec tions : ,, J. The hose should be in good condition and should be securely threaded into the outlet fitting on die valve. 2. The discharge tube should be free from cracks or other defects. 3. The locking pin should be engaged in the holes provided and the seal wire unbroken. 4- The locking pin chain should be intact. 5. After the inspection the hose should be arranged in a long iadius coil and the discharge tube fitted on to the bayonet like fitting attached to the nameplate l he extinguisixr should then be wiped off and returned to its hanger. To secure the benefit of the entire content* of the extinguisher, the operating valve should not be opened until the scene of the fire is reached. The contents should be applied to the fire promptly alter the discharge of gas has commenced as the early part of the discharge, during which "snow" issue*, is the most effective Do not handle any carbon dioxide snow that may collect. It may cause a severe frost bite which will he difficult to heal. If the pressure in the cylinder rises beyond a safe point as a result of tempera ture increase, the safety disc in the hexagonal fitting attached to the valve will rupture, jicrmitting the gas to escape. The safety disc will rupture at 2800-2900 pounds. Tltc cylinder proper is tested to 3300 pounds. Larger Units ThruuIout the discussion vve have limited ourselves to the description of the smaller sized extinguishers ot each type. There arc larger units available for (daces in any fire protection layout vvheie the risk is such that more extensive fires may lx expected _ In the carbon tetrachloride type there are one-gallon and two-gallon units de- *igtkrd for service in large power plants. In the soda-acid and foam types there are 40-palUm extinguishers mounted on all steel running gears. In the carbon dioxhte type there are 50-pound and 100-pound engines mouutcd on wheels. In each instance increased capacity makes poniihle the production of large quantities of fire extinguishing media and added accessories permit increased operating range and flexibility. In tie main, however, live characteristics and outstanding features that hare been described for- the smaller units applj- to the larger sizes. ADJOURNMENT TWENTY-THIRD ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Fusion Welding and Cutting TUESDAY AFTERNOON SESSION October 2, 1934 The session devoted to a discussion of Fusion Welding and Cutting was called to order by J. A. Voss, Director of Industrial Relations, Republic Steel Corporation. Youngstown, O., who presided, Chauum Voss* welcomed the delegate* and then introduced the first speaker. Safe Practices in Maintaining and Using Electric Welding Equipment By JOHN BAKER Supervisor of Welding, Campbell Works, Youngstown Sheet & Tube Co.. Youngstown, Ohio (Mr. Baker first gave some interesting reminiscences about early experiences in welding operations, and outlined some accidents resulting from incfiicieut methods. He also outlined at some length various methods of gas welding. The brief portion of his address devoted to electric welding is reproduced herewith.) Wc must safeguard our welders and tee that they are provided with good soft leather gloves, also each one with leather sleeves, and instruct them to wear good substantial shoes. We must also provide them with good welding shields, and instruct them to wear good clothing that will not born easily, being heavy enough to prevent the rays from the arc burning through the cloth. One of our men re cently had a job to do on a warm day. He removed his trousers and worked with only his overalls on. Consequently, he was burned about the body by the rays from live arc. Wc must be sure, also, that the men arc provided with good substantial electrode holders; and if their work is aloft, be sure that they have a good platform, well guarded. Some persons think that a welder can work from a scaffold such as (winters and structural iron workers use, but this is not true. We must remember tliat when a welder is working he is blinded more or less by the Intense blaze ot the arc, and when he raises Ins ix>d he cannot see distinctly for a tune. Therefore, Im must be in a good sate place at all times. , I am a great believer in doing away as much as possible with overhead welding. ami must insist on having the job properly set up to avoid strain. I think the way the job Is constructed has as much to do with safety as ihc welding itself Many failures in metallic arc wtldhig arc due to the job not being properly set up, and we much teach welders so that in years to come there will not be any acci dents caused by careless welding of the past 41 42 Twenty-third Annmil Safely Congress---National Safety CouhlU Safe Practices in Maintaining and Using Gas Welding Equipment By R. I,. CHRISTIE Foreman, Metal Shop. Aluminum Ore Company. East St Louis, HI. The speaker said in part: 1 have spent a good many years in handling and using gas welding equipment. After giving the subject of safety considerable thought, I began a check of my operators: First, to see if they knew any good reasons why tl>cy should he cautious in handling gas welding equipment; second, to learn whether uv not they prepared and dismantled the gas cylinders projwrljy; and third, whether or not they understood liow repairs to the equipment should properly he made. Too much caution cannot be taken in this line of work, for in nearly every accident where oxygen or acetylene is involved, you will find that the accident was uncalled for and could have been prevented if a little forethought had been used. Acetylene has a very wide range of explosive properties, When generated or compressed under a pressure greater than 15 pounds per square inch, it becomes very unstable and may become explosive at the slightest provocation. Acetylene and oxygen cylinders arc not made of just ordinary metal, but are built ot the best materials and must stand a number of severe tests before being approved. Acetylene cylinders are equipped with safety plugs located in such a position that it is practically intiiostibk to damage them during ordinary handling. These plugs have a melting point of 216 decrees F. and should be guarded against being ex posed to greater temperature. After being filled with a very porous material that lias met the approval of the Interstate Commerce Commission, these cylinders arc then ready to nave dissolved acetylene compressed in them to a pressure of 250 pounds per square inch, at a temperature of 70 degrees F. Oxygen is compressed to a pressure of 2000 pounds per square inch in similarly manufactured cylinders, which have met their own inqiortant test*. It is well to remember that these pres sures will increase when the cyctinders arc ex|>osed to extreme heat; and because of the high flammability oi acetylene and the fact tlrat oxygen supports combustion, separate storage places .should be maintained for each. The practice of using poorly conditioned equipment is anything but a safe one. and it is also a very dangerous practice to use acetylene gas in tanks which are poorly ventilated. W'ten cutting or welding in buildings tliat contain flammable materials, tle operator should sec that such materials arc removed beyond range of flying sparks or protected by coverings of fire-proof material. Conveying cylinder* from job to job should be done on a suitable truck-, de signed so that the cylinders will always he kept in an upright position. They should also be chained or attached to the truck m a way to prevent them from falling off. On work where it is necessary to hoist cylinders, tint should be done safely with the use of a cra<tlc, specially designed to avoid all possibility of the cylinders fallinp out in transit. Avoid the use of slings of nil kind* and never attempt lo Itoisl cylinders by the use of a magnet. Repairs should never be attempted on a leaky acetylene cylinder, but it should he removed to the opcu and life gas allowed to escape. In case acetylene becomes ignited, due to the release of the safety plugs, the cylinder should immediately be removed to the open and avva> from flammable materials. No oil should ever be allowed on any part of gas welding equipment, and the use of oily gloves ami clothing should always txi avoided by tlte curator. All welder* or operators of gas welding equipment are not capable of making repairs to them. The fact is that most of them cannot <>* will not clean out a tip properly. Every part of the equipment * required to bo an exact and proper pize and should be atwolutely kent to its requirements or scrapped. A certain size tip should not be cleaned out hy any other means except by being reamed with the proper sice drill. The cleaning oi tips, injectors and mixing chambers hy use of wire or nails, is not good practice, any more than it is goud practice to use stiison wrenches or gas pliers on connecting nuts of the outfit. Fusion Welding and Cutting 43 _ Only hose made to handle these particular gasses should be used in connection with the equipment and it is very csscmiul that they bo given as much attention as any other part nf the equipment. Flash backs or back firesarc very destructive to the inner walls of the hose,especially when the outfit is in the hands ol an inexperienced operator. It is bad practice, after a heavy back fire has occurred, to continue to attempt to light the torch wliett upon opening oi live acetylene valve a Iieavy black smoke is found to flow from the tip. Good regulators are one of the most essential parts of the entire unit. A regu lator that cannot be depended upon should not be used at any time, but should l>e removed from the outfit and kept out of service until such time .in it has been placed in good condition. Most commonly used regulators contain two compart ments. One is known as high pressure, or the cylinder side, and the other, the low pressure or working side. These two compartments are separated bv means of a specially prepared scat and it is very essential that it be kept in first class condition at all times, because it is the best safeguard between the cylinder and the torch. In the low pressure side of regulators there is an additional safeguard known as the safety di^e. Tins disc is very thin and is made to stand a pressure that will not be any greater than is necessary for the safe operation of ibc unit; it plays the same part ns the fuse in an electric switch box. When one stops to consider the mistreatment and misuse sonic gas welding equipments receive, especially at the hands ot unskilled and inexperienced men. it * plain why these equipment-, should be closely checked and periodically inspected. Periodical inspection would require that all outfits be turned over at specified times and that they be given a thorough examination by otic whn is ii.it only qual ified as a welder but also 1ms a knowledge of ail {.'arts connected with pa, welding equipments. During such Inspection, it a regulator should he found to contain a creeping gage, it is necessary that the condition be remedied bclore further inspection is made This should he followed by seeing that the hnsr is jierfcctly clean an<J free from all leaks and that the hose connections, nipples and nuts are in good condition. Next the torch should be thoroughly cleaned and all carbon removed. Torches should be checked for stopjiages as well as for leaky valves anil had conditioned tips.. Any part of the outfit that is found defective and cannot be restored to its original condition should be removed ami replaced by a new part Substituting of parts or using home-made parts may cause serious trouble an<[ should not be at* tempted- AVJQUKNMlhVT TWENTY-THIRD ANNUAL SAFETY LONG HESS NATIONAL SAFETY COUNCIL Industrial Nursing TUESDAY AFTERNOON SESSION October 2, 1934 The Industrial Nursing Session was called to order by the Chairman. Mrs. Elbalieth Emery, American Museum of Natural History, New York Cit>, and Chairman Industrial Nursing Section, N. 0. P. H. N-, who presided. Mrs. Emery briefly wetcomcd the delegates and introduced the first speaker. How Can the Industrial Nurse Help to Prevent Accidents? By OMILEE D BRADFORD, R.N. Beloit Iron Works, Beloit, Wisconsin Tltc speaker said in pail: Some time ago I read au article on human engineering by Professor Angrovc, in which lie declared that 85 per cent oi safety mast be put across in terms of education .If correctable defects ami ailments, as shown by the doctor's physical examination, constitute the key to solving a great number of our accidents, who, then, would be better fitted for this type of teaching than the nurse? She can do much to eliminate accidents in your safety j>rograni by teaching that health is the power and the glory of living, and that a lack of under standing of the human machine and its requirements is one of the primary reasons for ill health and sickness. We will assume that every industry, whether employing five or 500 men, gives pic-employment physical examinations. The physical findings compiled in this rec ord, with the cooperation of the management, are all the nurse needs to set alxnit her health-building process, which will make the human machine a safe worker, in the same way that your tool makers keep your tools and machines in perfect repair, so that they will turn out good work. On beginning niy health program in 1929, I found that most of our employees were not sufficiently health conscious and were unaware tltai they needed medical oi dental care. They were eager to discuss newspaper accounts of some murder or how the Cubs came, out with the Giants, but it was difficult to get them interested in a discussion of how the ab&orptton of poison from infected teeth and tonsils -was causing their lumbago, instead of some fancy strain when they stooped to pick up some burden. It is very difficult to give the layman an understanding of the relation teeth bear to genera! health. For the benefit of you who maintain a Health Department but have no idea of what the nurse does besides the routine first aid, I will give you a case history which will depict more clearly how physical ailments can affect not only the tem perament of the individual, but the type of work he does. Also, how tire nurse 45 46 Twenty-third Annual Safety Congress--National Safely Council brings About these corrections. No two people can be treated or managed in the same way. . One morning Mr. A came to the First Aid De|>artment, and I greeted him with my usual cheery "Good Morning.'' By iorce of habit I scanned his hands for some sign ot an inju y Not seeing any, I met his gaze, which reflected fire in hiis eyes and genuine hurt in his voice, as he said: "I hate the word `Safety' and all it stands for. It's the most used and abused word in the English language Since this shop has gone safety mad it is going to the dogs, and, believe me, when things pick up these smart-alcc foremen will have they eyes opened." ' When he paused lor breath, I said, "Why, Mr. A., you certainly arc disgruntled. Won't you please tell me what is wrong? Perhaps I can help you." Calming down a little, he said, "I have had such a fool headache and pams in my joints that I haven't been able to sleep for a week and my hands were so sliaky that 1 made a slip and scrapped a piece of work this morning. So now 1 am sent home for a week--punished as if X were a naughty child; and it is my wife and kids that will have to suffer. Nurse, I don't know what this world is coming to. It looks like a losing battle for the working man." By this time I had completely scanned his physical examination record and 1 am not ashamed to tell you that I was somewhat moved, for I saw beyond what the ioreman had seen--a careless workman deliberately scrapping a piece of work. What I saw was a physical wreck on the verge of a complete break-down. For his case history ran like this: Unemployed two years: lost 25 pounds last year; much under weight; vision poor, slightly corrected with glasses but should be-rcchecked at once; tonsils red and swollen; teeth and gums show marked ipfection, should see a dentist without delay; heart rate rapid; blood pressure somewhat elevated. Aud the doctor's note as follows: This man is much undernourished Seems very nervous but all his physical ailments are correctable and I believe he will prove a good man. Encouiage necessary corrective measures. Recheck six moutlis. I looked kindly in this man's eyes am] said, "I never interfere with the foreman's decisions because he most know his work better than I do or I would be doing his work and he mine; but I do say from the bottom oi my heart that I feel dreadfully guilty. I have fallen down shamefully on my job. I should be sent home instead of you, and I sliould be denied a week's wages instead of vou. As a health teacher, I should long before this have been able to make you realize that without your vision corrected you are groping in the dark and shouldn't be expected to do good work, and until you liave all die infection in your teeth and tonsjls cleared up. which is poisoning your system, causing you headaches, indigestion, un derweight and fatigue, it is no wonder you arc shaky and don't sleep nights. Please take youx punishment, which in your case is a blessing in disguise. Go home and talk tilings over with your wife. Then cone back to see me in the morning when you are in a 1letter frame of mind." And as a parting word I said, ''If you ate short of funds, go to see your ioreman. He is a fine fellow and will O. K an advance on your check." - Next morning he was the one to greet me with a cS'cery "Good Morning." He said with a smile, "Nurse, you arc the best friend a guy ever had. You surely made me see things iu the right way. I didn't tell my wife the boss gave me a week off because I scram>cd a piece of work. I told her I was sick and wasn't going back to work until I had all my teeth yanked out and my eyes tested--that I couldn't see to work for such headaches.'4 X agreed that he had done the right thing; and it goes without saying that this employee had all the medical and dental work necessary, which not oniv improved his health, but made him a very safe worker, and he is the best booster "I have for health. improvement. * One afternoon a foreman had a hysterical man in to the First Aid Department. This man was crying anti half laughing, tears streaming down his face. The foreman $jud. "Here, Nurse, find out what is wrong with this man. Is he crazy? He wants to" throw up his job because he can't sleep nights." On talking with this man for about five minutes, I found that he was a* slave to black coffee, not only drank from Industrial Nursiny 47 three to live cups during the night white working, but drank two cups with hi breakfast before retiring. In trying to sleep lie found himself a mass of twitching nerves which he tried to quiet by drinking more coffee aud smoking one cigarette after another. By recommending coffee substitutes and milk, we saved this man\ liealth and retained a valued machinist for the company. There has never been a lime when the need of teaching mental hygiene has been as important as in the past few years. The world is full of tragedies because oi sheer ignorance of some simple fundamental principle of mental health which would have made such a fate almost impossible. Visiting Nurses -- Their Value to the Safety Movement . By LEVERETT D. BRISTOL, M.IX, Dr.P.H. . Health Director, American Telephone Sc Telegraph Co., New York City The speaker said in part: Tt is ?wcoming more at*d more apparent that safety in the home should be the central objective and influence from which to radiate safety in all other walks of life. To this end, instruction on accident prevention aud safety practice is of paramount importance. In this great work, there is no one m a more strategic position to accomplish results through sane and practical teaching than the home or visiting nurse. According io statistical studies of the deaths due to accidents each year in the United States, nearly one-third, or considerably more than occur in industry, take place iu the home, in spite of this, interest in the organization of accident preven tion in the home has continued to lag. Safety in industry, in the school, in public places and travel has been built largely on the combined foundations of enforced regulations and education. In the home, on the other hand, most of our results in reducing accidents must be accomplished through education alone. Horne accidents, as a role, arc due to ignorance, indifference, or inadequate equipment. According to the findings of a recent study made by Zurrcr under auspices of the National Bureau of Casualty and Surety Underwriters, home acci dents cannot be ascribed to any sjicvific hazards, general circumstances, particular duties, location or age. On the other hand, an analysis of home accidents, reported for a three months' period to four large hospitals in an eastern city, revealed tne surprising fact that the majority of such accidents occurred on Saturday afternoons to male members of the household and were caused by falls in the kitchen. To a large degree, the problem is one of education of individuals, preferably in family and Itomc groups. Ignorance and indifference must be dispelled and proper methods of using home facilities and equipment must be taught. Health and welfare problems more and more are being solved with the family and home as the unit to be comhlered. So also the problem of accident prevention must be approached through the home, not only tor- the benefit of the home itself, but also in the interest of furthering all phases of human safety. As one of the agents in such work, no one is of more iKstcutial value than the visiting or public health nurse, who may be described as a home help ami safety advisor and family iriendThc original Visiting Nurse Association rendered chiefly, if not entirely, a bed side nursing service, having to do with sick people. At the present time the com bination of both positive health instruction to well members of the family and bed side care of the person who is sick, on the generalized district plan under specialized supervision, is emphasized as undoubtedly the ideal method of administering modern nublk health nursing. Under this plan, and with the present emphasis oij education in her program, it should be possible and is highly desk able for the home visiting nurse to add instruction nn accident prevention and safety practice as a part of her routine duties and responsibilities. To the directing staffs^ of the Nursing Bureaus or organizations carrying oti such generalized district services, particularly in large cities, should be added where possible special supervisors on accident prevention and safely to supervise the work of the nurses on this particular subject; just as special supervisors are employed to advise or supervise the nurses in such activities as 48 Tnvnty-Uiird Annual Safety Congress--National Safely Council maternal and child hygiene, school hygiene, tuberculosis <vmtrol and nutritional in struction. Instruction on safety should go hand-in-hand with* instruction on health in gen eral; health and safety cannot easily be divorced, because they are so largely inter dependent. Accidental injuries often lead to ill-health and physical or mental ill health frequently contributes to the incidence of accidents. Several years ago the writer had the privilege of directing the organization of a cooperative safety campaign in si large district of the congested East Side of New York City. This safety program i< being continued at the present time as a part of a so-called BeHcyuc-YorkvHle Health Center activities, and is being carried on both through periodic intensive campaigns and sustained year-round efforts. Among the various mctlioris used, tlve Health Department nurses, visiting in the homes, have played an increasingly important part in this safety campaign hy making special studies of accidents in tiic home, presenting various accident problems to residents of the district and Instructing families as to methods of accident prevention in and outside of the home. No one is doing more at the present time to stoke the fires of public health progress than is the visiting--or as she is now more popularly known--the public licalth nurse. This modern "lady with the lamp/' should be considered as a public safety nurse. Upon the work of this public health anti safety nurse, working faith fully and efficiently in the home, under suitable medical and nursing sujcrvison. must we de]<ud to a large degree for our ultimate success in the new public safety as u-cll as the new public health. The Nurse's Part in Reducing Disability and Wage Losses By MARTHA P. LANGLEY Nurse Director, Visiting Nurse Association, Erie, Pa. The speaker said in part: Before a nurse car. join in the safety program of her plant, she should have some knowledge of how her particular factory is organ ized--and just how site fits into that organization. She should know what the factory is manufacturing, and lw that product is made. If she understands the bhiory of the industry site will appreciate the safety and sanitary devices set up for the protection of the employees of that factory. She should have some knowledge of the individual jobs of the employees, and above all, she should have an insight into the homes of these employees, for in the. home are found many of the basic causes of the accidents occurring in the plant. In the up-to-date plant today, physical examinations are given every man and woman l*eforc he or she is accepted for a job Assisting the physician with these examinations is not the least .imjiortanl duty of the nurse. Physical examinations rule out those actually unfit for active duty. The commonest defects found upon examination arc defective eyesight, defective teeth, defective tonsils, defective hear ing and defective posture. More serious defects are often disclosed--thyroid, bean hernia, T. B., kidney, skin conditions, flat feet, peculiar behavior habits and many others. To get tlvese defects corrected is the nurse's mrt m reducing disability ami wage losses. * More and more, plant managers arc finding out that good health Is a safety measure, and that keeping a worker well cuts down the cost in production, liv correction of defects, much sickness time is saved. Correcting the defects of strong men and women is not an easy job, but they arc open to conviction and the nurse can do much toward persuading these men ami women to carry- out the instructions gi\en by the plant physician. In these days when every penny counts, no worker wants to take the time to have his teeth repaired, or go to hut family physician for treatment of disease. It costs money. But the nurse, by patience and repeated explanation, can convince that worker that lie is not only saving time and money for himself, but prompt treatment cuts down sickness and disability costs, the in evitable result of delayed medical treatment. Industrial Nursing 49 Tle alert nurse unconsciously develops a keen understanding and often sees con ditions unnoted by tlie busy physician. By establishing and keeping a*-, accurate, complete and legible record system, a nurse can' be of great aid to die wageearner as well as the physician. From tlese records, the nurse has an accuiaie pic ture of the kind and frequency of accidents itt a given department. From her mortis she has an accurate picture of the frequency of certain types of illness ai-tong absentees. From her records, charts are made, which arc of untold value to nnu pany officials in helping to reduce lost time and lost wages to the man on the job The nurse, in her function teacher, can do much to make tl*c worker safety--minded. By tle use of posters and charts, by placing dodgers in the pay envelopes, by posting list* of accidents, she can do much to make the worker think safety. While bandaging an injured finger, the nurse can ingeniously instill in the mind of her patient at least one safety lesson. Stimulating (he men ami women to think in terms of safety rs the nurse's part in the safety program of her plant. Teaching the principles of firt aid comes well within her province. Group instruction in first aid not only cuts down disability losses in the plant, hut die knowledge thus gained carries over into the homes and the community life of the workers. For the nurse's part in the program of reducing disability and wage It.v-ici does not end within die factory walls. Her influence reaches into the homes of the men and into the intricacies of tlieir community lives. Men and omen will come to the nurse as friend and family counselor. No opportunity sfmtihl be lost in helping that man or woman to adjust a family difficulty. Satisfaction and peace of mind regarding homes awl families are n distinct aid to the reduction of accident* ;uid subsequent disabilities within plant.1;. A visiting nurse, for example, walking from one case to .mother, observed a child shading her eyes from the awn's rays. The nurse took the time to visit the home of that child. The child's mother told the ^ nurse that the family physician had recommended an operation--the eye was seriously infected and' must be re moved. The nurse called on the family physician. The doctor had advised re moval of the eye; he had recommended an eye specialist; he did not know the father was only working two days a week. The physician issued an admittance slip for free liospitalization. The eye was removed-- the remaining eyesight saved. When the child returned to school, the children gaily laughed--here was a one eyed girl, an unusual sight. .The child refused to return to the class-room. The mother called for tlve nurse. What could be done? "Try a glass eye" suggested the nurse. "Five dollars" said the optician, "the cost price.** The money was paid bit by hit, the glass eye inserted, and a happy normal child and a !ppy normal family resulted. If the father of that family had confided in the plant nurse a! the beginning of that eye infection, could not untotd agony have been prevented in that humble home? And if that father had injured himself while passing through that trying ordeal, could we not assume that this accident \va* directly caused hy this particular home tragedy? A visitir^ nurse, answering an emergency call to a home, found both doctor and father distracted in the midst of a scene of wild disorder. A new baby was entering tlve world. It was the sixteenth child. This latest arrival was too much for the grown daughters of that home--who gave loud vent to their feelings, stamp ing their feet, screaming, and pounditsg on the closed door. And to cap the climax, there were two hahles unload of one--unwanted twins. Not an article of clothing prepared--not even a safety pm in tlut house. The visiting nurse did not leave that home until clothes were purchased, enter restored, mother and babies bathed and resting comfortably. But next day, when that father returned to work, an accident occurred---lie was painfully injured. Would the industrial nurse con nect this man's accident with the distracting home even of the previous day.? If that father bad confided in the plant nurse several months earlier, surely the nurse would have made adequate arrangements with her local agencies for the advent of those two little ones, nitd the accident to the father would have been averted. Visiting nurses are often called into the wage earner's home to nurse that wage earner himself. He may have been ill in bed for several days or weeks. How much disability time could be saved by that man if adequate bedside nursing had been 50 Twenty-third Annual Safety Congress--National Safety Council rendered at the onset of the illness. The industrial nurse can do much toward eliminating this waste of time and money by referring her patient to that agency prefared to render that bedside sendee More community planning is needed if we are to build better safety programs for our workers. A good physiotherapy depart ment established in a plant is a very decided method of eliminating disability time and consequent wage losses. The industrial nurse must, of course, have special training in physiotherapy before undertaking this work. If the plant is not equipped to give this service to its employees, the industrial uurse should know where to obtain these treatments for her patients. The following case will illustrate what physiotherapy can do to lessen disability time. A foreman, 3d years of age, father of three children, was injured by sheet metal falling on his right forearm, severing tendons, nerves, and blood vessels. Ten day* after plastic surgery--physiotherapy treatments were started. This man was able to return to part-time work in three weeks, and on full time in six weeks. After eight more weeks of treatment, he had completely recovered the use of his arm. If treatments had not been given, the lost disability time would have Iteen four or five times greater. The cost of physiotherapy service was far less than the cost of paying for additional compensation time plus the wages of a sub stitute foreman. Tliere are approximately 3000 industrial nurses in our country and there arc eight million wage earners. There is much industrial nursing still to be done. AH plants cannot afford the services of a full-time nurse, but many small plants can afford the services of a part-time nurse. In planning for the future, plant managers should remember that nursing service can be purchased by the Itour. and a public health nurse, entering a plant and rendering trained and efficient service to the employees for one or two l*ours daily, will prove invaluable in cutting down production costs ADJOURNMENT TWKNTY-THIRD ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Industry and Its Motor Vehicle Accident Problem WEDNESDAY AFTERNOON SESSION October 3, 1934 The session devoted to a discussion of Industry and Its Motor Vehicle Accident Problem was called to order by J. S. Baker. Fleet Safety Engineer, National Safety Council, Chicago, who presided. Mr. Baker welcomed the delegate* briefly and then introduced the first speaker Safety on the Streets -- A Major Problem for Industry By J. M- ORR General Manager. Equitable Auto Co., Pittsburgh Thirty-one thousand people were killed and almost a million were injured uuu- fatally iu motor vehicle accidents in the United States in 1933. The cost of these accidents, not including property damage, is estimated at 680 millions of dollars. Including property damage, a conservative estimate of total cost is one and one-halt billions, or 1500 millions of dollars. _, During the hist five months of 1934, there were 12,010 motor vehicle fatalities, which is more than 20 per cent above the similar total for last year. For every five people that were killed last year, six are being killed this year. The number of motor vehicle fatalities that will have occurred in 1934 is most apt to establish an all-time high record. Here is a challenge to the American Public, to industry, and to us as indi vidual vehicle operators. None can deny the present inability to halt the rising tide and reduce the terrible toll of motor vehicle accidents. This being SO, neither can there be any real consolation in the reflection that results would be far worse without tlie accident prevention work that has been done to date. There are several things primarily responsible for today's condition. To begin with, it was not within our scope of wisdom ten or twenty years ago to anticipate and plan for the very rapid development of the motor vehicle and its application to ixrsooal, commercial and industrial transportation usage, and the results are too plainly obvious. . . . . ................... Wc can see now that drivers have been and are being licensed with inadequate assurances of physical, mental and financial competency, and without their thor oughly realizing the potentialities of motor vehicles as Instruments of death and destruction. c ................... , We can ice that our previously adequate streets, roads and highways have not been improved, revamped or expanded at a rate sufficient to meet increasing traffic requirements. Costs of such work, particularly in metropolitan areas, are pro hibitive in many cases, which adds to the difficulties of this phase of the problem 51 Txvcniy-third Annual Safety Congress--National Safety Council We can sec the results that follow permitted operation of inadequately main' tallied vehicles on the road. * ^ We can see the need for greater uniformity in traffic laws and regulations and for more oi the three E's oi Engineering, Education and Enforcement. We can see that the Jack of safety on the highways has become cue of our most important national and local problems, and Uiat it must be solved, lhe seriousness oil the situation is compelling. Present efforts are not enough. The principal burden of motor vehicle accident prevention seeius to be carried by the National Safety Council, State Highway Departments, motor vehicle ad ministrators, insurance companies, some fleet owners, and some municipalities. These burden carriers must work harderj with the added impetus of a new ap proach, if a proper one can be found, to stimulate the wor.k and obtain a satisfactory- speedy result. '` From the humanitarian standpoint, industrial and commercial operators have an obligation to minimize accidents and reduce the loss of life, limb and human suffering that follows, not alone in their own operations, but generally. As business men, and as representatives of sizeable businesses of character in the communities in which we operate, we arc rightfully expected to lend substantial support and impetus to the safer operation of motor vehicles. Our vehicles arc industrial tools. We control the uses to which they are put. and we can dictate their method oi operation and use by ottr employees. The machine age brought greatly increased dangers to industrial plant workers Many iocs, lingers, arms, legs and lives were lost. A demand for safety in indus trial operations arose with management's recognition of the seriousness of the prob lem, and the result--an enviable one generally, is apparent in the plant safety records of most companies today. The seriousness of out motor vehicle accident experience should now be similarly recognized. Management's responsibility for commercial fleet accidents does not stop with `"You Must Drive Safely1' posters, rule books and instructions to drivers at headquarters. It rides with the driver on every inch of road traveled. Commercial vehicles must be maintained to hitfli standards of safety, and they should be operated only by safety minded employees carefully dioscn for their realization of the hazards involved and their responsibilities to their employees and the public. Drivers should be supervised on the road no les-, carefully than arc the employees at work benches in the plant. The advantages of a low accident experience are many, as lias been found by ojrerators whose accident frequency and severity are beluw average for their type of business. Non-productive service interruptions, idle vehicle time and idle em ployees' lime are minimized Fewer spare fleet vehicles arc required, insurance costs, or if a self-insurer, adjustment cxjxrnsc and claims paid are lower. Workmen's comixnisatiun, wage and u el fare payments to injured employees, medical and hospital expenses, accident rcjiairs and extraordinary vehicle depreciation as the result oi accidents are lower. It is doubtful whether drivers should be given special recognition and awards for safe operation. .Some operators feel that sate operation is a measure of com petency and that it is rightfully expected of an efficient employee. Public carrier nod trucking fleets are more likely than others to acknowledge unusually good Indi vidual records with certificates, plaques, medals, etc., and even cash bonuses. I be lieve that the ojrerator of a motor vehicle faces far greater hazards in his daily work titan oilier employees. Tlie National Safety Council ha* a comprehensive plan of stimulating interest and granting awards for safe driving that many fleets are using successfully. Many insurance firms also maintain an individual award service for their assured*. Accident committees, or Company Traffic Courts, made up of operating super visors nnd key men. arc used extensively by all types of fleets to consider specific fleet accidents ami accident trends. The committees act as fact-finders and investi gators of specific accidents. Drivers appear before them, responsibility is deter mined. and recommendations tor disciplinary measures are made to department Ireads or executives. Department 1leads sliould review all accidents as participated in by employees under their direction, and should lend full support to the Accident Prevention Managei in administering a program Executives should insist upon a uniformity of compliance through given organisations, particularly large ones. industry and its Motor I'chiclc Accident Problem 5S Frequent and careful inspection is apparently one of tire cheapest methods of minimizing accidents. Vehicles rnust be inapectM periodically to insure ot their being in fit condition for tire sen ice to which they arc assigned. This sIkhiM never be slighted; if it is, maintenance costs, accideuls. accident repairs, and claims losses will increase. Brakes, steering. lighting, lvorn, windshield, windshield wiper, and similar vital equipment should receive very close indirection and attention. Tires arc now very dependable, and Urey arc responsible for fewer and Kwo* accidents. On the other hand, the best tires made can be grossly nmuM-d and contribute to the possibility of accidents. Most premature lire failures arc due to blowouts, principally due to overload, under inflation, or high sustained speeds. Overload can only be corrected by properly tiring a vehicle or projrerly restricting its load. Most fleet operators recognize the advisability of maintaining regular miflation inspection, both in garages or terminals aud while the vehicles are on the road. Blowouts which may be due to high tire temperatures, can be greatly mini mized by proper studies of each individual vehicle aud Its operating conditions_ It is necessary that the vehicle he adequately tired, adequate air pressure maintained, sustained road speeds governed as much as possible, sufficient brake drum clearance provided, and as much ventilation as possible given, particularly to tlx* roar wheels. In conclusion, it is my belief that present motor vehicle accident prevention measures and activities are not sufficient. We appear to have reached a very critical point and every effort should be made to enlist the support of all thinking, people in a ceaseless campaign for safer vehicle operation. This could include strict and cotnprelreusive requirements for the licensing oi new drivers, with possible provision for periodic re-examination; the revocation of present licenses ot accident prone drivers who will not or cannot correct their faults, the re-education and examination of accident liable operators; and the clcariug liom the roads of all unfit and unsaic vehicles through complete and thorough compulsory periodic mechanical inspections. If industry will recognize the seriousness of our motor vehicle accident experience and trends, and devote the same degree of attention and effort to it a* lias been given to industrial plant safety, we can expect to see sizeable reductions in motor vehicle accidents. This would involve full acceptance of responsibility by tire em ployer for his driver's actions on the road and a realization of his obligation to reduce accidents generally in Ins community. By minimizing the possibility of motor vehicle accidents to plant employees away from their bcnclres or shop*, the expense of training new employees, or of the necessary reallocation of work that follows absences would he greatly lessened. An Industrial Safety Program That Includes Vehicle Drivers By W H. WELKER . Safety Supervisor, Sales Dept., Union Oil Company of California, Los Angeles The speaker said in part; Our plan lot carrying on accident prevention work is based on two fundamental ideas- First, safety is an operating problem deserving the same attention and close scrutiny from supervisory personnel which they accord any other production problem involving costs. (Our tangible money saving has been at least six dollars for each dollar expended ! Second, it is an cducatkui.il process, necessitating a definite plan and objective. . ,^ , Our plan lias been in operation during lire past five years, among h,(XX) employees in a widespread geographical area Accident frequency has been icduccd 88 per cent and approximately 500 disabling injuries to employees have been prevented The employees operate 500 wholesale ictroieum marketing plants and a sttH larger number of retail plants in this area. The daily operation includes the bulk handling of Large quantities of a jiolcmtaily hazardous commodity and thousands of barrels, each weighing appiuximalely 500 pounds. 1000 hcaiv trucks aud 500 antes arc operated daily, with a steady decrease in frequency and severity of automotive accidents. During one thrcc-monlh iieiiod 1*W0 new* men and supervisors were absorbed into our organization. 54 Twenty-third Annual Safely Congress--National Safety Council lo profit by ihc experience of the past and provide definite and aggressive direction for future plans, it is always essential that a careful study be made ot past accident experience. Our study disclosed the following: Three routine operations, including handling drums and barrets, falls of persons irom various causes, and cranking trucks had caused 60 per cent of the disabling injuries. It developed that 35 per cent of the lost-time injuries were minor in nature; that there was hi the majority of these, cases no good reason for loss of time beyond the day of injury, or disability that would prevent the injured from carrying on his regular work, it was evident that because the injuied employee had been given salary or wage consideration for these short absences we had many minor injuries whkh unnecessarily were classed as lost-time. ` From the high ratio of accidents occurring to new employees, it was evident that they had not received the necessary training in their new jobs from the foreman in charge. Obviously, tins not only resulted iu lost-time accidents, but in much inefficiency from a production standpoint. There was also evidence that experienced employees had more accidents than should be expected. Accidents were not reported as promptly as necessary. The lessons learned from accidents had not been used to the best advantage Our plan, restoring from the above study, includes the following; 1- Establish responsibility for results in accident prevention. 2. Receive complete and prompt reports of accidents anc! fires. 3. Investigate lost-time accidents. 4. A comprehensive educational program allong safety lines. 5. The development of safe practices tor the most hazardous operation* to be used as safety topics at safety meetings. The use of visual education, pirn actual demonstration of standard methods, lias been found effective. 6. The discipline of the flagrant violators of established safe practice, also for failure to report accidents. 7. Safety education uf new employees--a supervisory responsibility. 8. A friendly spirit of safety competition between operating units*. 9. A definite objective iu accident frequency to be reached each year. Wc found that the first seven items of the plan can be sold to the management without having the safety supervisor usurp the prerogatives of the foremen. In our plan, the Division Manager is held accountable for the accident rate in his division. Plant Superintendents are held responsible by the Division Manager for tl>eir units. The Division Manager delegates to each Agent the responsibility for the safety of his sub-station employees. This assures the personal interest* enthusiasm, and cooperation of atl these men. The results in each unit will vary directly with the knowledge and interest the Plant Superintendent or Agent estab lishes and maintains. The Agent is held responsible for education of the new men. We have found tliat this plan of delegating responsibility for results along reg ular recognized lines of operating authority, is effective in operation* other than marketing within the corporation. In drilling activities, the most hazardous work in the petroleum industry, wc organized an identical line of responsibility, and within sixty days we had doubled the number of employees in this extra-hazardous activity without raising our accident frequency. Complete and accurate reports of potentially serious or unusual accidents, fires, ami lost-time accident* arc secured bj an investigating committee whose report is approved by the Division Manager or his delegated assistant before forwarding to the Safety Supervisor. A mimeographed form is used. The investigation com mittee consists of at least three men, two of whom are employed in supervisory capacity. ` Details cuter mg employees include: Length of employment. Whether previously involved in accidents, and Nature of work being done. Questions regarding safety instructions include: Was the accident the result of violation of an established safe practice? Has injuied man taken active interest in safety meetings at plant.1 Who has instructed him regarding hazatds of his job? When? ' Question* to be answered under supervision include- What will you do to prevent recurrence of this accident? When? The basic cause must also be deter- Industry and Its Motor fV/r/Wr .-hvidi hi I'robtcm 55 mined. The Basic Cause Chart by H. \V. Heinrich of the Traveller* Insurance Company is used to clarify all accidents. This report famishes- u* with excellent material ior safety and help* u* to direct our efforts at the conditions and practices that are conducive to accidents. S&icty meeting* conducted by a foreman, agent, or plant superintendent and attended only by the men working under his direction are the moat potent force in building good accident records and training men in tin: best and must efficient method of doing their ork. It is here that the lineman or other supervisor ha* an opportunity to demonstrate leadership and knowledge of the job; to develop the qualities of leadership which arc essential to his development ami promotion. To secure qnifurai and effective meetings, it has been necessary to develop a method. At least a week beiorc the foreman holds his meeting, he is furnished with a three or tour page mimeographed pamphlet ol safety topics (or discussion. To assist him wc offer the following guide: 1. These meetings must be confined exclusively to safely. They are attended only by men working for the foreman. Safety supervisors or superintendents never attend these meetings. 2. A thorough discussion of two or three subjects results iu ;m effective safety meeting. 3. Actual demonstration ot the correct method of doing a job leaves a lasting impression and should be made a part of the business of these meetings when possible. >. In this manner the foreman is definitely committed to the safety program. We. constantly reiterate the following ideas in sc\eral ways in our Safety Topics: 1. Accident,* indicate lack of skill. 2. Skill is acquired only by constantly thinking about the job being performed and seeking lo improve the manner in which it is done. 3. Skill is rewarded. During periods of retrenchment t!ie foreman makes every effort to retain his most skilled men Skilled employees require a minimum of ex pensive supervision. 4. Skill in our job is tiie best way to acquire security---the aim of all Knowing that accidents are errors, that the object of disciplinary action is to prevent recurrence, we must examine the motive that resulted in the error. Irirst, it is essential that the foreman postpone the disciplinary action until a careful in vestigation determines the motive of the man involved in the error. Where a good motive but poor judgment is evident, the foreman must look the facts squarely iu the face. Either the foreman used poor judgment in selecting the man to do the particular job or he failed to give him the proper instruction. With more instruction these men become skillful workmen, the backbone of industry. To discipline an employee for an error resulting from a good motive but poor judgment is a grave injustice and an indication of unskilled supervision. _ In a large percentage of errors, perhaps 90 per cent, the investigation will dis close no motive, either good or bad The employer loses when these men are fired. Every skilled foreman can interest men in their jobs and by so doing increase the work output of his gang. By interesting men in tltrir jobs he promotes skill, which creates a measure of security for the workman. This human problem i$ a real challenge to foremanslup and industry. Selecting Drivers for Commercial Vehicles By HERBERT W. CORNELL Chief Examiner and Secretary of the City Service Commission, Milwaukee, Wi*. The speaker said in part: Up to the present time the City of Milwaukee Has conducted testa for truck drivers cveiy two or three ytr$, including three elementsa written test, a practical driving test, and an evaluation of training and experience. It is not proposed t abandon any of these tests in faior of psychological laboratory methods, but it is hoped to add this fourth important clement in the future. Taking, first, the proposition of a written test, I insist that any test given where 56 Twenty-third Annual Safety Congress--National Safety Council the number of candidates will naturally be large, should be in short answer form, Te^ts which arc answered by the candidates in discussion form lake a great deal of time, not only in tile examination room, which is relatively unimportant but consume much time of tlx: examiner in sating. Unless the number of candidate? is Jess than thirty, it is quite essential in tl>c interests of efficiency to use the short answer forni^ which has the further advantage that the candidate has practically no writing to no but shows his knowledge by correctly or incorrectly checking in answers to question*. This removes the objection so often heard that civil service examinations are too purely educational in their tendencies with disadvantage to the practical man. Generally speaking, such questions may be divided into five groups: those re ferring to traffic laws or ordinances; those refciring. to automobile mechanism; those referring to street information such as rtw locations of various streets and iin]>ortant points hi tlc city; those referring to safety practices and standards* and those of a general nature to test intelligence. All these factors arc important, though recent researclies have shown that the man having the best knowledge of traffic reputations or the best knowledge of automobile mecfianism may be a very unsafe driver, while a really safe driver may sadly fail on these points By this I do not mean that such subjects should be abandoned, but rallwr that thev should not be made such an important part of the examination as has hitherto frequently iiern the case. Sliort answer form questions are given in a nurnTicr of metliods. one being to ^vc a question which has four or five answer* given, only one of which is correct. The candidate is supposed to dxtclc the correct one. Here is an example: ``YVtirii driving on snow covered streets, the chief objection to disengaging the dutch and applying the brakes hard at tins same time is:*' To this statement iherc are lour answers among which the candidate must choose, tile four being;--first, "To much power is lost": second, "Disengaging the clutch permits the motor to race, which is injurious to it"; third, "The danger of skidding i* in creased" fourth. "Under such conditions the wheels are easily locked and this is hard on the tires." Tfc objection to this question is that Use answer is a little- lt too obvious. Ii dors not distinguish clearly between the fairly good man and the verv good man A man who would get it wrong would cither not be an mtc-Uigent driver or would misunderstand the question, but many men might get it right who arc not especially good drivers. Anotlwr example: "The chief objection from the standpoint of safety to flaying brakes unequally adjusted is:" To this there are four answers: first, "The extra wear on the brake bunds": second, "The unusual strain placed on the dilfcrentiar*; third, "The danger of skidding"; fourth, "The danger of stalling the engine" This question at first sight might seem to be a good one. It directly refers to the recognition of dangerous conditions and is presented from the standpoint ol safety. The objection to it, however, is that a man who really is not a driver at all, if he is of good intelligence ami uses a little reasoning power, can. by a process of elimination, arrive at the correct choice even though he might not previously have liecu aware ot the fact that there is any particular hazard to unequally ad justed brakes. Consider the following question: "If there is too lean a mixture for a lowspeed the probable result will he: "To this there arc four answers given: first "The motor will run evenly and silently"; second, "The motor will pop and motor power decrease"; third, "The engine will stop dead"; fourth, "The cylinders will accumulate carbon." This obviously docs not Iiavc a very close connection with safely, but it does have a dose connection with valuable knowledge which a truck driver should possess. We are aiming for safety as our principal objective, but there certainly is no reason why we. sliuuld not include economic factors as well as safety factors. Similarly, questions regarding the geography of the ritv such as the location of important municipal buildings, the location of parks and approximate distances apart of im portant streels, house numbers at important street intersections, and die starting locations of diagonal streets, may well be made the basis of useful questions, although the factor of safety is not die one they arp aimed at. Industry and Its Motor Cehicte Accident Problem 57 Consider now the following question:: "li the car I am driving should start to skid on a wet pavement, wider roost circumstances i should do the following:* To this Uiere axe iour answers: first, "Release the brake but not the clutch ami turn the steering wheel in tire direction the car u> s>Udilui"; second, "Release the biake but not the clutch and turn tin: steering wheel opposite to ihe direction m which the car is skidding'*; third, "Put on the emergency brake*; fourth, 'Tut the engine in reverse." Here we have at first glance a question winch slioulri be of high value as. shewing the applicant's knowledge of what to do in a given emergency. The trouble is Ituwevcr, tliat the qor*too stops short with Us testing of knowledge. T litre is no testing of psychological icaction. To sit down in the examination room, *uily the alternatives one after the other and calmly deride which is the right answer, is one thing, but tu act correctly in an emergency where even a small fraction oi a second may be ot the roost vital importance is very different. Another form of *hurt answer test is tliat in winch statements arc given winch arc either true or fat***, with two columns headed ' Right" and 'Wrung'5 in which tlc applicant is to check as to the correctness or incorrectness o? each statement. Such questions as "The value of an oil lor lubricating purposes depends upon n> viscositv", mid again, "li the air pressure in tire*, h decreased, skidding is hkcly to occur", and an*tbcr, "A heavier lubricating oil is used in cold weather than m warm" have been tfcaxjL These questions are open to many of the objections already indicated lor the multiple choice questions, and in addition they have the tlisad vantage tliat a man not knowing the answer has a fifty-fifty chance to guess cor rectly. . However, in spite of the disadvantages to which 1 have alluded, there is no question that the short answer form of examination is superior in most eases to the old style discussion form of answer. There is less argument as to what is atm what is not a correct answer, Uiere is much less tunc required on the part of Uk examiner to rate the answers, a greater field of inquiry can be covered in the length of time allowed for the examination as the queslious take so little time to answer, and it does not require a technical expert to mark the papers. I do not wish to give the impression that we depend entirely on a written t Uiation. We never have done so. We have, used the written examination us . first elimination and lliose who qualify therein are given a pcrfonnancc lest t his test consists in driving a five-ton truck over a cat cfuUy worked out route including turns in narrow alleys, stopping and starting on a fairly steep hill, getting into and out of a difficult parking space, and passing quite a number of points where arterial highway stop signs and other traffic signals must be heeded. '1 he examine* docs not merely rely on general judgment in rating die candidate, but takes atoms for each man a blank form in which he checks in the various errors which men are most likely to make. This is important since experience shows how thflicuU it is for examiners to make any kind of uritteu notations while oil u moving truck. The various items on Ihe card to be checked read as follows; 1. Did not riteck oil, gas and water before leaving yard. 2. Backed into street from yard instead of turning in yard 3. Did not sound horn or stop in leaving yard. 4. Did not make complete stops at arterial highway*. 5. Did not give proper signals at turns 6. Did not atop before coming out of alleys. 7 Did not make turns in alleys readily and without hacking Did not back cleanly--too many stops or forward drives in hacking 9. Coasted tlown grade with dutch disengaged. 10. Handled hoist potwly. .. 11 Allowed truck to roll backward downhill m starting to*ward- 12 Raced engine when starting or slutting. 13 Started engine abruptly--truck jumped, uneven acceleration. 14. Jerky driving. 15. Rode the clutch. 16. Started with emergency brake on. 17. Slopped too suddenly and applied brakes abruptly. t Fuitlierroorc. a rather complete questionnaire must be filled out by ihe caudi- 5# Txuvnly-lhitd Annual Safety Congress--National Safety Council date, giving ao account of his training and experience, and this is a ratable clement m the examination. , Several years ago the Milwaukee City Service Commission obtained tbe con sulting services of Dr. Sadie M. Shellow. Psycliologist of the Milwaukee Electric Railway aiul Light Company, through whose assistance a machine is being devised by means of which we hoi* eventually to make certain interesting and valuable tests of the qualifications of motor vehicle drivers. While I would much prefer to tell you what the machine is accomplishing rather than what we hope it will acran* *s * m.a^e Predictions and express a pious hope that they r I he fulfilled. The machine is defined as an instrument to test the coordination of the sense of sight with tlie mental capacities resulting in a check of the per ceptibility of the person being examined. It consists of a driver's seat, steering wheel and' ordinary automobile set-up, induing gear shifts, clutch, choke, etc., and a pair of irregularly oscillating pointers in front of the subject and also a manual pointer that is under his control by means of the coupled steering wlietl. The subject is to take his scat in the machine and in the same way that he would steer the car. he is supposed to make the manual control pointer follow the move* ments of the irregularly oscillating pointer. This has the effect of keeping his ejes in focus directly ahead while a test to measure angle of vision is being made It also tests his eye concentration by seeing how well he can make the manual pouiter follow the mechanically oscillating pointer. This is recorded by means of a circular graph on which a record will be mechanically inscribed. While the subject is concentrating his attention on making the manual pointer follow the mechanical pointer as closely as possible and thereby demonstrating his quickness of personal reaction and his degree of muscular and nervous coordination he is informed that the horizontal arms will be advanced from in back of him to the side and as soon as he sees them he is to step on the brake. Either one arm or both can be brought slowly into his field of vision. His necessarv concen tration on the moving indicator in front of him prevents any looking sideways and we thereby determine whether lus angle of visum is sufficiently wide to meet an acceptable safety standard. Not only that, but the moving arms may carry target? of different colors so that the width of Vision for white, red, green, etc., can be determined It is a well known fact, of course, that many pet sons have a very narrow angle of vision for some colors and a much wider for others, so that a child wearing a dr*ss of a particular color might be exposed to a much greater hazard in crossing the street with such a driver approaching than a person wearing clothing oi some other color. Tbe point at which the brake is applied will also lie mechanically recorded. It must be realized that whatever the success of such a machine may be. it sliculd be used as a complete test, nor need it be used as a first test. Only one candidate can I* tested at a time and it will lie found in practical necessity* a? well as a reasonable procedure, to give a written test in short answer form such as we now give, tltough, perllaps, managing to avoid some of the pitfalls therein, and have this as a first elimination. Those surviving the first test would then be subject to the test of the machine and those scoring satisfactory ratings therein would be taken out in the field to undergo a driving test. The perception indicator is not supjioscd to lie more than a valuable adjunct in civil service work. We would not recommend it as having a weight of more than possibly forty per cent of tbe entire examination. The main point I wish to emphasize at this time is that up to the present our civil service examinations for truck driver have been chiefly concerned with how much a man knows about truck driving. With the aid of this apparatus we are also going to try to find out whether he has the psychological traits and abilities that make for safe driving. ADJOl'RNMEXT TWENTY-THIRD AN A* CAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Maintaining Interest in Safety THURSDAY AFTERNOON SESSION October 4, 1934 The session devoted to a discussion of Maintaining Interest in Safety was called to order by Thomas P. Kearns, Superintendent of Hygiene and Safety. Industrial Commission of Ohio, who presided. After welcoming the delegates U the state and community. Chairman Kearns introduced the first speaker. Keeping the Management Sold On Safety By A. H. YOUNG and A. S. REGULA Mr. Young is Vice President fur Industrial Relations, United States Steel Corporation, New York City; Mr. ReguU is Executive Secretary, Industrial Relations Counselors, Incorporated, New York City (In the interesting demonstration in dialogue form given below the pari of the General Manager was taken by Mr. Wesley Graff, National Bureau of Casualty amt Surety Underwriters, Xcw York City, who substituted in die unavoidable absence of Mr. Young. Mr. KeguJa took the i*art of tlie Safety Engineer.) General Manager: The Budget Committee is advised by our Comptroller that wo sltall have to increase our budgetary item for workmen's compensation by 25 per cent for die year 1935. That Is quite a shock, as I had been under the impression front your reports that we had maintained our rate of progress in reducing acci dents and that tins progress would be reflected iu a reduction in costs. What's the matter? Safety Eugiuecr_ Well, we've had vmc serious accidents oo which the compensa tion costs run high. Since the first of the year there were three fatalities, one permanent total disability, and several cases involving the loss of eyes or dismeni herments. One of the fatalities was the case of Tim Donovan, who was caught on the line shaft over in No. 2 Mill. You wH recall that the recommendation to in stall engine stops and remote controls was turned down by tlic management, al though approved by the Central Safety Committee, because of the cost of $5000. 'Die compensation on that case alone ran over $10,000General Manager: Yes, I recall only too well. You've got me there, and know ing how I feel about it. it's like hitting- below the belt to bring that case up. I'd pay the cost out o my own salary if it would bring Jim hack. Safety Engineer: The only reason for bringing it up. Boss, is to emphasize the fact mat in our set up of accident statistics, Jim's death wasn't given any more weight thau a simple laceration involving a loss of one or two days' rime. Tbe full effect of these serious injuries is not reflected in the accident statistics as we prepare them. General Manager: In other words, we are not getting the complete steny? 59 60 Ttocnty-third Annual Safety Congress-National Safety Council Safety Engineer: That's cured- You will probablv recall that in my annual re ports lor several years I recommended that our statistical rnetlKals Tie amended and he brought in line with accepted standard practice. But my sugKrstions were turner! down. I was especially emphatic in my recommendation resiiectinu a statistical set-up to reflect the severity and cost of accidents. All we taiiulale now is the lre|licncy of injury and the cause. Confining ourselves simply to fretmeno rates leads to wrong conclusions. * OVurrai Manager: As I recall it, you were going to charge a department liavtnv a fatality with several thousand days lost, and other serious permanent injuries on some sort oi a relative basis. The foremen objected on the grounds that the basis of calculaiton would not be understood; there would be violent fluctuations from mouth to month that would be very perplexing. Safety Engineer; Oil. they'll get to understand the basis of calculating severity rates if they'll Mart from the premise that we must have a measure of severity as a full reflection of the actual picture. As to violent fluctuations, that's a matter of detail; well sttuply calculate the rates on overlapping twelve-month periods, rather than on a month-to-month basis. Gcucral Alnuot/m Suppose you summarize briefly the statistical set-up ns you think it ought to be. Safety lluf/hiecr: Such a statement was incorporated in my last annual report, and included; 1. Injun* frequency and severity rates by departments. 2. Cost n? accidents by departments < monthly and annual; incurred and accrued). 3. Cause classification of injuries (annual).. " 1 Comparison of company records with those of other comjuuiics :i our industry. 5. Reports^ of unusual and fatal and serious cases. (i. Comparison of lost-time injuries sustained in the course of employment with those occurring outside of working hours. General JUtiiUitjc? : Very well, I'll take up your revoniniccuUttkm at the next meet ing of the Central Safely Committee. It's about time we fount! out just where we stood. Wait a moment, though. What's that vou said about comparing injuries in the plant with those occurring outside of working hours? Safety Engineer: I want to direct your attention to an important cause of loss oi time licit we've missed entirely. Frankly, I don't know what the situation is in uur comjiany, we've never attempted to keep any records on accidents to our em ployees outside the plant. Few companies do, but in these few the ratio of non occupational to occupational deaths averages about two and uuc-haii or three to one. One large rmntiaiiy rcjiorts a ratio of 37 to one. If we knew what our situa tion was l iu sure we would extend our safety program in au elTurt to prevent some of these outride accidents. Cir*ur/ Moutjtftt: But you'ic assuming that vve have some responsibility in the matter. W hy should we si> li company concern ourielves about nccidcuts occurring to employees outside of wotkmg hours? Safety Engineer: As I set* it, it's quite immaterial whether one of our men is iu jnred inside or outside the plant gates. The company loses tlie production duo to his absence; the overhead on idle machinery or equipment continue*; it he is killed or seriously injured we have the. expense of luring ami training a new employee: tlx* new man will tug he as efficient as (he man he ha teplaced, and there will foe some interruption to production schedule*, with an increased spoilage of materials. Tlicrc's no comitensatkai cost involved but we're carrying group life insurance, the exist if which is aflcclcd by deaths from uon-occupaiioual injuries, If we keep in initxf the ratio of non-occupational to occupational deaths ami injuries, tlie loss to the company is a very sizeable one. Ceitcro! But why do we need to extend our program, as you put it? It seems to me dal if our safety educational urogram is effective, our men wiii ha\e acquired the safety habit and that habit should cany over outside the gates. It isn't something they put on and take off like a pair of overalls. Maintaining Interest in Safety 61 Safety Engineer: Well, the psychologists offer an explanation in terms of behavior cliaractciistics. Our men on the outside arc ru>t subject to the direct superriri-a? and discipline maintained in the plant. I'm not so sure but that plant diM-tpImc Incomes somewhat irksome and the men throw off the restraint surrounding them in the plant- Fundamentally, we've got different couditiixn to contend with. One- case out of our own e\|ierieiicc will sene as a good illustratiuii. About a ><mt ago Pat Hennessey, who luwl dtarge of tlie stock room over iu No. 10. was killed in a fall down the* cellar stairs iu hit, home. Pat had been chairman of the depart mental safetv committee for years. He might to luve acquired the aifrty ImHi. hut that stairway did not have a hand rail. From the comjiany _ Mnudpu-iut, I d class Pat's death as a catastrotihe because we've been in all sorts of jams since. General Manager: Yes. that stock room has been a bone of contention among tlir foremen ever since. I'll base to admit tins logic ot your argument Do you know of any companies that have extended their safety program? How docs h differ from what we liave been doing? Safety Engineer: Well, not directly, but I have heard that a number of companies iu New York have become so interested in this broader field of safetv work that they arc putting on a campaign called "After the whistle blows." I have already written to the National Safety Council Jot details of tlie campaign. I have planned to outline a program tor our own company foa-sed on their experience ami submit it to you tor approval. . General Manager; Very well. In the meantime, you'd better develop wlmtcvci in formation yoiCcan on our own exjicrieucc. I was interested in y*nr August report m which you commented on what you cal! the "New-old employee problem. Haven't we had tlie new employee problem with us during tlxi whole couse >! our safety work? Safety Engineer: So. the problem is now somewhat different. As we have ex panded the force bv reason of reduced code hours, most of the jobs were filled by our former employees: there were comparatively few new face*. In > ur investi gation of accidents I was struck by the number of injuries sustained by rririred employees as well as hy those who wcie new to the company. (S. IL c.xlvbjis chan } Here's tlx: store graphically for the year ending in Scprcmlx.r--or for one year under the Cork*. Tlie injury frequency am! severity rates are higher for those added to the force during the year than for the balance of the employees. And here's the relativity six years ago prior to the depression General ifanaycr: I'd expect the rates to be higher, but I'm surprised the rales for the two groups should be *o lar apart, especially when compared to tin* pre depression figures. ' Safety Engineer: I can offer a fairly plausible explanation as to the cause. \\ e ve got to remember that some of our former employees have boon out of work for rather lengths* jeriods. Mot of them are hi financial difficulties and arc in debt; some have k*l their home*: all have felt the pinch. Worry anil grid* have de ranged the nervous *v$tem During tlie period of unemployment there has Iwcn lacking tlie steadving 'influence of plant rules and discipline, and the readjustment is difficult; the fatigue element enters, and many have lost pome of their skill and natural aptitudes even when placed on their old jobs. It's a problem requiring the earnest cooperation and coordination in employment suiieivtskm. medical super vision. job training and safety education. Another factor also has entered into the situation. Since the expansion under the Code, there has been n contraction in operation. We haven't hid the men off in any great numbers, hut have Ixxn spreading the work. We're down to about 25 per cent of capacity, hut carrying a force on short time sufficient to operate the mill at least to 75 |icr cent of capacity on full time Under the "slmring-the-v.ork:= policy, social need rather than experi ence on the job governs the work assignment. We're transferring men from job to job- Thev are not alwavs familiar with the occupational hazards of the par ticular job to which they have been temporarily assigned. In my pinion, job training is of particular significance and important* since it will individual i?r the training process and understanding of oecuinttic.rud hazards ratlicr than relying entirely on putting the safety message across through mass education. Their whole mental make-up must foe readjusted. And unless we set out to ncroinplidi this ob jective we're going to have some serious accidents. 62 Twenty-third Annual Safely Congress-National Safety Council General Manager: I think you've let the situation prey on your mind and you're becoming a victim of your thoughts. A good many of the men returning to work are anxious to show their ability and to please their supervisors so that they can hold their jobs, and that will offset the factors you speak of. However, I wish youd bring the matter up for discussion at the Central Safety Committee. Safety Engineer: I'm disappointed; as a matter of fact I'll frankly say its dis couraging. I've been here a good many years and have felt that there were real possibilities of getting somewhere in our safety work. But I've changed my mind and the situation has reached the point where I'm not so sure that I want to con tinue as your safety engineer. That is, not if I'm going to be honest with you and with myself. General Manager: Hold on, young fellow, there's something on your mind. Comic on, let's liave it! . Safety Engineer: There's been something on my mind. Boss, for a long while, but I've hesitated to speak about it. You've taken a real interest in safety work, not only in the plant, hut you've also^ been active in the local safety council, in fact, a past president You called me iu to find out why our compensation costs have gone up. I've pointed out a few things. A5 always, you show an interest, but the matter Is passed on to the Central Safety Committee. That committee is in valuable, but after all, it has its limitations. Now, about two years ago I prepared a paper for the annual safety congress on "Capitalizing on Our Failure/' You read it beforehand. Remember ? General Manager: Yes. I do. It was a good paper. Safety Engineer: Well, Boss, that paper was a picture of our own situation then and now. The safety work with us is essentially a second-rank movement; the executives are interested, but safety has not yet been recognized as a major execu tive objective and an integral part of operating procedure and responsibility. We don't have tlie proper degree of coordination between the employment, medical, engineering, purchasing and safety departments Accident prevention b not ac cepted by the supervisors as an operating responsibility, but tlie general attitude prevails that its primarily my responsibility. General Manager: Well, if we accept the principle erf safety as a major operating responsibility, where do you fit in as the safety engineer? It looks to me as though you're talking yourself out of a job. Safety Engineer: On the contrary, I'm really talking myself into a bigger job. I.et*s compare this job with that of the chief engineer. He acts as the technical consultant and advisory agent to the operating heads of all ranks on engineering matters. If he were to assume authority in matters relating to the working forces there would be constant friction with superintendents and others of the operating personnel. The same is true of my work. If the operating heads will avail them selves of the technical knowledge and experience of tlie safety engineer and look upon him as an assistant in developing the plan or procedure, we'd make real progress. The actual administration of the plan will be up to them and they can take all the credit for the results accomplished. General Manager: That's a bit hard for me to take in one dose. I can see where I'll have to indulge in a bit of self-analysis. Perlaps I've had the wrong slant on safety work. (Phone rings--G. M. answers--hand* phone to the Safety Engineer.) Safety Engineer: There's another serious accident down in No. 6 Mill. They've been making some changes and the mill's shut down. One of the oilers fell while oiling up the shafting along the east side, and received a fractured leg and pos sible Interna! injuries. Four months ago the departmental safety committee rec ommended the installation of an Oiler's platform. I investigated, endorsed the rec ommendation, secured cost estimates and tlie approval erf the superintendent: but it had to be referred to the Central Safety Committee for approval because of the cost. It's still in that committee. It takes a hell of a long while to get action because the economy screws are down tight. * General Manager: I begin to see your point. In other words, while I`m inter ested in safety work, I haven't seen to it that we got action from the responsible Maintaining Interest in Safety 63 operating personnel. Damn it. I'm in charge of operations, ami in future I'll sue to it that safety is part of operating procedure and responsibility. Come out to the bouse tonight ami wc`11 talk this thing thijugb. Safety Engineer: Thanks, Bos*, I'm withdrawing my resignation. Keeping Higher Supervision Interested In Accident and Fire Prevention By A. L. ARMSTRONG General Supervisor, Safety and Fire Prevention, Eastman Kodak Company, Rochester, New York The speaker said in part; Interest can be aroused either through an appeal to emotions or to reason. An emotional appeal may be necessary so as to attract attention ami get a movement or undertaking under way. Tlie difficulty with such an approach lies in the fact that wlicn the emotional appeal i* allowed lo die out, there is nothing to take its place and consequently results are usually unsatisfactory. Perhaps I can best discuss my subject by outlining some of the experiences ol my own company in stimulating the interest of foreman and supervisor In our own safety problems. During the first six ni<** is of 1933 the accident frequency in our largest plant was below the previous , ear's record. During the 7th and 8th peiiods, however, more accidents occurred in this plant than in the previous six periods. There had been no unusual addition of new employee*, uor shifting of employees to new work, and management asked, "Why the sudden increase?' For some time the company had been conducting a supervisor's conference uro gram. The responsibility for accident and fire prevention had been discussed iu general terms and it was intended that these matters would be taken up in detail to develop the application o! the general principles to departmental problems. A number of department superintendents suggested that accident and fire prevention be taken up immediately; and I was glad to endorse these recommendations be cause it afforded an opportunity to get upper supervision together in an attempt to arrive at more effective means of carrying on safety work. In the general discussion of accident and fire prevention, upper supervision had developed statements of the responsibility of the safety department and fire depart ment or fire organization in connection with the prevention of accident* and fire*. These statements of responsibility were approved by upper management. Repre sentatives of the safety department had participated in the discussions that devel oped these statement* and in these discussions the responsibility of the production and other departments and their relationship to the safety and fire department_ had been considered in general terms. Using this material as a basis, a rough draft oJ management's interest and responsibility in these matters and the general principles of management involve*;! prepared. Representatives of the safety department from the various plant*, and the men interested in carrying on the discussion pro gram, were called together to discuss this material. Their suggestions and tlie sug gestions from other members of the organization, including supervision and manage ment, together with the original material, were consolidated into text material. This text covered the fundamental responsibility of management, the effect of acci dents and fires on cost and other factors, the company's safety policy, the causes of fires, the responsibility of the line organization and the safety of fire depart ments, the methods of preventing accidents and fires, the necessity for safety train ing. the necessity for safety inspection, the importance of investigations and re ports of accidents, and the relationship of the departments and individuals interested in these matters. All of this text matciia! was prepared in great detail to emphasize the hazards and responsibilities toward safety of all individuals in the working personnel of the plants, (It is unnecessary here to outline this material in detail.) Upper super vision. including the superintendents, their assistants, and the men who were to lead the foremen's discussion of this subject in the departmental groups were then supplied with copies of this material and called together in groups of 15 to 20 for 64 Twenty-third Annual Safety Congress--'National Safety Council the discussion of (he problems. Care was taken to make sure that as many depart ments as possible were represented in the membership of each group. A representa tive of the safety department attended each group meeting. The results of the discussion of the problem* by these groups of upper supervision- and executives were then consolidated into notes which were submitted to and finally approved by management. Copies of these notes were (lien issued to all who ]>articipated in their development. Tl*c notes were set up in two sections, "Management Notes'* and "Conference Notes.** The first section,- "Management Notes*' covers that part of the development which, when approved by management, is a statement of the plan policies and man agement philosophy. These management notes are given out to the members oi the departmental groups, as basic material in addition to die text, ou which they can base their solutions of the remaining questions which m genera! pertain to specific and departmental application of the principles involved. . The second part called "Conference Notes" covers that part of the notes which is to be developed by discussion in the departmental groups. These notes are given out to the leaders of the departmental foreman's groups to be used as a guide in developing departmental interpretation and application which will lie in line with die principles involved. These same general principles, together with the departmental application, arc incorporated in the departmental notes winch arc approved and issued to the foremen and other departmental supervisors. The purpose of the first problem was to develop: l The precautions iwcr*ary to make work safe if moving machinery, other devices, or work under way may present a hazard to the workman; 2. The responsibility of supervision in these mat ters; 3- The responsibility of the employee working under such conditions and the necessity of making the workman and his immediate supervisor responsible for. and granting authority to control conditions essential to safety while, work t$ being done. . ,. . . The problem tvas as follows: Employee caught in conveyor--multiple frac tures of arm and shoulder. Repairman iron, the maintenance department was given an order to do a certain job on the conveyor. While he was working on the conveyor it was starlet! up and caught hi* atm. The cost of this accident was several thousand dollar*. The questions regarding this accident were as follows: -, . A. Witat general principle covers the prevention of tins type of accident r B. On witat jobs or work in your department should this principle I* applied.* C. Witat precautions should have been taken m this case? D. Whal precautions should the supervisor have taken? E What precautions should the employee have taken? ^ F. Would the employee have been justified itl refusing to work under the exist ing conditions? . G. What should the supervisor's altitude lie toward an employee who points out a possible accident hazard? H. How* can it be made effective? Tlie second problem develops the resiKnusibility of supervision and the worker for recognizing possible hazards to the worker or to workers in the same or oilier departments and for taking the necessary precautions to guard against tl*m. Other problems dealt with the correction of careless liabits, maintaining die proper attitude toward the* care of minor injuries, supervision's responsibility lor placement and follow up of handicapped employees, responsibility for good house keeping, the responsibility for the condition of machinery'* tools and equipment rcsponsibilitv in connection with the adequacy and use of guards and other protective devices and for the ackquacy and use of. goggles and protective clothing, am! finally, the responsibility for preventing fires and training of employees tn the nec essary precautions and measures to be taken in case of fire. ' In each of these field* the responsibility of department supervision, the respon sibility of the safety or fire department, and the relationship between all of those interested were considered. This discussion not only interested all levels of man agement and supervision tn the problems of accident and fire prevention hut at forded an opportunity for upper supervision to exchange ideas on possible methods and resulted in the development of suggested new pioccdures which were made Maintaining Interest in Safety 65 a part of the notes and finally approved by management. These consolidated notes were used as a basis for the discussion in the departmental groups and have already resulted in more effective measure* in accidesst prevention training and fire drills, as well as more uniform interpretation of the company's policies in these matters, and a better application to the conditions in the various departments. How To Sustain the Safety Interest of the Man on the Job By C. B, BOULET Insurance and Safety Department, Wisconsin Public Service Corporation. Milwaukee, Win. Tlie speaker said in part: Someone lias said that the problem of maintaining interest in safety is `old btulf," and that is quite true. Safety, the daily need lo keep sate among tlte many dangers surrounding the primitive man, is as old as the human race. But the need to maintain safety interest is not *o old. In our mod ern civilization it is only too often not given any tltought at all. Xu the first place, mau has always been, and still is, inherently selfish. He is interested in those things which without question affect him. Early man could not afford to forget safety even for an instant. His existence depended on his carefulness. But man today is protected to a great extent by society---his health s guarded by the Health Commission. Polite protect his property am) his life against those who would harm him. Laws give him certain rights ami certain activities that he can pursue safely. As a result man no longer feels the need of spending all his time giving thought to his protection. He now pursues his occupation, whatever it may be. without a thought of self preservation. These many interests have so diverted his mmd from the need of preventing accidents that it has become more and more neces sary tn so stimulate and so arouse him that he will not fall victim to aa accident which the same complex society which has pampered him. creates. Our problem is to discovei die best stimulants far this pampered individual. First of all, then, in order to keep the irau on the job interested, it is absolutely necessary to keep his immediate superior interested. You are familiar with many of the means adopted for accomplishing this; I would like to mention one addi tional item that we have found useful and practical. Each month we send to every foreman and supervisor our Safety News-Letter. This News-Letter contains such information as, description of accidents, seasonal hazards, excerpts from min utes of safety meetings, timely suggestions, etc. The information is so designed as to give our supervisory people the proper background to diiect valuable dis cussion* in safety meetings. Every safety effort, if successful, must ultimately affect the man on the job. It is the man on the job who makes or breaks the safety record. It is useless, therefore, to inaugurate or continue any effort that docs not finally influence this key man in the safety program. It is the failure to fully appreciate this fact that has caused accident prevention efforts oltentimes to fall short of their mark. Take the safety meeting for instance: Is your safety meeting a meeting of, by and for the man on the job, or Is it rather an hour set aside for the superintendent or foreman to show his importance t The safety meeting should afford an opportunity for tnen ami supervisor to dis cuss and settle those problems, the solution of which is vital to accident prevention. If the conference method is the secret of supervisory training, it can also be made . the answer to successful training of the man on the job. Make the safety meeting his meeting. Let him do the talking. Respect his opinions, and where necessary, diplomatically direct them. Is your bulletin board an integral part of your accident prevention program ? Or is it merely a display of numerous posters, letters, bulletins, orders, reports and miscellaneous material that no man will take the time lo read? Pester service should be given the attention it deserves by someone who is personally responsible for it T feel that not more than one poster should be displayed at one time, but that poster should be selected with the utmost care and serve a definite purpose. 66 Twenty-third Annual Safety Congress -National Safety Council Were you so unfortunate as to liavc an accident due to a fall r If so, naturally the matter ot falls, ami their causes., was discussed in your safety meeting. Did you also display simultaneously posters relating to this subject; If you did not, you missed an opportunity to definitely create in the minds of your employees a safety consciousness that would go a long way to eliminate similar accidents in the future. In making use of the bulletin board, much can be accomplished with so-called home-made^ poster*. The attractive display of a shattered goggle, a sketch or blue print showing conditions under which a recent accident occurred, photographs that personalize tire safety suggestion, a letter signed by tlvc president or general man ager carrying a safety message, or newspaper item referring to a safely record or a recent accident, ail help lo make Ihc bulleiirt board a center of interest ratiter than merely a collector of dust. Iti order to keep safety a recognized part oi every operation, careful super vision is necessary. It has been our experience that adequate safety supervision cannot be given to the foreman alone. In our organization plan, we supplement the foreman's efforts with the service of a safety engineer. It is his responsibility to attend safety meetings, be with the men on tue job as frequently as possible, assist in the investigation of accidents, and in general act in an advisory capacity on all matters pertaining to safety. His visits to oil departments, while periodical, are not on a regular set schedule. He can be expected at any time, at any place. His contacts are direct with both the foreman and the men. I believe tnat this constant contact, with the discussions of hazards and unsafe practices, does much to maintain a live interest in safety work It helps develop that safety consciousness in each employee that makes him ask before starting any job, "Is it Safe?" or "How can it he made safe?" It ts imperative that no serious accident go without investigation that definitely locates the cause, the responsibility, and makes positive recommendations on ways to eliminate similar accidents in die future. These investigations must he fair, but at the same lime, must lx- thorough and wreumpromising. To illustrate: I recall a certain company wills a rather high frequency. Inves tigation of accidents on that particular property seems to have one objective-- "blame no one.'* In cases of fatalities, full responsibility is usually placed on the deceased. In other serious accident*, the cause is usually found to have been "unavoidable.'' Accidents continue. Why? The reason is self-evident. It is an unpleasant table to place even part of the responsibility for a man's death on some other member of tlte organization. It is much easier to blame the dead man; but this policy permits the cause of the accident to die in the files, to go without pubIkily; and ultimately, there is another accident and someone else pays the price fur lack of moral courage on the part of the investigators. Routine inspection* of the plant and the premises to bring to light unsafe con ditions and practices should be assigned to the man on the job. Experience indi cates that properly directed and supervised inspections do much to teach the funda mentals of accident prevention. It is of course essential that suggestions that are made be given careful consideration. In each case Die matter of correcting the condition notes! should be discussed with the inspector and the suggestion complied with, or reason for its rejection given. Inspectors should be changed monthly in order to give numerous men the training that seems so desirable It is but natural that a man's interest m safety will increase with his. knowledge of Us technical aspects. He will nut cease"to be on the lookout for unsafe conditions even after his term as inspector expires. Too often the credit for a good record is given to the safety department or the supervisory force* Tt should not be forgotten that the man on the job i* the key man so for os the ultimate record is concerned. Failure to give him credit or recognition, both collectively and individually, will dampen his future efforts to stop accidents. Credit can be given through tin: use of the bulletin boards, through personal letters from the management, by mam of a dinner, or the passing ot cigars. His interest in a continued good record will be proportional to the joy of accomplishment he receives horn past records. This joy can only be found through recognition.. ADJOURNMENT TWENTY-THIRD ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Mechanical Methods of Handling Materials WEDNESDAY AFTERNOON SESSION October 3,1934 The session devoted lo a discussion of Mechanical Metliods of Handling Mate rials was called to -rdet by W. S. Paine, Manager, Engineering and Inspection Department. Aetna f- Insurance Co., Hartford, Conn., who presided. Chairman Paine welcomed the !<..gates and then introduced the first speaker. The Safe Operation of Locomotive Cranes By H. J. GRIFFITH ' Sot*, ct Safely and Welfare, Pittsburgh Works, Jones & I.aughlm Steel Cone. Pittsburgh, Pa. The speaker said in part: Numerous crane accidents have happened due to the boom failing while carrying a load. Care tlicreforc should be given m the derin and construction of the boom. It is advisable to specify the grade of steel desired rather than construct from materials that may be ou hand. Best results have bets obtained when Open Hearth steel having an analysis between 15 to 30 carbon Is tssed. The exact specification will depend upon the size and shat** from which boom is constructed, this of course depending on the length ot the boom. Booms up to 40 feet in length have been constructed by lacing two channel* together, but bevontl tins length the weight of the channels prohibit their use Booms more than 40 feet arc usually of a lattice type. ., Designers of booms should be exceptionally careful to overlook nothing wnen figurm* stresses, being particularly careful to see that lattice bars are spaced so that unbraced lengths of members in compression do not exceed sate values. Some designers feels that it is almost impossible to figure all *trcs*es. due to the dif ference m operation. If the operator is careless, unknown stresses cuter the picture which cannot he anticipated . . ,, A boom with tint mam members damaged or bent should never carry the full load for which it was designed. Cranes with Ixsoms more than 60 feet in length with or without load should not be swung more than *5 degrees from the center line of track without the use of out-riggers and the boom should be elevated to an angle not less than 60 degree* with the horizontal If necessary to swing a boom less than 60 feet in length completely around while traveling, rt should be done with the greatest care. When necessary to transfer a crane from one loca tion to another and a boom ?0 feet or greater in length l* being earned m a horizontal position, the boom should be supported on a fiat car or by another crane Also when cranes are traveling through the plant the end of the boom should not be carried higher than the top of crane cab. and under no circumstances 67 68 Twenty-third Annual Safety Congress--National Safety Council should crane be allowed to drift or coast out of gear. Before going down grade, brakes should be carefully tested. '' Most all crane manufacturers have tables showing the load that can be lifted saiely at a given radius. These instructions also state when outriggers should be used. A neglect to use out-riggers when making heavy lifts has led to numer ous accidents. Hazards in operation of booms include breaking of bolt through the friction winch operates the lowering of the boom; throwing clutch out with steam on the engine will cause boom to drop; boom cables responsible for lowering and raising of boom may snap if not inspected frequently or overloaded; cables pulling from the sockets; etc. Opeiators should never lift loads beyond the.capacity of their cranes, which ot course, depends upon the angle of the boom. Nothing will cause a crane to upset quicker than a poor roadbed. It is important that the crane operator check the gauge of the track on which he is going to work. A spread rail will permit wheels of crane to drop off track. Tracks laid on new fill are the most <Unserous TM<t require careful inspection. When making heavy lifts care should be taken to sec that the crane is clamped to the rail* and that out-riggers arc properly extended aud blocked to prevent upsetting of crane. In making lifts, it is very essential that the reeving of cables be chocked to make certain that reeving to lift two tons is not used to lift a greater load. This may mean that reeving will have to be changed several times during the day, but it is necessary for safe operation Before work is started the crane operator must check the size and strength of chain or cable and also inspect the cable clamps. FossibJy the safest way to lower a load -is to leave the hoist friction engaged and open the cylinder cock which allows engine to back-load down. This applies to single acting engines oniy. When necessary to make adjustments to hoisting friction for lifting heavy loads, it is important after making lift that friction be reset to former position. Also to check to prevent wear oc friction. Care should be taken to see that friction does not drag but has full release after disengagement It is ground man's duty to see that men working near when lift is being made are in the clear. Men should not walk or work under the boom unless absolutely necessary. When cranes arc working along main line railroads safety requires that the crane operators and helpers receive instructions from the railroad department and become familiar with railroad signals. The crane crew' should take steps to protect them selves by using flags by day and lights by night. In moving a locomotive crane after sunset or when obscured by tog or other causes, a white light should be placed ui front of the car and a red light on the icar end. The crane operator or conductor must consult with the railroad trainmaster or dispatcher relative to securing right-of-way and block signals. Under no chcumstances should the crane conductor or operator occupy or run over main tracks without permission from the train dispatcher. No yard movements should be made without first getting per mission from the yardmaster or the railroad's representative in the district. It is the duty of the crane crews to be continually on the alert for conditions that con front them, such as constantly looking at position of switches, that cars are in the clear on tracks running from leads, and having a man positioned at all times to protect the crane movement. All locomotive crones should be equipped with blue, red and white lanterns also red and blue flags. Flags of the proper color should be ustri by day and lamps of the proper color by night, or whenever fog or other condition causes obscurity. The crane crew should also be familiar with the various types of sig ttals employed by the railroads to indicate danger. No person other than the crane operator and his helper should be permitted to ride on a crane. All persons should be positively prohibited from riding, sitting or standing on the car body of any locomotive craue. Where possible, riding step* should be prohibited and at no time should steps be permitted on cranes where cab overrides the deck. Another practice which should be prohibited is that of carrying bars, hooks and other tools on the deck underneath the cab. Manv ham! and arm injuries have been caused by this practice ' Mechanical Methods of Handling Materials 69 Many crane accidents arc caused by misunderstanding of signals. Tin* van be prevented by appointing one person to give signals ami instructions be issued to the crane operator never to operate the crane unless signal is given by the proper person. While ailing is being done machinery should be inspected for loose bolts and nuts, also inspection should be. made of brake bands, pins ami oilier pari* in con stant use. Operators must inspect their cranes at the beginning of each turn, and should be responsible for seeing that crane is m safe operating condition The safe and efficient operation ol a locomotive crane or any other operation depends upon the person in charge to enforce the rules governing this deration. In this case the responsibility rests with the man behind the throttle--die cra^e operator. Wire Rope Slings -- A Few Safety Considerations By A. J, MORGAN * Chief Engineer, Wire Rope Division, John A. RoebHng's Sons Co., Trenton. N. J. The speaker said in part: One of the most reliable materials used in industry is a cold drawn wire of good quality. Every boy learns that a very strong cord can be made by winding a number of pieces of relatively weak string back and forth aud that the resulting product will often hold together when used ior tying, even though a few ot the individual threads break. If it is considered that a wire rope is quite similar to this, except that it :s laid up with precision and the component parts are each and every one carefully tested and thoroughly reliable, it will be appreciated that a material of great strength and dependability is the result. It is of such material that wire rope slings arc fabricated. To illustrate more directly, a wire rope grommet can be considered, and the grommet is the main member of a great number and variety of slings. This grommet is made up of a single strand which is laid up hy hand in the form of a wire rope. The wire rope in this case would be a 7-strand rope or. as mote generally understood, a 6-strand icpe with a strand center. Each strand is made- up of a number of individual wires, usually varying from 19 to 37, deitending upon the size of the sling to be made. The strand in this case goes completely around the circumference of the gxomiuct seven tiroes, and since it is made of one piece of strand, the two ends butt at one point, which is inside of the grommet struc ture. It will be seen, therefore, tliat a grommet type of sling is a very precise product and brings into play the. strength and reliability of a number of wires wound around several times so as to complete the whole. _ _ There are a number of slings, such as bridle slings, which consist of a single length or a number of lengths of rope with fittings on the ends These length:! usually pass from one side of tlte thimble or supporting member which fastens to the hook and the ends then fasten to lugs or eyes, or some other pai t of the load to be hoisted. Thus the rope to be used is composed of a number of individual wires and the combined strength again becomes effective <luc to the tying together of a proper fabrication practice. _. It is true that all types and manners of slings, employing chain, hemp rope, wire rope and even wire, are used to handle loads. There arc all sorts of home made slings with spliced eyes or long spikes, slings made out of old rope, as well as new rope. A great number of these do not even approach good practice. The total number ol wires in & reliably constructed wire rot* whether made of grommet construction or from rope, is seldom less than 114, and very frequently, hi fact in all sizes !$ inch and larger, reaches 259 to 271, or possibly more wires. It is apparent that the breaking or cutting of a few wires in a sling of this type will not .seriously impair its strength and yet ample warning will be given by such breaks that the sling is deteriorating and should be watched more carefully, or that th* rope or grommet should be replaced. The question of safety cannot properly be left without mention of loads for design. When u sling is purchased for a definite ami particular life and no other, there is no question as to the proper factors to me for design. When a sling is 70 Twenty-third Annual Safety Congress--Ntiltonal Safety Council purchased for a lift to be made iu a shop and the sling is to be used around tliat shop for oilier purposes, the question of the safe load to figure on becomes very important. ^ For example, if a sling has been designed to hand's a 5-ton load, but is still available when a 7 or 8-ton load >* ready to be moved, tin's sling would in all probability lie used to move the heavier load. It seems to make no difference whether the maximum safe load is painted at the sling or attached to it by means of a metal tag, the natural inclination of anyone having to move a load is to use something handy that will apparently do the trick. Fortunately, in the majority of cases these slings do handle the heavier load, although it is a practice that certainly cannot be recommended nor should it be allowed to continue. Such practice is dangerous and far from desirable, ,for the sling may become over stressed, and it it then liable to fail with loads of less weight than the one which overstressed it, arid in fact of even less weight than the one for which it was originally designed. Only a few simple rules need be kept in mind on the safe operation of a wire rope sling. The first and most important is that the sling be of proper design and of sufficient strength to satisfactorily handle the load. Lubrication of wire rope slings is often objectionable, due to the character of the material handled, but protection of the sling from corrosion is essential and this should be and can be taken care of with any number of products -which are on the market for this purpose. The next thing to examine is the condition of the sling before a load is lifted. If it shows little deterioration and relatively few broken wires, with no evidence of corrosion, it can generally be safely assumed that the sling will lift the load if it is not m excess of that contemplated by the design. If the sling shows deterioration of a marked degree it should without question be returned to the manufacturer for re-roping, since the fittings on a substantial and well-designed sling can always lx- used again--with the exception of forgings and castings in tension, where it is always safe* to replace such tension members due to the impossibility ui correctly gauging the action of fatigue. If there is any doubt in the minds of the operators, they should call in a representative of the wire rope company who is qualified to pas* on the safety, or they should by all means play safe awl have the sling rc-rojvcd. Anotlier point to keep in mind is that the sling should he applied In the manner intended by the design, using wood padding or siiecial castings to carry the rope around tlie sharp corners should the design so indicate. In tltcse few simple rules it* is stated that the sling should be used in the man ner contemplated by the design. Most all slings, with the exception of anclior slings (although sometimes these are even included) have a safe load calculation based on the angle the rope makes with the horizontal. If the sling has a safe load value calculated on the basis of 60 degrees, it can under no consideration be assumed to have the same safe load value if used with an angle of less than <50 degrees. For example, we type of bridle sling coold.bc uusd with the legs ver tical. that is, making a 90 degree angle with the horizontal, and also with the legs making an angle of 30 degrees with the horizontal. In the Utter ease the safe load cajiacity would be cut in half. Ami it will be readily appreciated that should the angle be dunged to less than 30 degrees, which is seldom economical and never recommended unless the limited head room makes it necessary, the stress in the legs will jump up ;very rapidly and the safe load ko down proportionally, because could an angle of'zero be obtained the saleload would become zero be cause the stress in the legs becomes infinite. The proper design lor a sling always fakes into account the character of the load to be lifted and the means for fastening the sling to the load. This makes the radius of curvature of the lifting lugs or the load itself of particular importance, because the smaller the radius of curvature over which the sling is required to bend, the less the sale load has to be. The worst condition, of course, would be when handling material having a sharp corner over which the rope must bend. This is avoided as far as possible and the padding is always recommenced, some times with special saddles to fit over the corner. A sling to handle loads of this character must be much heavier than slings which can safely hand's load* having relatively larger radius of curvature. Iu all cases possible the rope or grommet is passed completely around the load Mechanical Methods of Handling Materials 71 so that the use of fittings in tension is avoided wherever they can be. When it is necessary to use fittings in tension only drop forged fittings or wcldkss lorged fittings arc used, when such can be obtained economically; otherwise, only electric furnace Steel castings olf good grade arc employed. A number of spliced rope* arc used in making up sling*, and they aie i>crfectly satisfactory when employed in the right places. It should be mentioned that the splice 5n a rope should never be allowed to conic in contact wth the load to be hoisted. The splice should always be out in the open, polling straight with the rope; or if a bend is made, the bend should be made in the rope proper where il is not spliced, Too often the bending of the rope m the splice starts tlie spike to work, which naturally produces a dangerous condition. When machines or large parts arc designed, careful attention should always be given to the method which will be employed to handle them. Sv many times a little consideration at this stage will save much money ami make a safer job iu the shops and during assembly. The proper use of lifting lugs or eyes will often save matey in the design of the shag itself. Portable Conveyors -- Hazards and Their Elimination By ROY D. PRUSHING Manager, Portable Conveyor Division, The Jeffrey Mfg. Co., Columbus, Ohio The speaker said in part: The term "poitalde conveyors"' covers any type of portable conveyor, ioader or uuloader weighing over 500 pounds and designed primarily for handling loose materials, using chain and buckets, chum ami drag bars, or flights, continuous apron or belting as the conveying means--except where inch conveyors are exclusively for mine or agricultural use. Practically emy industry, therefore, uses or has use for portable conveying equipment. In earlier days, it was thought necessary tliat portable conveyors should be heavily constructed to withstand abuse, shock* and overloads. But it was dis covered that the labor involved iu handling them was almost as great as in moving the material by liand. Weight, therefore, was reduced, but the resulting machine proved as unsatisfactory and a? unsafe as the heavy type. We have now reached the point, I believe, where we usay safely say that portable conveyor* arc approxi mately correct in weight. * Why stress weight as a factor of safety? In the first plate, extreme weight made it necessary to employ a number of men to move ihe equipment or to hitch it behind a truck. Thus moved, the conveyors sometimes upset when, travelling over uneven ground or broke loose on down grades. Workmen were injured and property was damaged. When conveyors were built too light, breakdowns often occurred; running er was not adequately guarded-; diauis snapped with abandon and upsetting was a common experiencc. A portable conveyor 25 feet long lor hamUhig lump coal and materials of equivalent size should weigh between 3000 and 4000 pounds. Conveyors In this weight can be designed for even balance and easy handling. If the unit is pro vided with a tread of not less than 54 inches, danger of upsetting is practically elim inated. Where chain drives are used, the manufacturer*" recommendations as to speeds and strength should be carefully folluwed. Tried and proven electrical equipment should, of course, be used. The flex ible cord employed in connecting to the power outlet should be a four conductor iu the case of a 3-phase power, die fourth wire being grounded iu all plugs and receptacles. The cable sltourd be so arranged that it cannot be run over by trucks or other machines. If cable must cross u driveway, it should be hung on poles at a minimum height of 14 feet. If conditions require two oi mote sections of cable, the connectors should be elevated above the ground, as these machines used most in the worst of weather. Skirt or side hoards should not be less than ten inches high to keep material from falling Over the sides. This same safely feature applies equally to belt con veyor*. No portable conveyor handling bulk materials sliould be without skirt 72 Twenty-third Annual Safety Congress--National Safety Council boards. The skirt boards prevent light or loose material from blowing off the belt and heavy materials from falling over the sides and hitting workmen. Troughirsg of the belt offers insufficient protection against such spillage. The mechanism ior raising and lowering the boon: on all types of conveyors should be dosely checked periodically, as it constitutes one of the greatest hazards in the use of portable machinery. Any positive type may be used, preferably the self-locking worm or jack-screw type. Gear drives should be completely housed and run m oil. AH chains within easy reach of workmen should be tlioroughly guarded and a system provided for convenient oiling of chains. Warehouses use a portable stacker for stacking or breaking down bagged ma terial. The boom of these conveyors usually consists of two sections to permit their use in a small space. Utmost safety is achieved only when the transfer point from one section to another is designed to avoid roll back of bags. Practically all loose material handled by portable conveyors is shipped in bopjier cars and various methods have been devised for removing it. Car un loaders to feed conveyors offer the best arrangement. However, pits may be used if ground conditions permit. The method most commonly used, that of spreading a track tie for the accommodation of the loader, is fraught with danger. It compels the attendant to shovel four or five tons of material from the far pocket of die car to the conveyor, during which lie is in a precarious position. The danger lies in the fact that much unloading is dune on whar is known as team tracks, on which railroads are jicrmitted to shift cars at almost any time. There should be provided some suitable safety device which would make car shitting impossible until the crew is sure that no one is in the car. ADJOURNMENT TWENTY-THIRD ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL New Workers THURSDAY AFTERNOON SESSION October 4, 1934 The session devoted to a discussion of problems in connection with New Work ers was called to order by D. D. Fennell, Industrial Consultant. Chicago, Illinois, who presided. After welcoming the delegates and outlining tlie {Hjrpoao of the session, chairman Fennell introduced the first speaker. Physical Examinations and Placement of Workers By DR. F. G. BARR Supervisor, Industrial Relations Division, the National Cash Register Co., Dayton, Ohio The speaker said in part: I have had the good fortune to be associated with a company which lias been health-miuded for 50 years. The majority of our 6.00*) workers are highly skilled and are employed on work which might be classified as light. Many of the workers are high school graduates, with quite a liberal sprinkling of college trained men and women among them. Few new workers have been absorbed into our force during the last several years; however, recently we reinstated 1,600 employees, and from the standpoint of the medical department their examination and health su|*rvi5ion were just as important as i( they had been new workers. . Fhysical examinations of employees were introduced m the National Cash Reg ister Company some .35 years ago, and this company was also one of the first to establish first aid according to medical standards. When we take on salesmen and executives, we are taking on new workers, and they also take tlc same exam ination as those who make the cash registers. No one ran deny that executives need physical and mental health fullv as much as the manual workers. Oui program has passed through many stages in its development. I do not agree with the authors of most textbooks on physical examination. Most of them do not know the great variety of industrial requirements necessary If we follow arbitrary standards too literally, we ate likely to reject many competent workers who could be placed in industry with benefit to themselves and to their company, if we understand the requirements of the job and the limitations of the man. I have come to the conclusion that the fewer questions you ask, the fewer lies you will receive.. Our examination forms contain few questions. There are none about family history. It is true that many facts would 1* of value if we could examine men both mentally, financially and socially, as well as physically, for moat new and reinstated workers have suffered in all of these ways; but the full truth is often difficult to determine. Our rejections have never been high; they average less than one-hali oi one jxer cent. There has always been the closest eoo{*r*tion between the employment department and the medical department. Obviously, those with contagious diseases 73 74 Twenty-third Annual Safety Congress--National Safety Council cannot be accepted for employment. We do not reject rnen for hernia, except for certain occupation*. A record is made at the time o employment and wc insist that a truss be worn. These cases have given us no trouble. Hernia control, ot course, has become more difficult in industry during the past four years because of unemployment and part time work, . We have found tlat some of the details formerly considered as routine essen tials in the physical examination were not necessary. For years we required a urinalysis of all applicants for employment, but found that the results were not to proportion to the effort involved. Now wc require urinalysis only of those with Wood pressure of 150 or more. We have had men in our employ for ten years or more with hypertension of 240 or 250. Naturally, these men are carefully placed and come under the close supervision of the Medical Department. The young physician who is looking primarily for disease is likely to exaggerate the danger of hype*tension. The men just mentioned are seen every two or three weeks. They arc not well, but they are useful to the company and we feel that we arc doing our duty by tjiem and the community. We also accept blind persocs and mutes: in fact, one department has a stand ing order for mutes. Men handicapped by amputations are also given every pos sible consideration. We do not accept men with tuberculosis, diabetes, or nephritis, but we have found few of these ailments applying for jobs. *' Some of our earlier standards lvavc been found incorrect. For years we set 140 pounds a* the minimum weight for service men and as a result wc rejected many good men. Our only hernia cases have been among those weighing mure than 140 pounds. We have felt that tl>e reinstated employees 'have a prior claim on the company. Many of them need the supervision of the Medical Department more than ever before. Among the 1,600 who were recently taken back to work, examinations have revealed many defects, due largely to the mental and physical hardships titrough which they U&vc passed. As an example, a former trucker, aged 65, Has shown marks of deterioration; he has been placed in a department doing light work. ' Our department has been fortunate in being able to place workers whose physical inventories were below normal. In the N. C- R. plant there fs a department known as "Inspection D," winch is a cupltotiism for the Salvage Department. All men at tins work arc paid 45 cents an hour and the department is self-supporting. In it are men ranging in ape from 35 to 82. Even epileptics are included- Many an old, loyal employee has been able to support himself through this hind of light work. Our Medical Department takes advantage of every opportunity to contact em ployees for physical examination. Last year the department had 50,000 visitors, or more that* nine visits per employee per year. In many cases, the Medical De partment was. able to render a service to the employee of even more importance than the correction nf die minor ailment or injury which was responsible for the visit. Athletics provide a wholesome influence in the life of any industrial organiza tion, but it is important that those participating in competitive sport be sound physically. All athletes are examined, and here we have another contact with a group of employees who are. above the average physically. Hie health of execu tives is also watched carefully. Of course, we are always on the look-out for contagious diseases. Every employee is weighed every six months. This procedure takes compara tively little time and we consider it of great importance. We have never examined 6,000 workers without finding one or two cases of tnfcrculosfe. When an injured employee reports to the Medical Department for treatment, he is also checked for other possible defects. Perhaps an ulcer tiuil refuses to heal indicates the need for a Wasscrmann and the result is positive. Blood tests and X-rays also reveal significant facts about the individual's condition,. We do not, however, take X-rays of new employees as a routine measure. " The methods I have described arc die result of years of study and experiment to meet conditions in our own organisation. Some of these methods, perhaps, would Meiv Workers 75 not be adaptable to every industrial organization. Although all industries have many problems in common, certain details of medical department procedures must necessarily be varied to suit local conditions. Training the New Worker By A. V, ROHWEDER Supervisor of Safety and Welfare, D. M. & N. Railway Co., Duluth, Minn. The speaker said iu part; It is a well recognized fact among students of acci- . deut prevention that some of the most severe injuries tu industrial employees occur during their early service. The apprentice just entering the shop, the new hand just assigned to work in a track gang on a railroad, the older industrial worker reassigned from one class of employment to another, present a challenge to the management and the safety department to see that immediate protection is afforded. Managements' duty may be outlined as follows: First, to see that men arc selected who are fit for the work to be done; (a) as to ability; (b) as to physical fitness. Second, the management should provide proper working conditions and proper supervision that will insure the safe use of equipment and material by tlie new worker. Thud, the management, through experience, should provide proper safety regu lations and establish a safety department to direct an efficient safety campaign. The supervisory force directly iu charge of the work should be men of much ability and intelligence, and able to impart to the new man a working knowledge of the hazard* uf the particular property where lie is employed. I <k> not mean, instruct him in all the hazards of his trade, but I do mean that the supervisor should instruct the ucw man iu any hazards that are peculiar to the plant or property. He should furnish die new man with a book uf safety rules ami request him to fctudy them sufficiently to pass cither a written examination or at least a verbal examination within five days. He should also advise the new man ct standard arrangements regarding first aid, medical service in the event uf injuiy, and such other provisions as are made for bis welfare in the plant or property. The supervisor can, I think, make an efficient, cooperative workman in the first day of hlS contact with the new man, or he can create within the mind of the new man a spirit of utter lack of appreciation of the work to |>c done except as something to produce a pay dveck. The hast* of DO pet cent of all misunder standings that occur in industrial life are due to the faulty interpretation of the management's policies by the supervisor. . The safety department of any industry has a marvelous opportunity to imme diately influence the future safety record of it* plant or property through the new man- Properly backed by the management and supervisory force, they can see that the new man is properly instructed as to the safety regulation*, medical serv ice, first aid, welfare, and that lie understands that the rules and regulations given him upon entering employment are the result of years of experience designed to correct unsafe practices that will prevent loss of life and limb if followed by him in his daily work. Some companies use a special letter, signed by the director of safety of the plant or property, that is handed to the new man inviting suggestions as to un safe practice* ami conditions that he may observe, further inviting him to attend the various safety meetings, and in general, definitely advising him tlwt his willingness and ability to work safely must be his first consideration and admonishing him of the fact that failure to comply with the safety regulations of the company will mean removal from the service. The new man can do much to help himself, and an appeal to his pride, if he bet a clever craftsman, to demonstrate his ability to work safely often result* In an immediate feeling uf*cooperation in the safety program. 76 '1 vmUy-third Annual Safety Congress--National Safely Council Four Million Green Men By SIDNEY J. WILLIAMS Director, Public Safety Division, National Safety Council, Chicago . I he speaker s*k! in part; The unusual features of the CWA safety jot were sue and speed. When J. was appointed Director of Safety on December13, 1933, more than two and ouc-ltalf million men had been put at work in four weeks, in the next four weeks the number was increased to nearly four million. . Most of the men were inexperienced at the, particular work to which they were assigned. Perfect placement was impossible anyway, because most of the job* were construction, many of them with picks and shovel, this being about the only kind of work that could be organized hastily on a large scale. For the same reason, thousands of foremen were green at their jobs. Many of them should never nave been made foremen at all, and these were weeded out as rapidly as possible. Others had supervisory experience but not in this particular kind of work. Most of the men were physically soft from long idleness. That would not have been so bad, if they had also been lazy; but most of then} were not lazy--they were pathetically eager to make good. Inexperience, physical softness, and a proud determination to make up for that softness by sheer willpower--what a beautiful set-up lor Old Man Accident 1 . The first purpose of the Civil Works Administration was not, as in private industry, to obtain the greatest production efficiency; die first purpose was to put at work, on useful projects, great numbers of -men whose production efficiency had been aero because they had been supported by the Relief Administration in com plcte idleness. After getting the jobs started, tl*e second objective was to increase the efficiency as rapidly as possible. Of course, die output per man never reached that which is expected in a stable, smoothly rmumig organization. A fairer com parison can be made with the construction work in 1917 during the war emergency, and I liave been told by men in touch with both operations that the eomnarismi would be favorable lo die CWA. * . The whole CWA operation was decentralized, each state having its own admin istrator, some with larger staffs than the headquarters at Washington. As for accident records, there were none available--tliey would come, eventually, to the Federal Employees Compensation Commission, but far too late for our use. But while wc were discussing our safety program with Assistant Administrator Jacob Baker a newspaper clipping was brought in, reporting the death of nine men in a landslide, on a highway construction job out in the mountains of Colorado. The great question was what to do first, because every hour was precious. Should we first try to collect and analyze die accident reports? There wasn't time to wait for that. Should wc develop detailed rules or safety standards for the various kinds of work? There wasn't time for that either. Should we assemble aiul tram a large staff oi safety men to visit the various jobs? How could we expect to stop accidents without either a staff of experts or a set of definite in structions for the engineers anjl the supervisors? The. answer was pressure. We fell back on the good old principle of executive responsibility. A telegram was sent over Mr. Hopkins' name to every sutc relict administrator telling him in qo uncertain terms that it was up to him to stop acc: dents to his workers- Some of the states at once duplicated this telegiam and sent it on to all their district and county administrators. The very first day, safety was definitely established as an executive policy. But pressure wrongly applied may be like a football player running for the wrong goal. To be effective, pressure must have direction and that requires expert personnel. Therefore our first telegram also instructed the state administrator to follow the example of the Federal Administrator and appoint a safety director. There was not time to train these men so we had to find them already trained. In other words, we had to commandeer some of the best safety experts in the country. In niost states vye suggested to the administrator the name of a competent safety engineer who might be borrowed from his company to advise the administrator. The Safety Movement may fed very proud of the way in which the companies rc- Nciv IVaiftm 77 *ponded to this call and tire way in which the safety men, thus borrowed, worked day and night in setting up a safety department aiul carrying the satcly menage to every corner of the state. _ After putting on the pressure, and starting the organization of expert personnel, the next essential step was to outline the program oi activity. This program was very brief, in fact it occupied one typewritten page It had to be briet because our people were too busy to read a longer outline. The nine items in our oc-page program included guarding of machinery; nwinlcnancc oi tools and machines; selec tion and placement of men; instruction of new men: daily inspection of every job; keeping green men away from special hazards; safe driving of trucks; first aid; and weekly reports of all injuries together with immediate telegraphic reports ot all deaths. As time went on, the program was expanded in a series of mimeographed bul letins to the number of 20 or more. However, Program was always kept subordinate to Pressure and Personnel. Over and over again I said to state administrators, "You won't get anywhere until you have a competent full timeman in charge ol this job." Over and over again 1 said to state safety directors, 'T have given you a nine-point program to start with, but don't take it too seriously--your job is to stop accidents in your state and we don't care how you do it." The great importance of keeping Personnelahead of Program was well illus trated in one large state where the state administration promptly sent out copies of our nine-point program and the subsequent bulletins to all the county administrators, but did not at once appoint a state safety director to interpret and apply them. Many of these county administrators did not understand the bulletins and started writing to Washington for information. I promptly marie a trip to the state, se cured the appointment of a high grade experienced man as state safety director, and he immediately set up an organization of regional and district safety directors com petent to put the program into operation. The fourth and last item of our plan was Posters. First, wc issued a special poster tying in safety with the CWA. Then came a first aid poster obtained from the National Safety Council. About 100,000 copies of each were distributed through the state administrations. We also made great use of personal contact with the various state directors. Within four weeks after starting tlw job, I had personally met the safety director or his assistant from 35 of the 48 states, most of them at regional conferences. Those in the far west, whom I could not meet, I talked to over the long distance telephone. It soon became evident that wc needed an even greater amount of per sonal contact, so we started a definite schedule of field work. In addition to my own visits. Mr. W. O. Wheary, iny assistant and later >ny successor, covered the eastern part of the country, and Mr. E. W. Com was employed as a field rep resentative to cover the western part. On the initiative of the American Red Cross,.first aid training courses were established early in the campaign and a total of at least 70,000 of our men com pleted the special fifteen-hour course. This proved very valuable because it not only insured prompt and efficient first aid for thousands of injuries, but *Wo got the men to thinking and talking about accident causes and prevention. Whet) case after case was reported of men toppling over from heart failure or succumbing to minor injuries because of ixid physical condition, our state safety men began to suggest a general plan of physical examination, to weed nut the people who ought not to have been put to work at all. Some of the state admin istrators and others thought this subject was too hut to handle. Tliey foresaw objections from organized labor, and embarrassing problems regarding the selection and payment of the doctors to do the examining. In Virginia, however, the ad ministrator and the safety director were not easily discouraged and alter weeks ol conferences we arrived at a plan which was approved all around and I think cat) be said to be a real contribution iu this field. Suffice it to say that, instead of classifying all the employees in only two groups, those who could work and tliosc who could not, we used four classifications; First, lliose fit to do any kind oi work; second, those fit for ordinary but not for con tinuous heavy work; third, those fit only for special light work; and fourth, those not fit for any work at ail. To our delight, less than one per cent were fount! to 78 7 xeeisiy-thtrd Amaral Safety --National Safety Council tall in the latter class, len per cent fell in class three and were permitted to continue clerical or other light jioba where they would not endanger tliemselve* or others you can see how much trouble we avoided by not rejecting entirely the ten per cent m class three, as well as the one per cent in class Tour. / What were the results' When our work was started, the compensation 'experts were already studying the probable number of accidents in order to determine how much money should be set aside for compensation claims. Thev finally decided in vjew of the special hazards and circumstances of the CWA work, that the accident irequenev rate would probably be around 80 and might reach 100. On that assump- estimated aliout h.-w many deaths, permanent disabilities and temporary disabilities there would be, and about how much they would cost for compensation based o*i the Federal Act. l . L H the accident frequency rate had actually been 100, there would have been about 960 deaths. If the frequency rate had been 80, there would have been about 770 deaths. Actually, tve had 343 deaths. Our fatality frequency rate after January 1 when the program in most states had got under way, was 39 per cent below the rate prior to January 1. On any basis of figuring, wc saved more than the $2,000 000 which were spent. ' But now, does this, CWA experience throw any light on the effective methods of meeting the new worker problem? I think it docs. The results may be sum marized thus: " h hlrielc Sam went on record, in a big way. as recognizing Safety as an essential part of this tremendous employment program. 2. By holding otir death rate to one-half, the average of tl*e construction com panies reporting to the National Safety Council and showing a reduction of 39 per cent after our campaign got under way, wc proved beyond any possible doubt that accidents can be controlled by prompt, energetic action, even in the face of unusual difficulties. * 3. Wc used no new methods. Starting with pressure--executive reS|KmsibiIity-- we followed the familiar path of inspection, instruction and discipline. 4. Wc were able to do this because wc were able to mobilize almost over night an army of hundreds uf trained safety men who knew exactly what to do. 5. We found that the new worker, when left to himself, would do unbelievably foolish things such as literally digging his own grave in a gravel pit or a sewer ditch, just because he did not know any better. The green foreman would permit him anti even require him to do this because he, too, did not know any better. 6. With few exceptions, however, both the green workers and tin* green foremen changed their attitude ui a hurry wlien told tliat the big boss was not going to stand for accidents. When tactfully approached, most of thorn were eager to learn how to do their work in the right way which is the safe way. After this demonstration, how can it be claimed by aav employer public or private, that "Accidents are Unavoidable"? They arc not Wc can stop them it wc want to. ADJOURNMENT T W BN T V - T HI RD A N N U A L SA /* E T Y C O N C K E S S N A TI O N A L S' A f B T V C O U N CI L Poisonous Fumes and Vapors FRIDAY MORNING SESSION October 5, 1934 The session devoted to a discussion of Poisonous Fuic.es and VajKsrs was called to order by Dr. H. E. Hoeve, Editor, "Industrial and Engineering Chemistry,' Washington, D. C, who presided. Dr. Howe welcomed the large audience and briefly slated the objects of the session. He then introduced the first speaker. Occupational Poisoning From Toxic Gases. Vapors and Fumes By HENRY H. KESSLER, M. D. Medical Director, Newark Rehabilitation Clinic, Newark, N- J. If we take 1925 a* a base year, we find that 72,000 laborers and semi-skilled operators were employed in various chemical and allied industries in the United States. Another 141,000 were employed in rul>ber factories, 275,000 in miscellaneous industries in which chemical liazards exist, and about 200,000 in metal industries, such as lead and zinc, excluding wire and steel work. Furthermore, about 65,000 were employed in petroleum refineries. The report of the German chemical industry lor 1926 showed that 1,000,000 workers were engaged in that industry, a veritable army of men subjected to ihe potential hazards of occupational poisoning from the products aud by-products of chemical manufacture. ,. How many of these people actually get occupational poisoning, no one knows,. There are no reliable statistics in this country Our census reports include data of deaths only, not of illness. . ,. , ., , It is true that writers like Oliver and others, have found that tlc manufacture of chemicals, with its accompanying hazards of gases, vapors and fumes, was one of the most unhealthy of industries, and one in which it was frequently difficult to pro tect the worker. But he was writing of conditions thirty years ago. Today, with automatic methods of operation, and such devices as the solvent recovery process, the ill effects of these hazards have been mitigatetL ,, If wc are to know what arc the principle toxic substances that menace the ncaltii of the workers, such as toxic gases, we must turn to published statistics of cases of ooison from these substances. We cannot assume a hazard from the mere presence of chemicals which may be toxic. A revolver is a dangerous instrument, not when It |m in mu*vm caw, hut when it i* In the hand* of a ` coked-up criminal or insane person. There is no personal protection against .these two. Specific data concerning instances of occupational disease are very limited A study made by Hayhurst m 1924 showed tliat there were nine departments of labor, and twenty-one departments of health, which were receiving, or supposed to be re ceiving, reports of occupational disease. In ten states where compensation laws 79 80 Twenty-third Annual Safety Congress--National Safely Council covered occupational disease, some records were available. But the regulations were indefinite, ami the method of reporting so chaotic, that the resulting data have no value. In some states, there arc provisions lor enforcement by the infliction of penalties iu case of negligence in reporting cases. In others, there are no penalties, while in still otiters, a monetary award is given. Yet only seven states published even the most meager data on occupational disease. It we turn to several of the state reports, we find the following: In Minnesota, report of the Bureau of Labor from 1919-1920, shows a total number of occupa tional disease report of 138. Of this number, 38 cases may have assumed to be due to toxic gave*, vapors and fumes, although the report does not specify whether the effect of the poison is systemic, or local on the skin. The Connecticut Department of Health, for its report for tlic fiscal year orf >1933, lists 522 cases of occupational disease which are carefully classified as to the efleets, whether systemic or local. Of this number, there were only 63 cases of systemic poisoning due to toxic gases, vaiKtrs and fumes, ant! of this number. 26 are due to lead. Ohio, in the years 1920 1925, listed 883 cases of occupational disease, of which number 95 were cases of poisoning due to toxic gases, vapors ami fumes, undifferentiated as to systemic or local ettect. There were also 460 cases of lead poisoning undifferentiated. The German figures for Prussia, Bavaria and Saxony, for year* 1928, 1929, also show a comparatively low incidence due to toxk gases, vajtors and fumes. The statistics for Prussia show 1,801 cases of lead poisoning compared to 577 cases of poisoning due to benzol, aromatic, uitro-amido compounds, sulpher dioxide, sul phur chloride and carbon monoxide. The English figures for 1926. show 154 cases due to carbon monoxide gas, caiiioii dioxide gas, sulpher dioxide, sulpher chloride, chlorine, nitrous gas, ammonia, benzol, naphtlia, tctrachlorine, and other miscellaiwon* poisons. From this meager data, it would seem that the incidence of occupational poison ing from toxic gases, vapors and fumes, is quite low. This may be explained in several way*. There rriay be a marked improvement in the mechanical methods of operation, thus preventing and reducing the health hazard. On the other hand, inability to recognize the effects of these jmisons by the medical profession may be a mere potent (actor in the lack of adetpiate and correct data. I am more inclined to tlie latter explanation. The list of toxic gases, vapors and fumes is a rather long one. The number is constantly growing with the advance of technology and invention. The effects ot these chemical hazards may occur in a variety of ways, and may result in a variety of conditions. The raw' material, tlie intermediate products and the residue can cause a caustic action, a skin affection, or a systemic toxic action coming on imme diately or gradually. The subtsauces which act on the individual without his being aware of it arc the most important. Lead, carbon monoxide, and mercury vapor owe their great danger to the fact that their fumes atui gases are without smell or taste. In addition to these substances, the most dangerous ones are those which can be absorbed by the unprotected skin. Nitro-amido derivatives of the arbmalic series are in this class. I have in mind a case of a laboratory worker who was cleaning some glassware with absolute, alcohol. He inadvertently immersed his finger in a flask containing butyl-phenol. He died immediately. Acute accidents and poisoning from toxic capors. ami gases, are still a common result in the cleaning out of vats containing toxic fmr.es, and in the operation of leaky mechanical apparatus.I I have mentioned the fact that tlic reporting of occupational disease has been altogether inadequate. While true that this error is due in iaige part to lack of cooperation. I am inclined to believe that the difficulty lies in the inability to make the diagnosis of occupational disease. When we realize that iu many instance* multiple toxic factors arc present, we can understand the inability to define the one dominant factor. Furthermore, the lack of a distinctive pattern is xuost typical in the case of oecuiational disease. While the classical instances of wrist-drop in lead poisoning, and tremor in mercury poisoning would seem to contradict tin's state ment, experience slvows that these phenomena are unusual rather titan common. When vre further realize the marked variation in Individual resistance and suscepti biliJy. we can undertsand the inability to properly evaluate llie role of chemical haz ards in producing symptoms. One fact that is frequently overlooked is the wrong Poisonous Tunics and Vapois 81 interpretation placed on the effect* of tlic ir.ltiUnion or mge&tiou of iumo. gases am! vapor*. These effects are due to tire physiologic rather ilian the pathological action of the specific chemical; that is to s*>, the threshold oi physiological compensation has not been exceeded, and therefore, the mild symptoms resulting must I* con strued as temporary effects to which the individual will make a variable iwljmimeut. Some of tixtsc mila physiological effects are difficult to distinguish from i cauxes, such as colds, fatigue and peisonality disorder* It is important in tommy, <<., :my conclusions with respect to relationship of the toxic exposure and complniuts of tW worker, that all the factors be correlated before assuming a direct came ami effect sequAencloe.ng experience in the detection of occupational disease haa taught me tu un less dogmatic in my conclusions, and has further taught me to pbicc less reliance on the classical text book description of occupational disorders New products arc constantly being manufactured and marketed, frequently without knowledge of the physiologic or toxic action. Old well known loxic agents, such as lead, are showing themselves in new forms. A severe intractable dermatitis occurred tcccnily i tinowner of a printing plant; the diagnosis of Scad poisoning being made only xfter dose observation and Study- Another case of lead encephalopathy in a painter who Ilad given up his work over eight years, came into the hospital with a diagnosis of brain tumor. He developed definite cranial nerve mvolvmeut, convulsive seizures and increased blood pressure. The diagnosis was made only after a period of riwrvation In the hosptial during which the symptoms subsided and tl>c lalmraiory furiings of blood, urine and feces directed attention to lead as tlic causative factor. ^Altitough all these toxic agents may affect the body in a variety of ways, any may even show a predilection for certain tissues it has been my rusumi ti* ?tud> carefully the blood and the central nervous system in every case of suspected *<**!patlonal disease. Although the differential diagnosis between functional psychogenic nervous disorders and physiologic or pathologic effects of occupational jkus-m> i-. sometimes very difficult to make, nevertheless, careful observation under controlled conditions, such as a hospital, will repay the diagnostician. So ton. study of tlic blood under property controlled conditions will yield information which- cannot Inobtained by the uncontrolled and inadequate metlrods usually employe-1 Only iuw are we beginning to realise how sensitive- the entire blood formiV.rr system may bv. either physiologically or pathologically, to the ingestion of hazardous gases. vapm^ and fumes. Conclusion: From these scattered facts it would seem tliat in j>u laigc a key industry as the chemical industry and its branches, a large number of workers arc exposed to potential hazards from toxic gases, vapors and fumes. Tlic lack of ade quate information makes it difficult to determine with any degree of exactness th? amount of sickness arising out of, and in the- course of. employment in chemical trades. This inadequate information is due to the lack of adequate reporting. Cer tainly the inclusion of occupational disease in the compensation laws cf all the state* would be a progressive step in the solution of`this problem. Just a* Workmen's Compensation has reduced accidents and improved working conditions by making u necessary to report every accident, so too docs the expansion of the Workmen's Compensation to Include occupational disease promise a reduction m occupational disease, and health hazards. The lack of equipment and training ct; the part of tile physician tn&y t>c corrected by an extension of the number of courses in industrial medicine in undergraduate and graduate Instruction. I would like to see in tins country the establishment ol occupational disease institutes similar to those that have been organized for a great many years in foreign countries. It is of interest to note that sis large cities in Russia today, well equipped and-organized occupational disease institutes have been established, not only for the purpose of giving treatment to those who suffer occujnttkmal injuries and disease, but also to serve as centers of tramline and instruction to physicians in the field of industrial hygiene. Turt'jerrne-rc, many of these institute* have extensive exhibits and are utilized for educational purposes in teaching the geneFrian!alplyo,puwlahtiiloen1sahfaevtye astnredssdeisdeatsliec pfraecvtenthtiaotn.t;ut diagnosis of occupational disease is frequently obscure, ihe difficulty in making a diagnosis may readily Ire overcome by resort to proper study in hospitals. In making tins diagnosis, proper weight can 82 Twenty-third Animal Safety Congress--National Safety Count'd only be ascribed to each fader in the ease, occupational history, subjective symptoms, jshystcal findings, and laboratory and X-iay study, by a critical evaluation of all these 1 actors. Decreasing the Hazards of Poisonous Fumes and Vapors By Respiratory Protective Kquipment By ALBERT E. RUSSELL, M.D., F.A.C.iV Surgeon, U.S.P.H.S., Associate Director erf Health, Tennessee Valley Authority, Knoxville, Tennessee. The speaker said in part: Inasmuch as this is such an extensive subject, I wtU direct my remarks mainly to protection with the three types of protective equipment in general use. Much of the burden ot protection with masks can be removed by good ventilation ami hy local cxliaust at the source of hazards. In many cases this makes adequate protection much easier and a less expensive problem. Careful study o: an industrial hazard is very necessary before attempting to alleviate harmful working conditions. Ignorance of such problem* hat proved expensive, and the same is true of poor judgment in the selection of inadequate and unsuitable protective equipment. The first respirator was patented in the United States in 1849. Tltere are three main types: (1) filter, (2) canister, and {3) positive pressure. The principle of the first two tvj>vs is to remove live harmful dust or gas by filtration, and the third to provide air or oxygen from an outside source. The canister is designed to have tl>e air drawn through layers of cotton, wool or felt between which arc chemicals or materials, such as soda lime and activated charcoal. These materials vary according to the purpose for which the mask was designed. Tliey must conform to certain principles to he effective. Lack of comfort am! failure of maintenance may cause defeat of their sole purpose. Failure to educate the worker about the harard to winch he is exposed and the function and maintenance of his mask may also lead to difiuultief.. A respirator should he light in construction, conform readily to the contour oi the face, and not interfere with vision. Breathing resistance should be kept at n minimum, and the upkeep should he simple and at a nominal cost. Dust respirators arc all oi a filter type. excepting the positive pressure helmet which brings |*tirc air from a distant source and supplies it to the worker. This mask also lias some value m certain types of fumes. Materials that have been em ployed as filters are Cl) sponges. (2) papers. 13) Celt, and (4) cloth. The efficiency of sponges varies greatlv liecausc of the lack of uniformity in the pores; the cartridge or nozzle iu which the sponge is carried is large ami cumber* some. The porosity of filter p*]>ct can be controlled; they arc inexpensive, easily replaced, and the container for filters does not have to be large. Felt has been widely used and offers good filtering resistance; the felt pads can be changed easily, and a laige container is not necessary. Cloth of various kinds has been used, such ai gauze and flannel (cotton and wool): the porosity and efficiency of these mate rials may vary widely. The masks used in the Army during the World War had canisters which con tained about hOO c.c of mixed granular activated charcoal and soda lime between iwo filters of col tori wool, one-fourth of an inch thick and held in place bv wire screens. These masks* were effective not only in removing war gases, but also in screening out fine dints and mists of poisonous or asphyxiating solid and liquid par ticles which wetv thrown into the air hy explosive*. This canister type of mask is now being merf extensively for protection against many gases and vapors encoun tered in industrial processes 1 However it has certain limitations hi industry, in that it <kses not completely restrain and absorb gases exceeding 5 per cent in the air. The canister becomes saturated after a certain amount of gas has lieen taken up. thereby limiting' its efficiency, and it is not effective for ammonia and carbon monoxide. It"does not sup- 1*1 v oxygen which is essential to sustain life. The Bureau of Mines has since devel oped a gas mask to which tfe name "Umver^l'* has been given, because it protects Poisonous FutUi's nid S3 against ammonia and carbon monoxide, as wed as other types of jmjisuh-u* gases, the canister containing hopcahtc, manganese dioxide, and copper oxide. 'J he latter, a catalyst, changes carbon monoxide to carbon dioxide The limitation regarding high conemtrattou and inability to supply oxygen still Holds for all types of canister mask*. The canincr of the anm-ljpe mask, con taining activated charcoal and soda lime, is csiweially useful to absorb acid gases, such as hydrogen sulphide, sulphur dioxide, phosgene, chlorine, and others. It has limited value against organic vapors, such as gasoline, benzine, analinc, chloropicrin. etc. Charcoal will absorb these gases, but it soon becomes saturated and mciTcitivc. McCaa, of the Bureau ui Mines, developed a selt-eontamed oxygen bita!mi< apparatus at the request of the U. S. Navy for their use iu handling petroleum vapor*. The self-contained oxygen breathing apparatus can be used in the presence of all poisonous gases. It is the most valuable equipment for mine rescue work The apparatus contains a tube of oxygen which is released through a ei of valves, tubes and rubberized bag* The oxygen is inhaled through the mouth, and the cxhahi-d carbon dioxide and oxygen are circulated through soda hme and the carbon dioxide removed, permitting the oxygen to be used again. It must be borne in mind that one respirator is not good for all pm poses. Tliosc must be selected which have a known efficiency for the particular hazard against which thov are designed to give protection. A mask designed to protect agamst ammonia fumes obviously will give no protection for hydrogen sulphide, ami one dexigued for hydrogen sulphide will give no protection for carbon monoxide, etc. For practical use of a respirator It is well to select one designed for a particular purpose, because the life set vice of a respirator (jei*cuds a threat deal upon the amount of dust that has been removed and the extent to which it is plugged, the latter cans Jug an increase itt resistance to a point where it is not comfortable m wear. Masks with changeable filters give longer service. As an example, a very highly efficient respirator designed for use against a fume or dust of small particle size would soon become clogged if used for fumes and dusts of larger particle s*zc. The continued efficiency of good respirators and masks depends entirely upon their care and maintenance. The parts may deteriorate or warp, and ihciehy dimm ish their effectiveness and comfort. The safety department of an industry should insist on periodical check-wi*s with the medical department. Tbit- is a very necessary step in Ibe conservation of human resources so vital to industry. This sei vice from the medical department has a dual value--it establishes early diagnosis for industrial diseases, as well as other condi tions not necessarily due to occupation but to latent miections and those conditions incident to advancing years. In providing protection again poisonous fumes and gases, one should: U> re move hazards at their source if possible; (2) provide good masks; (3) educate workers concerning the liazards and the proper use of protective equipment and (4 s make regular check-ups with the medical department. Dr Leonard Greenberg. Yale Medical School, New Haven, Conn., was another sneaker on this interesting program. He spoke on the subject `'Decreasing tiic Haz ards of Poisonous Fumes and Vapors by Exhaust Systems and t.onfinnig Processor. To illustrate his talk he showed a number of lantern slides; but inasmuch as hi** address was made extemporaneously no record is available for these transactions. Al>SOVRKMl:.:<T TIVENTY-THIRD ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Safety Equipment TUESDAY AFTERNOON SESSION October 2, 5934 The session devoted to a discussion of Safety Equipment was called to order by Chairman Buell W. Nutt, President, Safety Equipment Service Company. Cleveland, Ohio, who presided. After welcoming the delegates and outluung the purposes of the session, the chairman introduced the first speaker. Safety Equipment--A Factor in Accident Prevention By JOHN CAMPBELL Director, Bureau of Inspection, Pennsylvania Department of Labor and Industry, Harrisburg, Pennsylvania The speaker said in part: Ever since tlie beginning of the safety movement, the first and perhaps the greatest effort lias been to provide guards tor machine*. Machine guarding was considered the proper and only means to overcome acci dents. This is proven by the fact that Compensation Rating Bureaus carried a schedule of credits for those companies having well guarded machines. In other words, there was an expensive rating for industries not having well guarded ma chines. In carrying out this program many safety devices were developed which admirably suited the purpose and the accidents from.machines began to decrease. Originally, most of the guards were made by the users of the machines. It is now common practice for the machine tool builder to design his product so as to eliminate as many hazardous features as possible and to furnish guards where necessary to overcome dangerous conditions which cannot be eliminated in the design. ,, In some states the practice has been for purchasers to require that a machine before being shipped shall be equipped with sufficient safeguards as are required by the laws or regulations of that state. Some purchasers in other states do not make the same stipulation but take it upon themselves to equip the machine when it arrives at its destination. .. . Safety codes should include in their provisions a requirement for safety devices wherever such devices are required and general detailed specifications should be given. In a general way these aerifications may be set up in either one of two ways: namely, detailed mechanical, or specifications based on jierformancc. For example, the punch press guard may be described in detail for Us construction, whereas a respirator should be required to function so as to excluck dust or toxic fumes up to a certain percentage, the details as to how this is to be accomplished being left 1 85 86 Turnty-third Annual Safety Congress--National Safety Council the maouiacturcr. It is not enough to say iii a code that certain hazards must noc be j*erettr4; the code must quecify the actual ivpe of safety device to eliminate tbe hazard. Specifications for safely devices should he set up by competent and experienced engineers or safety directors. These specifications should be largely uniform so hr as it is ]>otsibl<L There h no reason why oive state should require 55,000 pounds tensile strength in a window cleaning device and another state should require 60,000 pounds tensile strength. It 55.000 pound* tensile strength is safe for a man's life in one state it should be sate for a man's life in all states. Manufacturers of safety equipment should see to it that the states adopt a uniform standard in safety equip ment- Safety devices in the shop have an almost incalculable visual value to cntployces. The very sight of guards brings to their minds the thought of the employer s back ing and willingness to prevent accidents wherever possible. The employee cannot see any proof of money spent by his employer when it is exixatdcd merely for oral safety directions, meetings of committees or engineers; but tliere is a visible presence of the employers interest shown in every safeguard used in a shop* Again tliere is an added gain in the mental reaction of the employee in a well guarded shop. To illustrate, we are prone to be careless in our personal habits if we work or frequent a carelessly kept workroom or office. We do not mind throwing a cigarct butt or a paper on the floor of a dirty room or office, but we Iwsitate twice before doing so on a floor of a scrupulously clean and well-kept room. I believe that in a well guarded shop, the moral arid mental stimulant to become a safe worker is greatly accentuated due to guarding and that we can expect the workers to react by conducting themselves as safe wvikmen. There are plenty of instances where proof caii be obtained as to the value of safety devices in accident prevention. A short time ago a project was completed within our own state, in the nature of road building, lasting only a few weeks, and yet during that time thirty-six pairs of goggles worn by the workmen were broken. Had these goggles not been worn, there is no question but tlut thirty-six persons would, liave had eje injuries resulting probably in the loss of eyes to some of them. At the Greater New York Safety Congress held last winter, statistics were circu lated to the effect that the loss of an eye entailed a monetary loss of approximately $12,000. In the instance I speak of, the wearing of thirty-six pairs of goggles in sured a possible money saving of some $432,000. In the olden days the operator of a mill expected accidents just as surely as he expected breakdowns in his machinery. The situation, is different now, however. Cor an accident in a mill means an investigation as to its cause, a rigid inquiry into somebody"* carelessness, and in most cases, a punishment for the man m charge* of the operation because of the accident. All \vc need to do to size up tltc value of safety devices is to imagine what industry would be like today if all our safety devices and safe practices were abolished and manufacturing plants returned to their former careless state of years ago. Protecting the Feet and Legs, Hands and Arms, Face and Head of Industrial Workers By H. R. BIXI.BR Industrial Relations and Employment Department. Union Caibkle Company, New York City The speaker said in part: In a recent publication of the Industrial Commission of Ohio, under the (leading ``The Destructive Big Six." I find the following: "An analysis of occupational injuries in Ohio in 1933 shows that a large per centage of the total of ail mishaps in industry are directly traceable to six principal causes. The most prolific source ol injuries to industrial workers is that of handhng objects This cause is charged with 26 per cent of the total injury claims for these six causes for the year 1933. Next in accident freqeney is machinery, with 24 per Safety S7 cvaC Hand tools next. 15 per cent. Falls of persons, while fourth hi order of frequency with 14 per cent, lead in severity. Stepping upon or striking against efcyccts arc fifth with 13 per cent; and the operation of industrial motor vehicles (wfatlc this is not directly related to our subject) is sixth with 8 per cent. In sum ming up the 1933 totals for these six causes, it is found that they were accountable iur over 73 per cent of all injury claims filed, for over 44 per cent of all fatalities, for approximately 80 per cent of all permanent disability cases; and were charged with a lime loss of over 50 per cent ol the total for all causes." One of tbe major considerations in the design ol protective clothing for special uses, in addition to the mechanical features of such clothing and equipment, is lh.it of the materials with which they arc made. A specialist in the design of safety apparel offers the following comments; "Primarily, three types of material arc used in the manufacture of safety ap parel. These are leather, asbestos, and fireproof duck. Duck of this kind should really be called "flame-proof.*' Flame-proof duck when exposed to llame or fire, even at high temperatures, will not ignite. There will, however, be a process of oxidation which will eventually consume the cotton in the duck. Fireproof duck - is the cheap-er of the three substances ordinarily used and is suitable where the hazard encountered doe* not require impervious protection. Asbestos, tlie second material, is also commonly used in the manufacture of protective clothing. Many 'people think that asbestos is a heat insulator, while actually it a heat conductor. Asbestos can be compared in this relation to any other mineral and while it will not conduct heat as readily as metal, it certainly will conduct some heat Such equip ment, therefore, should have some heat insulation, as for example, a cotton lining in an asbestos glove. Asbestos, of course, is absolutely fireproof. The third material commonly used in the manufacture of protective clothing is leather, which for most safety apparel is horschide or cowhide. Leather can be cither grain Or split leather. The grain leather is comparable to the tough outer layer of skin, while the split leather can be compared to tlie bottom layer o skin. In tanning leather it -necessary to use oil, ^ While there must be a certain amount of oil in the leather, the buyer of piotectivc apparel must be careful dial tliere is not too much oil Jn it, since 3neb leather, when used near hot operations, deteriorates rapidly." In the estimation of this specialist, leather is tin* best article for all-rotmd wear and hard usage. He believes, for example, that a leather legging should out wear at least three fireproof duck leggings, and from two ami a lialf to three asbestos leggings. This same comparison applies to leather gloves. He recommends, using leather for all general purposes except those where it* weight will defeat its purpose by tiring the user or making Mm too hot while working. Many types of specially designed protective clothing are made of rubber, or of a composition of some other material with rubber. Such equipment is usually de signed for protection in connection with operations involving ha.z4.ul* because of acids, fumes and vapors, work in wet areas, and those operations involving the handling of liquids. Special tubber protective clothing and equipment has been designed for electrical hazards and include rubber gloves, boots. Overshoe*, sleeve*, coats, hats, and line covering material, such as blankets, line hose, insulator hoods and protectors. Felt is used in some types of protective clothing as a protection against heat, where the use of clothing made from fireproof duck, asbestos nr leatlmr is not de sirable. One industrial concern having electric furnace ojicrations use* papermill pressed felt to make protective jacket* and trousers tor its furnace oitcrators, because of its protective features, comfort of the wearer, and relatively low cost. This material is pui wool felt and offers good protection from radiated heat on account of its low thermal-conductivity; while it will bum, it will do so trry slowly Mid without flume. Referring to the first two sections <f our subject, without attempting to go into the physical details of material requirement* and mechanical design, let us say that protective clothing tor the feet and legs of industrial workers would in clude shoes, toe guards, spats, leggings, knee. pads, thigh guards, and apron*, for most operations. In protecting- the hands (and arms safety gloves, hand pads, mit tens, finger cots, arm protectors, sleeves, jackets, and the like are commonly used. In addition, for complete body protection, are found protective suits, consisting of 88 Twenty-third Annual Safety Congress--National Safety Council jackets and pants, or complete jumper suits. Protective ointments are also used for the skin in operations involving acids, fumes and vapors. The third division of our subject, for protecting the face and head of industrial workers, is one which is receiving increasing attention because of the hazards in vwiving the eyes and respiratory organs. While eye protection has long-been a part of industrial accident prevention work- the necessity for the use of goggles is not fully recognized since we learn from the National Safety Council that there were 300,000 industrial injuries to the eyes in the United States last year, each re sulting in at least one day of disability. Of this number 70,000 were compensable cases, which means seven days or more of lost time, for which the average cost was $375, and $125 additional for medical cost. In 2,000 cases there was com plete kiss of vision in one eye, while 75 persons lost the vision of both eyes. The total estimated loss of 3,600.000 days per year from work was attended with a total cost in time lost, compensation and medical bills of approximately fifty millions of dullats. Perhaps the most authoritative source of valuable information for safety engi neers at tins time concerning the protection of face and head of industrial workers is the head and eye safety code, which is now being revised under the sujjervislon of the American Standards Association. The title of this code is being changed' to the "American Standard Safety Code for Protection to Heads, Eyes and Respira tory Organs." A study^ of the code's revisions, even in its present tentative form, will he of great value in the individual's consideration of our subject; and m it* final form, when published, will be of inestimable value. Of special interest are the following requirements for respirators and gas masks, as proposed in the revised code: * Requirements for Respirators and Gas Masks "The respirator, gas mask, wfth mechanical filler, or hose mask is permissible. "The respirator shall lie so designed and constructed that, when Tt is worn in its- proper position, it will permit only air which has passed through the filter to enter tlc mouth or nostrils cf tlie wearer. Tlie material ufccd for the body of the respirator shall be such as to combine mechanical strength and lightness of weight The respirator shall be comfortable to wear and shall not impede free Action by the wearer. The facial contact edge of the respirator body shall not irritate tl skm of the wearer and shall not allow leakage of uufiltcred air. If rubber is used, the rubber compound shall be free from lead and mineral sulphates. If used in work requiring- goggles, tfic respirator when in place on the wearer shall permit the use of various ^tjpes of goggles without impairing the effectiveness of either the goggles or the respirator, or the goggles may be permanently attached to tlie respirator. An automatic exhalation valve is optional. "The gas mask is permissible for limited exposure. For higher concentration* and for longer exjiosurcs to any gas, a hose mask, or a hood with positive air supply may be used. "The'hose mask shall be of such design and construction as to completely protect the respiratory organs of the wearer from toxic gas and dust, and make a gas-tight fit when in its proj>er position on the wearer. "Canister type gas masks shall be oi such design and construction as to protect the eyes and respiratory organs of the wearer from acid and organic, vapors, am monia. carbon monoxide, dusts, smokes, and mists, cither singly or in combination, where the oxygen content of the surrounding atmosphere is not leu dian 16 per cent. In places where only non-irritant gases, such as carbon monoxide, arc present, the eyes need not I* covered. Gas masks shall be of such design as to insure a gas tight fit when in proper position on the wearer. Cartridge-type masks shall meet all requirements for the canister type except ns to canister, connecting lube, and body harness " Among the devices designed for the protection of the individual worker against dusts, by far the nio*t important s the positive pressure respirator. In particularly dusty operation*, such as sandblasting and metal grinding, where tlie particles may injure the face, the helmet type of resphalor is preferred. Whatever type of air Safety Equipment 8y mask is worn, it is essential that the apparatus be provided with an adequate air supply drawn from a pure, dust-free source. Some authorities recommend a* much as six cubic feet per inimrtc, while other* are of the opinion that respirators constructed on modern principles are efficient wlicii used with but one or nvu cubic feet of air per minute. The source of air supply is cquially important. nK mistake is frequently made of taking the air directly from a compressed air line without providing the air intake to compressors with a filter capable of removing the fine dust particles- Sometimes the air of the compressed r lose is wet ami oily and there may be a possibility of caibou monoxide poisoning due to oil being partially burned in a reciprocating piston-type compressor. The ah, under these conditions, is unsuited for use in the respirator ami it becomes necessary to install a smalt rotary compressor blower, supplied from a dean source of air- This latter method is applicable particularly to plants not equqqKxl with compressed air. Respirators should be selected for their comfort to the wearer ami tvr their protective efficiency. The manufacturer should be required to submit a. laboralory report of the efficiency of his device, for tlie purpose selected. Ahitough icapirator* should never be regarded as substitutes for local exhaust ventilation, ilury provide a practicable means of protection for workmen engaged in dusty operations, carried on only occasionally or for short periods of time. The positive air pressure type of respirator, unfortunately, cannot be worn by worker* engaged in operations requiring freedom to wove about unhampered by air hose. The only available protection 1 for the worker under these conditions is to wear a respirator with a filtering medium of fibre or tissue. Only those t> pcs which have been deniomtUatcd to possess the necessary filtering medium to give sufficient protection against fine dusts should be selected. The importance of the use of the jiositive piessute respirator in dusty work conditions is illustrated by the results oi an analysis conducted by J.)r. f.conard Greenburg and Charles Pierce, of the Laboratory of Hygiene at Yak University, in connection with the study of the subject of "Ventilation and Its Relation to the Control of Dust, Gases and Fumes." They found that air drawn from a cabinet containing 61 millions of dust parttries per cubic, fool retained four and one-hall million particles per cubic foot when drawn through a respirator; two million particles were diawn through helmet and respirator; four-tenths of one million ol dust particles per ctibic foot were drawn through helnic* with positive air pressure; and but two-tenths of one minion were drawn through a respirator ar.ti helmet with positive air pressure. This demonstrates conclusively that a respirator alone lias limitations in effectiveness when used in heavy concentrations. The reason for this lack of satisfaction arises from the fact that the fit of the respirator to the face is made by soft rubber which, even though the best available, is not air tight \vlcn the wearer is working. Where dust exists which cannot be otherwise controlled, partial protection can be obtained through die use of respirators; however, if practicable, a positive pressure helmet system should he installed, since it given almost complete protection. * Safe Protective Equipment as .Related to Accident Prevention By S. B. KQAPER Safety Engineer, Humble Off & Refining Company, Houston, Texas TI*e speaker said in part: l am convinced that a combination of education ad safety equipment is essential for accident prevention work. Ti>e use of protective equipment cannot prevent all accidents, nor can the training of employees prevent all accidents. No matter how proficient employee* may become iu the performance of a duty, they must not lose sight oi the fact that certain hazards ami conditions reqIunireorpdreortetcotivdeeteerqmuiipnme ejunst.t what equipment must be used, it is necessary to study past experience in each class of work. If it is found that men engaged in certain tvpcs of work ure prone to receive injuries to certain parts ot the body, even in 90 Twenty-third Annual Safety Congress--National Safety Council spite of using wldy precautions, then it becomes necessary as a routine part of that jofa to wear the type of equipment designed to protect against that particular type of injury. Such study should be exhaustive and the results should be reason able enough to apyical to the workmen. A man will not wear protective equipment unless be is convinced tliat he Is actually in danger without it In spite-of any evidence of its value that you may produce, and hi spile of any definite orders you may issue, you cannot be assured tliat a man will take advantage of such protection. It has come to my personal attention on many occasions that men would subject themselves to the greatest hazards rather than wear equipment that was provided. There must l>e some reason for this attitude. I feel tliat it is due in a great measure to the desire of the manufacturer to Sell the equipment, rather than to design it for the maximum of protection and comfort. Equipment tliat protects, yet at the same time docs not permit tree movement, and 'actually hampers the activity of the workmen, will not be popular, and in fact might prove as hazardous to use as to be left unused. This condition is now being relieved because the makers of certain equipment are beginning to realize there are some features in addition to mere protection. Manufacturers arc employing men who not only have technical knowledge but who are acquainted with the actual conditions under which the equipment will havte to be used. Comfort is now being recognized as an important feature With this changed condition, manufacturers can Ikt assured of greater sales because the management of tlic companies can enforce the use of necessary protective equipment with less effort. Types of Equipment One of the most recent and successful innovations in the field of protective equipment is the so-called hard-boiled hat or cap. Injuries to the head are usually very serious. In sonic types of work where there is danger of objects falling from a height, we have found it profitable to insist upon compulsory use of head pi election by all employees exposed, In our rig building department particularly, we have found that only through the use of head protection arc >ve able to eliminate entirely injuries that result from failing bolts, washers, and nuts. In construction work where it is practically impossible to avoid having one group of men working above another, and where each group is handling bolts, nuts, rivets, tools and materials of all descriptions, the prevention of head injuries is one of the most serious safely problems, and tle solution lies to a great extent in providing the employee with head protective equipment and seeing that he uses it. Probably the oldest and tlc most extensively used protective device is goggles. Tliere are many kinds of eye accidents in industry and usually a large assortment of goggles is necessary to protect against all the liazards encountered, A. careful study must be made in order to secure the right kind of goggle for each eye hazard, and too much effort cannot be expended in seeing that employees wear tlieir goggles when there is danger of eye injury. \Vc have adopted the policy of providing each workman with a pair of goggles for Ins individual use. 'The present trend in goggle manufacture is to embody comfort, wide range of vision and freedom from distortion along with the protection features. This should assist in securing the cooperation x>f employees in wearing goggle-*, but our experi ence lias been tliat even with this improvement by the manufacturer as to comfort aiwl quality, still it has been necessary for us to carry oil a very extensive program of instructing men in the proper way to fit and wear goggles The tendency o most men is to lvc the head band so tight that the goggles arc very uncomfortable. The 1uzard of breathing injurious dust and fumes Is becoming more fully recognized as a health problem in manv industries. In our company, we have s|)cnt a great deal of time in supplying respirators to each gioup of workers, in training them in proper use thereof, and in inducing them to send the equipment in for replacement when necessary. We soon learned, however, that thi equipment was not bemg kept in good condition, and when the need arose equipment would not be safe enough to insure adequate protection. We have revised this system by making Orc foreman in charge of the unit responsible for tlie equipment and its Safety Equipment 91 condition. Whenever a crew needs respirators, this foreman as a part of his regular duties secures them tor their use. A an example, let me cite the use of respirators in cementing wells. The toolpushcr is held resiomible for seeing tliat the crew gets the equipment and tliat it is m a safe working condition, Tills new method in a short time has proved itself more satisfactory. It is always imperative in handhnjg acids or any corrosive liquids that stunt protective equipment be worn at all times. The very minimum arnmmt of equip ment tliat should be worn by workmen handling any of tlicsc liquids is rubber acid goggles and rubber gloves. When this work involves the repairing or open ing of acid lines, pumps, etc., considerably more protective equipment may be necessary. Some companies insist tliat workmen opening acid or caustic hues, regardless of what precautionary measures have been taken to bleed die lines, must wear rubber acid hoods that cover the entire head, neck and shoulders, rubber gloves and rubber aprous until an opening has bccu made in the liuc, after winch the rubber goggles and the rubber gloves will suffice The question of the proper sand blasting equipment that slrould be used is quite a problem and from our experience we liave found that the most satisfactory equip ment is the type that covers the entire head and part ot the body and to winch fresh air is supplied. . The subject of protection against gases and vapors by wearing gas masks has been thoroughly covered manv times. There are precautionary measures other than the wearing of gas masks that aid in reducing accidents from inhalation of toxic gases. The fact remains, however, that ft has been impossible in the oil industry, where the handling of sour crudes is necessary, to carry on safe orations without the aid of gas masks. The wearing of gas masks by employees has presented one of the most trying problems in my experience in safety work. Wc have spent much time and money in an effort to design a gas mask that would be efficient and still comfortable to the wearer. The half mask has more nearly approached the solution of diis problem than any qlier type However, where work is required in enclosed places wc have hmnd it necessary to continue trie use of the full face gas mask. .. , r Wc had the same experience in the use of masks that we had in the u^c ot respirators. Masks were formerly assigned to differed units for their use. Hus soon led to a. condition wherein no one would assume the responsibility ot repairing them or replacing them and at times even reporting their condition to the man agement No amount of instruction or appeal or reprimand improved the situation. The men did not object to the use of the masks, but rather to the unsanitary practice of the community use of one mask. Thereafter, wc issued each individual a personal mask and made him responsible for its condition both for safety ami sanitation. Since that time wc have had no tiouble. after convincing the work men of the value of this type of equipment, in inducing him to use it for lus own protection. ,, _ In our refineries hose, masks for emergency use located at specific places are inspected periodical!v. The face pieces are wrapped to keep them clean and the entire assembly, blower, face piece trunk and hose is kept in a weather-proof metal cabinet. These are brought into die safety warehouse for bisection, cleaning and sterilization each time used, and periodically whether used or not. Other inspec tions are carried out at the location. ... Hose masks tor transient service are kept at the safety waichouse and issued as required. These are inspected each time befcnc going out and when brought back. This also applies to fresh air masks used m sandblasting and compressed air work. .. ..... . In the producing division of the oil indutliy it is absolutely necessary tor men working in derricks to wear safety belts. As a result of the compulsory use vf such belts by dcrrlckmen. serious accidents resulting from falls from derricks nave practically been eliminated. I might also mention here briefly derrick slides or escape lines for men working in derricks. In certain fields where high pressure gases arc present, the use of safety slides has prevented many fatalities. The severity of many foot injuries ha* been minimized by the use of safety shoes with the box *{ciy toe. White these shoes are known as safety shoes, m reality they provide no more safety tlwn any well constructed work shoe except 92 Twenty-third Annual Safety Congress-National Safety Council in so fcu- as the box toe is concerned. Furthermore, they usually cost no more l 'ml1,nar^ s or<^cr to affewj the maximum foot protection, any shoe should have to addition to the safety toe a sufficiently heavy and well constructed sole, should not have a rubber heel, and should liave non-sparking trails jf there is any possibility that it may be worn in a gaseous atmosphere. In our particular company we are continually testing and studying protective equipment so that we may at all times provide our employees with tlc highest quality and best suited equipment that is obtainable. ADJOURNMENT T W ENTY-THIRD A N N U A L S A /' ETY C 0 N 0 R E S S NATIONAL SAFETY COUNCIL Safety Organization and Program TUESDAY AFTERNOON SESSION October 2, 1934 This session devoted to a discussion of Safety Organization and Program was called to order by F. W. Braun, Manager, Safety Engineering Department, Em ployers Mutual Liability Insurance Company, Wausau. Wisconsin, who presided. Chairman Braun welcomed the delegates and introduced the first speaker. Putting the Safety Man's Job Under the Microscope By R. T. BAKER Assistant Superintendent, Union Carbide Company, Sault Ste. Marie. Michigan The speaker said in part-. What is a safety man? 1, He must be a good or ganizer; 2, He must be observant; 3. He must be a diplomat: 4, He must lie an engineer; S, He must be an orator; 6, He must be a first aid expert. He must also be energetic, sympathetic, physically fit and have plenty of initiative. Such a safety man should be put in charge of ail me safety work m the plant. If possible he should be a person developed in your own organization, familiar with all of the operations, and when you have obtained such a satisfactory individual, he should be retained in this capacity as long as possible. He should develop the proper training in safety problems incident to each par ticular department and in a general way create among men ap organized spirit of cooperation. He wifi supply the foremen of the various departments with what ever information or assistance they may require for ifieir regular departmental safety meetings. Practically the entire success of these meetings will depend upon the safety man, who should prepare or assist in preparing the subjects for discussion and occasionally will personally address the men at these safety meetings. The safety man should be an advocate of and thoroughly sold on the necessity of maintaining clean working conditions in every dejartment. Experience has proved that without good housekeeping we can achieve no extended periods free from acci dents unless we get down to business and make a serious problem of housekeeping, Fire prevention work and housekeeping go hand in hand, and it is therefore neces sary that the safety man, if his duties include these items, as in a great many plants they do should give considerable of his bought and time to Ibrve two plant requisites. Regular and careful inspection of ill plant fire fighting equipment will be included In his duties, as well as the training of plant fire squads and the super vision of their drills and the handling of fire fighting equipment. The safety man should be observant, and the best way for him to keep m touch with things going on in the plant is actually to be out there where things happen The safety man best serves his employer and himself by being out on the job as 93 94 7 toenty-tlurd Annual Safety Congress--National Safety Council much ol the time as possible. This give* him the opportunity of inspecting the plant equipment 111 operation, learning l!h? existing hazards and observing whether or not mechanical guards have been placed and educational measure* arc beiua carried on. It is also desirable that tlie safety man arrange for group plant inspections at intervals of each week or two. These groups, comprising four or five persons in a squad, should be a representative cross-section of tire particular plant personnel. A careful saiety survey should be made of the entire plant or a definite portion ot it. the items requiring attention being carefully noted and later typed, with copies to all those interested. The follow-up should be hi the funds of a safetv man. to see that hazards and the recommendations for tlieir elimination are handled in the order of their importance. , The saiety man should see that a detailed report is made of all accidents so lhat tills information may be used in analyzing accident costs, the msaber and per centage of the different classifications of accidents so that they nay be loefaed over frequently, monthly or oftener if necessary by die management. ShuoU an acriian occur, the safety man. together with others interested, should make a thoroorh investigation, detei mine why ami how the accident happened and rappjvfetf the necessary corrective meavurec to prevent a recurrence. ' The safety educational program for employes should be directly in charge of the safety man. He should direct die servicing of bulletin hoard?, the prparing or distribution of inters and other safety bulletins, tlie preparation oj special safety displays, including broken goggles, hazardous tools, etc., and it tiweial talem can be found among the plant personnel (as there usually is! the safetv man shquld encourage the prejiaration and display of homemade cartoons, posters and photo graphs to emphasize hazards and safe piactkcs alxnit the plant. There does not tv be any question hut Uiat the safetv man can develop his field of activity to a considerable degree if he can induce the employees to give him the l*cnefit of tlieir ideas through suftaeslions. How best to accomplish this U quite debatable. Suggestion boxes have been tried. Many fine ideas seem to find tlieir nay from the men through the assistant foremen and finally to the safety man through this channel. These suggestions should be carefully' recorded, showing all necessary data, and iiarticularly the names of the persons snaking them. If thev have merit ami arc workaWe they should be used and the workers who made the suggestions given full credit for them, or else advised that they nay not lie feasible. The safety man slnmld keep in touch with the latest development* in safety de vices and safe practices by reading the National Safety Nrtvs and other literature on this subject, and should then impart his information to his employers and his fellow employees so tluit all may benefit thereby. The safety man should also he capable of intelligently inspecting drawings for any proposed new equipment to be installed about the plant, so that his experience, kleas and suggestions may be included in their building. Tima you are assured that the necessary guards, proper clearances for aisleways and headroom arc provided for in order that the operators may work without exposure to accidents. The operation of the new equipment should be followed up by the safety man so that he may know that all details for the safety and convenience of the men have been provided for, am! if not. that any desirable changes or additions shall he made. He should liave a very carclultv outlined program for following up the maintenance of equipment guards, which liave already been installed. Tins requires the cooperation of the entire jxrrsonnel of the different departments. The safety man should be familiar with every type of guard, device or protective clothing or other safety equipment in use in his plant, and sliould personally know that the department heads and employees are also familiar enough with the available protection so they may be used when and where provkkd. This may he very materially augmented by safety exhibits Iwiiu* substituted for departmental safety meetings ooce each year, covering a i>eriod of one or two weeks, or limited to the time whereby as many nr the men as possible may be reached, and where there will ^ be on exhibition as many of the protective devices in use in the plant as Tl safe?*- tmd t>* - charg* f tuefi nittns*, the use of all items so thoroughly that those in attendance have an indelible impression of their value. . Safety Organisation and Program 95 As far as possible, die saiety man should be allowed to attend saiety confer ences, and especially tlte Animat Safely Congress of the National Safety t "inicit There he will have an opportunity to contact with the leaders of the nation's most advanced ideas on Use subject; exchanging ideas on programs oi safi <y procedure with other members of the Council and seeing the many types of newly developed guards, mechanical equipment and protective apparel. Tliet* wlien he icuims to Ins home plant be may use this information m further iniditkjus or improvcmcin* for the better protection and convenience of his men. Moreover, the safety man should be proficient in first aid practices and fre quently give demonstrations m the plant so that certain key men in the various deportments may know the location of the stretchers and with his assistance leant bow to properly place and carry a patient to tlte plant disiHmsary Hr should know how to use the plant first aid equipment and how to administer artificial respiration. At safety meetings he should be able lo demonstrate his knowledge for the inlsrucliort of others in live plant personnel. Finally, to be able to carry on all this work in a successful maimer, the safety man must have the unqualified backing of the management. Safety Inspections -- Who, Where And How? By VERN D. SUTTON Supervisor of Accident Prevention, Posturn Company, Inc.. Battle Creek, Mich. The speaker said in pait: There are two types or classes of inspectors. 1 might call them `definite'' and ' casual" m>ectors. By definite Inspectors I mean those no into the plant or department for the definite i>ur!..-< ,,t inspection; casual inspectors who arc those who keep an c>e open for hazard* while pursuing otacr duties. Definite inspectors make periodical inspections,, and casual inspectors should be on the job all the time. Inspections, by tlic wav, are one * die very, very best ways of advertising safety, livery time an inspector * group t inspectors goes through a department, it is advertising safety. The first definite inspector I shall mention is, of course, the t-uiviy man. He should make regular inspections either personally or by proxy. That , lie may have assistant* or inspectors if he is considerably confined to desk work, lie *houi<J nevertheless get out into the factory himself as much as pusililc. If he a white man. he better have a pair of overalls and use them. Moreover, l>chevc it cc not. it gives you standing with the boys in the plant if they see you are not too nice to put on the recognized uniform of the fraternity, and if you will just rub under your nose with a greasy finger it wiil be the badge of comaraderie. Committec members will of course make frequent inspection trips. This not only uncovers hazards ami advertises safety, hut ntemliers can mure intelligently discuss matters in vour committee meetings if from time to tunc it is arranged, for them to make inspection trips. These trips will have to be repeated frequently, as I presmue your committee is rotating. Sub-committecs appointed by a safety committee should either inspect the whole plant or a certain department each month. It is good to have a sob coimnitee insi>ect a selected department and bring a report for discussion m the accident pre vention committee meeting. . The foreman should not only he a casual inspector, but should from time to time make definite or periodic inspections in bis department. It is al?t> a good idea to have two foremen "exchange pulpits": go into each other* detriment and report, preferably to the superintendent or safety man. Bv sitecial *upa-vfeors I mean those men having charge of certain equipment or operations distributed throughout the plant and whose duties therefore take them into the various departments. They should not only lie interested in saiety, so that they can make casual inspections us they do tlieir work, hut it it well to liave them participate definitely in ladder week, fire hazard week, guard week, goggle week, etc. . Then there Is the insurance company inspector. Urge vour insurance company 96 Twenty-third Annual Safety Cditijn'ss-''National Safety Council to send their inspector as often as they wilt- He is an expert looker. He may not know the ins and outs of your particular industry, but he has developed a sharp rye that will be beneficial And the same applies to the state labor inspector. The accident investigating committee may be a new thought to some. Perhaps your accidents arc investigated by the safety man or safety committee or die foie* man, or not at all. A standing committee in each department for the investigation of accidents in that department, or an especially appointed committee to investigate a specific accident, will not only get more details regarding the accident, but will become intensely interested in accident prevention and will advertise safety to tl>e work people. Such a committee is making a definite inspection of hazards causing that accident and a casual inspection of all others hazards. 1 need liardly comment on the casual inspectors, more than I have already <$one- Tlc main thing is to get these inspectors so interested that they will look for hazards and report them. How to do this, more properly comes under the heading of maintaining interest, to which another session of this Congress is devoted. Tlte first man to enlist a* a casual inspector as flic superintendent. If your superintendent passes right by a Itazard without seeing it, Bill Workman and Sam Slaopman arc not going to get sail steamed up about the importance of safety. And it they or their foremen go to Use superintendent's office and find a fan on a low filing case, a framed cliart about to fall from the wall, and a spindle file where it may be sat on--well, it makes it pretty bard for the safety man. The mcdunical engineer not only gets around the plaut enough to make hint a valuable inspector, but ht planning installations it means a lot if he has the right attitude. Also, the maintenance superintendent, or foreman is twin to the mechanical engineer from a safety viewpoint. You are rather out of luck without his coopera tion. A safety-sokl purchasing agent is also certainly an asset, although it may be a little far fetched to call him an inspector. It is of inestimable value to have the purchasing agent qualified to consider goods from a safety standpoint as well as other phases of adaptability to the purposes required. Committee members arc listed both as casual and as definite inspectors. The foreman is a casual inspector as well as definite. He must be on the safety job not only 8 or 30 liours a day, but actually 24 liours a day. He is as important to safety as the safety man himself- In fact, while I enthusiastically recommend that every plant, large or small, have n safety man. to be especially responsible for safety work, I believe that with a group of foremen tlmrmtghly awakened to safety, and as responsible for safety as other phases of production, a plant could really dispense with a safety man. Some of vou mav claim that enlisting alt workmen as safety inspectors, is more idealistic than practicable. But the very word safety implies an ideal rather than an actually feasible accomplishment. By pressing toward safety you will get your plant nearer and nearer a Utopian condition, although you may not actually get it $o that one can't get hurt in it. Tl*e sub-divisions in our title "Where'' and "lfow" arc pretty closely connected. Where to inspect may be briefly described as everywhere. But the first place to inspect is certainly around the safety man's desk. This is not a mere axiomatic "Sweep your own dooryard first"; lliey are watching you and they are going to get something on you if they can, and it will be first page news throughout the plant if they do. * _ Another thing ncedmg frequent inspection and which is especially pertinent to the safetv man, is the poster boards- I think it preferable to have separate poster boards for safety, and not put your posters on the general boards where, if tliey are not obscured entirely, attention will at least be divided with other notices, bul letins. etc. If vou or an assistant directly under your control docs not place posters on the boards.* inspect frequently to see that safety posters are displayed a* they should be. See that old and soiled ones arc removed, see tlut salety posters are placed on safetv boards and not elsewhere, sec that they are not merely stabbed on a nail or tack and allowed to curl, sec that they are not hckl on someone's desk until outmoded. Also sec that safety boards are located where they will be seen. There mav be a hundred reasons why your safety poster boards have been moved or set aside for some reason, and only frequent inspection will assure you that the Safety Organisation and Trognnn 97 boards are still out m a prominent place where they will carrv then- wkU milage to every passerby. If I were starting safely work in a plant or talcing a position in a plant new to me, the very first thing I would do would be to take a general inspection trip through the plant. This would help familiarize me with tlte plant, give me an op portunity to meet some of the boys, let everyone see me and know that we liad started something, and find what hazards I could This, and every other inspection trip through die plant, should not be confined to the main*boulevard. Every plant lias its boulevards; it's mam avenues of tiavcl. But in making your inspection trip don't neglect the rat cellars and the bat belfries. Don't neglect the ijlace where "nobody ever goes;' And don't let anyone argue that a hazard is unimportant "because uo one was ever hurt there yet." If there's any phase in the English language that gets in my hair it is that. Fate atone holds knowledge of how long a Itazard can exist without causing an accident, but it is ccrtaiu that the longer the time that has elapsed the nearer ue arc to the inevitable accident. Where a hazard lias not caused an accident, an accident is imminent. 1 heard a man telling of a shop he injected where he discovered a crushuig mech anism for breaking up large pieces of metal so they could be thrown into a cupola.- His, suggested safeguard was rejected because the operator, an old man. had worked on it for eighteen years without an accident. But two weeks later he was asked to come back and re-explain his safeguard; the old man liad been killed. Next I would study die accident experience. Where accidents iiave occurred they can occur, unless correction has been made 1 would try to determine if there was some building or room where accidents occur will) significant frequency. I would try to determine if some type of ntachmciy or tools or method of work was responsible for an unusual number. I would try to determine H some foreman was having an unreasonable number of accidents to his jcoplc. Then IM inspect there. T would not only inspect where serious injuries have occurred and where lost-time injuries have occurred, but where any accidents have taken place, some perhaps not causing injuries at all, and where accidents almost have occurred. Then I'd take building by budding or department by detriment ami comb it. Then I'd consider type* of hazards and look for them. Accident experience would guide me somewhat in the order 1 chose these types, dears and sprockets, belts and pulleys, slipping hazards, falling objects, ladders--there's a good one. Ladders and stepiadders will bear inspection any time Some arc jpjided in where aud how to imped by a blank to be filled out and mailed to d>c insurance company periodically--a good plan ns far as it goes, unless it results in doing the job perfunctorily. I Iiave known of cases where such a blank was filled in from a desk aud some ot those locations hadn't been seen lor weeks by tire person filling in the blank. Some prcpaie^a check list, basing it on Bureau of Standard* Rules, past experience, and good judgment. This is also a good plan unless it encourages perfunctorineM--routine to the neglect of origin nality, mechanization of conduct to the sacrifice of thoroughness. Use whatever blanks and forms facilitate but do not hamper. As to bow to make inspections, there can be prescribed no universal formula. And as to where. I shall begin with, tlic inspector himself I am not so sure but that tlie whole HOW ot inspection rests with tle WHO or the WHAT of the inspector. An inspector with the right characteristics and personality will do a good job no matter how he does it. > First, diplomatically. Be friendly, he discreet. Don't antagonize anyone in the plant. Don't argue aud insist. If you have authority, go ahead and use it but use it sweetly. I should be very much inclined to measure an inspector's efficiency, in the absence of dualresults, by the attitude of the men in the plaut toward him. If they say regular fellow or a right guv, I wager he's getting results. Diplomacy embraces self-effacement Wherever possible make it appear that the foreman of the dciartmcm is making the recommendation. If nut the foreman, a worker in tlte department. Discuss the situation with him and first thing you know* he is making the suggestion, although you may have had it in your niind long before. If vou are doing a good job as a whole the management will give you credit; let others have credit for individual suggestions. 98 Twenty-third Amntal Safety Congress--National Safety Council Be frank. Don't bluff. There arc probably a lot of things about the shop mans job which arc Creek to you. If you don't understand what he's talking about, dont think it's to your discredit. It will be a lot of gratification to hint to explain to you what you don't understand. Inspect systematically. Do it regularly. This does not mean with a clockwork precision so that those in a certain department will know you are there always at a certain time and wit! have a chance to doll the place up, but with a regularity which precludes recess or ueglect. Also inspect with persistence. Probably no one meets more rebuffs than the safety man. Some discouraging, some upsetting. a hazard has been discovered keep it alive until it's corrected or correction refused by someone in authority wlto gives a reason for rejection. Have some kind of.a follow-up If tlx foreman says hell fix it, don't drop it there; be may forget iL Cross it ofl only after it has been corrected. And then have some provision m your system for notifying the maker of the suggestion. His interest m making new suggestions is stimulated by the knowledge tlwt his previous one received fpu attention. ## Also inspect with thoroughness- A liazard can be identified by the answer to the question "can an accident occur here?** An accident can occur wherever a pre caution has been neglected. Someone has said, a hazard is a violation of common sense, and inspection is applying common ser.se to correct the hazard common sense should have prevented. ADJOURNMENT TWENTY-THIRD ANNUAL SAI-ETY CONGRESS NATIONAL SAI-ETY COUNCIL Safe Use of Chemicals in Industry THURSDAY AFTERNOON SESSION October 4, 1934 ` The session devoted to a discussion of Uic Sale Use of Chemicals m Industry was called to order by M. F, Crass, Manager of Package Control, Grabselli Chemical Co,, Cleveland. Ohio, who presided. The chairman briefly welcomed the delegates and then introduced the first speaker. ' Safety in Electroplating Operations By E. J. SMITH Safety and Health Director, Hawthorne Works, Western Electric Co., Chicago The speaker said in part: At our plant all acids, with the exception of sulpliyric and hydrochloric, are stored in carboys arranged in rows in at) open yard. When acid is stored in buildings there is always a possibility of the containers breaking through fire, impact, or other causes. Carboys are conveyed to and from the plating department on skids, mounted on electrically driven lift trucks. Eight carboys arc loaded on each skid, securely roped together and fastened to the truck. Specially trained men are used for all trucking ot acids around the plant. Before the carboys are moved from the storage yard, all stoppers are checked for looseness and any that are found loose are securely bound into place. Empty carboys are washed by the department using them and tagged "washed", and none wilt be removed by our trucking organization unless they bear this tag. Before refilling carboys they and the wooden boxes they are packed in arc given close inspection for such defect* as loose bottoms, broken boards, cracked glass, missing neck guards, and dry rot. The chief acids used in plating at Hawthorne are sulphuric, hydrochloric, nitric, phosphoric, acetic and hydrofluoric. The latter is handled in lead containers, but all others are conveyed m these carboys. In addition, thcie are two 10,000 gallon tanks in the storage area-one for sulphuric and the other for hydrochloric acid. These are above ground ami afford a safe way of storing a large quantity of ackl in a small area. Fines, valves, and the tank for hydrochloric acid arc lined with soft rubber. The sulphuric tank and its fittings arc unfitted, however, because on the first filling an insoluble sulphate forms and deposits on the inner surface of the tank, forming a satisfactory insulation in itself. Carboys to be filled from these tanks are placed upon a skid and a telescoping spout attached to a filling valve is lowered into them. The valve, being of an alloy which is resistant to both acid*, is actuated by a solenoid Interconnected with no automatic weighing mechanism which can be set to cut off after any desired weight of arid has passed through. The net weight for each acid is stenciled on all carboys, but for automatic operation the scale is set at about 105 pounds for muriatic acid, and 160 pounds for sulphuric acid. This system eliminates overflowing. Inspection of this entire equipment is made at regular intervals, with particular attention to the discharge lines, including both hand operated and automatic valves; 99 100 Twenty-third Annual Safety Congress--National Safety Council and necessary repairs arc made immediately. Whenever a leak is detected in a discharge line, a convenient safety valve located beneath the bottom of each tank is closed ami kept locket! in that position uutil repairs are made. An emergency plug controlled by a rod extending thiough the top of each tank-is provided for arresting the How of acsd it the safety valve should fail In cases of severe leaks, provision is made to neutralize the accumulated acid with an alkali. In addition to an emergency shower of cold water for die protection of the operators, a supply of an alkali is. kept in the scale or control cabinet at all times. The conventional emergency shower is generally 6yS feet above standing level. A quick opening valve, generally lever actuated, is placed in the riser about three feet above the ground. If the slxnver is located outside, exposed to freezing winter temperature, it can be opertaed by a valve in the feed line below frost lei el, actuated by a small rod extending three feet above ground with its lop bent to form a handle. Whetjcvei it is necessary to apply water an effort should be made to get it directly on the skin, by removing the clothing if possible. Cyanides and other poisonous substances of a virulent nature received from suppliers in galvanized or tin containers, soldered air-tight, are kept in a building separated from the rest of the plant by fire walls extending from the ground to the top floor. When cyanide in any form h- stored in a department preiaratory to use, it is kept under lock and key in a steel chest. The supervisor alone has possession of the key. To rnuuntiee the cxjiosure to breakage, filled carboys-, upon reaching: the plating department, are stored in an area specifically reserved for them. Tney arc con voyed to the rows of dipping crocks or plating machines by electrically driven trucks, and are then moved by a small hand truck from crock to crock. Acid 5* forced from the carboy to the crock through a goosc-nccked pipe under five pounds pressure, obtained from a compressed air Tine. This arrangement eliminates tilting or splashing and further reduces the possibility of breakage. In some of our later plating installations we have adopted the downdraft type of exhaust. In this type the hooding extends up the sides of the tank and over the top to a point just above the anodes. This top portion is hinged and can be folded S>ack to facilitate access to the anodes when necessary Pulling the air across the surface from both sides permits less chance of fumes escaping than there would be with the overheat! upward pulling type of exhaust. Chromium plating pjesents two conditions not common to most types of plating. These are the spraying produced by the plating action and the tendency of chro mium fumes to form ulcers in the nose. In many cases these are so severe as to perforate the septum, if the exposure to fumes continues. To overcome this and to completely arrest both fumes and spray, we have equipped our chromium plating tanks with a combination blower and suction system. Air is blown across the surface of the plating hath from both sides of the tank and drawn up into the suction exhaust at the center. Another matter of interest from a safety standpoint is that ot maintaining poison signs over dipping tanks and in other locations where hazardous chemicals arc used. Ordinarily painted signs become obliterated in a relatively short time in these places. We have found, however, that signs of the vitreous enamel type stand up best. Protective clothing is an important item in a plating shop. I suppose *oudcu soled shoes have been standard equipment for platers throughout the country for years. We use them. loo. but a variant type to those frequently furnished to em ployees. Some years ago our engineers collaborated with shoe manufacturers and today we have a wooden soled platen's sioe with a safety toe cap of fibre. Periodic inspection of the uppers of safety shoes for cracks and loose rivets is welt worth the effort. A shoe with a crack in the uppers is worse than no shoe at all, because the acid leaks in and is held there where it can cause considerable trouble. Gloves are also an essential item ami sliouUl be looked over carefully. We have found that heavy-duty rubber sandblasters* gloves with a five-inch gauntlet arc tlse most satis factory in point of comfort, durability, and protection in this department. Of all the Stems of protective clothing, goggles are the most important They are vitally necessary in the dip shop. Here, where you can always expect the un expected. goggles have saved many an e>c. However, some types of goggles should not be used n this work- I refer mainly to the spectacle type, either with or with Safe Use of Chemicals in Industry 101 out side screens. We luive adopted a cup type goggle with splash proot air vent.* as standard for arid dippers. Protective equipment is necessary where considerable manual handling is in volved Our engineers have developed au automatic acid dipping maiiime which does the whole job without the aid of human hands. An o}erawr dumps the parts to be dipped into a hopper at one end of the machine, which is comirtscd of a series of crocks in a tow, all enclosed and served by a common exhaust. The parts tall into a hinged basket in the first crock. After a predetermined time die basket turns out of the solution upon its hinged side and the |ms roll out and into a hinged basket in the second crock. This continues until the sequence ot dipping operations has been completed. After the hnal dip, the parts are pushed through a drying oven or screw conveyor, dunqied into jans which in turn scltla upon a moving belt and the cleaned parts arc conveyed hack to the operator. All employees engaged ir, metal plating at our plant are given a complete ex amination once a month, with special stress on the condition of the lungs, heart, kidneys, and the blood. The still type of plating entails a considerable amount of racking ami mirarkmg of parts, with the attending hazards of puncture wounds and scratches about the hands and arms. In unracking plated parts we at one time experienced considerable trouble from dermatitis. This was due to traces of cyanide in the moisture on gold plating racks attacking the fingers of operators The use of surgeon's rubber gloves prevented this occurrence, hut they proved uncomfortable, especially in hoi weather. The trouble was finally eliminated by drying up all moisture m an electric oven preparatory to racking. Accidents in the Plating Department at Hawthorne are a negligible factor. How ever. it is absolutely necessary to keep driving away at safety all tlte time, livery Hawthorne foreman talks to his workers individually alxmt the hazards of thc Itartkrular job. He \mUincs to cadi individual the time and money the coinjtfinj has spent to protect him from bodily iujury, and points out that since the man agement is so interested in bis physical wellluting'. he himself, with so much more at stake, certainly should have an intense interest in his own safety In the ease of a new emplovee. the foreman ot supervisor shows him the safe way to perform his work, stays with him until he demonstrates Unit he has caught the idea and chocks him up from time to lime during the first week to sec if lx: continues to follow the prescribed safe method. Safety rule books or instruction cards arc also necessary, .and we liavc found it pays to draw foremen into their preparation, for by so doing yen: capitalize ujxnt their experience ami enlist their support at the outset. Having played a direct l>ersonal part in the formulation of safety rules, the foremen will develop a greater zeal for their enforcement than would be the case if the rules had originated higher up and enforced upon him. Periodic inspection of Jliis department will show .1 fore man many things that need correction. Men continually handling acids and caustics should lie encouraged to change tlcir clothes and take a bath before leaving the plant at the end of each shift. In some plants a double compartment lockt* is assigned to each man; one compart ment t< contain work clothes, the other street clothes. In locating lunch moms, it is well to have the workmen enter through a washroom so t!wy can wash all chemicals from their hands and faces before eating. Safe Handling of Dyestuffs By S. WARZALA The Calco Chemical Company, Inc., Bound Brook. N. J. The speaker said in parti The title i my i^er implies ratln-r definitely that dyestuffs are not a safe commodity. While it is impossible to undertake to speak f all the dyestuffs, individually, it can be fairly stated that, as a commodity group, and with very minor exceptions, they do not present u Iwalth hazard. Ot course, their ingestion is sometime* harmful bn is their inhalation, and 102 Twenty-third Annual Safely Congress--National Safety Council when bodily cleanliness h not observed the addition of dyes to personal neglect does not improve the condition. * The troublesome elements in the dyestuffs industry ate the intermediates. How ever, it is not my intention tu dismiss the subject of intermediates in any other way than with a warning that precautions of the must thorough and effective character should be employed The precautions in die manufacture and processing of intermediates are not elaborate. They arc quite simple, but they must be thorough and they must be constantly observed. Processes should be chemically reliable. They should btf closed, they sliould be equipped with installations to eliminate fumes and to reduce to the minimum personal .intervention and handling. Where operations are con ducted under pressure, recording thermometers and gauges should be provided. Reg ular inspection of apparatus and safety valves should be maintained. Full information should be available from proper study, research and inquiry, before any process is initiated, of the chemical behavior, at different stages ot manufacture, of die several constituents used, and of their effect upon the human system. Appropriate precautionary measures should then be adopted. Shops should be well ventilated. They should be maintained in a state, of surpassing cleanliness, order and general housekeeping. Only men who upon physical examination, arc found to possess good powers of resistance should be employed. They should be re-examined periodically to discover as early as posible any develop ment which may in time produce an impairment of physical condition. Mew ad dicted to liquor should be excluded. The working clothing and underwear of men in nitro and amido processes should be laundered cleanly and changed at least twice a week, or more often if circumstances require it. Enough should be known of the men to make certain that their mode of life is regular, at least, from the standpoint of diet. Personal cleanliness should be insisted upon in the matter oi thoiough daily bathing, and washing of hands before handling food. It is perltaps quite natural that this admission of a hazard in the handling of intermediates should be taken as supporting the popular assumption that the in dustry is a hazardous one. Where that notion exists it may not be unwarranted, but conditions are changing daily m the direction of improvement. Even the short time which has elapsed since the hectic war period, the spawning season of the chemical manufacturing industry in the United Statcs{ has wrought material changes in that industry. First the number of manufacturing units has been very dras tically reduced so that the survivors of this process of selection more ami more represent ability and responsibility. Second, the cliaracter of manufacture has shifted from explosives and gases to peace time commodities; and third, the ensuing com petition of the new era and the recognition of losses incident to Inefficient manu facture have made the introduction and maintenance of constant improvement* in production indispensable to economic survival. These conditions have been, and are today, responsible for the plant efficiency which is quite general in the chemical industry. Technological improvements, in order to make the processes as independent as possible of that most variable factor in production, and the one which lends itself least to effective control (the man), efforts to make the processes more and more efficient in term* of cost sheets, research to improve their chemistry, plans to improve the shop conditions through redesign as well as new installations, and the establishment of well organized and competent medical departments with research and prevention as their primary responsibility, arc some of the developments which are taking place in the chemical Industry today. These, therefore, with more ex perienced working forces in key position* arc. contributing toward the favorable standing the chemical industry is enjoying in points of accident frequency and severity in comparison with oilier industries. ADJOURNMENT TWENTY-THIRD ANNUAL SAFETY CONGRESS NATIONAL SAFETY 'COUNCIL Safe Use of Electricity in Industry WEDNESDAY AFTERNOON SESSION October 3, 1934 The session devoted to a discussion of the Safe Use of Electricity in Industry was called lo order by A. B. Campbell, Engineer, Edison Electric Institute. New York City, who presided. Chairman Campbell welcomed the delegates and then introduced the first speaker. Miniature Voltages for Portable Electric Equipment By JOHN M. STEWART Electrical and Power Plant Engineer, McCormick Works, International Harvester Company, Chicago The speaker said in part: There is a general belief among electricians and those in allied trades that voltage* of 110 to 220 are. not particularly dangerous and can produce fatal shock only under "extraordinary" conditions. A study of the annual reports of the department of gas and electricity of any city will show tlu: fallacy of this belief. . In Chicago during 1933 there were four deaths officially reported from 220 volts or less. There were five in 1932, five in 1931 and three in 1930. We have no means of knowing the number of near fatalities that were not reported. At McCormick works during the past few years we have had several cases where men were tied up ou 220 volts but were released from the circuit before resuscitation was necessary. There was also cue case where artificial respiration was applied for an hour before die patient was ih condition to be removed to the liospitah These cases were not in particularly hazardous locations. They occurred in shops, engine rooms, sub-stations, etc., and generally occurred in changing a broken bulb in an extension cord. The only serious case occurred on 110 volts, the current passing through the man from his right ear to his left hand. His ear was in contact with the frame pf the punch press against which rested a live conductor and his left hand was grasping an atr pipe. About fifteen years ago m one of our plants, a repair man inspecting the interior of a boiler received a severe shock from the 220 volt extension lie was using. His helper outside the boiler saw his predicament and freed him by pulling the extension cord. The chief steam engineer demanded something be done about it. The electrical engineer in charge decided to run an actual test to see the voltage at which a man could make his muscles function. Rough test apiaratu* was set up. consisting of a variable transformer, galvanized bucket, and a hand electrode. One side of the transformer secondary was attached to the water pa.il and the other to tbc electrode. The electricians were then invited to step up and try it. The subject grasped the electrode with h:s left hand ami endeavored to pick up a small 103 104 Twenty-third .lumuil Safety Congress--National Safety Council object Iroca the bottom of the bucket with his right lutud. The test was tried on four men, and the conclusions were that a man could lake only from 12 to 20 volts under these conditions and retain control of his muscles. We decided that six volts would be safe beyond question and adopted this as standard for such locations. Recently ue have held another relies of tests, a little more elaborate than those just mentioned, and covering 18 men. These tests were conducted under die super vision of S. \V. Johnson, M.D., whose opinion is as follows: The obvious conclusion of this series of experiments to determine tlie voltage at which unsafe, uncontrolled muscutar contraction takes place when an doctrical circuit is completed tlirough a wet contact is tltat, regardless of the general health of the man. anything over 12 volts is extremely dangerous. At that voltage, even those in the best physical condition complain of contractions in their hands, arms and shoulders which they could control only with real difficulty. ^ Jl must alkO be borne in mind that these tests were made with die patient ex pecting an electrical reaction. Certainly, where shock is unexpected, it is reasonable to assume that the muscular reactions would be greater and would include the normal defense reactions of pulling away from the source of the shock. Tills substantiates earlier rough tests and confirms the practice we lave fol lowed during tbc past 15 years, that all repair men working inside betters, man- botes, catch basins, sewers, tanks or other locations where a large area of the body may be exposed to ground connections, must use six-volt extension lights. The extension light equipped consists of a 50 or 75-watt 220 to 6 volt trans former. In boiler r*otns tlvcre transformers arc made a part of the lighting instal lation. and no other extension lights, cxcejit the six-volt, are allowed m the boiler rtMinr*. There i ver chance that there six-volt extensions might be carried to Mjcme uttier location *ml plugged into 111) or 220-volt receptacles, creating a serfcms hazard. If wmetinng more than stqicrvisioo seems necessarv to prevent this, a different type of plug and receptacle might be provided for this equipment To the repair men wlnvse work takes them in such locations as manholes, catch basins, fewer*, tanks, etc., we issue equijtmeut consisting of the same 75-watt 220- volt to 6-volt transdorjners. The extension is permanently connected to the 6-volt side with a standard receptacle cap on the 220-volt lead. This cap is connected to the transformer by not more than two feet of a satisfactory' heavy duty oord. `This makes it imitossthle for the transformer itself to be carried into the mart hole or catch basin, and it may be plugged into any 220-volt outlet without danger. Close supervision is again relied upon to sec that only these extensions arc used In such locations. The transformers arc made by a reliable manufacturer and sub jected to a sliop test of 1.000 volts between the primary and secondary coils. It may be iossible to obtain portable electrical tools which operate on voltages low enough lo be safe in such locations, but I do not know of them. Our practice is to use air-driven tools iu such locations whenever possible- If electrical tools must be used, wc see the tool and cord arc in good condition, the frame properly grounded, the circuit properly fused, and that a reliable, alert man is stationed outside ready to cut off the current should trouble occur. _ In 15 years of operation -with low voltage equipment, wc have not had an sect dent, and we are convinced that tins equipment is the best safeguard in such locutions. Safe Maintenance Work on Industrial Electrical Equipment By J. D. DONOVAN Superintendent of Maintenance, Central Alloy District, Republic Steel Corp., Massillon, Ohio The speaker said in part The problem of operating and maintaining high volt age equipment anil overhead electric lines from the standpoint of man-safety is similar to any other safety problem. It is peculiar, but true, that tire accident ordtnarilv occur* from wliat i* commonly considered to be a non-hazardous Situa tion : for the problem that present* the known hazard is very carefully thought out It is checked ami each situation full.} covered and preventive action provided. The Safe Use of Electricity in Indmtiy * 105 workmen themselves are highly alert during the process of the work became of its tmusualness. In die other case, where situations arc such tliat little or no hazard is apparent, the detailed checking may be either absent or lourelv i*ri.n uicd. and the workman goes into a situation in which he is either ignorant of tlve hazard, or if she hazard is present and it is apparently of a minor nature, there is lack of concentration on the hazard because U is a minor one. Naturally, one of the first considerations in safe niamti-iwuce work is in the original installation of equipment. By careful selection and installation of approved equipment, we naturally lessen maintenance ami the hazards which accompany it. Manufacturers of electrical equipment have done much to help iwUMt k<] safely hy incorporating safety features in their products. It is the general opinion that all electrical apparatus be enclosed and only authorized persons allowed to c*nie into contact with the cut rent-carrying parts. No open wiring is permitted. The electrical engineer in the steel mill- has a difficult problem because every' Pe of electrical apitfratu* that is installed must he dune m a manner that will permit ready removal in care of trouble. It must be ac cessible for inspection and repair*, and at the >anv time meet the safety require menls. Motors must be installed that tbc whole motor may be quick! y in case of motor failure. In connection with new as well as uM electrical installation, a very inqicrtatu safeguard is safety li>cks Too much imiK>rtance cannot be placed upon the con- scietttiotts use of safety lock*. Ha-ps for ?aicty padhteks arc now standard equip ment on low voltage enclosed safety switches The steadfast rule should be nuule that no mechanical or electrical repairs, regardio* of hov trivial, be made mile** each craft working on die job has placed a safety lock, locking the power feeder open on the switch. The list of accidents directly clurgeablc t< wuclje. tliat is. hums and shock? from contact with live parts ot switches, is a very long one. The list of accidents chargeable to unexpected closing of switch*- i- also a wry long one ami the results are usually more serious than from contact with jarts *t switches. The contacts may result in burns ot shock : closing tnu vjKctcdly may roult m rittmtug machinery over persons, crushing them between moving part*, entangling them in Rear* or belts and numerous other things. Some of tire burns from flashes arc on the eyes and it is not uncommon for the result to be total loss of sight. In working with electrical equipment, one all-important general rule should be rigidly enforced--open breaker and disconnects. All main oil switches should be interlocked with disconnects jo that it is imprts-jible to open disconnects without first opening tl*e oil switch. This interlock can either he nteelumically or electrically operated, or a combination of both To merely open an automatic oil breaker is not a sure way of preventing its closing. The normally operated discomieahig switches must be opened and either the cabinet enclosing them he locked or else the blades themselves be tied and locked out In this operation there is again danger of opening disconnects under load. This is eliminated by interlocking oil breaker with the disconnects, either mechanically or electrically, in order that blades cannot be opened unless the oil breaker is opened. On the smaller systems, where the smaller switches arc adequate, mechanical control through levers operated bv hand is perfectly practicable. In the large systems the main oil switches are so heavy a* to make manual control impracticable, and it becomes necessary to close and open the switch by means of electrical power This introduces in place of the simple direct tuind control, a more complicated electric circuit in which the storage battery, relay and trip coil arc the more im portant elements. Tire two most important advantages derived from electrical oper ation arc: 1, safety. 2, flexibility of automatic control. Through electrical operation only tew voltage circuits are on or near the conUul boaid which the ojK-rafor luimiles. All of the primary nr high voltage circuits are located at a distance from the operator, thus eliminating tire jMi<rihi!ity m the operator coming in contact with live parts in his routine work. Emergency switches are usually remote control devices and dioult! not be trusted to protect a man while working on equipment. Emergency switches are also em ployed as safety stop*. Here wc have the possibility of failure due to grounds, etc. 105 Tivcuty-third Annual Safety Congress--National Safety Council Such switches should be tried out daily if they are to be depended upon. Generally speaking, enser>;tiiL> switches should he inspected and operated at frequent enough intervals to insure then* positive ojraticn in event of emergency. The following tools should he available at all sub-stations for the safety of elec trical maintenance men 1. Disconnect poles of the various lengths required; 2. Disconnect lockouts; 3. Voltage indicators for testing high voltage lines and con ductors before applying grounds; 4. Ground chains and sticks, provided with clamp* iu insure ready and positive connection to ground. Each maintenance man should \>c provided with goggles, safety lock and belt as part of his persona! safety tools Careful insjicctivn of safety belts at regular intervals is important. Hand tools should be well selected and maintained to insure safety. Clothing and shoes should be watched carefully to avoid trouble. _ The clothing should be lry and free from excessive amounts, of flammable materials, it should also be as close fitting as possible. For line gangs doing maintenance work in wet weather, raincoats, lts ami rubber gloves arc important. Shoos should have good m*1cs |ro|*crlv fastened, as a loose sole is a dangerous hazard. Safety shoes should be worn. A safetv sloe for an electrician should be free from any metal mid should, f course, carry an insulated sole. Non-slip soles are very desirable. Aitnthcr item which should be insisted upon in all installations, is that of the narking and Uceing of switches, circuits and other equipment. The proper iden tification of *witches and equipment when clearing lines is imperative. The scheme of identification is a matter of personal choice, whether it be by number, letter, or Mtmc other symbol, but in any case a system should be followed that will be consistent throughout the plant. Identification markings should be distinct and plainlv visible so there is no possibility of error in selecting the piece of equipment that should be operated. Some plants employ a map showing the location even of ail poles and towers and give each u different number. This map is framed and placed iu different locations, especially in the sub-stations. The Hazards of Low Voltage Circuits By S. E. WHITING and G. F. TONKS Mr. Whiting Is Assistant Chief Engineer, and Mr. Tonks Is Louisville Resident Engineer, of the Liberty Mutual Insurance Co., Boston, Mass. This discussion will be confined to injury from electrical shocks, and the main consideration i* whether or not the shock may prove fatal ill its effect. A sec ondare concern applies to non-fatal electric shocks, in that they may cause dis turbance of jxrrsona! equilibrium and result in falls from overhead or into adjoining hazards of a non-electrical nature. It is true, also, tint, very rarely, a non-fatal hock of electricity will produce a prolonged nervous disorder that is difficult to treat We should like to confine our discussion to the particular question oF receiv ing an electric shock that proves fatal. We might say right here that because the death is not immediately fatal--that the victim makes some apparently voluntary moxement or even a few remark* after receiving the shock--is no proof whatever tltat he has not received a shock. Death from electric sliock is not necessarily instantaneous. Severity a Question of Dosage: Frintrk there were assertions by high authorities in electrical engineering that human beings could not lie killed on low-voltage circuits; at least, they could not l>c killed on HO-volt lighting circuits. Fortunately, this brow! denial is gradually lessening, due to further study of the subject and the accumulating statistics of fatal accident* occurring on low-voltage circuits. \$ with practically all other causes of injury, tlvc measure of electrical shock is oitc of dosage When we talk about "the voltage" of an electric shock we arc not describing the dosage with any accuracy We use the voltage measuring stick merely liecausc that is the only element of the dosage of which we have any knowl edge whatever in accidental electric shock cases. The electro therapist in applying dosages of electricity to the treatment of human ailments expresses his treatment Safe Use of Electricity in /admit v 10/ primarily in terms oi current or amperes flowing through the body and he also considers the time or period over which d*c currcut continues to flow through the body. Furthermore, lie considers very specifically through what s.miio.t of the body he will send the current to produce particular hodily reactions by mean* of electricity. Again, he use* different kinds of electricity hi respect nut only to voltage and current, but also In respect to direction of current flow ('whether m one direc tion or in periodically reversing direction! and also how- rapidly that direction is reversed per second or the frequency of tile circuit. We cannot go into these details at all but must confine outselvc* to the ordinary electric Utilization circuits; either the direct-current circuit now rarely used or the commun i> picul 00-cycle alternating-current circuit. Whether direct-current circuits or alteruatmg-current circuits of the same voltage ure the mere dangerous, wt do not know aim! practically we do net care because accidental electrocutions have occurred repeatedly on both of them, Th Tim* Factar: First, let us dispose of the time factor in the electrical shock hazard. Obviouslj, this i* highly variable. An extremely brief contact with a circuit means a corre spondingly small dosage of electricity through the hotly. There n, at least this merit to high-voltage circuits (such as 20,000-voits or !0U,0tXM-ofl0 that the person is quite likely never actually to contact the circuit wires at nil, since at these volt ages the electricity promptly jumps through the air to the body,--20,000-volts jump ing one inch between needle points and 100,000 volts jumping: more than 5 inches. Although an arc becomes established am! electricity continues to flow through the air to the body, the physiological reaction causes rapid muscular contraction that will usually draw the body away from the circuit. This does nut necessarily break the arc but, as the arc lengthens to hmeral feet or more, it is quite likely to shunt itself directly to a better path to ground and the victim is thereby released Believe it or not, there is apparently less danger of immediate death of the victim from these high-voltage shocks than iron* the relatively low-voltage shocks. However, there may be extensive body burns that will cause a delayed death din* only to tlie burns, or localized injury ot such severity as to require amputation, say of both hand*, because of the rapid destruction of heme and flesh by the intense ln.-at of the arc itself. > __ However, the point was in respect to the time factor in the dosage. Contrast the above with the case oi someone grasping in his hand 3 charged low-voltage device and the electric shock causing the same muscular contraction but iu this case producing an uncontrollable grip on the circuit, thereby vastly prolonging the time element of the dosage. Men have been killed by shock and drawn out A a boiler or tank still holding ontu the charged electric lamp socket with a death grip. This, we feel, is the explanation of the common phrase '`being hung up by the circuit" and we see no merit in the talk about ''electricity attracting the body" or "the current throwing the man across the room* etc. We can explain the very numerous varieties of gymnastics performed by anyone who receives a severe electric shock on the simple basis of an extreme nervous impulse to some groyp of body muscles. It is credibly reported that one woman of vigorous build actually broke a bone in her arm as a result of muscular contraction through a severe electric shock. It is good practice for electricians, if they must use their hands to test whether a low-vollage circuit is alive or not, to make that test with the beck of their, fingers and not with the front. Ht>we\er, we condemn tins practice under any circumstances The Current Factor; . The other element of electric dosage, the current strength passing through the body (which \vc may call "shock currcut"). has indeed some direct relationship to the voltage applied to die body (which we may call "shock voltage"). The layman is quite apt to confuse the real shock current with the current that is flowtrig in the electric device but not through the body. Thus, a low wattage extension lamp has less current flowing through it tliau lias a high-wattage lamp and they both take very much less than the current that is usually flowing tin email a motor 108 Twenty-third Annual Safety Congress--National Safely Council or through the copper bus bars on the back of a switch board These are all separate currents in separate path*. Tlic shock current is in a separate path of its own, ic... the human J>ody, anti it has no relationship whatever to the current through the lamp or the motor or the bus bar or wlalcver utiliiation equipment may be involved in an accidental shock. In fact, an extension lamp with the fila ment broken so tliat no current wliatevcr is flowing through the lamp may still give a fatal electric shuck by sending cut rent through die body. This apparent mystery to the Uvm.ui etui he understood if he will remember that lie can turn on or tun: ofF the lights in his bedroom without in any way wlatever disturbing the lights in his dining room or his electric refrigerator. Each and every lamp and motor takes a current that is controlled by its own resistance and its own switch. The Relation of Current and Voltage: Wo now have the jirobJein of what connection exists between the current and the voltage in any circuit because yon do not have a current flow without a voltage or flfctnanotivc-iorcc to cause it. Fortunately there is a simple relationship or law* lietwcen the two tlut was discovered generations ago by a contemporary cd such men a* fln'rani mid Volta and Ampere. His name was Ohm and the law is called Ohm'* Law; E ~R The *T` represents the current, the "E" represents the voltage and the "R" reprc^eiitv tlic resistance. Practically we can pin oi:V faith on Ohm's Law in considering any ordinary electric circuit whatever whether it 1>e an electric lamp or a motor or even the human body. Tire exact scientists will pardon us ior appar ently disregarding inductive effects on alternating circuits, counter electro-motive, forces in motors, electro-static dvtrgcs on surfaces and what they call "transient phenomena." \V< are talking about the business proposition of typical utilization circuits ami typical electric -li.^ck hazards Analogy to Ohm's Law: Those who liavc forgotten what llx-y were taught about Ohm's Law can recall it by {lie confessedly inaccurate analogy of a water pipe system in which the rate of water flow*, say. in gallons per minute, is analogous to tlie current: the water pressure iu |huimI* per square inch, to the voltage or electrical pressure, and the friction tliat impedes the flow of water, to the resistance. For Ohm's Law. the quantitative units are the ampere, the volt and the ohm, or: Volts Amperes -- ------- .Ohms You will pardon tins digression from practical matters but we have been forced to it because electrical experts themselves Imve at times denied the appli cation of Ohm** Law to the human body. On the contrary, we feel tliat its appli cation to the human body is the very key to a practical understanding of the low-voltage shook hazard. We have mentioned only the current flowing through the body itself (the shock current) and the voltage that is applied to the body (the shock voltage) hut. liecause- of Ohm's Taw, we must now consider the re sistance of the human body itself. Otlxtrwisc we cannot determine what the dosage or shock current amounts to. Very obviously, from the Law itself, ure would get only a small shock from a given voltage if the hotly resistance were very high but we would get a large shock if the body resistance were very low. Body Resistance Highly Variable: The body resistance is nothing that is very definite from the very nature of our anatomy. We can pass current through the right hand and out the left baud: in through the right hand and out the left foot; in through one loot and out the other: in through one hand and out through a large area of the body-- as by sitting iu net clothes inside of a boiler or taking a tub bull) without any Safe Use of Electricity in indits'ry 109 clothes on at all. \our common sense tells you that the body resistance will be different under these different conditions and you can also imagine that these different paths lor the shock current through the hodv tv ill also be different in respect to die injury the current may do to vital organs such as the heart or the nerves. If we sent current in and out between the two fingers of one hand, we would not expect to read: any vital organs whatever. The fact that the body i> a very complicated structure, when we consider it as an electric circuit having resistance. Is no proof whatever that it cannot he so considered, nor proof that Ohms I.a\v docs not apply. We arc talking as practical engineers and not as electro-pathologists Actual Body Resistance Values: W e can easily measure hotly resistance and express it in terms of ohms and this has been done time and again. We get a great variety of values ami con siderable variation under different conditions of measurement. Wr find that the hodv resistance varies from 100.000 duns or more down to 1,000 duns or less. When, for example, we take the measurement from lutml to hand, we find that an extreme range of values can he obtained depending on how good contacts we- make with our lumds on the testing circuit. Light pressure, drv skin urn] small areas of contact give very high resistance; heavy pressure, moist skin and large areas of contact give very low resistance. By Ohm's Law there is a corrcsixjutling but inverse variation in the shock current without any change of voltage whatever. It, then, you admit the question oi killing a person from rdectric shock is one of electric do*agc made tip of the two element* of lime amj shock current, you are forced to admit by Ohm's Law that the hazard depciuh not on!> on the voltage (to which, other tilings being equal, the dosage is diuutly proportional) but also on the apparently trivial ami accidental question of Ixxly contacts. We shall demonstrate this point to yon immediately but we wish strongly to emphasize the importance of U>c body contact variability since it is directly related to the practical problem of preventing low voltage*electric sliock fatali ties. One illustration will suffice. If you are sitting on your wooden office chair handling your dictaphone with dry hands, you nerd not worry aluut the fart that it is a portable motor-driven device that might become charged. If you are silling in a bathtub, you sliould most decidedly worry about handling any electrical utilization equipment wliatevcr,--although we admit if you do handle it, you won't perhaps worry about it very long. No Data on Minimum Lethal Desage: Unfortunately, Mr. Jacobs would nut agree to take any dangerous dosage oi electricity * amperes through his body. In fact there have been so few volun teers on this question that we do not know with any accuracy vviiatcver what is the minimum shock current that will endanger life. The legal electrocutions are not voluntary, but what is more to the point, no attempt is made to #5*c onlj the minimum Ictlial dosage of electricity. To make absolutely sure nf The exe cution. the amperage used in legal elccti ocutuwis is vastly mue than would cause death--5 to 10 amperes but for only a few seconds of time, otherwise dis integration of the* body would fx? produced. The path through the hodv is also chosen to make certain that sufficient current will past through the heart and the nervous system to cause what is probably Instantaneous death without any suffer ing whatever. In accidental electrocutions we never lutve any suck data, as to the current flow; that caused the fatality. Certainly it Is never rnough-to blow a fuse. Certainly every utilization circuit has a current capacity way 'beyond the minimum needed to supply a fatal shock current Electro-therapists measure llteir medical dosage* in terms of milhampercs. On 60-ryolc circuits or on direct cur rent ciicuits, we understand they never run over 10 to 20 milliampaes or a very vmall fraction of erne ampere which itself is the amount of current that will light, say, hii oidhiary 100-vvalt lamp. 110 Twenty-third Annual Safety Congress--^National Safety Council Why Shock Injuries Vary So Widely: . You can feel * current of 5 to 10 millsmpe-res. even painfully, and it is only iti this range of values that wo are making uur demonstration of actual cuxrent flowing through the body in showing you how readily the body resistance can.be varied from its safe high values down to its unsafe low values. Remember this is a range of proportions as great as 100 to 1 and hence the shock currents we get accidentally have an equally wide range, sometimes just making us jump or say "Damn" and other times knocking us flat, or, especially if we cannot let go of the circuit, suspending life completely--possibly forever, . (Demonstration of actual current through the Iwxly was made hy use of a Wcstmghouse Illuminated Dial Switchboard Type LX C. Vplunder of about 11,000 ohms resistance. This was connected across a 110-volt tl. c. circuit with two flex ible leads in scries with which the demonstrator could insert his body resistance Crum hand to hand. The Voltmeter readings varied all over the scale with verying contact connections to the hands.) Trivial Defects May Cause Fatalities: We now come to the demonstration on specific electrical equipment of safe and unsafe conditions and we do not apologize at all for the evidently kindergarten nature of most of our demonstration. The defects seem trifling, merely the con ditions that you have seen m use repeatedly without anyone being killed, but it is exactly these trivial defects that have often been directly responsible for electric shock fatalities on low-voltage circuits. If you arc doubtful on this point, wc shall not prove it for you but merely refer you to the statistical record of the N. S. C. Low-Voltage Electrical Committee whose reports have been published iu the Transactions of former Safety Congresses. Demonstration by Wired Robot: We are uot attempting to deceive you with any fake equipment which adorns Mr. Jacobs. Wc are merely using Christmas tree lights to demonstrate the pres ence or absence of a shock hazard on various types of normal and defective electrical equipment. We cannot use the actual shock current through the body because ft might be large enough to cause a fatality right here--- possibility against which, of course, wc certainly hope we have taken infallible precaution. " (A variety of drop lights and extension lamps with different type* of sockets and holders in perfect and defective condition were demonstrated! The method of demonstration was through use of an operator dressed in a- uniform upon which were mounted two sets of small Christmas tree lights, each containing eight 15volt lamps in series, distributed from hand to foot on each side of the body with insulating contacts for hands and feet and a midway cross connection between the two group* of lamps. The operator makes foot contacts with a sheet metal plate to represent ground and grasps the various devices in turn with cither hand. The lighting of the body lamps indicates the presence or absence of a shock hazard and the path of shock current through the body.) Lamp Sockets: Regarding lamp sockets in general, there is no need of concern over danger ous ihocks from them it suitable type of Uinji sokl cltulo: for oath locu tion where the lamp is to be installed. Rigid compliance in both installation and maintenance with the existing provisions of the National Electrical Code is ample and sufficcnt for safety. Thus, the use of brass socketed drop lights is forbidden by these rules m all locations wfvere persons can be grounded through damn floors, in basements, in bathrooms or near kitchen sinks or wash tubs. It will he understood, of course, that the normal brass socket does not have any charge on its outer shell, but due to failure of the shell insulation because of deterioration hy (tain|me$!>, etc., or through careless wiring of the socket, such external charge can develop. Brass sockets arc used extensively also on ceiling fixtures, wall brackets and Safe Use of Electricity in Industry 1 rigid cnodnit drop light*. They are entirely *afc tor such installations if, as usual, they are in metallic contact with the fixture or conduit support and the latter is grounded. Extension Lamps: ' Sockets are also used for extension lamps and since these are of a jorubk nature they should always be of the positively sluxk-prool type since they may be used at any time in grounded locations, and furthermore, they are usually grasped firmly in the hand. The lamp cord itself is also important The ordinary braided and twisted lamp cord is forbidden by the N. E. C. Rules for such service yet there is widespread neglect for this rule because anyone can purchase the material* for extension lamps from hardware stores ami apply them with no knowledge whatever as to official restrictions in such use. So many persons have already been killed from the use of sub-standard extension lamps (lut this danger need* n>or<j thorough advertising than it lias received. It is evident that extension lamps (both the socket itself and the cord or cable) are subjected to unusually severe exposure and the depreciation factor alone fully justifies the slightly greater ex pense of using only approved equipment for extension lights, The practical solu tion lies in the exclusive use of iion-breakable nou-mctallic sockets or substantial insulating lamp holders (Sample1? of such equipment were ikmonstratcri ) Stationary Electric Equipment: Electric utiliaatioti equipment that is jwmanently set up in one location or so-called "stationary equipment" requires not merely the protection at coincide enclosure of all current-can yiug parts sue!) a* switch blades, motor terminals, fuse cut-out clips and starting box connections but there should be also adequate protection against accidental charge developing on the dictating parts themselves. Indeed, it is more important perhaps that the casing of a starting compensator be protected against charge than that the knife blades of a main switch should be enclosed by substituting the so-called "safety switch.1' The visual eviikmce of copper metal on the open knife switch togetlier with an obviously insulated handle with which to operate it is a wanting that is usually respected whereas the deadmetal 1noidle of an oil switch or a compensator starter appeals entirely safe to handle in spite of the fact that unless equipped with a protective ground, it will have an electric charge on >t if the interna) insulation has broken down or hst* been bridged across hy a metallic dust deposit or for other reason. .The investi gations made by National Safety Council above referred to would seem to indi cate that there have been more actual deaths on the modern enclosed control devices of low-voltage electrical equipment than from the old type open knife switch, altlwufih this is partly due lo much greater volume of exposure. Dead-Metal Grounding: " The standard method of protecting against shock from accidental charge ul dcad-metal iiarts of electrical equipment i& their permanent connection to ground, to carry off any accidental charge and protect the operator. This applies to all such equipment within reach of persons when standing at floor level and is fc-ar- licularly important, from the shock standpoint, when the floor is damp or other wise conductive. Examples of such locations are all bare ground and basement floor* m general; all plants at any floor level where the grounding of the op- Tutr*< fret can b produced thr-oufth rneta! wot operationii, or tra. \ (riving chemicals. I his permanent protective grounding of dead-melai parts should apply not only to the necessarily handled starting equipment J>*h also * frames of motors on or near floor level and to all exposed transformers, cutout boxes and dectric conduit. It is true that all conduit is required by the rules to he perma nently grounded whether exposed or not. from the stand\>omt of fire Hazard. Thi* is obtained by metallic continuity through screw couplings taiween lengths of con duits. firm damp connections at metal outlet boxes and final connections to ground through conductors usually at service entrances. The best grounds arc onto water pipe*. If ilie conduit system also makes up metallically into the starting devices, protection of the latter through grounding is attained but repealed instances arc 112 Twenty-third Annual Safety Congress--Nalnjnnt Safely Council noted of isolated lengths of conduit with breaks in this continuity. All such breaks should !>c bridged by a ground wire jumper connecting through standard ground damps carefully installed and adequately maintained from the electrical standpoint. There have been accidental electrocutions from failure to maintain a mere 10c ground clamp! No safety inspector should pass up any installations of a starting compensator where the wires enter it by jumping through the ah a feu inches frexn the free aids of a conduit installation; this gap should be bridged by a ground wire. This oversight also luis been responsible for fatal electric shocks. Evidently H any conduit system is to serve this important function of protective grounding, it must Ik a thorough job m itself, properly maintained ami tested for continuity. Portable Tool Grounding: . General slationary equipment is usually satisfactorily protected against shock or it can be very easily made so. With portable motor-driven tools and machines the practical problem is more difficult and expensive but the shock hazard itself is greater than from stationary equipment because jfOrtftblc equipment from its nature is used in all sorts ot location, some of which are hazardous. That the hazard from portable electric tools and machines is an important one is shown not alone by the single fatalities happening from time to time. It is further emphasized by such records as two men being kilted Ju an automobile IkkIv plant at the s^nic time by the same unprotected electric drill; both men having'their hands on the drill while one was teaching the ether how to ojntratc it. It is again emphasized by the record of an clcctric-drivcn coal loader in a retail coal yard which killed three men m the same accident; these men were all pushing the loader along damp ground at the time. The general answer is the same as for stationary equipment and for portable lamps. The cable feeding the portable tool should lie of the highest grade of wear proof mechanical ruldier. Unless all cx|ot>cd metal parts of the tool can lie cov ered with reliable insulation (and this is only practicable with extension lamps), these metal (tarts should be reliably grounded. Special Problems of Grounding Portables: Smcc the equipment is portable the protective grounding wire must also be portable and this means a three-wire cubic fur single-phase equipment and a fourwire for three-phase equipment. This mere change in cable is itself highly ex pensive to a coal yard, for example, that has hundreds of feet of high grade cable already in service but lucking the protective grounding wiring. In addition, to make tl*c equipment dependable, it becomes necessary to have every service outlet, from which the jiortablc tool might lie used, of the special type which provides an additional polo for grounding on both the plug and the receptacle. Makeshift ground wire chimps onto conduit might !>c substituted tor the special plugs and serv ice receptacles, but Ibis is not dependable because it is neither automatic nor certain in application. With large portable tools used at only a few locations the special service out lets are. of course, financially feasible. There remains, however, the small electric drill that can be serviced from any tamp .socket foe which a finattriaHv acceptable solution has not vet been developed. Theoretically, so-called '`polarized wiring** might be one answer, the neutral or grounded side of the socket itself being used with polarized attachment plug to ground the dend-meta! parts of the tool. This solution vainn.it be applied to existing wiring tlial is not |K>lari/.vd and it lias the further inherent objection that any accidental break in the neutral cbcuii wire places a charge on the casing of the tool, even Ircforc its insolation has broken down. fA demonstration was made of typical portable electric-drhest equipment with and without protective grounding. Two points were emphasized. Unless protected, the equipment continues in full operating condition, even after its insulation has broken down and caused a lta^arrlous clwirgc on the dead-metal part* so that the user tfi given no warning of danger. Unless protected, the charge itself reside*, on the entire dead-metal structure that is motor-driven, entirely regardless of it* shape or extent of mechanical dimension*, thus indefinitely extending the exposure, possibly to seveial persons simultaneous!v.) ADJOURXMF.NT T IF NTY-TII IK V A NNV A /. S A /* /: 7* V C O N u R li S $ NATIONAL SAT FT V COUNCIL The Injured Worker WEDNESDAY AFTERNOON SESSION October 3, 1934 The scssiou devoted to n discussion of The Injured Worker was; called to order by Dr. C. H. Watson, Medical Director. American Telephone and Telegraph Com pany, New York, and S'icc-ihcsnknt tW Health, National Safety Council, who presided. Chairman Watvni wclnmud the delegates, and after briefly -stating the purposes of the session, introduced the tir>t speaker. Physical Therapy in the Rehabilitation o the Injured By JOHN S. COULTER, M. D. Member Physical Therapy Council, American Medical Association, Chicago Physical therapy is the treatment of diseases or injuries by physical agents such as heat, light, massage, water, exercise and electricity. Everyone is discussing mctliods to reduce the cost of medical care. Physical therapy is doing much to solve this problem by shortening the temporary and reducing the permanent disability from disease and injury. We are also trying to kccs> down tire cost uf administering the required physical therapy by using home made apparatus and instructing the patients and members of their families to aid us by using; beat, massage and exercise at home. The following aiu some oi the common conditions in which physical therapy is known to be of definite aid in the rehabilitation of the disabled. Chronic Rhenutalistn or Arthritis. 'Hie American Committee tor the Control oi Rheumatism states: 'The disease chronic arthritis prevalent in all temperate zones, represents one ot the most important if not the most important of existing social and industrial handicaps.** Pemberton, chairman, ot tins committee, says that phys ical therapy has probably nearly as much value in die treatment of arthritis as anv other at our disposal. As it would be impossible to consider the use of physical agents in chronic arthritis in a short paper, it is desired to Hluntrate here certain important principles of thtir use in this diacaM-. TIioMt piincipies ate. that physical tlwrapy should he prescribed by' a physician, often administered by him; and never turned over to a technician with indefinite directions The best physical agents to use arc the simplest, cheapest and ino^t easily obtainable. i. e, heat, water, massage, rest and exercise. In arthritis the application of external heat both locally ami systvmkaliy iias an extensive and varied application. While in the ltospftal an electric lamp Imker (1) tor the application of radiant heat is left in their room, am! when they go home one is oflen sent with them. They use this form of radiant heat over the affected jiait for lwtf-Jsow periods, one to six times a day. U3 U4 Twenty-third Annual Safety Congress--National Safety Council In addition to this local heal the application oi heat sysiemically is of value. There has always been a popular belief in this application of heat for elimination, but Fi'iiibcrton believe* thi* has only a limited value for this purpose. Some of the other effects of the exposure to heat have a definite value in the treatment of arthritis These arc tlie increased circulation and metabolism induced. These effects are increased if following the general bake or hath a Scotch dooclie is given. In the use of water m treatment of arthritis die Scotch douche and cold shower after a bake furnish a "metabolic and circulatory whip" if properly used. Where the proper apparatus is not available a full wet pack is a valuable substitute. For home use again the patient should be given definite instructions. (2) We do noi use contrast baths, because wc found that in giving contrast bathsone minute in hot water and one-half minute in cold water---wc reduced the pci 1phcrid circulation instead of increasing it, as shown by direct observations of the capillary bed at the cuticle of the nail under the microscope. The effect of massage in arthritis is to open vascular channels and increase circulation. If this is so and there is a deficient circulation to these joints, it must follow that massage must be given at frequent intervals. For this reason we Iave our patient* bring in some interested rncmbvi of the family for instruction in the use of heat, massage and exercise at home. The details of the technic of massage arc given in the Handbook of Physical Therapy issued by the Council of Physical Therapy of the American 'Medical Association. If chronic fatigue is one of the chief factors in all arthritis, certainly rest is oue of tiie niost important agents in the treatment of the disease. Swann stales that fatigue is not only a subjective symptom hut the physical signs of it are also present, for example subnormal morning temperature, poor pulse, vasomotor insta bility, low blood pressure, lowered metabolism and poor muscle tone. He believes that fatigue of this kind is due to disturbances of the normal physiology of the organs in the thorax and abdomen, and has its effects chiefly through the circula tion and sympathetic nervous systems as is shown by cyanosis of the lips, cold haml* and feet. localized blanching skin changes and deranged heart action. Rest should be prescribed with as nmcii discrimination as any drug. Usually the rest should !>e in bed for certain periods dally gr continuously. At first, after each meal a pillow is placed under the slioulders. the hands are placed under the head, and a pillow is placed under the knees. Tin* raises the chest and abdomen, hyperextends the dorsal spine, flattens the lundiar spine, and result? in abdominal breathing with better use of the diaphragm. After a half hour the face prone position is taken ami radiant heat is applied to tlie spine to stimulate spinal circulation. These periods arc given after meals whether the patient is in bed continuously or ambulatory. If continuously in bed these periods are continued until exercises and proper supports enable the patient to continue thi* correct position when up. He is then allowed up for increasing periods. Rest is also an important agent in tlie local treatment ol the affected joints. This rest should be in a position tliat is the best adapted to prevent strain or con tractus c, thus preventing deformities. - Exercises in arthritis are important to correct and atone for faulty mechanics and nmlnosturc, locally to prevent deformities and to increase the blood supply to the joints. Atrophic arthritis is more common m the thin, sloop-shouldered, fiat chested and relaxed abdomeued person. Their muscles are weak, their chest is narrow, their diaphragmatic excursion is small, their abdominal viscera is sagged and tlie weight bearing lines of their joints arc not true. These bad body mechan ics can be corrected by proper exercises and postural rest periods; and it is inevita ble tlwt there should be some improvement in their cases, if there is more room in the thoracic rage for heart and lung action and if the diaphragmatic pump ean be set working again on tlx- abdominal veins ami viscera and if the joints can have their normal weight bearing lines restored. In hynertrophic arthritis the same prin ciples apply to correct faulty body mcclmnics. It ustntlv occurs in older people, and tlie remodeling is harder, but there is usually less to He done. ' Again, the patient and some interested member of the family are instructed in the use of body mechanic cxeicises, Tfwse instructions are on mimeographed The injured Worker 115 sheets. (2) The exercise program of every chronic arthritis ea*e should be started with body mechanic exercises. These exercises are based on the development of a firm flat lower abdomen. The importance of posture and body uKUmmi: cxeicises cannot be over emphasized in the treatment ot arthritis. For local joint conditions during the acute stage, deformity must be prevented by rest In proper supports, but painless active motion i* encouraged These jn;nt* should never be manipulated by passive exercise, for swelling interferes witlr the circulation which is already poor and trauma is done to the diseased tissues. Alter the acute stage las passed, joint motion must be restorer}. Here again exercise is given on prescription by the physician. There should be a mimeographed sheet oi exercises lor each joint by which tin; physician can indicate the excr.ist-i- to he used. (2) The best result in the restoration in stiff joints following chronic aithritis is not from passive movements but by the gradual use of these joints by di rected exercise and occupational therapy. Exercise for a single joint is monotonous, but this exercise given by an occu pation with a definite object in view make* the patient forget tle exercise by think ing of the task to be finished. fractures. Wilson recently said tliat physicians who are experienced in the art oi physical therapy consider it absolutely ttidispero&blc in the treatment of fracture* It is believed tliat physical therapy in fractures must start early ami that the surgeon and, the physical therapy dej*artment must cooperate. Our principles fur fracture treatment arc: 1. Splint them where they he. 2. Early and complete reduction. 3. Splint the part so that the greatest amount of joint motion will be permitted without disturbing the position of the fragments. 4. Immobilize the joints requiring it in the most favorable imsition for recovery of function. 5- Avoid dependent positions and use elevation when necessary to increase effect of heat and massage and thus maintain normal circulation. 6. Start heat and superficial stroking massage early. See table m Handbook of Physical Therapy for the time to start. 7. If rigid plaster-of-paris casts are applied, remove the whole or part as soon as possible for heat, massage and mobilization. 8. If the fracture is treated by traction and suspension, heat may l*c applied several times a day by a baker in the patient's room; and motion can usually lie started in some joint of the immobilized extremity. 9. Use under water exercises in a tank (1) early in spine and leg fractures. 10. Early substitution of light protective splints or walking calipers for fix* completely immobilizing splints. 11. Instruction of patient and some member of his family to give heat, massage, exercise and occupational therapy at home daily or twice daily, when the patient leaves tlie hospital and have them report to the physical therapy department twice or three times a week for continued treatment, 12. When reporting to the surgeon and the physical therapy department for treatment these cases should tie given some form of heat, massage, electrical muscle stimulation and exercises. Fur electrical muscle stimulation a sinusoidal faradir coil may be used with a sliding core (1). For exercises wc use mimeographed sheet of directions (2), one for each joint for home use, and in the physical therapy department wc use home made exercise apparatus (1). 13. The surgeon cheeks these cases at least once a week, and finally discharges them. 14. Little apparatus is necessary to give physical therapy m fractures. Heat appliances caw be made (l). Exercises can be given without apparatus, see sheets for directions \2) or the apparatus can be made by the local carpenter as we use at the I. C Hospital (1). 15. Physical therapy for fractures must be given under the direction of a physi cian trained in the art, and a well trained technician. Joint Injuries. Moorhead recently staled tliat the early and concurrent use of physical theiapeutic procedures m the treatment of acute joint injuries insure* an earlier and more complete restoration of joint function. Preservation of joint tunc- llO `Itoenty-third Annual Safety Cunoress--Aulioual Safety Council lion alter a joint injury or operation is uinr oi the tuimi>ooc?.t and jikmI difficult problems in surgery. Our use oi ])Jiv>i<ral therapy in varum* hospitals has proven Moorhead's stuicmuiL It is believed that in ti* ajiplicatiut; vi beat one oi the most use'll] appliances is a ubiil|K*ol hath where tlc jart i heated wrili IkH water and Kciilly nassaj|d with the air bubbles and uiitlv circulating water. This also can 1* rm<le by a local plumber (.1). In the after treatment m' injuries to weight bearing joints wc Use a lank lor early underwater exercise* tli. it is, surprising l*ow joints that are too painful to be n>oied in any fashion can be txroved by the jwiticnt in water. Again heat is applied several time* daily with a baker, and the patient or some rnenilwr of hj Uinily L tauyht the u*r of and exer cises at 1ionic and given definite mimeographed direct i<.m> In the early exercises of weak and pamiul joints by the patient if a tank is not available *e use exercises with the patient lying and the limb excici>cd on a powdered smooth board or card Itoard to eliminate tlc weight of the limb. This enable*; a weak muNele to work, which could not do su if ii had to lilt the weight of tin: limb. l\rtphcial AVrt'c Lesions. Feriplicral nerve iesiuti* are comparatively rare in juries, but when they occur physical tlierapy plays an important jiart in the treat ment. Again the coojicratirm of the surgeon for directive splinting is absolutely essential. Also heat, gentle massage, and muscle reeducation can be used by any nirgnin in any place. The muscle lecdwcatvou exercises my-t be tanjtht to the patient so that at least four times a day lie will do the** exercises front five to ten times. We also use electrical muscle stimulation P> )>rcvcnt atrophy and fibroris, to increase nutrition and to conserve the fnnelkml capacity of tl>e paralysed muscles until sufficient ncivc regeneration lias taken place to ixrtmt acuvr muUoo. Many expensive types of machines for ibis electrical mutcfe rttniulatkat arc brinz sold but tire only requirement of electrotherapy is tlut it shall i*oducc a cootractiun of the [laialyaod muscle. Obviouly, this cannot be brouglit about by with faradic current, as the duration of eadt shock U tx> d^urt in relation (< the changed chronaxia of the nerve and muscle. Pollock reccttlly stated that the contraction of a muscle resulting from stimulation by an interrupted galvanic continuous current s as useful as that produced by any other tyjx* of galvanic current. Therefore a dry cell battery with electrodes and an ap)*aratus to interrupt the current are all that arc necessary 11). Hums. Ulair lias stated many limes that for extensive burns of the body and extremities the combined use of the saline Iwth uixi dry heat is most efficient for cleaning these wounds surgically in ]iv]>araii<*n for skin eratting. The patient is placed in a warm salt bath (up to 5 jtcr rmt sodium chloride) tor one to three hours a day, and tlxau lies nidioul dressing on a Bradford frame with electric lights above to supply warmth. For the scars following hunts the v.hiri]oot lath, ultraviolet radiation, massage and exercise arc used. In conclusion it is again emphasized that the cost of physical therapy to the physician can be decreased 1v the use of hmne made ajqiaraJus arsd the cost for the patient lessened by using it at home under careful directions from the physician. Footnotes: (1) Construction plans can be secured from the Council on Physical Therapy oi` the American Medical Association. 535 NT. Dearlxnn Street. Chicago. (2) Directions will be furnished on application to the Council on Physical Therapy . Emergency First Aid to the Injured Worker By W. R. REDDEN, M. D- Director, First Aid Service, Hew York Chapter, American Red Crows. Inflexibility is the first sign of senility and nxisl jieopie die of mental sclerosis long before artcrio>clerosi sets in. raises blood pressure-hursts an artery and rings down tlse curtain on life. Fixed ideas begin early in life and their accumulation creates one of the greatest barriers to progress just as truly in industrial safely as in tlie life of the individual. The Injured Worker n; I know of a number of men who still use a set oi seven old fashioned razors, one for each day, instead ot using the modern safety razor, winch is fully as cthciivc and far safer. I know of a business man wlio has never used a fountain pen because he vvou.J not bother to fmd out that nsoderu fountain {tens save time anil h> idler. There arc still many industries that do noi know the safety value of first u->d training* Fur some reason they have developed a fixed idea about first aid su that nothing can penetrate their minds. However, industrial grutqvs that Itave actually tried first aid training know that it is one of the best safety education devices available, and that properly administered first aid on the spot reduces lost time, severity rate and the tost of accidents. The best assurance that tile injured worker will be gheu effective first aid i& lo supply adequately trained First Aiders will) unit first aid kits. ixi>cricncc ha* demonstrated that kits furnished with uuifonu sized package*, delimited m variety and quantity to meet the needs of the particular industry, arc most ccouoimial, most fool prooi, easiest to handle and most readily kept up. This form of unit kit is readily obtainable from supply houses that specialize in first aid equipment. What are some of the results noted from the liaudiing of the injured worker by the First Aider with a kit: Infectious among injured employees have been so strikingly reduced that tl>c c;ot of training and first aid equipment have been trequetitly reduced to the vanishing IK>'nt. _ For example, during many years the New Yutk Telephone Compijny had from 25 to 35 infected cases among employee!* in die field who were often far removed irorn medical care. During the past ten years, since the employment of first aid kits by trained First Aiders, only two or tmec infected cases have occurred in periods of two or three years. This report covers groups of workers whose work takes them far afield anil cm jobs which result in a va*t number of injuries that break the skin. It is the prompt first aid treatment with moper equipment by trained First Aiders that stops infections on the spot, before the microbes have a chance to nettle down to raising families to the tune of millions or billions. The recent experience of the United States Leather Company is one for the book in the reduction of infections in various plants. Prior to two years ago none of the plants had a medical, nursing or first aid service. Tlteu the company developed a program of first aid training throughout the plants. This was fallowed by the pur chase of first aid equipment, the. establishment of first aid rooms ami the use of the best First Aiders to take charge of the first aid work. I-ast October one layman in one plant reported die treatment of about 1,800 in juries, that broke the skin, without a single infection. This happened in a plant which had such a high rate oi infected injuries that the insurance company made it clear Out something mint be done to dean up the situation It is clear that with sterile dressings, a safe antiseptic'and the proper application of both at the time of injury, infections can be reduce! to the vanishing point, even tn a tannery where infections arc the most common type of injury. How let us turn to the problem or luoxlhng the injured worker with improvised equipment- "WixMi is a First Aider not First Aider"? calls for only one answer: "When Ire has to have a first aid kit to lutndle the injured." Every employer should be as much concerned about injuries that happen to his employees "after the whistle blows*' as bciore the day's work is done, for the loss of a worker, irrespective of the time and place, is still a loss which requires read justment to Josep the machinery running efficiently. But. employees do not carry first aid kits in their hip pockets, hence most extra-mdustriannjuries must be handled without formal first aid equipment. Nor is the problem limited to the after-work phase, for accidents m the stious lwppen frequently when no first aid equipment is at hand. Therefore, the life of the injured worker may depend upon the ingenuity of the First Aider. I.,et us consider a few types of injury lliat can be Jrandled without equipment: The injured worker has severe bleeding, which may kill or may increase shock which turns the tide in favor ot death. Any First Aider knows that he can plug the 118 Twenty-third Aauttal Safety Congress--National Safety Council wound and apply pressure to stop bleeding, if it can he stopped by first aid methods. He also know* that on tlw bead and the extremities there are places along main arterial lines at which he can stop bleeding by manual pressure without using a tourniquet. It a tourniquet k needed he uses a belt, a necktie, a woman's stocking, or any other article of clothing which can be tom into strips tong enough to en circle the arm, leg or head. The pioblcm of fractures is readily handled ou the arm, wrist and ankle by the use of the ordinary one cent wire coat hanger applied with pieces of shirt, ties, gar ters or stockings. The broom handle, mop liandlc or carpel swcei>cr handle all make excellent splints for broken legs; and the ironing board can not be beaten for handling a person with a spine injury, for it acts, not only as a splint for the back, but also as a stretcher. A Western Union safety engineer declared to me recently, that the coat hanger splint gave him the best Idea he had had about improvised splints among employees of his company, for. said he. "Our line men always have plenty of wire with them and it is a simple matter for them to do a bang-up job with wire in case of a fracture." Broken ribs simply require compression of the whole chest, which is readily accomplished by tightening up the vest or shirt of tlio injured person bv pinning tucks m tliese. either in back or at the sides, as the victim exhales. ' A broken jaw needs only a garter and a tie, or two bit* of shirt to hold the jaw shut. Slings for injured arms are improvised readily. The coat sleeve, the shirt sleeve, or waist sleeve, is pinned to tlie material on tlie opposite skle. high up on the chest, or the fund is inserted above the last button of the coat, vest or shirt. Bandages for use in the application of dressings to large areas, such as tlie chest, lower trunk and arms, arc easily made hy using the underwear where it is. but ap plied more firmly hy taking in tucks at the sides or at other favorable places. The shirt sleeve is flic easiest bandage 1o apply over a dressing for the ami. just as a woman's stocking is the best sort of bandage 10 hold a dressing on the Whole leg A man's sock docs nicely for a foot and lower leg or ankle bandage. Tourniquets are easily made hy using garters, suspenders and belts, to say noth ing of a woman's stocking which lias length, strength and flexibility. Get away from the idea t!t bandages must he white. Anv material snav be used. For dressings, clean handkerchiefs arc safe. Above all things, don't fool yourself into thinkme that you can make any cloth more sterile hy flaming it. as is suggested hy some First Aiders. That is pure Imnkum foisted onto the public bv those who know nothing about wliat it takes to kill germs. * If you have available a flat iron, say. in tlie liome, tlie quickest way to get a safe dressing is to wel a cloth in tap water, then iron it as you would a handkerchief. Again, the color makes no difference. __ For handling small puncture wounds, simply force the wound to Weed by a milk ing jtresMire toward Uk wound. This will force the blood from the wound, and even if there is only one drop of Wood it is worth more than anything you put' on the outside, for live blood is the only thing on the inside pushing out. Fut no dress ing or antiseptic on a puncture wouticj. for there is no hole there, since the injured part Itas dosed down, or has filled with blood and injured cells. Large materials thrust into the body-head, chest, abdomen, legs, arms and feet-- sliould be left in place for the physician to remove, for the knife. large splinter, spike, or other material acts as a plug to prevent bleeding. Tn like manner, a real First Akfcr. should he able to Handle any emergency with improvised equipment. Before closing. I shall present a new first aid approach to handling- fractures of the leg. especially the thigh. In 1925 Surgeon General Ireland of the United States Army, told me that dur ing tfe World War our soldiers were dying at the late of about 75 per cent, among those with fractures of the leg. Reason: bleeding and sliock from increased pain as simple fractures were com pounded when the victims were jounced and bounced in ambulances a* they hurried to front line stations and more remote hospitals! Then Genera! Ireland secured the best fracture surgeon he could find in the country, put him in charge of training one The Injured IVorker 119 thousand picked laymen in the application of just one splint: live TIkh;s. vdint de veloped by a British surgeon at the time of the Frauco-Prussian War. Result: When these trained laymen began to do their stuff among the wounded American troops, mortality from fractured legs was reduced from 75 per cent to 17 pgr cent--a jetoed to be proud of in any pltave of treatment. When I related this to a British World War medical officer, lie gave me the fig ure for the British Aim), as follows: before the use of the Thomas splint, mortality for Iqj fractures was 82 per cent, but alter the trained laymen go! busy this w ?r> reduced to 12 per cent. Now. the American College of Surgeons lias developed a splendidly coordinated Fracture Committee with a National Director ami local committees in all the impor tant cities. Their chief function is to teach the general practitioner the most modern methods of handling fractures, ami to devise methods for giving the best immediate treatment to people with fractures. Already every ambulance in New Vork Cits is equipped with Thomas sprints, and interns and ambulance attendants are trained in their application at the scene oi the accident, instead of waiting until lire victim reaches the hospital. Object: There arc two things essential in the immediate treatment, of a frac ture: fixation or immobilization, and extension or traction. Traction is the most important treatment a First Aider can give within the first thirty minutes, ior trac tion relieves pressure of fractured bones on soft tissues and thereby reduces pain. A well-known surgeon in New York has repeatedly told us that the treatment of a fracture within the first thirty minutes, constitutes the most important phase of the total treatment. Learn what to do in an emergency! Learn how to use formal first aid equipment! Then use vour imagination iti the use oi anything at hand in the treatment of all types of injuries, THIS IS REAL ITRST AIP APJOLRXMEXT TWENTY THIRD ANNUAL SAFETY CONGRESS N A T l 0 N A L S A / B T Y C O U N C / L Why People Fall FRIDAY MORNING SESSION October 5, 1934 Tbe joioQ devoted to a discussion of reasons Why People Fall was called to order fey C T,, Wilson, ot the National Safety Council Staff, who introduced Mr, E. T. Lhirire, Educational Director, Hamlin & Co, New York City, who presided. Aiter cordially welcoming: the delegates the first speaker presented his paper. Why Do People Fall? Do They Slip, Trip or Stumble? By JAMES L. GBRNON . Director, Division of Inspection, New York Department of Labor, New York City Tbe speaker said in |>art: It is not generally known that falls of persons in industry in New York State cause more deaths ami permanent total injuries, cost more money, and are more numerous than injuries caused by all mechanical apparatus, including elevators, hoists, and conveyors, used in all the industries ol the state. No doubt thi* is also true of other industrial states. The more carefully wo study the subject of falls, the more wc become conscious of how limited is our knowledge as to tltc basic causes of these injuries, and how meager is the preventive information we am imparting to the public ami those engaged in industry regarding the hazards of this type of injury. Slipping and tripping are in a large measure the basic or contributing cause of most falls, and there arc many instances of tripping ami slipping which do not result in falls, hut cause painful and costly injuries. _ Let me give you some figures on the number and cost of corujuinsatcd accidents by chief causes in New York State during 1953. 1. Handling Objects and Tools: Total numl-er of cases 27,320. total compensa tion $5,392,165, total weeks of lost time 581,742; average compensation per case $197. 2. Falls of Workers: Total number of cases 16,227; total compensation $7,120, 832; total weeks of lost time 563,737; average compensation per case $439. 3. Mechanical Apparatus: Total number of cases 9,03.1; total compensation $3,422,979; total weeks of lost time 284,020: average cominrn&aticn per case $379. 4. Vehicles: Total number of cases 7,043; total compensation $3,959,967; total weeks of lost time 397,433; average compensation per case $562. 5. Falling Objects: Total number of cases 3,564; total compensation $1,554, 323; total weeks of lost time 133,878; average compensation per case $436. 6- Dangerous and Harmful Substances: Total number of cases 4.113; total 121 122 Twenty third Annual Safety Congress--National Safety Council cori)s*rus.atKm paid $1,424,796; total week*, of lest time 141,129; average compensa tion per case $346. 7. 'Stepping Oh end S'Itil: i>ig Objects: Total number of case* 3.716. total com pensation $588,259; total weeks of lost time 46,487; average compensation per ease $158. 8. Other and indefinite causes: Total number of cases 3,473; total compensation $1,210,837, total weeks of lost lime 110,333, average compensation per case $349. The totals were as follows: Total number of eases 74,487; total compensation $24,674,209; total w eeks of lost time 2,058,759; average compensation per case $331. There is cuusidei able kiguiftcaiice in tltesc figures when carefully analyzed They indicate that the group of injuries due to "Handling Objects and Tools" is the greatest in number of cases and second in total cost qf compensation. The group 'Falls of Workers'' is second in number of eases but first in total cost of compensa tion. The group "Mechanical Apparatus'*, including elevators, hoists, and conveyors, is third in slumber of cases but fourth in the cost of compensation. "Mechanical Apparatus" was responsible for 12 per cent of the total number of cases and 13 per cent of the total cost of compensation. "Falls of Workers" were responsible for over 21 per cent of the number of cases and over 28 per cent of the total cost of com pensation paid. The human body when functioning properly is a complete demonstration of bal anced mechanism, more marvelous aixl more delicately stabilized and coordinated than the finest watch or machine. This is especially true of the human foot as a part of this wonderful body. The watch or machine performs merely the same movement again and again, while the human body, and particularly the fcot. must perform thousands of varied actions or movements, each requiring an instantaneous adjustment of the entire mechanism, and must do all of this under tremendous stress. The human body is nut of all proportion architecturally to the narrow base formed by the feet. Equipoise depends on the perfect coordination of the nerves and muscles, am! the correct control of t!*c lever-like bones, fulcrums, and shifting surfaces of the feet Unbalanced feet mean unbalanced posture, and unbalanced posture means muscular strain from crowu to heel and toe when the body equilibrium is disturbed. An erect carriage can be maintained only by the constant compen sator}' effort of the spinal muscles. Soon these muscles become toxic with fatigue when subjected to improper stress and strain. Dr. John Martin Illss, a leading autlmrity of the country, claims that "three persons out of five in tto United States suffer from some form of foot trouble. Thirty pet cent of these wince from broken arches and bunions. We are in truth a nation of cripples." You will iso doubt recall that in 1918 ever 30 per cent ot those in the army draft had defective feet, and apparently men have not improved since that time. Let us not forget also that this does not include the female portion of cur population. No organ of the body receives so much abuse or so little intelligent consideration as the foot. Ninety per cent of foot trouble is due to tto use of shoes made without reference to the foot or its normal stresses in movement. The wrong type of shoe acts as an instrument of torture, more or less severely dislocating tlic bones of the feet, thus giving rise to maladies known as broken arches and bunions. The human foot fall* into about five classes arpd fourteen types. Many shoe salesmen are responsible for much torture by selling shoes that are too small, as well as the wrong class or tvpe. In a recent survey conducted by one shoe manufacturing company of 18,000 civilians, it was found that 6214 per cent of the men and 57j4 per cent of the women had shoes that were fitted short; in 60 per cent of the cases the left foot was longer titan the right, and In 40 per cent the reverse was true. The natural functioning of the foot is most interesting. Its inner portion stould be called the "spring arch." In walking we continually transfer the weight of the body forward from one foot to the other, and the function of tle "spring arch1", equipped as it is with a strong, thick cushion of muscles, ts to soften the jarring impact of the weight as it descends upon each foot in turn. The outer "weight bearing arch" ott the other hand is more rigid and sustains the greater part of the load. Why People Pall 123 In the normal distribution of weight upon the feet, in walking with the feet about six inches apart and pointed straight, a person should walk with a free and easy step, relaxing the foot as the heel touches the surface. Tire weight of the body is then distributed involuntarily from the heel to the outer side of tivc foot, and thence across to the ball of the great toe. The step should be completed b> the use of all the toes, the great toe pointing straight forward, then back to the heel- As this is performed the body involuntarily synchronizes in perfect balance. The feet of 99 per cent of the people of the United States cannot perform com pletely these adjustments. If you want to test how good you arc on your feet, take off your shoes and trv to stand on one foot without other support. At once the inner side of your foot comes into rapid play with the slight, constantly fluctuating adjustments it finds necessary lor the preservation of the bodily balance. Now observe that thv outer side of your foot remains comparatively immobile, and that your whole weight tends to irxus upon it. Again try* to stand on we foot, this lime as long as you can. Presently you will feel the muscles of the foot tiring, and soon the muscles of tlic leg also will tire. No study of anatomy can give you such quick grasp of the fact tlwt prac tically all the leg muscles (from the knee down) are involved in the control of the feet and arc knit to them by tendons passing through the ankles. By these two simple experiments you will not only learn much of imfwrtancc abbut the structure ot your feet, but you will also be able to test ttoir condition. The normal unspoiled foot will balance the body perfectly with graceful, easy move ments and only a slight swaying of the body. The weak or crippled or deformed foot will make violent and jerky efforts to balance the body ami will fail. Broken or -weak arches, for instances, will forre one to grasp for suw>ort and bring the oilier foot to the ground, or maybe fall in a heap. It is evident that because of the inability to use the foot and leg muscics as nature intended, a large percentage of people arc subject to the liazard* of slipping, tripping and falling while traveling on stairs and level surfaces, and injunc* ol tills class are greatly increased. ^ t There are divers reasons for slipping and falling in addition to defective con struction, insufficient maintenance or poor housekeeping- Mam industrial establish ments and public places maintain excellent conditions, but in most of them the management fail to recognize that their failure to provide proper walk surfaces or to maintain them in proper condition is the cause, or are at least a contributory cause, of many injuries. There arc two classes of modern floor surfaces--rigid and resilient. In Ixmi classes there arc some types where person* are susceptible to slipping. Many falls are caused by floor surfaces with too much frictional resistance when used on or in proximity to stairways or platforms. , It is needless for me to dwell Iour: upon unclean or poor housekeeping. unproi*er storage or incomplete maintenance, slippery and wet floor surfaces, and unsuitable stair construction in industry, tomes and public places, except to say that imperfect and unsafe conditions exist in all three group* of places. Imperfect eyesight is a contributing factor in a large measure, of injuries due to falls. Leading oculists of this country claim that only 10 cent of our people have norma! eyesight. A noted physician has stated that <50 per cent of eves arc so defective as* to cause ill health and reduce efficiency. If tlicsc estimates of the infirmities of our people arc correct, then wc must admit that thote employed in our industries arc working under a severe handicap. An important factor is not only improper shoes worn by far too many of our people, but the poor maintenance of foot wear, such as run-down heels and worn soles of shoes, and this bad practice 5* very prevalent hi industrial establishments. Employers* reports of injuries occurring in industries in New York State indi cate in too many instances that the person* feU apparently without cause. It is important, however, to keep m mind that there are a greater number of falls on level surfaces than from elevations, which includes stairs, and that a large percent age of falls osi level surfaces happen on floor and walk surfaces that are apparently in safe condition. Of the 16.227 New York State closed comjxmsatlon cases for injuries due to falls in 1933, 53 per cent weic lor injuries occurring on level surfaces 124 Twenty Hurd Annual Safety Congress--National Safety Council What the Worker Can Do to Prevent Falls By HARRY GU1LBEKT The Pullman Company, Chicago, Illinois n>e speaker said in part: Pails have always been, and still arc, a most; prolific cause oi accident, livery l.unum being has probably suffered a tall at some period, and in review-mg the situation, I tiiougiit it would be a gcxl idea to obtain the viewpoint o PuJ.man men and women. We asked for experiences and suggestions, piacmg the request in the ionn of a contest and offetirtg a senes of rewards for tlic best replies. 1 he letters we received abound In human interest One letter in particular impressed me. The writer said that while crossing ttie tracks he jumped from the car steps, landing on a steam box which broke under the impact. AH the bones in his left instep were broken. A rusty spike penetrated the other foot. This poor chap underwent 25 operations and visited the doctor 5*40 times. Both limbs had to be amputated. Today he wears artificial legs, just because, as be frankly says, 'T didn't lake the time to go arouud the right way." . The replies as a whole reveal an intelligent grasp of the subject and a keen insight into human nature. For example, tlie underlying reason for falls while getting on and ofl trains. Most people place the blame on the train, car steps or step boxes; but our porters in their answer* point out the real cause--excitement. The thrill or meeting old friends or loved ones; the joy of watching tor smiling faces when we sltotikl be watching our step. Mother .returning from her vacation sees Dad on the platform and she cannot wait to find out if he lpft the dirty dishes in the sink, or if he tmt the cat out every night as per schedule. Lovelorn Willie gets a glimpse of his sweetie who looks prettier than ever and for a moment he forgets about commonplace things Mich aa steps and step boxes and the need foi descending carefully. Porters plead a strong case against the danger of high-heeled shoes, and here is something else of interest! Many communications point out the common practice tudulgcd in by some passengers of carrying too, many personal parcels, such as brief ci$cs( typewriters, hat boxes, fur coats, and other objects which the porters arc only too willing to carry. Ladies appear to he the greatest offenders; not ill order to avoid a tip, as one porter points out, but rather the fear of trusting anyone else with their personal property. When one is loaded down with miscellaneous parcels to such an extent that one cannot see dearly where one Is going, then the fine art of pcdcstriauism becomes a rather dangerous procedure, especially around moving trains. * Don't get the idea that any of our iicople are trying to dodge responsibility. Careless habits and poor housekeeping come in for some very strong criticism: also failure to inspect thormighly and at regular intervals Safety men are, and should l*e. fully aware of the tmi>ortuncc of these matters, but sometimes we are not so sure that our workers fully appreciate them. One of the encouraging results of our Questionnaire is reflected m the applica tion of safety principles to the home, which indicates tliat our men are not hanging up their sense of caution dong with tlsclr overalls. Many of the replies reveal a full apnreciation of 1ionic hazard*; and prove conclusively that the writers lave given thoughtful consideration to this* important phase of accident prevention. Old stuff, you sav; yet to me it is inspiring to learn that the seed of our edu cational efforts Iws borne fruit in the home as welt as in the shops, yards, offices, laundries, etc. Scores of hazards were dragged out of their lurking* place* from every room in the house, tfie yard and tlx? garage. One indignant gent who had just skidded on a piece of soan immediately sat down and sent in hi* complaint, writing the letter with one ham? while caressing the afflicted portion of his anatomy with the other. * Another d>an wrote describing a contest sponsored by the Delaware Safety Council, from which it appears that the majority of home accidents occur on Satur day afternoon to nude mcmlicr* of the household, and that most of the injuries are caused by fall* T the kitchen. This indicates that the lady of the house leaves some work for the bread-winner to perform on lus day off and in his taste to complete it IVhy PtvpU- lull I2S --wishing to attend the ball game--lie tads to apply sale practices as hr <l-xs in the shop. "Such accidents,*' lie concludes. "could have been prevented by the use ol*a little more tune ami care." Incidentally, the 'hurry-up" theme is predominant in a great many letters In the opinion ot one author, we move too quickly; we do not think fast enough. In other words, he intimates that while the tempo of our work has been up to conform with the demands of a modern age, we still think along Victorian Uuc?, There way be some logic in his statement. Some writers go into considerable detail in describing the reason we have su many fall* mi stairway*. They point out the danger rtf povr railings, kick i f thriii. obstacles on steps, neglected steps, etc. Some correspondents remind u* dun base ment stairways are often too steep and have dangerous turns. They point out hc rtJc oi poor lighting facilities and emphasize the hazard m connection with piling "junk" on stairways. There considerable food for thought m one letter calling attention to dm fact that in tho-e homes where, front stairways arc kept neat and tidy at all times, the tah-* Trading: to attics and basements are often neglected This is a slovenly habit ami if it were not for an element of pride, the front stairs would lit just av untidy awl Jansen**- a* the others. Our nctghlxirs seldom see (he tasement or attic ami jberrfore the U/y housewife or husband fails to pay much attention to them. Dor nflJi-v wa< an experiment and due reaction <>(jc5 up a fertile field for future Regardless of results, we do know for a fact that for a time thr wohjevt c*circrsatiori among thousands of Pullman men--and railroad men gemraiK hc-cau-*' **f this contest, wa* falls; and the effort involve.! was more than justified. il* ffatfon of the whole problem is more intensive i-upervLioii. For and foe on steps. platforms, walkways, etc. aic a prolific source of faff* tVrt**|v they arc entirely unnecessary and could he prevented by (lie use of -alt. mvVf. .ir sand; hut a great many esuiduycr* only consider the expense-- a tad*r rn*ncny What Can Management Do to Lessen Casualties from Slippery Floors By H. WEAVER MOWERY . The Safe Tread Company. New York City Tb* speaker -aid in part: Every five years more of our people die from falls than were killed in all our wars since the Revolution, including the World War. A *mgl< Jate pa>> over $8,000,000 per year for compensation, hospital ;md medical cxpcrt-cs for workmen injured through falls. A f-comroent dtor has gained considerable notoriety with tite idea tliat to prcvtnt a person from tailing while walking. Ids fiat or broken arches must be cured, or the angle at which he places his feet with relation to the center line of the direction in which lie is going must lie studied and corrected. The use or. a jarticular type of shoe and the establishment of a school for tcadiiug walking were actually suggested. Such ideas may have their day; but management wants the truth. it wants sincere cooperation, a sound diagnosis and a sure remedy. U we as "safety doc tor*" can agree upon a diagnosis ami prescribe a tried ami proven cure, management will do its part faithfully and effectively. It ts true tliat improper foot gear, splayed feet, poor sight and imnurnus factors are contributing causes of falls, but do not he mislead into accepting the thought that such physical infirmities or defects are the promoting or inciting cause of a fall. Persons with such defects compensate for them by greater care. People can walk safely on ice. But when one is walking normally, and unknowingly steps on a banana i*ecl or other slippery spot, the result is obvious. In such cases the in firmity may prevent recovery oF balance and so it s wy a contributing cause. Eveu wilh the infirmity, the accident would not occur without the hazard That is 126 Twenty-third Annual Safely Congress--National Safety Council why the hazard of unsafe walkway surfaces must be eliminated if falls from this source are to be prevented. How, then, shall safety in walkway surfaces be defined? What is safe or un safe, as applied to them? That is the fundamental question on which opinions differ as much as there arc types of materials to sell and maintain. There is just one answer and that is cxj>cricncc. Until adequate data from disinterested sources is developed, no uni versally acceptable answer can be formulated. The U. S. Bureau of Standards has devised a machine simulating the action of a person slipping, with which to measure the frictional resistance of walkway surface materials. Another machine was de veloped under the same auspices to reproduce in new materials by laboratory methods the frictional resistance of such materials under normal service conditions. And with tlwae machines over 150 different types ot materials have been prepared and iheir frictional resistance measured and recorded. Kven with that data, who can say wlut is the point of frictional resistance that under certain conditions of service is safe or unsafe? The marble dealer, the tile setter, the steel manufacturer and everyone with something to sell claims his product is safe, and his claim cannot be effectively proved or disproved because safety engineers, insurance' companies and others involved have not developed intelligently their records to show the causes of falls with relation to the type of material on which slipping occurred. Such data must be developed extensively before a definite and just decision can be readied. No more valuable contribution can be made to safety than by such effort. Management is waiting for counsel, but it wants that counsel backed by knowl edge based on facts, not presumptions. It wants to know, not what someone con siders safe frictional resistance for its factory floors, office corridors, sliower baths, etc , not what someone thinks is the danger point, but wliat is unsafe and safe in the light of wide experience and authenticated facts. Sometimes management has taken the trouble to develop this data for itself with astonishingly satisfactory re sults, but it is our duty to develop it for universal use. ADJOURNMENT TWENTY-THIRD ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL All Ohio Day GENERAL. SESSION October 2, 1934 The General Session of the All Ohio Day program was called to order by Chair man Thomas P. Kearns, Superintendent, Division of Safety and Hygiene, industrial Commission of Ohio, who presided. Alter welcoming the large audience in char acteristic manner, and outlining the purpose* of this meeting in cooperation with and as a part of the Annual Safety Congress A tin- National Safety Council, Chair man Kearns introduced the first speaker. Management's Opportunities' and Responsibilities for Winning Employee Cooperation in Accident Prevention Work By CHARLES R. HOOK President, The American Rolling: Mil] Co., Middletown, Ohio The speaker said, in pait: While a foreman in a sheet mill plant, back in the early IbOO's, I became convinced that the best waj to prevent accidents and reduce costs was to win the cooperation of the men. X learned through experience that once you had convinced the men of your sincerity, the hardest pan of your task was done. You could put your problems up to them--make them a part of manage ment--and usually they would find the solution. During the intervening years I have never had any cause to change those convictions. Confidence is the basis of cooperation. You can't have effective cooperation without it. The men must be convinced that the management is fair, honest and sincere, and acting always in tiie interest of the greatest good. The management must be convinced that the men arc willing to respond and will pul forih their best efforts once their confidence is won. How are we going to create understanding and win cooperation? By stripping away the mystery which envelopes most businesses, by being trank, by permitting men to see, and explaining to them what makes the wheels go round. The manage ment of the American Bolling Mill Company believes it is their responsibility to cut away the wrappings of their business. to be frank, to make facta about die busi ness available to all interested parties. We believe that certain ideals and principles must be established. We believe the general management must indicate what it wishes to be done; it must act in a legislative capacity, for the administrative pow ers must of necessity be vested in the supervisory organization. At Aunco we have a published platform which was written by our Chairman of the Board, Mr, George M. Verity, and officially adopted by nur Board of Directors. Everyone in an exeoi- 127 128 T'ii.cnty third Annual Safely Congress--National Safety Council the capacity, including out president, i,5 existed to make hi* decision:, and his actions, harmonious with lie ptinciples incorporated m this pamphlet, which i known as Armco Politic*. AriiKO JK3icics arc dutiibuts-J not o*dy to the supervisory organization. but to the workman In this way they serve as a pledge to the public and tlKire is a stand ing guarantee that any employee wlici does not feel tliat he has been treated in ac cordance with Arjuco policies may carry his case through each ranking supervisor successively, it necessary, to the president of the Company. You can well imagine the valuable intangible benefit* Armco policies bring to us in winning employee cooperation in all their work Armco once acquired a plant which had been operated under different policies for a good many years. Several weeks after we took this plant over, I asked to sec the accident report. It actual!} made me shudder.- Tijc matter was important enough to cause me io make An immediate visit to tliat plam. 1 talked with the Works Manager, and explained that we believed that a good safety record and a good cost and production record went hand in hand. I told him that it was good business to get those accident* down. He replied: "Mr. Hook, I agree with what yon say, but the old comjiany oper ated under different policies. Vou can't change the thinking of even the superin tendents over-night. If I call them ui here one at a time. wtU you talk to them privately r" I agreed, and I well remember the attitude of one superintendent. He was the head of an imjujrtant new department, a brilliant fellow, but erratic ami headstrong, ami ids accident record was especially bad. I could sec my talk to him was making little impression, so finally I said: "Joint, the directors cf this company represent the owners ami the *otckhoklcrs. They are all outstanding business men of long cxjencijcc- You and I both work foi them They want yon to make accident pre vention a part of your job as much as production. Whether we agree with them or not, they want this plant operated under certain policies which experience has shown them to lx* profitable, and they've even published these policies in pamphlet form. Here is a copy. I want you to read it and St there is a single policy con tained in this hook that >ou cannot conscientiously support, just let me know." 3\l like to say tliat this supc* iutciulem changed his viewpoint over-night, but human nature doesn't operate that way. But it does give me a great deal of pleas ure to a> that he sincerely tried and today he is one of the most outstanding super intendents we Itave. A number of years ago we noticed tliat the departments which had the best acci dent records also had the liest cost iccords, and this led ns to believe that there was a definite iclationship between accidents and cost. Carrying on tliis line of reason ing, we observed tliat the departments with the best co>t and safety records were thos in which die men liad lx*cn most thoroughly trained. Therefore it seemed logical to the general management tliat it was our responsibility to maintain training facilities adequate to the needs of each of uiir mamiijctufine units and to nrjjrfniize our training activities in such a way tliat they would be concerned mainly with tile problems of operation rather than academic theory. As we see it at Armen, the general problem of winning employee cooperation in accident prevention work must be broken up into three sejiar.tte nml distinct sections. 1. Trainimr the supervisory group.. 2 Job training tlw worker. 3. The exchange nf information from management to men and from men to management As the su|>erviMiry group is not pailimUily susceptible to accident, it must be approached Horn another angle. The approach that has seemed most logical to out personnel division is that of management. Their line of reasoning is simply this. Tlie eomiany may provide splendid -equipment and fine raw materials with which to work*, hut tlie conversion of the products of tlie business into a finished article of high rpxality and at a reasonable cost is in the bands of the super visors. A business crows as men grow, and no company can grow imtcss it has well-trained, interested supervisors. The foreman has resiwnsibihuej. gtcatlv similar to the works manager, but differing uwkb in degree and scone. AH too frequently he docs not live up to these icsjMvnsibilitics merely because he didn't realize they were attached lo his fol. The first task, then, is to cultivate m him a managerial viewpoint: next provide Alt Ohio Day 129 hmi with the necessary tatormation and training to enable him to manage, and finally to assist him in organizing his work so that Ik* van manage. The supervisory training program is created lv the general staff personnel de partment and sent to the works managers. This permits all plants to conduct a program which is synchronized at all times, The general subject of each .Mat's program is established at a conference of works managers and the personnristaff. Different subjects are selected each year. For instance, the program has been based on the general themes of Conservation. Prime Output per hour, rimc Yield, mid so on, but each years' work has been prepared from the angle of management. Co*u have always played a predominant part, and the wastes and costs of accident* have come in for their full share of discussion and study. The relation of sickness to accidents and the cost of illness has also had preferred attention. A few* years ago we devclojied an incentive plan for supervisors based on de partmental performance. To bring home the cost aspect oi accidents, we penalized every department for its injuries. In operations we set certain reasonable standard for rejections, output, and so on, but in the case of accidents the standard was set at zero. Every accident reduced the supervisor's bonus, and that hail a most favor able influence upon accident prevention. During live years I have spent out in the mill, I have alwavs found tluit safety is easy to sell to the men. And it should be. Iwcautc no one'really wants to get hurt. But equipping men with the necessary skill and knowledge to avoid injury was a matter far more difficult. Here again Armco turned to c-Mx-ricucc for guid ance, and observed tliat the best workmen not onjy turned out the greatest output of quality product, but they suffered the smallest number of injuries. One of out safety advisors went so far as to assert that if every man in the mill did his job perfectly at all times, we would entirely eliminate accidents. So nnr safety training depart ment decided to job train every man in every plant. A typical operation was se lected as a proving ground. We were then experiencing a numl*cr f major acci dents in our roller leveling departments. Job training simply erased those accident* and for several years we did not have.a single major accident among the roller leveling crews in any of the plants. Encouraged by this success, the job training program was pushed on all fronts. We found that a willingness to cooperate existed almost universally, but knowing how to cooperate was the missing link--si link which was management's responsibility to supply. Job training is the most elementary form of training. It is simply a (lemonstration of how the job iliould be performed according to tlie best accepted practice, ami is aimed at improving technique. In otfr industry we have ojcratiig. or production, foremen and maintenance foremen. Both take part hi these classes, which if jws sible aie held in the mill beside the equipment tlie men operate. The production foreman explains bow the equipment should lie operated. Uie quality, product defects, and so on. The maintenance foreman goes into the mechanical details. The safety and training adviser then goes into the hazards of the job ami explains how thev can lie avoided. The men arc not only shown bow each operation or motion is per formed. but they are told why Job training lias proved invaluable in wmitinc em ployee cooperation. Where u-e have a job on which we arc having diffienttv. whether it is production, quality, or accidents, we take immediate steps to correct the diffi culty by training the group responsible. The Personal Equation By BERNARD M ROBINSON General Counsel, Firestone Tire & Rubber Co.. Akron. O. The speaker said ia part: I am told that the word *Vafet>'` i* derived from the Latin word "saluim," which means '`whole." It is easy, therefore, to see why the Enali*h quaking race selected- the word "safety." for tlie problem of .<aietv is tlie problem of keeping one's self whole. It occurs to me, however, as I look Over this great audience and see competitor* in steel sitting down tuyether, competitors in rubber assembled here side hy sale. 130 Twenty-third Annual Safety Congress--National Safety Council employer and employee here m common concourse, that the word "fcalvuui" ha* an other significance. It means that in this Safety Congress and in this safety work, all warring factions bury their bitterness, bury their differing opinions and conten tions, and are united for the consideration of a common problem--the conservation of human life. . It was the habit of the philosophers of old to occasionally withdraw from their every-day activities, and enter upon a period of retreat and reflection, sometimes taking to the solitude of the mountain top, there to better appraise things accom plished and assess objectives to be attained. Theirs was an individualistic age. Ours is essentially a social one. Solitude is scarcely possible to us. Perhaps it is not deirablc. However, we too fed necessity for stepping aside for a while to sur vey what has been done and to plan more deliberately what is to he done in the safety world. So this National Safety Congress of those interested in the economics and the humanities of safety work is again here convened. You have withdrawn from your routine to meet here and ascertain each other's experience and take back a different, a broader, and perhaps a new conception of progress in accident prevention. . To be reminded that the very simple act of Hying a kite ht*l a most important and revolutionary bearing upon the discovery t electricity, to be reminded that the accidental dropping of a bit of raw rubber, mixed with sulphur, upon tire hot lid of a stove led to the discovery of vulcanization, to be reminded that a host of other great inventions of untold value were conceived from soirve very simple manifesta tion lying right at hand--all this is to be assured that yonr reflections here will discover better means to protect life and property and novel methods of inculcating safety consciousness in the public mind. . We must not accept safety as a finished subject, a closed book, or as a common place which admits of development neither it) fundamental principles nor in applica tion. We live in an age of extraordinary economic and industrial development. When the history of this age is written, it will not only be recurded as an age of invention and of industrial and commercial achievement, but it will be known as an age when men achieved a new concept of social and public welfare and when the unselfish efforts of mankind were bent to the protection of the worker from acci dents and from injury in the wonderful mazes of this industrial life. Mankind lias conceived a new duty aud a new responsibility toward his fellow man. Today it is tle industrialist who is leading the way, but society as a whole is injury-conscious, and resents the destroyed or diminished happiness, health and earning power of its citizens due to injury. No longer is there any difference of opinion on the part of the employer or labor on this vital subject. It is but a truthful statement to say that no incident of busi ness today causes a greater concern to that business than the happening of injuries to its workmen. Losses of other sorts may be absorbed. Industry today regards the injury of its workmen as an irretrievable loss, from the ill effects of which it does not recover, irrespective of the question as to where lies the fault. No accident occurs in our organization without an immediate and a searching inquiry being made to determine the responsibility and the cause, and to provide against recurrence by the exercise'of every reasonable means within our power. In this, as in other respects, business has undergone a revolution in its purposes in recent years. Business has come to appreciate, as Dr. Nicholas Murray Butler has said, "that no system of insurance that the wit of man can devise can equal the protection afforded to industrial organizations by public opinion when it becomes convinced llat industry is seeking, to gam through service, and not witlwut service or concern for any other man. We have brought about a situation in which it is within the power of organized society to quickly punish any industrial undertaking of which it does not approve. Society in a hundred ways can ruin a business under taking with which it has no sympathy or which has aroused its antagonism," Tt lies in your hands to promote this modem concept of business and its proper relationship to the public. Industry proposes to profit, by gaining good will for it self, Us products and its )x>licie*i by serving. Serving is akin to saving. This serv ing means not only serving tlie public with the best product that it can make at the lowest price, hut k means meriting the good will and cooperation of the employee public by saving that emplovee public from industrial injury and disease. ADJOURNMENT TWENTY-THIRD ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL FERA Safety Conference TUESDAY MORNING SESSION October 2, 1934 The opening session of the FERA Safety Conference wa* called to order by Mr. Thomas Hibben, Chief Engineer, Federal Emergency Relief Administration, Wash ington, D. C, who presided. It was the original intention to liokl this conference during one day, but such was the interest of the many State Directors of Safety who attended, and so diverse were the subject* they wished to discuss, that the con ference extended intermittently until the afternoon of October 4. Chairman Hibben, at the opening session, called attention to the fact that in ordi nary industrial activity the objective is the first consideration and the employees second. With the Relief Administration live process is exactly reversed: wc start with a certain number of workers and create projects according to their abilities. He stated that our people should be given the opportunity not only to earn their liv ing, but to earn it in the lines of their own skills. He said: "We want to have our programs efficiently run, so tliat the workers not only benefit by the work but also derive pleasure from accomplishment. The Federal Emergency Relief Admin istration wants the work to be conducted on the best principles of safety. AH we ask is that the program go n as well as it did under CWA. Mr. D. F. McMurchy, State Director of Safety for Ohio, spoke on the subject "Accident Reporting Systems." He stressed the importance of insisting ui>on prompt weekly reports from every county, with the correct number of man-hours worked. Mr. Joseph E. Watson, Montana State Director of Safety, spoke on "Safety Coverage in Public Works Projects " Mr. Watson .stressed the im;>ortance of mental as well as physical rehabilitation of relief clients in setting Utcm at work at & vital factor in accident prevention. He spoke of the need for engineering, educa tion and enforcement. He called attention to a fact which is not ordinarily realized, that the social worker and her staff Iiave an opportunity to educate whole families ill safety during their home visits. Mr. Watson gave graphic illustrations of the type of problem which must be dealt with i ERA projects, and the emergencies peculiar to the drought areas, such as moving herds of cattle, slaughtering cattle, coping with grasshopper and cricket plagues, dust hazards, etc. He urged a com petent placement department which would see that only those fit to labor on the various types of projects be placed at work. He stressed the value to the safety education program of publicizing accident prevention incidents and first-aid service, aud closed his talk by urging that while the obstacles to success seemed insurmount able they could be overcome now as in the past. Mr. W. Alva Fry, State Director of Safety for Oklahoma, spoke on "Safety Coverage in Workrooms." He called attention to the opportunity of the safety man on relief projects to raise the morale of people discouraged by adversity. He men tioned the part of proper arrangement of machines and proper lighting and ventila tion in prevention of workroom accidents. Particular problems include removal of 131 132 7'*c'cnty-third Annual Safety Congress--National Safety Council finished mattresses to prevent piling them; providing cork blocks fur normg needles when nt m use; liclping relief workers become accustomed to using modern tools in tto right way: providing U-shaped asbestos guards to prevent underarm burusj when reaching into kettle* on canning projects, providing sheaths and guards for knives. Mr. lrry urged proper selling of county administrators cm the value of the safety program am) closed with the statement that if as ymeh attention is given to workroom projects as has l>cen centered on out-door projects, the frequency rates of workroom accidents would to reduced considerably. Mr. C. G. Wheebmd. Stale 1director of Safety, California, spoke on "Safety Coverage in MainteiwuKc and I hrmol ition Projects." He read a series of reports on n single demolition project to indicate the importance of superior supervision on the project, and frequent msi-ecticms and re-inspcctions* by the safety man as the work progresses. The Luncheon Meeting The Chairman at the lunrlteon meeting was Mr. Sidney J,, Williams, Director of Public Safety. National Safety Council, Federal Director of Safety uuder the Civil Works Wmrtiislratioo. He spoke warmly of his pride in the achievements of the Slate Ditectors Safety, lie pointed out that the death rate on CWA proj ects. in terms of man-hours, was 39% below what it was before January I, and that the mortality record was less than half that rejvorlcd by tiie construction indus try. He said. "I hope that we have sold safety to the construction industry. We have at least proved Out safety is practical aittf not just a theory." Miss Eleanor Uttlc. Relief Administrator for the Slate of Connecticut, spoke on "What a Safety Program Means to tire Relief Administration." She said in part. "One of the most important things in dealing with these jwoplo who arc on relict---vvlio by the selection process are the least able to maintain themselves--is that we return them to normal employment as well able to keep the jobs as possible. Aiul that means tlrnt they do not have accidents. * * * It is evidence of good manage ment not to have accidents, * * * We can have high standards if we will. If we are going to reliabilitate the ntesi working for us, we must have them doing good work. God work is possible only with good suirviiio and from our standpoint, good supervision means good foremanslitp, and a person is not a good foreman unless he j* thinking of good work and safe work." Mr. William M. Aieher of the Federal Emergency Relief Administration. Wash ington. D. C.. spoke on "Compensation and Medical Treatment." An abstract of his talk follows: The first question that must be considered is whether those engaged on Work Relief pmjects arc employees within the meaning of h slate compensation law. If they arc held to be employees it is essential to define the employer and to arrange fur cuvet age on the mot economical basis. In several states legal or administrative decisions have been rendered in the nega tive. In oilier states. statute* are extant which restrict tto state, or in some in stance* political subdivisions, from providing compensation fin public employees. K.xblbu; Compensation Acts would fail hi general to meet the situation for our workers, since they arc based on (lie theory of a percentage of wages. The earnings of relief workers arc restricted to meet budgetary need and the inference is readily apparent Resides, many instances.arc on secord of a relief worker'* receiving direct relief atui work relief simultaneously. There Is also the possibility that in applying certain existing slate Acts the flat minimum or fixed monthly compensa tion would result in the payment of greater amounts to a worker while on disability than he Iwd received while on work relief Tlu* most practical and euuttahle method <tf meeting tlu* problem i to adjust tto tonefi:.<; to a worker and/or his dependents according to the established need m the ca.NC. Medical and hospital treatment, prosthetic appliances and any other v-xinniivs incidental to tlie injury .should be provided. The medical and hospital program should l>c well established in order to [uovide prompt ami adequate earc to an injured worker. Such program* should l>c worked cut in ccMu^uitatkm with state and Iota! medical and hospital societies so tliat proper professional standards may 1m: maintained .Hid that (he administration way continue FERA Safety Conference 133 to receive the cooperation of the constituent professional memberdup of suite:- ,m.l localities. It must be borne in mind that these woikus have no resources uS their own and that all treatmeut must necessarily be at the expense of tire state <>r S..<c;l ity. Fot this reason treatmeut rendered must be efficient and adequate while tin cost must necessarily be restricted to minimum charges. We liave been encouraging stales to set aside rrsern-s to meet the ob'todu.n incurred through permanent disabilities and fatalities. Payments m ihot* casi- should continue during tto period of disability or financial dependency of the dis abled worker and/or actual dependents. A number of states have already made provision for this responsibility either through legislative action ur by executive order. The general trend of plans submitted by slates indicates radical modihcatums oi existing state compensation acts. Such plans, while they may relieve the situation temporarily, tail in their attempt to meet the responsibility and* may &cr\ tu weaken or impair existing; compensation acts. It is not the desire of the admiimuatwn that activities conducted during the emergency react unfavorably on compensation ! ^islation. While we arc not in a position to dictate how state or local lumH should Ik* disbursed, we arc anxious that any plan sponsored by State Eiiicmeney Relief Ad ministrations should meet the situation adequately and on an equitable basis. Mr. Robert P. Duncan, Director of Safety for the State of Washington, spoke on "Storing, Scaffolding, Handling Materials." He stressed the importance ot having safety equipment and safe materials provided for in the original plans of the piojeet Without this arrangement, he stated, scaffolds, will he weak and Inade quate, if provided at alt, and illustrated his points by describing accidents which occurred because of tin* lack in the original plants. He cited cx^riemt-s which showed that what seemed economy proved expense when arr-Ment* occurred because of pour material in safeguards. Col. William M. Myers, who served as State Director of Safety for Virginia under the Civil Works Administration, si>oke on "Physical Appraisal Projects." lie recounted the history of Virginia's pioneer work m this field, the obstacles, such as objections of labor organizations, securing the consent of county medical societies to the established fees, and the achievements. Every CWA worker in Virginia was examined and classified. Class A workers were qualified to perform any tv pe nt work; Class B were able to ]>er:orm ordinary lator ; Class C were eligible to do light work; Class D were unfit for any type of iafior Only .(i7% of those examined were found to be in Class D. Mr. John Campbell, State Director of Safety for Pennsylvania, (also Director, Bureau of Inspection, Pennsylvania Department of Lator), spoke on the subject o: "Workroom Hazards" He stressed the fact that in Pennsylvania the umisuahy strict state laws must be complied with irrespective of what is considered safe by a safety engineer. lie analyzed a building inspection as it must be made in his state. First, power equipment is checked (elevators, etc ) ; second, structure of the build ing (slow-burning or fue-tesistive) ; third, the load to to placed (static, moving load machinery, etc.--light machinery on the top floors--free aisles--clearance for hand trucks--unobstructed floors--piling of material) with different laws to be complied with for onr-story or two-story buildings; fourth. compliance with tire and panic law* (exits, wtother "tower" or escape tyjre dejiendmg on the number of floors and the number of ^ people on each floor--fire-alarms--night occupancy-- sprinkler systems for certain types of building--rultot mat under switchboard-- double control on machinery--guards--rawhide laces in belts--gears guarded--hand tools properly dressed--needle guards on sewmg machines--shuttle guards for tex tile projects) ; fifth, working conditions (250 cubic feet of air space to to supplied per worker--temperature--clothing of workers--dust conditions--exhaust system-- hom-ekiNipm#--rest room for women--hor water). Mr. Campbell stated tlrat* inspec tion certificates must to posted ou toilers and elevators. He said careful inspection shouhl to made of unfired jwessure vessels inpacking houses, open vats, railings, tue board*, stairways, emery wheels. The need tor goggles, should to checked and the first-aid kit should to inspected. lie stated that -V? eves had toco saved through use of goggles. Mr. Robert L. Motiuw. State Director of Safetyfor New York, spoke on "Safety Equipment anti Social Hazards." He called attention to the need foi 134 Twenty-third Annual Safety Congress--National Safety Council goggles, boots, gloves and other items of safety equipment. He described methods of x`rcvnting accidents during blasting activities. In every instance, he said, before the charge was set off, the men on the project are required to gather at a certain point, such as the tool home*, well out of range, and are counted. The chargq is not set off until every man is accounted lor. Mr. Morrow said tliat repeated inspec tions are of great importance in keeping the projects safe Mr. William J. Duccy, Colorado, spoke on die saute subject. He mentioned the geographic hazards peculiar to Colorado, dangerous heights of the mountains and heat and dust of the plains. He (minted Out that men wc physically deficient, un accustomed to the tyj* of work, ignorant of the technique of group labor. Respi rators wrre provided for men working oci rock crushing projects, and leather mit tens or gloves were issued to men engaged in rip-rapping. The black widow spider was a menace in the mountains as were rattlesnakes m tlic plains. High altitudes caused constant trouble; improper scaling of loose rock, and landslides offered acute problems. He spoke of an archeological project in which walls erected shortly after the time of Christ threatened to give way on modern workers as the debris of cen turies was removed. Special problems arose in connection with the projects in which wells were being sunk; through transferring workers to county hoards, state highway departments, etc.: contact with poison ivy and with poison spread for grasshopper*; trench mouth resulting from use of the common drinking cup; and the rapid labor torn-over. Mr. Duccy expressed his belief that the good being ac complished will last "long after tlw ERA has been relegated to the history books " Air. Carl Campbell, State DirvcUn of Safety for Kansas, spoke on "Sltoring/' He stated that in Kansas sheathing is required for every trench over five feet deep, and in some cases for even shallower trenches. Special instructions are given to foremen on the need for shoring, type of materials required and methods of apply ing, and their cooperation enlisted to sec that instructions on shoring are carried out. Mr. Thomas Cowperthwaite, State Director of Safejy for Arizona, discussed "Explosives.*' Knowing that the foreman is the man cut whom a safety director must depend to stop accidents, he held each foreman responsible for the accidents happening under him. A Weekly Accident Report was instituted, listing under each foreman's nnme the accidents that had occurred to his men, and this Report was sent to each foreman, with a critical discussion of accidents that could have been avoided. This Report did as much good a* two or three men in the field. Mr. Herbert J. Brammeier, State Director of Safety for Missouri, spoke on 'Transportation." He used by way of illustration a large photograph made of the removable bench section, designed by the CWA Safety Department in Connecticut for use in transporting n*cn in trucks, and stated that the same procedure is used ii| Missouri. Dump trucks arc forbidden for transporting men unless the tripping de vice has been prevented from accidental operation by bolting or chaining the body of truck to chassis. Mi. Brammeicr stated that proper hand rails arc invariably provided for trucks used for transporting men, and that foremen arc definitely in charge whenever trucks are being loaded or unloaded. Mr. Neal H. Dmv, State Director of Safety for Indiana, and Mr. E. G. Padgett, State Director of Safety for North Carolina, spoke briefly on "Keeping Safety Sold." Both stressed the importance of this problem but stated that the subject has Keen tlraoughiy covered through other talks and the numerous discussions. During the sessions Air, J. J. McEntcc, executive assistant director of Emer gency Conservation Work, was invited to speak on the "CCC" camps. Miss Elizabeth Wickcudcn, assistant to the federal director of transient activities, was invited to speak and ansvveted numerous questions on the subject of mandatory safety inspections *>f transient shelters. The relative value of jKistcrs was iltNcnwed. Problems of heating mattress workrooms safely uas repeatedly considered. Numerous group meetings were held following the formal sessions,. At tlic dose of t!>c meetings Mr. W. O. Wheary, Federal Director of Safety, thanked the State Director* for their loyalty and interest in the intensive discus sions and urged renewed activity upon their return to headquarter*. T W ENT V TUI R U A N N U A L S A F E T Y C O N C, R E S S NATIONAL SAFETY COUNCIL Industrial Safety Lectures Two ol the outstairdiug features of the Twenty-third Safety Congress were tlic early morning safety lectures. This year these morning classes were presented in two series, each of two Icctuses: the first, on Tuesday and Wednesday mornings, by Mr. Homer J. Buckley, President, Buckley, Dement Jfc Chicago, who discussed "Selling the Safety Idea"; and tlic second, on Thursday atul Friday mornings, by Doctor J. A. Melrose, Department of Philosophy and Psychology, James Millikin University, Decatur, Illinois, who outlined "The Psychology of tlic Safety Movement in Graining Time*.'5 The speaker, cacti morning, was presented by Mr. W. li. Cameron. Managing Director, the National Safety Council, who presided, ami the attentive and apprecia tive audience each morning entirely filled the large Rainbow Room of the Carter Hotel. In the following pages, each series of lectures has been consolidated ami con densed by the author intu a single concise manuscript; and iIksc are now presented for study and reference as a part of the Transactions of the Congress Selling The Safety Idea By HOMER Jf. BUCKLEYf President, Buckley, Dement & Company, Chicago Salesmanship is very much needed today on the j>ar$ of operating executives to sell the safety idea to employees and to the management itself. Tire safety idea has progressed under the most severe handicaps--and the mv*t trying and discouraging of all these handicaps is the frequent indifference of management to fully understand and appreciate the significance of putting behind the safely program the same selling ability that they demand and expect in the marketing of their company l>roduct$. We. in the selling end of the business, know tliafc this is an age of bant fought competitive battles. The markets for which manufacturers arc fighting were never as valuable as they are today- The money available to fight these comj;>ctiiivc battles t$ almost unlimited, t Editor'* Note: Mr. Buckley !i an outstanding sutUxil) on lYutcl Mall .Advmiiiiua. He *vs the foumlcr and twice president ot ilie IiilernaUO<i*l Direct Mail Adverti$u;kr AxcnctJtisn. As a trustee of cite Century of Progress, he headed tip the Committee <* Public Mifivrinatioiit fit both 1933 and 1954. His name is on the staff oi lecturers ol practically all the universities m the miiidiewest. For many years he was with one cf ChkftffO's leading department Stores. Me now directs his mvu otgaiucalioo of 4C0 people devoted to writing, planning and producing Direct Mail Advcitifr'mff, 13S 136 Twenty-third Annual Safety Congress--National Safety Council As a result, there ha* never been as great a premium placed on genuine sales ability. Business is literally crying aloud for good salesmen. No other vocation can lift its followers more quickly to success and respect. I have spent a lot of time reviewing the literature of safety programs, as in augurated and promoted in many industrial plants. With lew exceptions it has m to theory and inspirational material that would be very quickly discarded in ay merchandising ut marketing campaign of the sales or advertising detriment of the industrial company. Why should factory operating executives feel that they should employ such an altogether different psychology? Apparently these individuals prefer to maintain the so-called `'Employer and Employee" relationship--rather than deal with the human elements and with the fundamental principles of good selling and efficient workmanship. I want to tell you of an experience--dating back a few years ago--which illus trates what 1 mean-- ' A young engineer of my acquaintance came to visit me one evening--sedriac counsel amt advice. This wa* his story: "My firm has asked me to take charge of the Safety program which about to be inaugurated in our plants. As I view it. it is not only an organ ization job--but more important--it is a scUintj job. I have never sold any thing in iny life. Tell me how to go about it. You know our company--its personnel and its products." Fire ap]>earcd in the eye of this j'oung engineer and his earnestness impressed me in the analysis he had made of what his new assignment really involved. My reply to him was: "Engiijfermg principle* cannot he employed in selling tlic safety idea any more than the yardstick of measurement can be established in the sales department of your company in making sales of your products to the various markets. "Remember this, if engineering were operated on the same principles as sales nunship, you'd never cross a bridge or enter a huilding. you would be afraid it would collapse any minute. "Salesmanship principles (leal with ideas and human minds--and there is no magic button or cngmceriiiK yardstick to be applied for either ol tliesc, and selling is the most mportant factor in today's competition. It represents the PLUS a busi ness needs for unusual success" The interview continued at sonic length, and I shall endeavor to give you now a senes of questions and answers that passed between us--many of which may be questions some of you men in my audience have in your mind at die present time-- and perhaps would like to bring out iu discussion. Q* uesti`on : Answer: Question: Ansiivi Question; Isn't safety like any other commodity? Isn't it an idea that caui be sold to the public or the workers if the right appeal is u*,ed? Safety is really a commodity but unfortunately it always seems to apply to the other fellow, until after the accident and then it is too late. Most safety material needs more of the "YOU" element in it--YOU benefit by doing so and so--YOUR eyes are safe when you wear goggles. "It is YOUR arm--be careful with it." I have noticed several safety bulletins which refer to the boss. Three or four which have come to my attention carry a main headline reading "Your boss orders." This is decidedly the wrong selling angle. It is the wrong psychology. An employee reacts unfavorably to boss orders. Safety material should show the employee how he can benefit. Industrial concerns spend vast amounts of money iu advertising to keep the public sold on their products. How should the safety mar. go about keeping the employees sold on working safely? Manufacturers spend money in advertising to keep the public sold on their products All of their advertising deals with the theme **How you benefit through our products." The employee should be sold in the same manner on safety. How' does he benefit--what does he gain?--It should he subtle--human--kindly and understanding. What is your opinion of the relative value of "scare" advertising (pyorrhea. Judiths, etc ), with the more wholesome type? Is there Industrial Safety Lectures 137 .fiuwvr.* Question: Ansitrcr: Qnrslhn; s Anstoer: ' Question: a parallel here with gruesome versus non gruesome posters? In yum opinion wheieiii lie*, the value in each, when should each type br used, etc.? "Scare" advertising can be used effectively iu safety work. It doesn't have to be the bloody, gruesome type of advertising, but nevertheless it can be of a "scare" nature. It can show an em|*Ioyee alter an accident--a hospital bill--expenses piling up--reduced incuiue--family in want, etc. This is "scaie" advertising, but it is not the type that shows a man's arm dropping off after it is cut in a machine. Where yon are dealing with tne uneducated type <A worker "scare" adver tising can be made very effective. What is the relationship between heart appeal v 3is podeetbuuk appeal ? In safety advertising I would say that the pocketbook appeal is stronger than the heart appeal because it applies directly to the individual himself--finances and the family budget arc always a mstjur problem. For years safety has had its own selling standards. They arc flood but I wonder if our methods are keeping pace with modem salc*manship technique? Again I would say that more of the "YOU" element can be put into safety posters. Show the worker how lie profits through observing safety rules. Make your posters as real as possible, using photo graphs- Show a worker as he really is--not some glorified Apollo, but a worker dressed as a worker would be in the industry being portrayed. Use a minimum of copy. Vary the size. Use Herculean illustrations. Another suggestion would be to adopt the strip idea in safety poster work. I don't necessarily mean comedy but I do mean putting human interest into the illustrations or photographs. What ran we do to revitalize safety meetings? How can we tell the story in a different way, at the same time sticking to our basic tlxrme. education? Do we need new frames for our pictures: or just frequent renovation? Or, do we need new pictures altogether? There are many ways in which you can revitalize safety meetings. Instead of devoting the entire meeting to safety as it is practiced by employees, you might vary interest by showing safety hs prac ticed by nature among the animals. I have seen pictures of this type and they have been very interesting. You would have to get one that was the proper length of course. Too much time could not he spent on it. Or you might be able to get some pictures showing safety as practiced by the Government in the Army. Aviation Corps etc. Reels could also be shown, picturing the results from lack of safety principles. It might be in industry`and it might be in housing. For example. I have in mind a picture similar to some of the sport reels put out by Granlland Rice. He takes, for instance, the subject "Speed" and carries it out say from the turtle clear through to foot racing, Itorsc racing, motor boats and up into the airplane*. Picturing safety to a group of workers could be handled in some similar wav. As Iview the subject of Selling the Safety Idea, it would appear to me that there are three major selling.problem? to be considered and kept constantly in mind. 1. Selling the Safety Idea to tlie executives. 2. Selling the Safety Idea to the foreman and othci supervisor*. 3. Selling the Safety Idea to the employees. - In the twenty-three years in which tins organization ha* held convention.:!; and conferences, many talks on these subjects have been presented by industrial execu tives, personnel managers, factory engineers and hy casualty companies' engineering experts. . These men, who have been in the spotlight of these discussions, are mainly on the operating and production tide of the business ami I supr>ose it is quite natural that this group of executives should he in the forefront. Yet it does seem to tne 138 Twenty-third Annual Safety Congress-National Safety Council that this whole program is a "selling job"--and 1 cannot help but wonder why more sales managers, sales promotion and advertising executives have not been called upon to play a more important part in this all important selling job. It appears to me that Selling the Safety Idea to the foreman, supervisors, or employees. Is often futile and ineffective, unless tle key executive of industry is fully sold--and I mean actively, enthusiastically sold--lock stock and barrel--on tficsc very pertinent txnnti--which cut deep into the finances and management control of the business, namely-- A. The effect of accident losses on Compensation premiums. B. The effect of accident on their overhead. (I am told that uninsured production losses amount to four times the actual losses paid out for Com pensation and medical services on accidents ) . This clearly indicates that the problem is so vitally important as a sustained "selling job*', that the sales promotion or advertising department should he charged with the special assignment of selling and the burden of responsibility should not be left on the shoulders of the personnel managers, factory superintendents, fore men or engineering departments, who altogether too often do not understand or know how to apply the selling psychology that the sales department or advertising department employ every day in selling tire [products of their company. ^ I am prompted in making this statement after reading many articles relating to the subject of safety, but one in particular by Mr. Louis J. Baker, President of Baker Bros., entitled "Safety had a Direct Connection with Sales." The astonishing revelation to me is that of the hundreds of published articles and speecltes on the subject of Safety, only a few cover the subject in its relation to sales, which further reveals the fact that the fundamental principles of sales approach and sustained advertising in selling merchandising and keeping it sold have not been brought into the picture by the management of so many industries-- in developing and maintaining, ueek in and week out. a selling program uf Safety in their factories. #_ Selling is a very human process that requires resourcefulness, versatility and a full understanding of tire motives of action and reaction of people in all walks of life--ami cannot be measured or determined by an engineering yardstick. In introducing the art of salesmanship into the program of "Selling the Safety Idea", it is well to realize that we will progress with old organizations only as far as tradition will permit. *'A man is a good ileal like a tack*--he can go only so far as his head allows." Men think in their traditional channels. These typical attitudes of mind--of salesman and engineer--are very real difficulties that must be faced in creating a new world of accident prevention.. These attitudes will color many decisions and may generate more heat than light in many discussions of plans and methods. When the' educational process goes far enough, a mutual respect will be developed that will help both to a greater and more profitable cooperation. So, to educate the public, we must first educate tire teachers. i. the managers and salesmen who will guide and apply the program. ' In order to clarify any standards, let us at this time, set down a few funda mentals: A business is financed, a plant is built, and an organization is developed for tlvc purpose of producing something that can he sold at a profit, and then selling it. Therefore, the creation of an efficient veiling process is the ultimate purpose of an organization, and if it fails there, the organization fails. The vital importance of the selling process is obvious. It is the only reason why a business exists. Wc sell to a public. That public doesn't lsave to buy of us That public is a jieculiar thing. It is busy, fickle, indifferent, and exacting. We know less about it than we should. We do know, however-- _ 1. It is a fallacy that. The public will automatically seek the best. 2. It is a fallacy that. Tire public knows the difference between priceand value. " . 3. It is a fallacy that, The public will automatically reward enterprise and service. _ 4. It is a fallacy that. The public knows what it wants, 5. It is a fallacy that. The public will demand Over any great length oi time what It is not reminded of. Industrial Safety Lecture* 139 Therefore, we have salesmen and sales departments with tlieif educational methods. Selling is an absolutely essential tunction in all enterprises depending iqum public support. During the next decade it will be tlx: major problem of industry. I rcpr.it. h is a very' human process, because no matter how much it mav depend on price, or quality, it must be guided and controlled by those qualities which I shall general ize under die cloudy phrase of personality, which can tip the scale in favor of a particular firm or line of goods. The public must be educated, i c.. informed and instructed. What doe* it matter what the price of an article if I do not know I need it r It manors still levs if I do not want it. If management is to sell employees on the idea of observing the fundamental precautions, it is important that the solicitation and selling job be mote than an elaborated series of "don't". If I were to try to be epigrammatic about tliat rule, I would saj. "Don't don't your workers.'* When safety is only a passive consideration, you will not evoke the interest in its desirability until the occasion for its observance is past, and that is after the accident. However, give your employee something positive to work on and he will start setting new records for safety. When you tell a mail to be careful, there is nothing competitive about it. He may be careful five years or fifteen or twenty-five years ami iji his own mind he will not have attained anything. ^ Set a premium on safety records, observance of safety regulations, and general interest in the subject of safety is manifested in a number of different ways. Man naturally is a vain creature. He seeks distinction in every way dial lie can. If you don't believe me, Id! rue why there are a lot of people who want low licence numbers on their automobiles where people can sec them. Capitalize on this vanity by giving the man .something to shoot for. This may be in the form of department records for safely, individual records, or factory records. You need not score the winner on the basis of no accidents but on the basis of best observance of all safety regulations. Score the men or Ihe departments on the basis of points. Penalize if you want for any infractions but give credit in accumulated points for each day or each shift on which they do their work properly, so far as safety is concerned. Reward those who score highest. It doesn't make much difference whether the rewards are cash prizes, lime off with pay, or merely mention on the bulletin board or the company house organ as long as their fellow workers can see it. When you put this on a department basis you get every employee urging the others in the department to rfo the right thing. Suppose you go in a department that is leading all others in (1ms iiumbct of points and you discover a man at his machine without wearing the safety goggles that are intended for him. You penalize the whole department, and you let Uietn know what the penalty is for. Next time somebody is going to remind that mail to wear safety goggles. Piece workers arc probably harder to sell and keep sold than the time workers. They are anxious to make short cuts anti pile up their production at the cxjxnsc of safety. Discourage that tendency by again offering some kind of reward, cither cash or honorary mention, for the individuals who manifest the sreatest concern for safety. . I heard of one superintendent who tested his safety regulation* on the bulletin board and asked the foreman to call the attention of the men to them. Later on that day he went out in the factory himself with $10.00 in his jacket. He planned to give a dollar bdl to the first fen nwu he talked to who knew the safety rcgula* tiotts which appeared on the bulletin board. After questioning the employees through out the plant, he still had half of his money left. Stunts nf that kind are always desirable. They change the emphasis from safety as a passive subject to something very positive. The job of "Selling the Safety Idea" is all important to management in this period of business--more so than at any time in the last decade. The reopening of many plants presents new problems, for it should be recognized that the former 140 Twenty-third Annual Safety Congress--National Safely Council employee returning to work* presents much the same serious problems from the staruliK>int of production aiul safety as does the now and inexperienced worker, X ho "new man" of today is the old man of yesterday returning to work after n period of unemployment. Give full tonskicralion to the fact that he Has very prol*ably been submitted to anxiety and unusual mental strain in his efforts to secure a livelihood; that he is in many instances less In physically than normally, due to the unaccustomed demands of varying lypes of temporary employment he has been obliged to undertake. He may !>e "out of trim" for his regular work, and until he regains his usual condition of Jwxiily health ami mental ease he needs assistance and guidance. The Psychology of the Safety Movement in Changing Times By DR. J. A. MELROSE Department of Philosophy and Psychology, James Mtlliken Univarsity, Decatur, Illinois I I am glad in share once again in the dhcusMon of some vital matters oi this Cutiftrc**. 1 he >aiety movemciit symbolized by this great gathering, is both a powerful practical movement in safety work, and also a great movement of social yuiath>' growing out of the new problems of or Industrial Age. Practical prob lems will and sliould get much consideration here; however, i should like lo limit my discussion to matters ui social vision and undo standing which arc also of great importance am! very practical, too, in the long rim. Otic must not think too close up to his problem; he must see the outlying rela tions. The same piece of iron will heat in mercury and sink in water, warning us that even physical things do not depend for their lbehavior alone upon their intrinsic nature, but also upon surrounding conditions. Tlte principle is even truer for social facts and yet the so-called "practical" man. impatient for immediate results and often blind to outlying conditions, Is always urging us to give our whole attention to things near nt hand. However, soon or tatcr. outlying condition* affect things near at hand and then our problem becomes doubly difficult for tlwre is both a bad state of affairs and a confusion as to the i cal nature of the trouble. This is where we are today. The chief troubles in the safety movement come from general disturbances of economic ami social life. The safety lender must learn to lie both- a safety man and a real human leader in mduurial problem*. ' II Tu turning toward a general undertUandinu of the safety movement, the safety leader is in step with what is taking place everywhere. The old way of holding the mind to facts close at hand lias failed and a general movement has set in tu examine outlying huts and conditions. This new trend is found in science Physics, the foundation science, describes the new trend as a "turning of emphasis from the ctarge to the field/* In education, tire movement is marked by a relaxed emphasis upon departmental knowledges and a new emphasis upon social science. Industry stares this drift and recognizes ttal tltc problems of today are large human prob- industruii Safety Lectures 141 Ions. The safety muvetiKnt must catch the new step; it must not U<m* it*eH in a narrow view of its Junction. but miut develop leaders \\lo see it as a ,avt oi the new social development of the time-*. In tact, the safety movement is <tie ot the great movements ol our imhutnal and social life. It tlicretore shares the idrtuaio of the social upheaval oi the limes and it must accordingly develop leadership of social vision both ior its uwu r>rotciin>u and in order to do its work effectively, Our whole industrial and social trouble gives evidence of the uigcnl necessity ot social vision. Safety and personnel leaders will do well to join imuds with other leaders to work out a better understanding of the human problems of our machine age. Ill The soundness oi the large human viewpoint siiouid be clear enough to the in formed safety leader. His whole experience cmpliasizcs it; the hisluvy ut the movement accentuates it. The very effectiveness uf safety devices, safety programs and safety campaigns has again and again been found to depend mikmi general fac tors of interest, understanding and general industrial morale. A safety survey made by the surface car lines in our convention city of Cleveland a few yiar.s ago, shows that the major causes of accidents were fl) moral carelessness, (2) emo tional tenseness, (3) bad judgment, and (4) slow reaction-time--all general hvinrs which go far beyond nicchatucal conditions fur safety. Other studies agree with these findings and uncover similar human factors such as subtle defects in vision as causes of accidents. The whole experience of the safety movement indicate* Shat safety is a Jammu problem which roots deeply in the social Site. To control safety we must not alone know safety technique; we must control tl*c cmial life. Today the acute problem lies in this latter factor more than ever. No safety devices have been lost but safety work has been upset by general social and industrial factors whose disturb ances the saiety movement very naturally shares. One may say in the light of safety experience, and say with some assurance, that if the safety movement doe* not do its part iu developing leaders with large social vision, it will be a relatively shallow and ineffective side-issue of indusUy rather titan a great human movement. There are special reasons why the safety movement should develop men of inde pendent vision who understand the times. The safety movement and tlie personnel movement are tta two pioneer human movements within machine industry. The human emphasis within industry has Jagged and is (King taken up with fresh vigor today. It is exhibiting a thrust of interest that is having a telluv* force in every phase of life. In view of conditions, ttase pioneer movements are in a strategic posi lion today, for this new interest m the human problem is potent enough to be both full of promise and full of danger; it needs wise and experienced direction such as leaders within industry who tavc social vision ought to-be able to give. The over weening emphasis upon the mechanical phases of industry has brought us to an impasse. The time for social leadership is at hand. It is your hour. The sole question is whether or not you have the wisdom and the Courage to lead. IV I have opened a big subject. Any attempt to give general vision upon it would be a big task indeed. I am seeking less to instruct than to ask that we ah become aware of this large social problem; leadership in it is the task nf many, not one. However, X can raise two general questions which will give direction to our think ing; and I can attempt to throw some light upon them Three question* arc: (1) What attitude should one take today to help promote this new human movement and yet keen it under control so that it docs not Ixcome blindly emotional and upset our political institutions? (2) How do the changes taking place today differ from tliotc of ti mere "busi ness cycle" and challenge a more enlightened leadership for ita industry of the future ? 14Z Twenty-third Annual Safety Congress--National Safety Council These are very large and general questions. However, I shall try to deal prac tically with them by appealing directly to natural facts. The facts to which I shall appeal are natural facts at the foundation of human nature aixl of human group organization. These facts are at the bottom of all human affairs and are the most potent causes of all human events. ' Tiiere is today a strong tendency to !ecome emotional ou ccomonic and political questions and go either '`right" or "left." This tendency is everywhere. Already it has swept some European peoples from their moorings out to tl*e sea of feeling and to uncertain destiny. This extreme emotionalism is in the air of the whole Western world. Even in our country, less given to emotionalism tliari other countries, certain groups are leading hysterical attempts to whip up emotional excitement and lead the masses into either a radical or a conservative camp. . Where do you and I stand on these issues? Should ,we go conservative? Should we become more radical? Or is there a deeper insight coming out of facts which call steady our emotions with realistic thought? Surely we, as leaders, do not want to remain in confused neutrality amid the impact of vital problems which we ought to help solve. It we are realists, we will want to get back to relevant facts. Wc will not be too much impressed with human advocates but will look first for guid ance from the witness of natural facts. A study of the natural forms of group or ganization will furnish our minds with just the foundation facts they need for a time of social upheaval like ours._ These natural facts will show us what we, as a people, must do to keep a stable form of social life while at the same lime wc make the changes which the times demand; they will uncover the dangers of revolutions which are to be avoided. The accompanying graphs (A and B) show the natural form of social organiza tion. stable and unstable: We are now in changing times and change is unsettling. We are well into some of these changes and cannot avoid thefh, for over-ripe facts compel changes in rather definite directions. However, we liavc the problem of keeping our affairs on a steady keel while these unsettling changes are taking place and a new adjustment is being made. The nature of these two tyixs of social organization, as illustrated in the graphs, shows us the basic nature of our problem. These facts are deeply signi ficant for they are of the sort tliat man did not make and man cannot destroy. Let us look at these graphs for a moment. Graph A is the bc'd-cuoc of organization. It is native's curve. When social conditions are normal, social organization takes this stable form in which there is a strong liberal-conservative group, while the conservative and radical wings, al though stimulating to thought, remain relatively weak. This is the normal form of stable social organization. Industrial Safety Lectures 143 Graph B is the unstable form of group life. In times of stress and confusion there is a tendency for even the middle group to give way tu emotion and to go either "right" or "left," thus giving to the social organization the dangerous bi-modal life. This movement of group life is the road to revolution which some modern nations liavc already taken. The new emotional heat of both conservative and radical thought in America is threatening democratic freedom ami calls lor clear headed, balanced leadership. A glance at this basic nature of social group organization adoisl>cs us against rushing blindly into social action either to proclaim the new or to defend the old. Rather, we must keep both a conservative and a liberal attitude and examine the facts by which we have to live. If we do tins faithfully, we shall make a safe ad justment to the conditions of the changing times. True leaders arc those who lead m patient fact-finding thought and courageously refuse to go into any emotional camp of any special interest group. This sound social position may it&juirc us to stand against tendencies tevth of the industrial plant and also of the front office. If so. wc must take such a stand with the truth. It is the stable, social way; it is the fair human way; it is the pro- Iibeid!' conwrnlive radical Bl-MODAL curve (unstable fo*m) Graph ` B" conservative foundly wise, religious way. Said Jesus: "A scribe instructed into the kingdom of God is like a householder who takes Irom his store things both new and old." Nothing can be more urgently important today than a leadership that is literal-con servative in opinion and which gives place to no prejudice except that in favor of tested facts, whetlier the facts are old or new. V What i* tltc nature of the changes which are upon ns and which demand.^ for their patient solution, the emotional stability of which wc have just teen speaking? Wc do not speak of policies of man, for these are not inevitable fm* have a wide option between safety and opjiositc dangers. But there h a direction of change in facts themselves, which is inevitable and wc arc enquiring about the foundation con ditions which give this inevitable change (* chaiacter. What arc the facts at tire bottom of these inevitable trends ot change today which man cannot slop? All social life and change roots., first of all, iu ongmal human nature which is the basic social cause. This fact of human nature is the. first fact one should try to understand if he wishes to have a fundamental knowledge of cultural change. Man has two sides to hi* nature which give him two kinds of conscious life ? that of feeling and that of sensation. These two pliaae.t of life cooperate when life is running smoothly, but they are separate and they operate over different mechanisms in the body. The two graphs C and D represent these mechanisms. Feeling, the 144 Twenty-third Annual Safely Congress--National Safety Council internal consciousness of valut*, is slur source of spiritual experience. This jJiase of lite ojKrau-% over C, the autonomic nervous 'system. Sensation is an external type of consciousness which reveals the environment ami is the basis of physical experience SiBsutioH-i come from V, the central nervous system. . When conditions aie such as t> keep these two phases of life adjusted to each other, there is basic stability in the individual and in the social life. However, when life Rets unbalanced so as to continue to stimulate one phase at the expense of the other, there is a profound loss of stability in which individuals become restless and social life moves toward upheaval. The Middle Ages went to extremes in the direction of feclhuf. unity and author ity. and there followed the revolt to smsution which started Modern Tunes and a imiu-mcot toward individualism Now at length we have gone to such extremes in the new* direction that we arc in the midst of a reverse revolt, or a rush hack toward feeling ami unity. . eocf-xz/r Autonomic VI The nature of the present swing of Western civilization away from individualism and toward social solklaiity. can best be seen by an historic graph showing tl* direction of life when the Modern Period came in and the reverse direction that is being taken today. These great swings of history can be understood basically only b> reference to man's dual physical ajid spiritual nature. (Graph E.) ' Before the year 1600, feeling was in the ascendency ami lire study of facts was neglected. Feeling gives unity and the Middle Ago developed great unity and control. About 1600 the seculai ioicc* began iu Jr in control and to gtvw mote ami nioic potent. 5Vnx0/m>m makes for diversity ami individualism and since the year 1600 there has been a i>criod of achievement in the individualistic sense. This is the age of material sciences. It lui* centered upon external achievement and has neglected feeling and values. A new turn began soon after tlve year 1000 and is now in foil swing:. It is a movement back toward human values and unity. The movement itself is inevitable but it demands understanding and guidance. Industrial Safe! y Lectures Central 145 Many factors arc at work today to make our restless age liavc its special charac teristics. Tire maladjustment cf the two bask sides of human nature, feeling and sensation, is the fundamental factor. It is ibis factor which makes current changes as wide and deep as Weste/n culture; it is this factor which makes tlxr general direc tion of the changes inevitable. Our problem is to take advantage of tins new human movement, the swing back to feeling, but at the same time not to swing t> the other extreme again. We arc challenged amid this inevitable dtauge with tin* problem of holding to our flexible msitlulions and building a true social democracy, pcriuancntly stable because it is built upon both feeling and sensation, the twin phases of humati nature and need. VII . It will be well to distinguish the profound ciiaugcs we are noiv having from ilmsc short rhythmic occurrences in economic life called "'business cycles." The au.oti!- StRttllOnr Sedtl lin<ty Toow-i Graph "E'y Uili A^**rv 146 Twenty-third Annual Safety Congress--National Safety Council ponying Graph /* indicates tire relation of the economic cycle to the more general cultural cycles of which we have just spoken, one of which we arc now acutely experiencing. Economic life is often discussed Independently of other phases of life, hut it is well to recall that it is not independent of the life of the whole group but iperely a basic phase of that life. Economic life arises to serve the economic wants of the group; the group as a whole is primary and the seat of social authority. The group lias many other wants which arc also supplied by the work of individuals and sub groups. The whole group sets up authority in the form ot government to protect G>cp Graph UF** members and yioup* from unjust and socially dangerous behavior of individuals or groups. The citizen?, and sub-groups support the government in letum for protec tion. Such mutuality of interest prevails in the cycle of activity of all stable social organizations. progress of group life implies change. There are two factors to social change: (11 material gams such as invention of new machines or new techniques, and (2) the progressive readjustment of these material changes lo human needs. The first of these come by way of the sensory side of human intelligence, and the second through the feeling side, factors which we have already pointed out. The first is physical gain: the second is spiritual gain. Science has done most to promote the first factor ami religion has done most to promote the second factor. There is a common but dangerous illusion tint the first factor alone makes progress. However, it is quite dear that progress requires the control factor just as much as a motor car needs Industrial Safety Lectures 147 steering gear and brakes to control and guide the power of the motor. However, in social affairs, there is a natural lag in the second or control factor, and this gives rhythm to the social life. The times of crisis u; economic life caused by tins Jag in adjustment are known as business cycles. Business cycles are merely pluses ot material readjustment of the economic proc ess when the process becomes unbalanced by the lag in the human control factor. Such crises arc purely mechanical* m nature. They do not involve any fundamental change of theory with respect to politics, economics, religion, morals, etc. All that occurs is a slowing up of the economic life until the congestion is removed by the normal activities of economic life and balance restored. This type of economic prob lem has generally been solved by the working of natural economic law and without planning. The cycle of this economic activity is suggested by the internal triangle of the Graph F. When, however, there is a lag in the control factor of a more general and funda mental sort, the lag affects not only economic life but breaks over into the larger field of cycle ABC of the graph. Such a disturbance indicates that the facts of change have moved so far that theory itself lags behind the new coinliliom of hie and needs to be readjusted to them. The problem now becomes a thought problem as well as one of action. Accordingly, there occurs a disturbing change of views on theory of politics, economics, religion or morals or aesthetics, or more probably, on theories of all of these phases of life together. Of course, during such a time, eco nomic life is in upheaval and confusion but so also are all other phases of life in the midst of coni using change. Needless to say, this type of social crisis is more serious than a business crisis It is the birth struggle of a new social view ci life and it requires for its under standing and guidance, a much more profound insight into human affairs. It is quite evident that we are in such a cultural crisis today, which is marked by a gen eral swing, and in some places a dangerous and headlong swing, from individualistic ways of thought toward views of social unity. This movement is bringing all theory under fresh examination aud provoking the emotional migration Into opposite camps, which, as we have said, marks the menacing danger of such times ot change. It is a mistake to take times of yeasting unrest and change too seriously. Much cf the old is sound, and if we neglect its worth, we shall have lo come back to it repentantly later. However, it is also a mistake to take the changes too lightly. There is no error more fatal than complacency. Neither the conservatism nor the radicalism, of which wc hear much, has anything to offer in itself. We need to dis trust the emotionalism of contrary opinions of the conservative versus radical type. There may be two sets of opinions but there is only one set of facts. Some of these facts are old, some are new. We must seek the facts impartially^ in the true fact finding spirit and treat them with natural piety, for m them and in them alone we have our salvation. VIII Tire times call for wise leadership. It is not enough to he "idealistic"; it is not enough to be `'practical'' in the usual sense. The leadership which is needed must be both idealistic and practical in the best sense. Safety and Personnel leaders are in a favored position for leadership in the present crisis for the following reasons: (1) They represent movements which arc the pioneer movements of the modern trend toward humanizing machine industry. They arc the first-born movements of the new age and they are still in their youth. (2) Safety and personnel leaders are in industry and they knew its problems. Their idealism should be practical and realistic. This is an industrial age and the real problems of five times are m industry. The great modem industrial organization has long since outgrown individualistic dimensions and become a great social Insti tution with power like that of the government and the church It becomes necessary to humanize the spirit of profit-making in modern economic organization in order to stabilize social life and in order to mend and avoid upheaval. (3) The problem is a human problem and needs leaders who are accustomed to think of industry in human terms. Wc must solve our problems humanly in order to 148 Tiecuty-ihiid Annual Safety Congress--National Safety Council m>1vc them wisely and permanently. We need leaders with the vision to avoid ex tremes and to build solidly upon the foundation of the whole of human nature and need. Our democratic institutions are flexible aud responsive to us and we can so build if we liavc wise leadership. There will he many kinds of leaders needed (or this task and the human leaders within industry are among' them T WRNTY-T1IIR D A N N V A L S A / II T S' CUNO RUSS n a r r o n a l s a i: n r v c o a \l Cl L Accident Prevention Equipment Manufacturers' Section Officers 1933-34 <7cncr<i/ C'/iairnjfrn--Buell W. Ni?rr, Safety Equipment Service Company. Cleveland, Ohio. Ficc-Chairutan--1. W. Millard, Industrial Gloves Corporation, Danville. III. Secretary--Georgk S. Shull, Safety First Supply Company, Pittsburgh, Pa. Treasure--L. j. Bowklr, Mine Safety Appliances Company, Pittsburgh. Pa. /I.rffKDt'f C'nnrwiUec at La>gt-- p. \V. Bullard. E. V). Bullard Company, San Francisco, Calif. Frf.dfjuck Waiileki, Pulmosan Safety Equipment Corporation, Brooklyn. NL YCharles H. Gallawav, American Optical Gimiuuy, Soutlibridgc. Mass, BUSINESS SESSION September 30, 1934 The annual business meeting of the Accident Prevention Equipment Manufac turers* Section was called to order after a pleasant dinner by General Chairman Buell W. Null, Safety Equipment Service Company. Cleveland, wlxt presided. Re ports were I>eard from the General Chairman and the Chairmen of Standing Com mittees oo activities during the past year The report of thu Nominating Committee was then called for, and new officers for the Section were nominated aud elected as follows: ,, Chairman:--Irwin W, Millard, Secrctaiv, Industrial Gloves Curj>orntioi, Dan ville. III. Vice-Chairmen:--George Shull, President, Safely First Supply Co.. Brady Bldg.. Pittsburgh. Pa. ,, _ S*<r*t*ry:--William Wahlert. Pulmosan Safety Equipment Corp.. 176 Johnson St-. Brooklyn, X, Y. Treasurer:--h. E Dickson, Vice-President, Standard Safety Equipment C, 75 East Wacfcer Drive. Chicago, III. Iz.recuthv CommitU'C'Oi-Large :-- J. T. Rian. V-Prcs., Miuc Safely Appliances Co., 201 NT. Braddock. Pitts burgh. Pa. F. FL Davis. President, Davis Emergency Equipment Co., 55 Van Dam St., New York City. 149 150 Twenty-third Annual Safety Congress--National Safely Council R. T; Solcnsten, V- Pics. Flliott Service Company, 2 W. SStli St, New York City. ' B, \V. Nutt. President, Safety Equipment Service Company, 1228 St Clair Avc . NE. Cleveland, O. ADJOURNMENT Accident Prevention Equipment Manufacturers Who Made Exhibits at the Twenty-Third Annual Safety Congress and Exposition, Statler and Cleveland Hotels, Cleveland, Ohio, October 1-5, 1934 Amcrican-La France & Foamitc Industries, Inc., Elmira, New York Fire protection equipment American Optical Company, Southbrulge, Massachusetts Industrial eye protection service Bciuiix Products Corporation. South Bend, Indiana Automotive testing equipment Robert A. Bernhard, Rochester, New York Saf-T-top aiiplicator bottles for antiseptics Binncy Sc Smith Company, New York City Emulsified carbon black for concrete lavements Bishinger-Kochlcr Manufacturing Company, Pittsburgh, Pennsylvania Oxygen equipment products Bradley Washfountain Company, Milwaukee, Wisconsin Group washing equipment Brown Shoe Company. St. I.ouis, Missouri Safety Toe Shoes R. II. Buhrke Company, Chicago, Illinois Safety belts, straps, buckets, and tool guards E. D. Bullard Company, San Francisco, California Safety equipment for mines anti industry Burroughs Wellcome & Company (U. S. A.), Inc., New York City First aid and medical equipment Godfrey L. Cabot. Inc.. Boston, Massachusetts Emulsified carbon black for concrete pavenxnts Chicago E>e Shield Company, Chicago, Illinois Head and eye protection equipment H. Childs & Company. Inc.. Pittsburgh, Pennsylvania Safety* footwear Cunninchani'Hall Aircraft Corporation. Rochester, New York Sand blast helmet and suit Davis Emergency Equipment Company, Inc.. New York City First aid, gas masks and safety equipment Accident Prevention Equipment Manufacturers' Section Eagle Signal Corporation, Moline, Illinois Traffic signal equipment and industrial timing equipment Elliott Service Company, New York City Elimination ot waste, promotion of efficiency -and safety Evans Products Company, Detroit, Michigan Railroad grade crossing ami barrier and traffic signals The Gersou-Stewart Corporation, Cleveland, Ohio Soaps, disinfectants and cleaners for planned sanitation Harley-Davldson Motor Company, Milwaukee, Wisconsin Special police motorcycles and equipment Hunter Auto Equipment Company, Inc., New York City Fleet specialties, rubber mirrors, stop and tail-lights Hynson, Westcoit & Dunning, Inc., Baltimore, Maryland Mercurochrome and Thantis lozenges Industrial Commission of Ohio, Columbus, Ohio Accident record charts and graphs, educational safety literature International Shoe Company, St. Louis, Missouri Safety shoes Junkin Safety Appliance Company, Louisville, Kentucky " Safety guards for punch presses Walter Kidde & Company. Inc., New York City Permanently piped fire systems and portable extinguishers Lehigh Safety Shoe Company, Allentown, Pennsylvania Safety shoes and boots Lima Cord Sole & Heel Company, Lima, Ohio Non-slip soles and heels for footwear Liquid Carbonic Corporation, Chicago, Illinois Fumigant for infestation control Macwhyte Company, Kenosha, Wisconsin Wire rope and braided slings Martindale Electric Company, Cleveland, Ohio Protective masks, safety roadway signals Metropolitan Life Insurance Company, New York City Insurance, industrial group, etc. Mine Safety Appliance Company, Pittsburgh, Pennsylvania Mine and industrial safety equipment National Automatic Safety Signal Company, Chicago. Illinois Safety flash signal for rear of trucks National Safety Council, Chicago, Illinois Poster, Library, Research and Education Divisions The Patent Scaffolding Compauy, Chicago. Illinois Ladders and scaffolds for industry and construction Portable Lamp Equipment Company, Pittsburgh, Pennsylvania Electric mine lamps and safety equipment The Positive Safetv Manufacturing Company. Cleveland, Ohio Power press safety devices Protectoseal Company, Chicago, Illinois Safety cans for washing, bench, storage, etc., tank htnugs i'ulniosan Safety Equipment Corporation, Brooklyn. New Yoik Respiratory protection and general safety equipment 151 152 7 iCc'fity~th;nl Annual Snftty Congress--Xutiaual Safety C ouncil ]'> icnc Manuiacturiij^ Company, Newark. New lexscy Hand fire extinguishers and systems !<< Wooden Sole 51>c Company, IncColumbus, Nebraska \\t*dcit sole safety lootwear Tin- Safety Clothing Conquuiy. Cleveland, Ohio Safety clothing am] equiptihMU The Safety Equipment Service Companv. Cleveland, Ohici safety clothing and other safety equipment Safety First Sliue Company. Hulliston. Massachusetts Safety shoes . Safety Signal Device*., Inc., Chicago. Illinois Safety stop-light for cars, trucks and buses The Service Recorder Comjiam, Cleveland, Ohio The Scrvis Recorder for trucks and buses Shepherd Safety Shoe Corporation, Chicago, Illinois Safety shoes The Sight Light Cuqioration, New York City Instrument* for lucuMiiiii.u light in industries,, etc. Standard Safety Equipment Company, Chicago, IllinoisDust protective equipment and general safety devices Stotiehouse Signs. Inc., Dcnever, Coloradu Metal accident prevention signs ' The Surety Rubber Company, Carrollton, Ohio Rubber safety equipment for linemen and industry Weaver Manufacturing Company, Springfield, TH. Automotive testing equipment West Disinfecting Company, Long Island City, New York Disinfectant*, insecticides aud sanitary supplies Willson Products. Inc.. Reading, Pennsylvania Eye, head and respiratory protective devices WH-X-MVg Corporation,' Brooklyn. New York Fire extinguishers and equipment T W ENTY-TIfIRD A .V N U A L S A F ii T V C O N 0 k F S S X A T l 0 X A L S A F Ii T K C 0 U M C t L Aeronautical Section Officers 1933-34 Chairman, Lester X>. Seymour. President, American Airways, Inc.. Chicago. Illinois. FiYc-C/*triVuif(. Captain E- V'. Rickcnbficker. Nurtli American Aviation. Inc., New York City. . .. , , Secretary, \V. Dean Keefer. Director. Industrial Safety Dv iM<m. National Saftiv Cotmct:. L.nicago. Illinois, WEDNESDAY MORNING SESSION October 3, 1934 The Aeronautical Section session was called to -order by Mr. Paul Wright, o! the American Airways. Inc., Chicago, who presided. Chairman Wrighr introduced Mr. John \Y. Burton, who made a brief address of welcome >n Itchalf of the Con vention City. Chaimian Wright then introduced the first speaker. Safety in Aviation By J H. DOOLITTLE Aviation Manager, Shell Oil Company, St. Louts, Mo. The speaker said in pact: There arc few of us who appreciate the great tare that is exercised in the operation of a modern air transport line to assure safety and a degree of comfort as well. Any normal man or woman having average eye sight am] no physical disabilities, and luring possessed of average intelligence, can learn to fly an airplane in a relatively short time; but it i> a far cry from tlic mere fact that one knows how to fly an airplane to the art of flying as practiced by airline pilots who have made it their profession. These pilots are not only masters *>f every branch of the art of ordinary flying, but must take a post graduate course in Wind or instrument flying. This training i> given in special airplanes eqtitfiix.'d with a hooded cockpit and the pilot is obliged to fly by means of his instrument* alone, as he caunot see outside the airplane. Probably unknown to tiie vast majority of air travelers, there exists- m ever* modem air transport company today a complete medical dm*k*i which closely exam ines the physical and mental qualifications of all their pilots once every month or six weeks. The examination is strict and thorough, and is given by physician* trained in aeronautical work. These examinations are in addition to those required semi-annually bv the Cmted State* Department of Commerce. The c>c examina tion requires that the pilot have nut only normal vision, but that his judgment of 153 154- Twenty-third Annual Safety Conyrets--National Safety Council distance be accuiate. There must be no strain due lo faulty balance of the muscles of the eye. No night blindness or color blindness can exist, and a test is given to make Jure that when looking straight ahead the eyes arc capable of seeing objects lo either side in a wide arc of vision. Functions of the organs of the ear which have to do with equilibrium are tested, and the hearing must be efficient for the use of the radio telephone and other ordi nary instruments. The general physical examination includes diligent search for diseases of the tonsils, teeth, heart, lungs, abdominal organs and nctvous system. Most of the large airplanes now used on the modern transport lines use two pitots, one senior to the other in the matter of experience and proven judgment. Many of our larger airplanes also carry as a member of the crew a trained nurse in the capacity of stewardess. These young women are harefully selected from the ranks of registered nurses for the reason that nurses have had a rigorous institu tional training and are accustomed to discipline. The stewardess' duties involve taking complete charge of the passengers while they are in the airplane. Kvery modern airplane flying scheduled duty has a radio receiver m it attuned to the radio beam of the airway over which it travels. If the pilot is living directly on the lieam he gets a constant humming noise in his head-pltonc which is a series of long dashes. If pcrchancc he should stiay to the right or left of the beam these signals will be radically changed, ami !>e will thus know that he is not following his true course. There arc about 100 of these radio transmitters laying down the "roads oi the air" practically all over the United States. They have a rated output of from 50 to 2.000 watt power, depending upon the course over which thev are directed and the distance required along that course. These transmitters emit a 1.000 cycle tone modulated continuous wave signal for' radio range transmission. At periodic intervals on the ground along this airway are smaller beams and intermediate landing fields, and the pilot in checking his progress knows exactly where he is. in spite of the fact that he cannot sec the ground. Likewise, in order lo be informed on the condition of the weather ahead and just how close to the ground this cloud layer is at the i>omt of destination, he s equipped with two-way telephone radio apparatus, so that he is in constant communication by word of mouth with Ins ground control station nhd they with him. One of the peculiarities of the radio beam is that directly above the beam installa tion at Uc air port of destination is a point of silence known technically as the Cone of Silence, so tliat live pilot, realizing how fast his airplane is flvlng and taking into consideration the direction of the wind, not unlike the captain of a slap, can hold to his course by the use ol the radio beam and tell approximately wlieti lie reaches Ids destination. Radio, togcllicr with modern navigational instruments, de-icing equipment and other 'safely devices, is making it possible to fly regardless of weather conditions. Other principal advances in acro-dynamic efficiency in the past few years have resulted from the following- ' fa) Utilisation of tltc stressed skin type uf construction m metal airplanes. In this type of construction the skin forms not only the surface exposed to the air. but also contributes substantially to the strength of the structure. (b) To the development of the N. A- C. A. cowl ami the fairing of engine and nacelle into the wings of multi-motored airplanes, thus greatly reducing the drag and increasing the overall efficiency of the airplane. fc> The practical application of flaps which liave the effect of increasing both the drag and the lift of the wing and thus steepening the landing angle and slowing down the landing speed. (dl The controllable pitch propeller has the effect of greatly improving take-off and climb and appreciably improving cruising speed and fuel economy. (c) The retractable landing gear has improved efficiency and increased speed by removing, when the airplane is off the ground, one of the principal causes of parasite resistance. TIjc above are the principal improvements made In the most modern alrplanee of recent years and none of them are directly attributable to air racing, but rather to safe, sane aeronautical development. Aeronautical Section 15S Safety Problems of Airships By DR. KARL ARNSTKIN Vice-President in Charge of Engineering, Goodyear-Zeppelin Corporation, Akron, Ohio The speaker said in part: The fundamental requirement for safely in engineering is the proper visualization of tle potential risks. First of all. the engineer must realize and appreciate all conceivable risks which may arise and he must then shape his design so that ihe*c risks are accepted and provided for in ihc proper order of their relative importance. The visualization of risks, at least in the bxoader categories, is prolxably the easiest part of tlxc problem. As a matter of fact, by reviewing all aeronautical acci dents of the past one may enumerate most of *'.e conceivable risks. Having* done so, it is a simple task to draft an absurd set uf specifications which would abso lutely prevent the recurrence of accidents. To attain this end one might have to specify that the airship should have sufficient strength to permit it to fly into mountains, high buildings, or into the ground or sea, and to encounter such me teorological disturbances as hurricanes, typhoons, thunder storms, and Kansas cyclone* without incurring structural damage. After oil, we are not living in a Utopia, where such super-vehicles might Iks found. We are just human beings, doing our best to build practical commercial airships; vehicles capable of flying through the air and safely carrying adequate pay loads over sufficient distances and at such speeds as will guarantee a satisfactory financial return to the operators. As hx all fields of engineering, thcie arc some risks which must le reduced to a reasonable degree and then accepted. .Compromise is necessary and tlc final solu tion will be a balanced design which probably will prove sufficiently satisfactory with regard to any single requirement, but which will provide what has l>ecn experi enced to be adequate strength ami safety while still staying within the bounds of commercial acceptability. Of course, in any given status of the arts, and with an airship designed for any given purpose, there i probably only one efficient solution. As the art pro gresses, however, the improvements are made in the various contributory fields, the picture tends to change and the relation between safety and performance change* with the advances in the arts and with the dictates of a riper experience I can probably best clarify my point by discussing the means by wliich an airship engine room may be rendered fire-proof. If we start with the preconceived notion that an airship engine room is to be a potential source of fire, then every attempt must be made to prevent engine room fires from spreading to the other parts of the ship. There was a time when, from stationary power plant practice, one might say that a fire-proof engine room had to be built of structural steel, lined with brick or concrete, and perhaps be equipped with heat-insulated outer walls. Such an engine room might be successful as a means of preventing the spread of fires, but would be prohibitively heavy for airship use. Alternatively we use thin metal walls, covered with asbestos and tested to a known degree of fire resistance. The relative inferiority of this type of wall is compensated for by other light-weight fire-resistiixg equipment which tends to make this type of wall adequate. Hand extinguishers are available, and in addition, all engine rooms are equipped with built-in carbon-dioxide spray systems. The entrine rooms are ventilated directly to the outside of the ship and other safeguards include anti-backfire screens on the carbureters and complete exhaust manifold protection and cooling. Further attempts are now under way to eliminate nwch of the fire hazard due to volatile fuels bv the use of heavy oil and other "safety'' fuels. There U always a mechanic on duty at each engine/ and there arc at least two men ut each engine room during the "landing station" period while the engines arc bring maneuvered. On the whole, the installation is considered as sufficiently safe, the heavy-weight, fire-proof vault having been replaced by a series of lighter w>Kbt protective means coupled with an attempt to tackle the problem at its source hv the use ot constant operational supervision. 156 Twwiy-third Annual Safety Congress--National Safety Council Such a use of many separate and distinct agencies for tl*e attainment of safety 1% * cardinal principle m airship construction. The airship hull is built on the triple-layer principle m which the buoyant gas is held within separate cells or bal- lonets, the stresses due to flight aud static loadings being taken by other independent Mructuial muuljcrs. The wliole system is bound together bv a taut outer co\*er which protects the interior from die elements adds to the structural strength ami m an emergency constitutes some protection against the loss of gas. The mutual inter-relation ot elements j>ermit> each unit to serve at least as a partial replacement the other in case of local failure. Nowhere in the ship have we relied upon a single structural unit to completely perform a single important mission. t)ur determinations of the overall safety of the airship structure are based upon an accurate knowledge of the cajabilitie* of the various'structural elements and the distribution of both the primary and secondary stresses in the completed structure 11* airship engineer has a detailed knowledge of the properties of his materials, particularly m regard to tensile strength, yield point, buckling, bending, sheer, creep, fatigue. corrosion and agmg. He is constantly making a detailed check of these properties by iiamMskmg testing at every phase of the manufacture and erection. The .ship's projutlsivc system is made up of a number of separate units, any one of which is adequate to maintain steerageway' and bring the ship home. Tito value >f this division of the power plant system was evidenced on a trans-Atlantic flight attempt of the "Graf Zeppelin" which was interrupted by failure of four or her five engines. She turned alxmt after the third engine failed and lauded safelv osi the fifth engine * How the "U. S. S. Macon*' is Constructed 1 might cite the control system of the "U. S. S. Macon" as an example of the \viy m which many methods are provided for the accomplishment oi a single result, 'ihe slop is normally steered iu the horizontal plane by two rudders and in the vertical plane by two elevator*. The main control cables winch operate these sur faces emerge from the forward control car and arc divided to pass down both lateral gangways so tliat tin- crippling of cither gangway (for instance through structural damage) would.still allow the control surfaces, to be used. Additional clutches at the control car allow the ship to be steered by the use of single movable surfaces so tliat even with one rudder aud one elevator gone the ship can still be steered satis factorily. As a further precaution to guard against the jamming or damaging of control cables between the forward control car and the rear of the ship, a complete emergency control station is built in the lower fin. All controls can be operated from here and the ship flown from this |>ositioo without dtffkuUv Furthermore, all control wiring is open to view and is readily accessible so that any damage to the cables or their sheaves can be easily repaired in flight. There is hardly any con ceivable set of circumstances under which the ship would go completely out of directional control, hut should this ever occur she still need not come to harm, for by proper operation as a free balloon she may be kept aloft until some form of control can 1* regained. The ship's electrical power t-upplv system is built in duplicate, two complete gasoline rioter plants, each running serrate generators. If both of these power plants fail, the electricity needed for insti uiucnta. electrical equipment aud emergency radio, is supplied by storage batteries. The ship is equipped with a dial telephone system by menus of which nnv station iu the ship may talk with any otlicr station, and it is so arranged that in any emergency the captain mar call anv or all stations and emergency information may I* broken in on any lines which happen to he busy. The tdciilMXtt system i< supplemented by telegraphs (similar to tltose used on steamships) which will mechanically transmit the. required signal to engine rooms and key points of the ship. Tlie system of three longitudinal keels ami transverse corridor* also permits miners to quickly reach vital jiarts of the ship in an emer gency. ^ In safety work it is difficult to find a substitute tor experience ami the modem airdn'p engineer, profits grcRtly bv Ms knowledge of the row! and bad experiences nf Ihc airship pioneers. ^ The engineer values highly his store of personal experience am! me* it constantly his appraisal of the relative importance of various safety Aeronautical Section 157 features. There are times, liowever, wisest deeply rooted practices appeal v> the oi servativc mind aud arc retained as safety feature* even though experience show* um precedent. A case itv point is that of the subdivision of the buojancy inti* many separate gas cells for tear that a leak in a single gas container would cau>e the stranding of the ship. Actually, with the stresses taken by the structural frame work. the gas cells merely act as gas containers and there has never been a peace time case where a single gas cell in a Zeppelin type airship has ever liccti cmuplvtcB deflated in fliglil. The rigid airship is particularly fortunate in being able to carry a fumniunal crew wlicrcin no men. excepting iicrhapt the captain aud his watch-officer*, arc re quired to perform or be responsible for several different types of tasks. In this respect tlie airship is more comparable with a large surface craft, while an airplane compares better with a small pleasure craft. In tl*e latter perhaps only one man is carried who must perform all the duties of pilot, radio operator. inctruroWiM. and mechanic. A single man cannot he expected to achieve perfection in all >f tliese lines. In the choice of men for an airship crew there is little excuse for stopping at anvthmg less than the best obtainable. A good man weighs no more tlum a |**>r man and he does not cat more foot! or take tip mote space. While every member of an airship crew is not a qualified captain, it is undoubtedly good practice to train all crew members in free ballooning, meteorology'and radio, with tlie thought that their emergency value is greatly enhanced by their ability to perform added functions m times oi stress. It i> very evident tliat high crew morale is important to safety. By the provision of adequate relief, exercise, properly heated aud ventilated mess rooms, lounges, smoking rooms, quiet hunk rooms, together with good food and plenty of n, the crew spirits are kept high and fatigue is not. cx}>erienccd even uu long Rights For these reasons the crew is generally in excellent physical and mental sltnpe even on flights of three or tour days duration. The history of airships lias shown that when disasters have occurred there has generally been some combination of circumstances or coincidences which has mag nified a series of minor failures into a major catastrophe. To my mind, the experi enced crew is the best guarantee against an accumulation ot error* and is the primary step toward fool-iwocd operation of airships. Fetliaps one of the largest factors affecting die safety of the traus-ucuamc Hier today is the adequacy of his fuel supply. In the present stale of the art the airplane has the difficulty that long range hops are dangerous because nf the possibility of fuel shortage enroute or because the desired fuel load lurs liven gotten alward only at the expense of a decidedly overloaded take off. In a regular commercial airship service the fuel loads are carefully chosen n the basis of past experience and weather studies so that ample fuel reserves will he aboard for the longest conceivable flight over that mute But there still remains a reserve or an additional safety factor available to the captain. He ha* nd\ to slow' down slightly and his range is markedly incr<a>ed Sutj.-<. by some trick of fate, the captain finds himself 1.300 miles Imm hi# ha-c with '*tl> it) hmirs fuel left and he is operating at 65 knots through a rccwnt where there i- little *c m wind. Theoretically, he could just get home, but the -aer> mantw wt!d be t* close for comfort. * Alternatively, he elccis to fly at a d*-wer .jwL -ay ki>*tAt this reduced speed his original 20 hours .-up}4> i furl will la-rf at least twice as long and his ranee will be extended to 23*) mile*. mm* hw an ample nurem of safety foe his 1 JOf) mile trip homo. 1 have often been asked what would lie ck*ne if an airdq *rmed near it- ter minal only to fowl mairing conditions so bad that a huvlin* r*oM ot-4 be ittadr. We are hoping that thi-. contingency will seldom ari*< in < |*n *-1 oenmerrial ojirraTions of the future and feel sure that it will cao*r little <e nu difficulty Hlalxiratc sttalse* of terminal weatlier condition* dw<w that atrduti "'tr-. ma> be chosen just as one chooses harbors for surface craft ami that <uftr* are available where mooring and J.-<kin* operatkms may be carried no with startling rmdantv under a wide range of surrounding weather conditions. 158 Twenty-third Annual Safety Congress--National Safety Council The only other risk which I can conceive of is that of fire and here American, helium-inflated airship* have a definite advantage. No matter how carelessly helium is treated It will never become combustible and the pilot on a helium-indited ship undoubtedly rests easier than his colleague who flies with hydrogen ADJOURNMENT TWENTY-THIRD ANNUAL. SAFETY CONGRESS NATIONAL SAFETY COCNCH. American Society of Safety Engineers-Engineering Section Officers 1933-34 General Chairman--S. E. Wnmxc, Liberty Mutual Insurance Co., Boston, Mass. yicc-Chairwau--E. F. Blank, Jones ami Laughlin Steel Corp., Pittsburgh, Pa. yfce-Chainnau--A. S. Kkcula. Industrial Relations Counselors, Inc.. New York, N. Y- Secretary--W. Drax Ki.fcttH, National Safety Council, Chicago. III. Members at Large-- ,. Cyril Ainsworth. American Standards Association, New York, NT. Y. C. B. Aua, Westinghouse Electric and Manufacturing Co., East Pittsburgh, Pa. J. I. Banash. Consulting Engineer. Chicago, 111. E. W. Beck, United States Rubber Co.. New York, X. Y. H. R Bixle*. Union Carbide and Carbon Otfp- New York. N. V. (Metro politan Chapter). C. B. Boulet. Wisconsin Public Service Corp.. Milwaukee. Wls. J. E. Ccujxey. Bethlehem Steel Co.. Bethlehem. Pa. R. E Donovan*. Standard Oil Company of California. San Francisco. Calif. W. M. Graft, National Bureau of Casualtv & Surety Underwriters, New York, N. Y, Hauy GutLnrarr. Pullman Company. Chicago, III. A. P. Huckestdx. Pennsylvania Department of Labor and Industry. Pittsburgh, Pa. (Western Pennsylvania Chapter). R. McA. Keowx. Industrial Commission of Wisconsin, Madison, Wis. G. A. Kuechexmeistek. Dominion Forge & Stamping Co.. Limited. Walkex'ville, Ont, Canada. XL G. Lloyd. United States Bureau of Standards, Washington, D. C. John P. McCann. New England Power Engineering and Service Corp,, Wor cester. Mail (Boston Chapter). W. S. Paine, Aetna Life Insurance Co., Hartford, Conn. G. E. Sanford, General Electric Co., Schenectady, N. Y. C. W. Smith, Standard Oil Co. (Ind.)f Chicago, III. 159 160 7 ivcuty-thirct Annual Safety Congress--National Safety Council H. S. Smith, Union Carbide and Carbon Curp. New York, N\ Y. W. K. Smith. United Engineers ami Constructors, Inc., Newark, N J (North ern New Jersey Chapter). : R. I*'. TirAS.NtK, Buick Motor Company, Flint, Mich. WEDNESDAY LUNCHEON SESSION October 3, 1934 ' I he annual meeting of the ASSK--Engineering Section of the National Safely Council followed a luncheon, ami corn-cited with S. E. Whiting, Genera! Chair matt, pri-riding. Atteiiiiou was tailed to the fact that alt reiwrts had been mimeographed and copies disti ibuted at the luncheon table. " The following resolution whs passed unanimously; . ` The Annual Meeting of the American Society of Safety Engineers;--Engineering Section of tiic National Safety Council has just heard with duejiest regret of the death of Dr. Calvin \Yin*r Rice, well known engineer and few the past 28 years Secretary of the American Society of Mechanical luigmccrs, in New York City, on Tuesday. October 2, 193 k * "Dr. Rice has always had a deep and sincere interest in organized safety eu- guurertng work and has S*cen ever ready to lend his aid and that of the A.S.M.E. to the furtherance oi uur objectives. "Therefore, be it resolved, Hud we formally record our deep sympathy in the loss to us uf Dr. Rice, and that this resolution be made a part of the record of this meeting, and that a copy ftc transmitted to the A.S.M.E. ami to the family of Dr- Rice/' The Science of Seeing and Safety By DR. M. LUCKIESH Director. Lighting Research Laboratory, General Electric Company, Neka Park, Cleveland, O. The speaker sakl in part: In the course of civilized progress increased burdens go hand in hand with increased convenience and comfort. Artificial conditions are substituted tor natural ones without full knowledge of the consequences. Mankind came indoors and imposed new tasks and new environments. It was obvious to human beings that they needed light, hut unohvious penalties remained hidden. Modern civilization has imj>Oscd upon eyes and human sceiug-machines unnaturally severe prolonged critical visual tasks under greatly restricted light and altered lightinc- Hours of dose work arc now tltc rule under meager light ami unnatural light ing for eyes ami human Iicings that evolved under an abundance of natural light outdoors \vl*cn close visual work was casual. Convergence of eyes requires effort and so does concentration of attenfion. Abnormal visual tasks under suB-norm&T conditions is a combination of circumstances worthy of deep suspicion. This and nutty otlurr facts and analyses eventually led us to develop a new and extended viewpoint which. In turn. <named a new vista of research. The chief result has Item the development of tlie new science of seeing from which is being bom a new science of lighting. The science of seeing wa* lni of radically new concepts. A science of vision h Ik-co evolving f*r a long time hut it deals with tin; eyes or. mure broadly, the visual scum.*. The srteuc'* ot vision is concerned with llie abilities and limitations <.f eyesight as a tool, Seeing involves this tool and another tool--lighting. But wing U mm.li nif.re than this. It is an activity of human Heines operating as human sceiuti-uKiehincx. Seeing is work tlmt a human being dues. It requires light ing and vision Iwt also human effort. It involves muscular activity, the nervous A. S. S. E.--Encfiiti.'crtny Section 161 system, and mental reactions. In other wurds, seeing is an activity of the human body and mind. It utilize* human energy and other resources just as any other task docs. 'These new cunccpts have opened a vast new vista for thought, research and analysis. They reveal the extreme narrowness and inadequacy of the older view points and practice* which were erroneously assumed to deal adequately with seeing. They have cleared the wav for the development of a science ui seeing which m turn is laying the foundation tor a science of lighting. The major new concepts have given rise to many others. The human sccingmachine no longer need Ik* merely satisfied to barely see Hut Jus a right to see easily. Studies of vision axe concerned with thrcsltolds, that U with Hunting visibil ity. As kmg as study and consideration were confined to virion, practices were more or less anchored to the realm of barely seeing. However, when seeing is properly considered as work which human beings do we arc immediately concerned with seeing easily. Therefore. the science oi seeing U concerned with optimum con ditions for easy string instead of being confined tu minimum cvnditiim* of hardy seeing or threshold visibility. This human aspect oi seeing, firmly entrenched through the new conception of human secing-machines. shows that old ideas must succumb to their own inadequacy. Tlie efficiency of a worker tr no longer measurable by tixr useful work Ik* does per dollar or per hour. HU welfare as a seeing-machme is determined by the useless work he does--not merely externally iu blundering due to poor seeing but internally through waste ot energy and other human rc-ourcvs. The difficult* oi a visuuE task assumes a new importance. It is uhviuu ilat >t i> more difficult t * sec a small object of low contrast limit a large one of high contrast. Put n<* longer i* this merely au external factor. The i>ew* viewpoint directs the attention to internal penal ties paid by human scemy-nadiincs- Research must relate the external visual tasks to the internal costs of seeing--and it is doing s*- The science of seeing jdaccs lighting in the class of labor-saving devices and also elevates it to the level of things which affect the entire human being. The conception of the human sceing-machine require* revision of old ideas ot visibility. A traffic sign or an advertisement on a hill h**ard may have high visibil ity to a person doing nothing else but looking at it However, wlwts tliat person is doing something else simultaneously, -ueh a* driving an automobile, his vflK.icy as a huni&ri seeing-machine is reduced. The science <d re-veaU Hut any other activity of a human being reduce* hi* ability to >ce. Therefore. a itew concept of visibility arises. A human seeing-marhtae. being human. ha* a certain total setue capacity. His efficacy as a seeing -machine depend* upon how much of hi* sense- capacity is dcvotahlc to seeing. 1 fistroctwevi ot every kind must be taken into ac count in appraising seeing comltt****. Thj* applie* to human beings in the wnrkwnrld. in traffic or even when Wt*arrl rra!tme in their own libraries. The science of seeing has emphatically tMr**h>eed the human element into set-tug and therefore into lighting. Not only the ph>*i*4*nical a*pects but tln> psycltological aspects as* sume a decisive imj-iftance. The old ideas of vi*thi!n> mt ! expolled t* include seeing quickly, accurately and with certainty. The rrqmrcmret* Tv*:kl not he merely sufficient under hlcrd conditions. Factor?- of *at-t> awst h- Irvelopr'l f*r eeing and for lighting ju<t us they have been applied t*- mammate thmwc* -och a bridges, which arc much let* subject to vagaries. *obtW- mffurnve* atwi unenTtarntic* than human seeing ' machines. An appreciation or the odapcahdtt* A the w* to various conditions for seeing leads directly to the nsmmttzari* <-r rWirnation A mam abux's imjw>*e<l on the visual sense. The science *f etng experiment* which pn>ved that the ability to perform a visual task under cretain conditions was not necessarily an in dication that the cundttion* were >sat>*factory b> the eyes. Thus. prodmrtHm of work, w-hich has been a criterion f<< dictating the e<<vlitk*is under which exacting seeing was done, is no longer a logical <*r jt*iiftahlc ertternm. These cxpcrimciU* clearly indicated that the eyes were frequently tienalued hy their wiilincncss and ability to function under handicaps. Experiment* which seek to indicate live relative influence of various condition* for retrsr by measuring production arc ttsuallv significant only when the subjects are e*i>cndmc the maximum energy and are near the point nf exhaustion. This is a rare condition and unjustifinblc excepting in emergencies. Statistical atulyscs <>f the prevalence of defective vision establish the fact (hat 162 Twcuty-third Annual Safety Congress--Ntilitriwl Safety Council the eyes become defective through age, use ami abuse. It is apparent from these data that although the eyes have Uve ability to compensate for severe or unnatural visual conditions, they are eventually injured in doing so. That the eyes arc slow to complain of abuse is a fundamental reason why a consciousness of the costs of seeing would be a valuable asset to a IvaU-sccios world. In this sketch of the new science o! lighting it is seen that human welfare is cniphashed. In fact, the science of seeing is largely the extension of the older view point of lighting and vision as tools into the psycltophysiological realm of human beings; and, therefore, into the realm of end-products such as human efficiency, be havior, health, safety and welfare. Lighting for seeing aims to reduce the costs of seeing to human beings. These costs are not only in impaired eyesight and bodily disorders resulting from eyestrain. These have long been known but the recently extended viewpoint from vision as a tool, into seeing as an activity which affects tlc neural, muscular and mental processes of human organisms throws new light upon tlwjn. It reveals a goal which encompasses the unobvious as well as the obvi ous. To see most easily instead of to bardy see is tlx* new goal. This means the minimization of heretofore hidden wastes as well as eye strain disorders. It means human welfare in an all-inclusive seuie. The social scientist lias heretofore ignored or inadequately considered the costs of poor seeing in his elaborate studies of work conditions, rest-periods, hygiene, and other welfare aspects of human beings. The new knowledge already added to those older aspects of tle science of seeing, which have been developing for a kmc time, will not continue to be ignored. Seeing in its broader aspects is now shown to be a drain upon human resources in ways heretofore hidden or unobvious. As seeing in this new and more extensive sense is comprehended by the social scientist, light and lighting will receive the consideration they deserve. Thus lighting becomes a pari of social science. There arc powerful indications that civilization h entering art era in which social science will be very important. A new science of lighting calls for a new economics of lighling--an economics founded upon the welfare of human beings. Lighting sliould no longer be appraised hv the useful output of the worker. This involves the welfare of the employer rather than that of the worker. Lighting must be appraised by the hidden costs or savings in human resources in home* and in schools, in traffic and m the work-world, and everywhere througliout chilized activity. Obviously the extended viewpoint of *ecing^ reveals a widespread need for scrapping old ideas of cost of lighting and for revising lighting economics in terms of uewly revealed values of light and lighting in the realm of human welfare. Report of Nominating Committee Mr. C B. Aucl presented the report of the Nominating Committee, the personnel cl which included C. B. Aucl, Chairman, R. F. Thalner, and E. W. Beck. The following officers were elected for the coming year: General Chairman--A. S Rcgtila, Industrial Relations Counselors, Inc., New York City. ' J'ice^CttafrHuiH--E. F. Blank, Jones and Laughlm Steel Corporation, Pittsburgh. Pa, Vicc-Cltuirman--C. VV. Smith. Standard CHI Company (Indiana), Chicago. III. Secretary--VV. Dean Keefer. National Safety Council, Chicago. III. Members of Escentive Committee for Three Years-- Cyril Ainsworth. American Standards Association, New York City. C. E. Ralston. Pittsburgh Plate Glass Company, Pittsburgh. Pa. R, C. Stratton, Tlie Travelers Insurance Company, Hanford, Conn. Member of Hav*w/itv Committee for One Year-- D. I.. Ruyer, The Ocean Accident and Guarantee Corporation, New Yoik City. ADJOURNMENT TWENTY-THIRD ANNUAL SAFETY CONGRESS N A TI ON AL SAFETY COUNCIL Automotive and Machine Shop Section Officers 1933-34 General Chairman--M. J. McCarthy. Fisher Body Corp, Detroit, Mich. Yice'Chairmau--K. A. Cailaw, Detroit, Mich. Secretary--G. E. Sanford, General Electric Co, Schenectady, N. Y. N'ncs Letter Editor--E. C. Walker, Dodge Brothers Corp., Detroit, Mich. Engineering Committer Chairman--W. W. Jankkr, Seaman Body Corp., Milwaukee. Health Committee Chairman--Uk. A. F. Lecklider, Fisher Body Corp., Detroit. Membership Committee Chainnan--Nils Juill, Hayes Body Corp.. Grand Rapid*. Poster, Slides and Safety Kinks Commithut Chairman--M. A. Kroger, Chevrolet Detroit Plants, General Motors Corp., Detroit, Mich. Program Committee Chairman--M. A. Clark, United States Rubber Co.. Detroit. Publicity Committee Chairman--\V. A. Blchiu. Chrysler Corporation, Detroit Statistics Committee Chairman--C. W. Bishop, Lycoming Manufacturing Co., Williamsport, Pa. Members at Large-- L E. Averill, C. H. Docksotj Co., Detroit, Mich, Hoyt L. Fraciirr, Detroit Steel Products Co., Detroit, Mich. R. F. Thalnf.il Buick Motor Co.. Flint, Mich. . R. A. Shaw, The Murray Corporation of America. Detroit. Mich. Carl L. StoRCK. Delco Products Div., General Motor# Corp., Dayton, Ohio. MONDAY AFTERNOON SESSION October lt 1934 The opening session of the Automotive and Machine Shop Section was called to order by General Chairman M. JL McCarthy. Fisher Bodv Corporation, Detroit, who presided. Chairman McCarthy introduced Mr Charles H. HazcltoU, Directing Manager, Foote-Burt Co.. Cleveland, who made a brief address of welcome on be- 163 164 7 xvc'itty-ihird jinmud Safety Cougt css--National Safety Council half of the convention city. General Chairman McCarthy then presented a brief resume of the year's activities of the section, including the accomplishments of Chairmen of Committees and Section Officers. The chairman then introduced the first streaker. Eye Injuries in Industry and Their Treatment By DR. P. G. MOORE Oculist, Cleveland, Ohio The speaker said in part: Will it be possible in the future to prevent all eye injuries? . Will every man engaged in industry have to wear goggles? The following examples arc a few of the serious eases I have treated where guggles were not used and where total loss of vision lias resulted. 1. A foreman showing a workman how to scrape a bearing runs the scraper into his eye with loss to the eve ball. 2. Two track men driving spikes into railroad ties arc struck in the eye with chips of steel, with loss of an eye in each case. ' 3. An electric line repair mail striking an electric cable with n hammer is struck in the eye by a chip am! suffers the loss of the eye ball. 4. A sheet metal worker * helper holds a sheet of galvanized steel through which the worker drives a rivet ana a slug of steel lodges in the helper's eye. The eye is saved, but all useful vision is lost. . 5. A workman pours hnhl>ut metal, wearing his goggles on top of his cap, the metal splaslics hi l>oth eyes, destroying both eye Ixalls. 6. A workman crosses in front of a furnace in which scrap is being melted, a slue from the furnace strikes him along side of the eye ball rupturing the retina and destroying vision. 7. Several men have lost eyes from being struck by Hying nails which they were driving into hard woofl. 8. A large number of automobile mechanics work without goggles. I mention these few examples to shuw that there are still large numbers of men exposed to risks, who sutler severe injuries to the sight and who are not in those classes commonly expected to be wearing goggles. The greatest numlxir of eye injuries consist of foreign bodies on the cornea. The importance of eye injuries of this character is just as great as that of the perforating injuries to the eye ball, because if these foreign bodies are infected, or 5f the instruments used in their removal are infected or if the conjunctiva is in fected. loss of virion or oi the eye ball may result These foreign bodies may consist of small bits of carbon lying- loose on the cornea or Hits of emery or oxidized metal burnt into the surface of the some. The removal of a hit of carbon from the surface of the cornea should be just as asep* ticallv done as the removal of a piece of steel from the inside of the eye ball. The foreign body should not He wiped from the cornea, but picked up from it. for in wiping it rff the cornea may be scratched and infection introduced. Foreign bodies may be wiped off the conjunctiva with an applicator wrapped in cotton. Hut if a bit of rarlton with iti fine teeth is lying on the cornea thru it should l>e lifted off with a sterile ntslrumcnt in order to prevent scratching the surface. ` Finery and oxidized metal on the cornea comprise the most important class oi foreign bodies in the eve. Usually the jatient is not conscious ol these foreign bodies lieinjr present until an hour or so after the time of the accident, as at first the hot puvtiele tends to .anesthetize the cornr*) ftuefaec. During working hours the patient lornicrlv went to some person in the shop who uas skilled in removing these foreign objects with a pocket knife or sharp instrument. I will grant that these men were skillful in this kind of wurk and relieved their patient, but the patient ran a great risk of having an infected ulcer of the cornea cine to the use of infected instruments. The proper treatment of these cases should he the immediate removal of these Automotivc and Machine Shop Section 165 foreign bodies by a person thoroughly trained in the technic and in tlw use of sharp and clean instruments. The man who removes toreign bodies from the eye is as much a specialist as the throat socialist who takes out tonsils. A nurse with good eye sight and proper temperament can be taught the technic and do tire work satisfactorily, but should not be allowed to do it on her own rcsjKHnibiiity. The essential tilings required in the removal of a ioruign body from the cornea arc: A strong comfortable chair with a firm head rest. A good light. A mag nifying glass. A good ancstlxffic; a 4 per cent cocaine solution or its equivalent.. A sharp kntfe. Where the particle of carbon, or stone or cold metal has been removed from the cornea, without causing a serious wound of the corneal surlavc in its removal there should be no scarring of the cornea and no impairment of vision. If the foreign body struck the come* hot and burned the surface, and if the foreign body and burnt scale arc removed skillfully with a sharp dean instrument, tire wound will heal leaving a thin gray scar which if it is not too thick will disappear in a number of months. If the foreign body penetrated the deeper layers of the cornea due to the heat or if extensive laceration of the tissue took place in its removal then a small -.car may persist and if it lies in tin: ccutial pupillary area sorium impairment of vimuh may result. Particularly is this true if there is a slight warping >jr cupping or flattening of the corneal surface. ... One should be guarded m making a statement ulmt the loss oi vision in rase* where there is a scar over the center of the cornea. This 'car may he visible to the observer, hut still cause no impairment of vision. In cases where the wound is infected at the time of injury or lhc conjunctiva is infected, the in-riud oi disability is much longer and may nm into -cvcr.ii weeks time. The wound may develop into an infected ulcer winch if it lie* over the center of the comca will destroy all useful vision ami the infection may involve the entire eye ball resulting in its removal. Foreign bodies in tlur cornea consist of chq>s of metal which are driven into the corneal tissw. Sometimes they lie on the inner most layer *n the cornea ami efforts at their removal may push them into tlie anterior citamlxrr.. Thev may He between the Uytrs of the cornea. They* arc generally so small and o tightly wedged in. that if they liappcn to i#c iron or steel their removal with a magnet is impossible. By carefully cutting around them with a sharp knife they mn\ Ite returned. This type of foreign body is often overlooked hv the examiner, as they are hard to sec in the deeper layers of the cornea, ami if die foreign fody is humd several days later, the patient thinks he has a ea.se of malpractice against the jh> sici'an. Tlie prognosis in these cases is good as to recover,} of vision, it die injury He* to one side of the ventral area of tlie cornea and no infection occurs. If the wound is extensive, over one-eighth of an inch long, warping of tlie cornea may result earning impaired vision If the wound is infected as it is generally, if the patient liapueus to be working on a used automobile a serious nicer is likely to develop and loss of the eye ball may lie the outcome. J be ojicrator must be extremely careful with his technic as the wound* arc deep and if infection is carried hi or if the anterior charnlier is punctured serious result* will occur Penetrating wcuikIs of the eye bah ate nunc serious and should be treated w tl>e hospital, if hospital beds arc at all available. Tim cia*s of wounds follows pcneiratioi) of the wall* of the eye by sharp injects. bits ot gla*s. ends of wire, broken tools, chips from dies, hammers, ek. `Hie object may >r may not remain in the eye. Unless the foreign J>ody can l>e seen it is advisable to have an x-ray picture taken awl tl>e presence or absence of a foreign body determined. If a fureigu body t* |.<rtcnt 5t* povkliuii lu tlie v liall md if* `in- should lx- plotted out. The re moval of the foreign hmiy should then lie accomplished, if possible within the first twenty-four hours for if it remains longer it heroine* etntadded In blood clot and fibrin'ami its removal becomes more difficult. Every effort must be mafic to save the uninjured structmrs and preserve what sight there is left. The prognosis in these cases is serious. If the foreign body was small. less than one-eighth of sm inch in length ami 166 Twenty-third Annual Safety Congress--National Safety Council the lens uninjured, good vision nay hxe [.(reserved. If the wound ot entry is large, one lialf inch or more in length, or if the wound occurred in the ciliary region just outside the cornea., the chances ate that the eye tall will have to l>e removed. H the foreign body was. ink-cu-d as must [articles from used automobiles ajtd dirty louB are, liven a general infection of the eye results and removal of the eye hail becomes necessary. * *- Blows on the eye bali may result verv seriously as to injury to the sight. The external wall of the eye may not he injured, but the iris may J>e torn causing a hemorrhage within die eye ball. TIkt lens may be dislocated destroying all useful vision and may necessitate the removal of the eye ball. TIk retina may l>c torn and detached, destroying alf vision in the injured eye. Burns ranging in severity from the causing of a dryness of the cornea and conjunctiva to the sloughing of the entire eye ball. Burns of the cornea which do not leave extensive scars and which do net ap parently interfere with vision may cause disturbances in the retina with an atrophy uf the fine nerve endings winch leave the vision seriously impaired The seriousness of a burn cannot lie estimated until several days after the accident. Tle recovery from serious chemical hums is prolonged and painful. The prognosis in these cases is extremely doubtful and may he uncertain for months. Every eye accident is a distinct problem in itself as to treatment and result How the Automotive Industry Can Help in Reducing Street Accidents By DEL SMITH Manager, Detroit Street Railway, Detroit The speaker said in part: Tltc manufacturers, and dci&gucr-* of attiomob-'es have done much to promote safety on the highways Perhaps no phase of develop* mem ha> occasioned as much concern as headlight*, and unless u*e are definitely as>oc'inU*d with the-industry we can have no conception of the vast amount of icsearcli work that has been carried cm. Today, the illuminating equipment of an automobile is nearly everything that cun lw desired, hut the research continues, in the bnp* that artificial light which will hast nearly the same effect as daylight, can he produced. \\*e shnnltl not overlook also the marvelous achievement of die scientists who have liroueht fame to the producer of tires. And one of the recent steps of progrcssiiin is the development of shatter-prrt class ami its prompt ami nearly uni versal adoption by the automobile imlusiry. H*ly dcsicu and construction now mark an epoch in the building of safety into the machine. Wheels also lave nearly readied the apex of perfection. and stcerimr Rear*, axles, driveshufts, and every component part represents the finest handiwork of the skilled artisans in striving i**i efficiency and safety. One of the most iinjiortant devehmuicut*.. especially in its licantux on accident preventhm. is the tmr-v heel brake. It* introduction and uuiver M adoption by the industry look place within two year*. Kmv that we lave had a brief icvu-w of the credit side, porliaps an examination >t iIk* debit si<k* may reveal somethimr of mien**!. Must stales enact their own law*, rvpnlatiuc the film-* { those who operate motor vehicles, hut most os the stales entirely di-reuard tin* itu|*nrtancc of such regulations or tolerate regulation* that are su-i sulhch-utly rigid to give the necessaiv protection. Therefore, it .seems i.i u* that the verv first hep t- !*? taken is a move for Mandat<1 regulation of a person's physical ability and tiu-m.il alertness. There lire agencies whose coordinated effort* could help in bring imr tin* about. ami one of these is the automotive indus try- The insurance companies bate mhw re.s|>on.s(biliiy in the natter, find the Naiiunal Highways As<<ialion and the Xational Safety Council would render Automotive and Machine Shop Section i6; yeoman service. Enforcement ot the regulations seem* to lie projivrly within die prut nice of the Slate. We hear ot many cases where collisions between machines have re.snltcd in dis astrous fires, and it occurs to us that, until such tune as engine* uhur lower grade fuels have been perfected, something in the way oi a luamite magazine could j.v attached, which would go into action wlkcucv er tlnr spread of g:wth;ie followed a collisiou. All upholstering should be made of us nearly fueptotd material* a* pos-aldc; ami still another major change that ap[x-ars in the offing, ami that in our belief wilt make fen greater safety, is the mounting of engines at the ivar From a stand lioint oi comfort and health, air conditioning is highly desirable, and the automotive industry will see to it that such features arc provided. The automatic transmission is heralded as one of the refinements that will co a lung way toward simplilymg driving; increasing the comfort of the ojH.-r.tUM-. and consequently lessening the accident luuard In fact, this device is marly [erfecteil that undoubtedly it will be a k-atiuc of practically all makes of aiuoniniu'lo in the near future. Recently, Michigan enacted u law tailed the Financial Responsibility Measure. Thi* provides that the <a.r owner does not have to carry liability insurance, but if he has an accident, damaging another's pioperU, or injuring a person, and judgment against him is detained, and he tries to evade payment nr 1ms. nut the money to jav. then he is deprived of the right to operate a uuchmc until the judgment is satisfied. The Automobile Club of Michigan was icsjxmsiblc for the passing of ibis law and its great value was demonstrated very quickly Developing Safety Consciousness and Cooperation in the Supervisory Force By HARRY W. DARK Safety Supervisor, Cambria Plant, Bethlehem Steel Co., Johnstown. Pa. The speaker said in part: Many men in years gone by were classed a> excellent supervisors hi the industrial plant because of their ability to produce both <juam.itv aml quality product, but, sad to say, at tlx? sacrifice uf human life ami enugv. These men now become our major safety problems. The young supervisor who ha* reached hi* position since the advent ot real safety activity m the industrial [dam should not present, this problem, because safety ban been a major purl oi Ixis early training. Our main problem, then, is making the supervisor, old on the job, con scions of the new problems that face him daily How can this he done? Alter 20 years ot dealing will, all tyjK-s of men in the matter of uccUlvnl pre vention, we have arrived at the conclusion tliat die only effective method is llic old adage. "T.oarn ia do by doing." During those years we followed a numlK-r oi avenues with a view of reaching the employee who always imbued with the "I don't care" spirit. It finally dawned upon us that a mure perfect organiza tion must be effected. Thereu[X.m we set out to build up n more perfect ami farther reaching organiza tion, known as a Permanent Safety Committee In our plant this rnmmiuce con sists of <30 men and buhls rcgvilar monthly half-day sessions under die direction t>) the safety engineer and a representative* of the general manager's office. Matters discussed are ot a general eluracier ami intended to 1 of some hem-fit to tin- plant at large ami oi' an inspirational ami thought provoking nature. T he personnel Oi this committee is made up almost entirely of foremen, each one representing about 200 employee?;, A record of the proceedings of the entire session is prepared and cons-picuously posted at nlvout 75- different points throughout tl.c plant. TSie names of all committeemen and the division they represent appear mi the face ui tacit set of minutes, which automatically places them Ixd'orc their constituent-; as their safety representative. \Vc will stow assume that we have been successful in instilling safely conscious- 168 Twcr.lyShud Annual Safely Conyers* --National Safely Council ttcis into the minds of 60 leaders or supervisors--and we con truthfully state that this method does wake tfjem up--what ibont the remaining three ur four hundred, occupying similar {*osit>aus. in tire average sized plant? In order to reach the farthest nook and to contact tJie moat arbitrary and re mote leader, a well u> those who already are doing what they can, a series ot monthly divisional or departmental safety meetings arc scheduled for the entire plaht. This schedule covers eighteen district points and is prepared one year in advance. TJie superintendent of each division, on tle imttuctiou of the general manager, conducts this meeting in his own locality and in the presence of the safety engineer. The total monthly attendance at these meetings usually averages about 500, made up first of the Permanent Safety Conjmitteeitien of the division, second, the remaining foremen, and third, other workmen who display an interest in accident prevention, and sometimes the workman who shows no interest at all. Now the question arises: How do you spend from one to two hours talking about or discussing the same old thing, month after month? Well, if it were the same old thing each mouth it would be real irksome, but if you make it a new thing each month, it becomes an easy matter, more interesting, more attractive, and more effective. In order to arouse and maintain a growing interest, it is vitally necessary that some specially designed and appropriate line of work akin to accident prevention he Injected into and made a part of these meeting*. Specially designed course* ot instruction arc available. But it s not a difficult matter to comjnle and apply a course applicable to one's peculiar needs. In our plant we have just recently com pleted the third such course of 8 to 10 months' duration, with a lapse of several months l*twccn each course. ' It is desirable that each of the divisions start this com sc of instruction during the same month, so that at the completion of each subject or at the end of each month or conference period a review of all department conferences can !>e made and the best discussion of each subject be transcribed verbatim and f>ostcd for the benefit of all workmen. Some of the subjects used were the following: "Docs safety work pay ?*' "Safety work and the industrial depression." "The new em ployee-" "Are safety and good housekeeping related?" "What is a foreman?" ' During each of the 18 monthly department meetings, alxnit one-half the time is given to local or ikjKirtmrnt problems. `Recently, when the subject of "Good House keeping" was discussed, the division or topic. "The effect of good housekeeping on industry." was assigned to a foreman who was never considered a live safetyman, and whose general housekeeping was of the lowest type. He produced, how ever. an excellent brief paper on his subject. At the conclusion of his paper he sat down, looked around and beard no comment*, hot saw* plenty of knowing grins. It is- very obvious that his mind immediately went back to his dirty and disorderly shop, and he did not forget it when this discussion was one of the nine selected for posting that mouth on the bulletin board. Now. let me ask you this question : Dare this supervisor ever go into another slump where the appearance and safety of his shop ore concerned? If you do not yet know it, may I digress just long enough to inform you that our National Safety Council has a number of just such courses of training available at a very nominal cost. All such publications are flexible enough that they can be made applicable to any line of industry. Nenv you will naturally woodcr. bow did you or would you reach the super intendent. the man who maintains the direct line of contact with the plant manager? In any plant of any consequence there always is. or should be, an intermediate agency that directly contacts the plant manager. Tins person should, by all means. Ik tiw head where all auxiliary agencies, such as Safety. Welfare. Police. Em ployment. etc., should merge. If this intermediate executive has the ability and tact, he can so arrange and coordinate his various reports and requests as to have a genuine appeal to the powers that Ik. After a very short time, through the medium of reports of accidents, comparisons with other plants, cost of accidents, and other data originating with the safety engineer, the plant manager will soon fill up with an enthusiastic desire to show Mime improvement and the fountain of interest in human life and welfare will overflow and rush down through the executive chan- Automotive and jUachine Shop Section 169 nel. taking with it superintendents, assistants and others, until it i'maUv rv.vcV.ci- the last man in the organization. ' Dare the safety engineer not speak to the department supcrmtvmknt S ne. and he should on matters pertaining directly to his department, but slu e eiheUe safety >york has come to reach so far beyond simple safeguarding and other mlar activities in die plant, it becomes netcssain to establish, a system oi tmih-mg tltc greater principles of this work which arc ail cmlwdicd under out great sv.v tent of education--hence the impetus given by the plant manager. We must rec ognize the fact that C*d made the only true safeguard, the brain jf man, ami that we must leant how to use it. Ami when ptopctly used safety becomes a matter ol desire ami pleasure, and not the result *>f compulsion. rVi>r:Kl?y. I do not believe in many rules. Iut rather in the application of coninum acme. urged on by a pleasant desire to please, protect and preserve all human life and energy. We cacmot leave this phase of the subject without referring briefly to another auxiliary agency known as a General Safety Committee. This committee is com posed erf the safety engineer as chairman and the four department superintendents, wIk> serve for a period of from 3 to 6 months, rotating in such a manner ns to always have at least two men or. the committee familiar with the duties related to their appointment. One of the main duties ot this committee is that cf investiga tion ami recommendation where irregularity breaks in on the c>tabb',(H:d routine of the industrial organization. This is particularly true in the ease of all serious or fatal accidents. But the wotk and influence ot tins committee i> uiandcsUxl even more so in the case of accident where no jicrsimal injury is tiw result. Such acci dents are often passed by entirely tuu lightly. We have found that the influence of this committee on the suikirv Lory force ami workmen in genera! in arousing safety consciousness ami enlisting their cotqicration is incalculable. Tltc- recom mendations of this committee are also made public. There is another phase that is old and yet new. I refer to the mechanical feature of safety. Machine guards, signs, bulletin hoard* and oilier similar ancillary agencies arc being sadly neglected. Every employee of any industrial plant comes in contact with some ot these fixtures many times during the course of die working turn. Would it not be wise to secure some executive order and place the respon sibility on the detriment superintendent to have all guards plainly discernible by means of an attractive color, coupled with efficiency and neatness? Thu* far we have said little or nothing about cooperation. Let us start with the superintendent or the divisional supervisor. Hec is where the safety engineer figure* very strongly He must be a man with a pleasing iveraonsdii>. tactful, and filled with a knowledge of his subject and vocation. He must never fail to avail himself of the otifiortunity U< call u|>oii this official when in his territory. When calling, he should have some definite thing in mind jKrtaiinng to the "particular department and the superintendent, and present it in a pleasing and catching man ner. Although usually absorbed in problem* pertaining to costs ami production, the superintendent, if properly approached, will readily discuss the great problem of accident prevention as an economic measure. The safety engineer should establish as many friendly contact* a* j*osiblv. One venture that has proved quite successful is the establishment of a plant mailing list, including plant manager, assistants, superintendents, foremen, safety committeemen, in fact, as far as possible, the entire supervisory force. Here again the safety engineer must display tact ami ability in the preparation of material which will prove both interesting and instructive. He might enumerate such subjects a* "Com parative monthly contest statements." ``Analyses of peculiar accidents." "Forewarn tugs of seasonable accidents." "OutsUmdiiiy; achievements m other plants iu acci dent prevention," "New developments in accident and sir-lme** prevention." ami many others. Pot a report of the Joint Session with the Power Press Section, held on October. 2,1934, turn in this volume to the general division entitled "Power Press Section." 170 Twenty-third Annual Safety Congress--National Safety Council WEDNESDAY MORNING SESSION October 3, 1934 The Game of Life By G. A. KUECHENMEISTEK Personnel Manager, Dominion Forge and Stamping Co., Walkcrviile, Ont., Can. The sj>cakcr raid in part: Some of my friends express surprise when they learn iliat our safety meetings are so well attended. To me it is not at all sur prising that people arc interested in safety, for we talk about the greatest of ?1! mysteries--l.ife. and the equally mystifying and to some people very awesome thing--the Etld of i-ife. To me he has always been a game. Just a great game that all of us. must play whether ne want to or not. That docs not mean that life is always fun--there are times in all games when fun ceases and the pleasure is gone. . My mental attitude toward life it. that it is a great game that has pleasure, fun, disappointment, hard labor, rest periods, penalties and rewards in it, and we must all play whether wc want to or not. When you begin to think of life as a game it opens up some itlercsiing avenues of thought. The first thought I had when I began to think about life as a game was that all games are regulated by definite rules and our pro ficiency depends very much upon our ability to leant the rules and use tlieiu to advantage- ,. ,, There are some people, of course, who think that rules arc made merely to lc broken. They try to ignore the rules and take a short cut to the end of the game. When wc catch them at it we call them cheaters and penalize then:., li thev iK'rMst wc throw them out of the game and refuse to let them play. A few cheaters now and then do not permanently affect the game, but when all the players in any game quit playing according to the rules the game ends right tltcn and there. It simply cannot continue. I Ixrlicwc the game oi life is played in exactly the same manner and ti wc want to stay in die game and have the name continue wc must play it according to the rules. ... ... - , * i The first rules Iliat come to mind, when you begin looking for rules in the game of life. are. of course, the Ten Commandments; and then, that other rule that to me always seems to be more of an explanatory footnote--The Golden Rule Our experience and newspaper reading show us that more and more people have been breaking these fundamental rules of life. The man who employs child labor or operates a sweat shop at starvation wages breaks one of the Commandments, because he kills. The man who operates a faclorv and refuses to safeguard dangerous machine* y is guilty of causing the death of* workmen. That is not a new interpretation of tlic law. Way back in the davs of Moses, tlie law was given that it a man built a flat-roof house and failed to put a guard rail on it and a man fell oft this roof, his blood was on the house owner's hands. It is safe to assume that if there had been modern machinery hi those days, Moses would have included in his law the safeguarding of that. Perhaps if vre had the penalties attached to our present-day compensation laws tlat they had in ancient times, wc would lave fewer industrial accidents. In Exodus we find a law that says if a man owns an ox and it kills a man or woman, the ox must be stoned to death and the flesh not eaten, but Uc owner may go free. But if the owner lias been informed that the ox is vicious and does nothing about it, then if that ox kills a man or woman the ox ski!! be atoned to death raid the owner also killed. 'Uic plant manager who raises money cither by telling stocks, and bonds to investors or by borrowing depositors* moucy from the bank, and then gives that ntonev awav to customers became he manufactures a product and sells it far belowcost is just as guilty of stealing as a man who forcibly lakes it from h man or a bank; arid any man capable of managing a business certainly is capable of knowinr whether he is selling far below cost; to justify hit. doing so by saying that Automotive and Machine Shop Section 171 be due* so because otfiers do it is just as poor an excuse as saying dial because some men arc racketeers ami kidiuppera, we should all be die same, The reason wc have our NRA today is because more mid more people were breaking the rules of business until finally the players had to throw up their hand* and admit that unless some way was found to compel people to pla> fair the game was ended. ' The best test I know of for deciding whether a tiling is worth while and good and durable is to ask this simple question: `'What will happen it everyone docs thatr" The best and quickest way to break up any "racket" is for all of us to go into it. On the other hand, our safety movement will stand that test because it will grow and be strengthened if we all go into it. There are certain rules of the game that we must obey if wc merely warn to stay on earth and be nothing but spectators--just to stick around ami watch oilier people go places and do things. One of the most common causes of injuries and deaths is collisions. If it were true that every collision had a separate, distinct and new cause of u own, the prob lem of preventing injuries caused by collisions would be too big for most ot us to tackle. There would be no possibility of catching up with the hacards. But the truth B, of course, that a coUUioo :s due to but one thing, the breaking .*l one ot God's most fundamental Jaws--the law that says, "Two objects cannot occupy the same space at the same time." It is easy to figure the result of a collision iu advance. All we have to do is to Utke an engineering handbook and use the formula for the impact ui moving bodies. But we don't. Wc go right oo breaking the rule and take our punishment. If a man in an automobile tries to occupy the space occupied by a baby in a carriage--we call the result negligent homicide, li a man iu a car occupies the space about to be occupied by a locomotive and the roadway is clear for a mile or more each way, wc wonder whether lie committed suicide. Cue of die Com mandments the authorship oi which is never questioned says: "'ihou shall not kill." . The next big cause of sudden and violent death is slips, trips, fulss, and tailing objects, and again a fundamental law plays an important part You can step off a cliff, oft the top of a budding, get on a weak ladder or scaf fold any time you want to. There is nothing in this world to prevent you except your own good sense or the intervention of someone who has good sense. Rut tiki moment you step off the cliff or building, or the moment the Udder or scaf fold breaks, another one of God's laws will go into action--the law of gravita tion. And tire result of your folly will be determined by still another of God's laws--the law of averages. \\ ise men tell us that if that law were removed the entire universe would fall in a heap in a moment. That may or may not bo tine, but we do know that the law* of averages does apply to what wc call industrial accidents. It is so true that the engineers of Travelers Insuiance Company have worked out a definite ratio. They call it tire t-29-300 ratio--meaning that lor every incident tlttt results in death or serious disablement there arc twenty-nine incidents that result in so-called minor injuries and 300 other cases where, fortunately, no one is injured. The trouble with the ratio, o course, is that, like the working of the law ot averages in all other mailers, it does not tell us which case is going lo result seriously. AH we know about that law is that if we do a tittup; a certain number of times we will get certain results, and it wc repeat it for the same number ot times we will getthe same total results, hut wc can never be sure of just when certain things will happen But wc can be sure of one thin^: That is that every time we indulge in an unsafe practice successfully, we arc just that much nearer to the time when it will not be successful. The man who drives past "blind cor ners" without having Ins car under control, the man who grinds without goggles, and the roan who indulges in any other unsafe practice ami thinks (hat because "nothing has happened yet," that nothing will happen, had better be careful, be cause He ts very close to the time when something will happen. Because Ire has done it "for forty years" is no reason it will not happen 172 Ttvcnty-ihird Annual Safety Congress--National Safety Council There ts another angle in the 1*29-500 ratio that may be misleading. That is the part relating to the 20 cases where live victim is "hurt only 6. little bit." We used tu talk about minor and major injuries. We have quit doing that. We have learned that any and every injury may very quickly become a major injury re* suiting in serious disablement or death. The statistician of the Workmen's Compensation Boaid oi Ontario called my attention to that fact very forcibly one day when he said: "Cos, you name any injury you want to and I'll guarantee to find* in compensation records somewhere, where that injury you name has already caused a death.'1 He did not say--You name the injury and I II prove that it may cause a death. He said. "You name the injury ami I'll allow you that it has already caused a death'*--and probably many of them. ' Report of Nominating Committee At this point General Chairman McCarthy called for the report of the Nom inating Committee, and officcis for the ensuing year were elected as follows: General Clutirwun--Merle C. Hale, General Motors Carp., Detroit, Mich. I'icC'ChairmuH--C. T. Wmegar, Dodge Brothers Div.. Chrysler Corp., Detroit, Mich. Sccrcfary--M, A. Clark. United States Rubber Co., Detroit, Mich. News Letter llditot--W. J. Denniston, Hyatt Bearings Div., General Motors Corp.. Newark. N. }. Engineering Committee Chah man--G. If. Sanford, General Electric Co., Schenectady, N. Y. _ Health Committee Chairman--Dr. A. L. Brooks. Fisher Body Detroit Dlv., Gen eral Motors Corp.. Detroit. Mich. _ Membership Committee Chairman--C. W\ Bishop, Lycoming Maimiactiiriug Co.. Williamsport, Pa- ... , ^ Pasters, .Slides amt Safety Kinks Committee Chuinnan--Nelson Kiser. Studc- baker Cor]K)ratioii. South Bend, Ind. Program Committee C/mP'w---Marvin A. Hr*dr, fturiri Wheel Co, Detroit Mich. " Publicity Committee Chairman--C. A. DcMonge, Kelscy-Haycs Wheel Corj>., Detroit. Midi. . Statistics Committee Chairman--R. F. Thalner, Brock Motor Co.. Flint, Mich Members Executive Committee at fstrge-- L. E. Avcrill, C. H. Docksou Co., Detroit, Mich. C. M. Dottcrrer. Revere Copper and Brass Inc., Detroit, Midi. II. T... Fracher. Detroit Steel Products Co., Detroit, Mich. M. J. McCarthy, Fisher Body Detroit Div., General Motors Corp.. Detroit. Mich. * R. A. Straw*. The Murray Corp. of America. Detroit. Mich. Carl I-. Stoick. Dclco Products- Div., General Motors Corp-, Dayton, Ohio. The Safety Man's Responsibility in Industry By T. P. ARCHER President, TerndBtedt Manufacturing Co., Detroit, and Vice President, Fisher Body Corporation Tle speaker said in part: I want to lake, in discussing this subject, what may appear to some of you as a somewhat unorthodox, position. The Safety Man's re sponsibility in industry to me is one thing; safety supervision of responsibility for safety supervision in industry is another thing: and I have never believed that they could ever be successfully considered as one and the same tiling. Let roe define that a little. Safety supervision will not be successful safety supervision unless it includes all supervision. Safety suiwn.ision can never sue- Autemioln'f and Mat hmc Shop Section 17d cessfully be placed in the hands of one man or two men, m of ilwce men. It can not be the job of one little group. Safety supervision, to be successfully adequate ami efficient, must be the responsibility oi alt supervision. So when I talk to you about sa'.cty supervision, I am not speaking particularly of tltc man wl.ose title is Safety Engineer, Satcty Man, or Safety Din-cun, ur \ ice Prcskiail in cliarge ot Sateti. When I. speak ro" safety supervision, 1 uin speaking of all supervision- When I speak of a safety man, i speak oi me uian whom we consider should supervise safely super', ision. There i> a real difference I do not want to feel that a sound satcty man cau successfully supervise safety in a plant of any considerable site. He is not big enough, he cannot cover enough territory; he does not know enough, and he can never learn enough But any safety man who has the right fundamentals and the proper understanding ot what makes up a safety supervisor, can successfully supervise safety supei vision, so long as tltc entire organization realizes and understands the fact that safety supervision is tile responsibility of the entire supei visor y board. We did a little investigating a few weeks ago of just what this natter at successful sujiervisinn could mean, and ivc earoc our with a definition which I am going to try to repeat tv jou. "Successful Salety Su|H*r\isinn will consist oi an unique understanding of applied mechanics, combined with a sound appreciation oi the psychological factors, psychological forces, which motivate an operating per sonnel." Now, there is a mouthful of words for vou to digest. Let us look at it iu another way, like this: Sound safety stq>ervisio also roust, to a degree at least, define a sound and successful safety supervisin': ami if that defines a sound and successful safety supervisor according to our definition, it defines a safety super visor oi any ope*at<on and am industry ; and it also defines the responsibility and the place of the safety man in industry. 1 In plain language, it just means this. Tnat a good safety man will be a "Urk- of-all-tradcs," with an tniiioK- gdt of gab and the oily' persuasiveness of the cturupagne salesman. It is my opinion that a safety roan does iot necessarily liavc tn W a sound mechanic. He has to have an appreciation of applied meclianits, >e>. I am almost ceruin that lie won't be successful d he is an unsound mechanic. lie must know mechanics. He must know and appreciate what operations are necessary and how those operations are applied and whatever ptoersses arc involved in the operation of an industry. Those things he must know, but he must km.w the majority in a litFe different way than we would understand as sound mechanics. We have in alf our industries experts to develop process We have mechanical engineers, die engineers, tool engineers, and all sorts of engineer* to determine sound mechanical practice, sound mechanical results, and to assure ourselves that we are going to get a pre-determined production. But our safety engineer roust approach his job from a different angle. His job is not to determine before hand what a product will he. His job is to deter mine before band what a problem might be It is not his job to determine what will be the results when all mechanical movements and processes arc going en tirely right. His job is to determine what are going to he die malts when mechan ical movements and processes go entirely wrong. And thus, in my estimation, it is one of die prime places of the safety man iu industry not to look upon nur operations ami the application of our processes from the urdmary standing of au engineer, but to look at them from lle uuordmarv outloook of a man who is not looking for certainties at any time, but is always scat clung for tltc imrertaint'd. But now l want to talk to you a little, not so much about the safely man s pres ent place in industry as about his new place m industry. Rvemhing we pick up nowadays is new; everything wc read is new; everything we tfmtk about is new. So our whole thought, our whole set-up of conditions today revolves around something new'. If wc haven't already got something new we arc `searching for something new every day. We are iu a state of flux, wc asc in a stale of con stant change, searching for a sound foundation on which we can again begin to build; and that has developed, it seems to me, an unique opportunity for tlie safety man if he realizes and appreciates the fact that he Has a place in this new' order oi things ati<! that lie has :i new re.qwimihility in serving industry. 174 Twenty-third Annual Safety Congress---National Safety Council The one thing which has come out in this entire situation resulting from all this newness which is distressing, and which is causing apprehension, is this feeling of unrest among the average employee, the man upon whom we have been de pending for so long--this feeling of class consciousness which lc has developed. I liate to use that term "class consciousness.'1 I don't understand why it has be come necessary to unleash the forces which have developed it: but it is developed, and we, as industrials, must recognize it, and must find the proper counteracting forces to either eliminate oe so control and guide it that eventually we will have arrived at a new level of operation *hich is satisfactory and fair to all. So I want you to think about the safety man's new position with this idea in mind, that lie occupies an unusual opportunity to be an ambassador of good will, an ambassador of increased confidence, an ambassador of those sound things which have really stood in American industry during all its history. This matter of getting over to our men, getting over to the mass of our men, the fact that there is and always will lie a mutuality of interest if success is to be had by all, has become the most important factor in our supervisory operations, and to my mind the safety man occupies the most unique position possible in his ability to assist in accomplishing that very thing. He has without doubt the best opportunity of any mau in our entire organization to get close to the man at the bench. He has the best opportunity to get his side of this picture which is being daily discussed. He has the best opportunity to get his sympathy, the best opportunity to appeal to his better side; and after all, today the thing that is most to be regretted In this entire industrial situation is the loss of confidence which lias developed for reasons beyond the control, 1 believe, of any man. Safeguarding Machinery at its Source By W. S. GUNDECK Manager, Co-operative Department, Studeba&er Corp , South Bend, Ind. TIc speaker said in part: In the past machines were designed along more or less standard lines, with the emphasis on machine capacities or volume of pro duction, and the machines were ^ single purpose machines. However, with the era of efficiency and high production it was necessary to adapt machines to mul tiple purposes. This adaptation presented new dangers and problems in safe guarding. Even though the manufacturer had made suitable safety provisions on the machine, the user of the machine, in adapting it to multiple purposes, gave very little consideration to the safety factors. ^ When standard types of machines are adapted for special or multiple purposes, there are two important safety features to take into consideration: 1. Protection of the workman from physical harm; 2. Protection of tiie machine from damage. What this involved is indicated by the following statement: AH vertical tool heads must be fully counterbalanced. For many functions such as reversing rotating members, tiaversiug members, dwell for facing and counterboring, skip feed, there is a choice of mechanical, hydraulic or electrical means, or coenbinatkui of all these means. A choice can be made based on tsouble free, safe, and positive operation. * It can readily be seen, therefore, that re-adapting a machine presents many problems which the user may fail to take into consideration. The cost of the machine b also a consideration. There is no doubt today that there are in. use thousands of old type machines that lack proper safeguards. The user of these old machines feels that he cannot afford to purchase up-to-date mod* ern equipment and may often spend more than the price of a modern machine iu attempting to adapt his preset)! equipment to new uses. Special machines should be provided with the same tyj?e of control and safe guards as the standard machines. When purchasing special machines the buyer should consider this and not demand such short deliveries, causing these features to be neglected due to lack oi time. Another important limiting factor in building safety appliances into the machine Automotive and Machine Shop Section 175 is: How dose to point of operation can a machine be guarded? I believe that we have few accidents caused by the gears, pulleys, or other rads of the machine because the manufacturer of the machine has very thoroughly safeguarded these points, and 1 believe that most machine accidents are caused by the cutting tools of the machine at the point of operation. It would be unreasonable to expect the manufacturer of the machine to provide adequate safety controls at the point ol operation unless he is given sufficient time to properly design, build, and thoroughly test the machine. Here is a concrete example of how dose to the point of operation a machine can be guarded. The square shear has been considered almost impossible to guard at the point of operation. In 1933 we had two unfortunate accident* on square shear*, two employees were injured within a period of two weeks, result ing in amputations. After these accidents, our safety engineer visited several me** of large numbecs of square shears and was advised that no suitable guards had been developed. The problem seemed baffling, but he was determined to develop a guard that would properly guard the knife. Suffice It to say that he did de velop a guard that makes It impossible for the operator to get his fingers under the knife. Moreover, I believe that this installation can be incorporated in the manu facture of the machine at very little additional cost. Tlie question naturally occurs, what attention, if any, should be paid to the tools, the jigs, and the fixtures? There are certain types of machines that de spite the fact that every movable part of the machine is guarded to its fullest possibility, yet the only point at which an injury may occur is totally exposed. I am thinking now of the wood shapec. We attempted *o guard the heads of all shapers hi the best possible way, but were not successful to any appreciable dc gree, due to the fact that the men were not able to see tlie actual work which the machine was doing or that die guard was in the way and considerably slowed down operation. We finally decided that our greatest difficulty was in our equip ment--namely, our jigs and fixtures. We then reconstructed all of our shaper jigs and made them much wider than they had been, with the object of keeping the operator as far away from the shaper heads as possible. All of our jigs were ordered not less than 12 inches wide and 16 inches in width was specified where possible. AH of the jigs were provided with upright handles for the operator to grasp and a No. 14 gauge piece of sheet metal formed in a half-moon shape was set just in front of the handle to serve a* a protection tor the operator's hands. We found this type of guard very effective and it practically eliminated all ot our wood shaper accidents. . In so far as the responsibility for adequate safety provisions in the design ct a machine is concerned, I believe this to be a joint responsibility to be shared by both the manufacturer of the machine and the user, because the manufacturer is in a position to theorize, test, and improve on the machine under ideal conditions, whereas the user of the machine is perhaps more familiar with the type of work he expects to produce. He also has the advantage of experience with the machine under operating conditions. Many purchasers say nothing about safety features, probably because they as sume that the maker of a high-grade machine has attended to them. Occasionally a purchaser will have special safety requirements and usually wants them built into the machine. However, if he does not pass the information that be has gained on to the manufacturer, he is lacking in his appreciation of the problems that the manufacturer is facing in designing accident proof machines. Where does the safety engineer fit into tin* picture? T believe that the safely engineer could quite properly be the medium for the exchange of this information through a committee of the National Safety Council. I am convinced that a closer relationship between the manufacturer, purchaser, and designer would result in and would bring about a more sympathetic understand ing of the problems involved. From the interest evidenced by both the manufac turer and user in this subject, I am convinced that there is a sincere desire on the part of the manufacturer to build a machine as accident proof as possible, based on experience and sound engineering principles. In conclusion, I might summarize tlie following thoughts: 176 Twenty-third Annual Safety Congress--National Safety C ouucit 1. That the cost element of safeguarding a machine at its source is not oi great consequence. 2. That the manufacturer is conscious of the desirability ot safeguarding ma chinery whet* it is built. 3. That the manufacturer will appreciate suggestions a> to nwllxds of guarding 4. Tliat the purchaser must assume his share of the responsibility If he fails to specify safety devices cut machines that he is purchasing. 5. That the safety engineers of machine purchasers be given authority to obey or reject machines and tools that <lo not meet reasonable safety standards. 6. Tlut the high-grade manufacturer of machines is up against a state o( competition, making it difficult to collect the slightest differential in price for safety features. 7. TliiU there must he willingness on the part of the purchaser to pay these differences. ADJOURNMENT' T IV E N T V - T H I RD A N N V A L S A F E T V C O Ar G k j: S NATIONAL SAFETY COUNCIL Cement Section Officers 1933-34 Genera! Chairman--J. IL Zook. Great Lakes Portland Cement Grp.. Buffalo, N. V. Vice-Chairman--\V. VV. Hamilton'. Alpha Portland Cement Co., liastou. Pa. Secretary---A. J. R. Curtis. Portlatul Cement Association. Chicago, 111. Ncjt's Letter HdiVor--Jack Demuster, Canada Cement Co.. Ltd., Port CullKn>c, Ontario, Canada. Engineering Committee Chairman---Pkkjjhrick B. Hum. Nazareth Portland Cement Co., Nazareth, Pa. Membership Committee Chairman -- H. A. 1vJvM\o:r. Lehigh Portland Cement Co, Allentown, Pa. Poster Committee Chuirmnn--M. P. Greek. Marquette Clement Manufactui mg Co., Cape Girardeau, Mo. Program Committee Chairman---1). B. Coj.hma?*, Missouri Portland Cement Co.. St. Louis, Mo. Members at Large-- R. B. Fqrtuw, Pennsylvania Dixie Cement Corp., Nazareth, Pa. E, Possklt, International Cement Corp . New York. N. Y, C. E. Ralstox, Pittsburgh Plate Glass Co , PhtdiurgU, Pa 1*. E. Town, Manitowoc Portland Cement Co.. Manitowoc. Wis. H. VANOKRtvEKr, Medusa Portland Cement Co.. Cleveland, Ohio. TUESDAY MORNING SESSION October 2, 1934 The opening session of the Cement Section %vas called to order l>#v General Chairman J. B. Zook, Great Lakes Portland Cement Lorp., Buffalo. New York, who presided. Chairman Zook introduced Mr. Edward J, Maguire, Vice President and Treasurer, Medusa Portland Cement Co., Cleveland, who made a brief address of welcome on behalf of the City of Cleveland The General Chairman then pre sented, under the heading. "Our Work--Today and Tomorrow." some brief thoughts on the future activities of the section and followed with brief repot Is from the chairmen of standing committees. He then called for the rcjKxt of the Nom inating Committee, and new officers for the section were nominated and elected as follows; 177 178 Twenty-third Annual Safety Congress--National Safety Council Report of the Nominating Committee Cluti'iiinu--J B- 2cok. Great Lakes Poithmd Cement Cotp_, Buffalo. i'iif-Chuinnati--W. \V. Hamilton, Alpha Portland Cement Co, Easton, i'a. Srcrciary-'A. ). H. Curtis, Portland Cement Association, Chicago, III. ' Hexes Loiter Editor--Jack Dempster, Canada Cement Co., Ltd., Port Colborne, Ontario, Canada. Engineering Committee Chairman --Frederick B. Hunt, Nazareth Portland Ce ment Co., Nazareth, Pa Membership Committee Chan man--H. A. Rcningcr, Lehigh Portland Cement Co., Allentown. Pa. Foster Committee Chairman--M. P. Greer, Marquette Cement Manufacturing Co... Caj>c Girardeau, Mo. i'roi/rtutt Committee Chair man--D. 13 Coleman, Missouri Portland Cement Co., St. Louis. Mo. Members at Large-- R. B Fortum, Pemisylvania-Dixie Cement Corp., Nazareth, Pa. K. Posselt, International Cement Corp., New York, N. Y. C F. Ralston. Pittsburgh Plate Glass Co.. Pittsburgh, Pa. F. E Town, Manitowoc Portland Cement Co., Manitowoc. Wis. XI. Vanderwerp, Medusa Portland Cement Co., Cleveland. Ohio. Analysis of Accidents in the Cement Industry By A. J. R. CURTIS Assistant to General Manager, Portland Cement Association, Chicago The speaker said in part; Since 1924 lost time accidents in the Cement In dustry steadily decreased through 1933. Tu the first eight months of 1934, however, we find that all accidents have increased SS.5 per cent over the corresponding period of 1933, with an increase of 42.8 per cent in fatalities, lit actual number this is 154 accidents, including 10 fatal, in eight months of 1934, as against 99 accidents with 7 fatal for U*c same period of 1933. Foi the entire year of 1933 there were only 148 accidents, including 7 fatalities. It seems dear that good safety records in the past offer little protection for the present and poor safety records get much worse when neglected. You have all regularly received the monthly accident reports and those of you who took the pains to analyze them perhaps found some unpleasant implications. The statement that many of these accidents clearly point to lack of supervisory interest bears repeating. Eye injuries in packing departments show lack of in terest in having men wear goggles. These injuries arc inexcusable. Accident after accident to men of long experience in tin; mill, hut engaged in duties for eign to their training, indicate an assumption that is dangerous to the safety record. Accidents are occurring to new men blundering in a way that indicates no introduction to safety and no specific instruction in doing the job safely. Study tiie chart comparing cement production and accidents and you will find lhat up to and including 1931. the two were fairly constant except during tlve Juno No-Accident Campaign. In 1932 the accident line levels off and shows a spottv variation, and in. 1934 there is apparently no relationship between the two Tt would seem that tinder operating conditions oi the past three years we sliould find a diiect relationship between accidents and production, hut it looks very much as though accidents were now going their own way. quite independent of pro- Juftioil. * What have vve to do? In general, we must make ;<n appraisal of our past activities and compare them with a complete, well rounded program to determine hie weakness, if anv. We mint set up a definite schedule of safety activities and then follow through 1 see that each activity is carried exit The following outline ina> setve as a guide and check list. Cement Section 179 1. Safety Committees. Have they met regularlyr Have Ur* meetings become pure routine? Is every person asked to express himself? Have any company oiKcials participated in the meetings? Has the committee innsoimel rotated? Arc the P.C.A. accident reports discussed and acted upon? Are plant and departmental safety inspections nude regularly. Is a written report required and is it acted upon? Have any recommendations been ovetlooked or neglected or does every &uggetioii receive careful consideration? 2. Foremen. What effort has been made to get action from foremen and supervisors? Have they been called together as a group, irrespective of the safely committee, and charged with safety responsibility? Have they had individual meet ings with the superintendent to discuss safety? Have they l>cen encouraged to discuss specific cases of safety rule violations? Arc all foremen requested to analyze accidents occurring in their department and the cause thereof? Is it common practice for foremen to talk to new nvert about safety? Arc they charged with the responsibility of instructing men on safe way of performing all duties? If so, is this procedure followed when men are shifted from one department to another? 3. General Plant Program. Have any general safct> meetings or gatherings been held during the past 3*car? When plant is reopened following shut-down, are employees reminded of safety? T? it possible to call all employees together at time of reopening of plant for a brief safety meeting led by superintendent r Have any contests been conducted ? Are plant publications of any khid medr What gen eral educational work is conducted? Are bulletin boards kept interesting: hy fre quent change? Has any disciplinary action been taken for rule violation? Is recognition given to good detrimental accident records? How are accidents and near accidents and infections publicized? Are accurate records kept of minor in juries? Are employees' families interested in the safety program? Are em ployees encouraged to report serious illness or other trouble in their families? Do you make physical examinations of your employees? Have you a first aid team in your plant? Do vott encourage safety suggestions from all employees? When we have answered all of these questions honestly, wc arc ready to sal up an activity program for every month to include the following essentials ? 1. Regular plant inspections to uncover physical hazards. Furcmen should participate and be charged with responsibility of following through on every rec ommendation. 2. Regular safety committee meetings. Rotate tiie membership on these com mittees. Divide into sub-couuuilices to report on such things as good house keeping, hullctin board publicity, fire prevention, first aid, sanitation, sickness, etc See that company officials appear before the committee frequently. 3. Reports and investigations. See that every accidental injury whether loM time or not, is reported fully and the real cause determined. Accept no reports that do not arrive at a definite conclusion as to cause. Publicize every report with photos or drawings. Hammer away at first aid reporting bv publicizing pos sibility of serious Infections. 4. Safety education. Plan your bulletin toard material far in advance. De cklc on a central theme for each mouth; for example, have a first aid month, a housekeeping month, etc. Arrange interesting informal safety meetings without side speeches. Pep them up with boxing or wrestling matches between plant employee*. See that every new man is personally instructed in safety by his foreman Use contests which will allow participation oi every man .in an equal basis. 5. General- Conduct a scries of foremen round table discussions for six weeks, one evening a week. Much foremanshlp training material is available. Make the final meeting a dinner and let the foreman do the talking. Sec that tiie altitude of every employee toward safety is known to the fore man and the superintendent. At least twice a year, see that the plant safety program is brought to the at tention of employees' families. 180 Twenty-third Annual Safety Cdnyress--National Safety Council How to Investigate Our Accidents By M. P. GREER Safety Engined. Marquette Cement Mfg. Co., Cape Girardeau, Mo. I he speaker said in part; Accidents arc investigated for three purposes; First, to determine direct aud contributing causes, second, to fix the responsibility; and third, to lake proper steps to prevent a recurrence. Ti time and place of' inves* ttgatiou are very important considerations. An accident should be investigated just as quickly as possible after it occurs, for a delay -might allow important evicucc to be removed or destroyed. A trip to the exact location of the accident by the investigating body, to enable tire members to get all the physical details and a reconstruction of the mishap in their munis, is usually found to be best I here is a big difference of opinion regarding who sirould constitute the in vestigating body. Sonic prefer to have a general committee of several members to make the investigation. Others give the job to a group of department heads, or to a group of workmen. Some use a court of inquiry, and others place the responsibility v of the investigation upon one man, usually the department fore man or the safety engineer. It has been our experience that a committee composed of three members is best suited to handle the investigation of accidents. This committee is composed of the foreman of the department in which the accident occurs, one workman whose duties require him to work with or near by the man involved In the mishap, and the safety director, nr engineer, completing the three-man committee. There arc several reasons why wc have adopted this type of committee. First, you will note that the members, with the exception of die safety engineer, arc interchangeable. As accidents occur in different departments, different foremen and workmen serve on the committee. This not only enables those best acquainted with the circumstances surrounding the accident to serve, but it is educational to many more employees than would be the case where a specific group makes all investi gations. Second, this group of three can get into action quickly, two of the menn1*1* usually being at tlsc scene of the accident, and the three can be conducting an investigation while a larger group is trying to get together. Third, the report of an investigation made by this type of committee can be quickly broadcast through the plant by die safety department, aud it is acceptable as a' true report of the facts by the workmen, the supervisors, and by the company. Not all accidents occur dm ing daylight hours. Thercfoie. it is a good plan to appoint a special investigating committee on each of the night shifts. The shift foreman and two workmen, one from the department in which the accident occurs, could serve on tlesc special committees. They should leave a detailed written "re port of each accident for the safety engineer, who, in turn, can call tire proper committee together the next day, and if necessary, complete the investigation. , The investigating committee, upon, arriving at the scene of the accident, should go over every detail cat chilly while looking for the direct cause and all con tributing causes. Many committees make the mistake of trying (g sift tlte evi dence down to one outstanding cause, or main cause. In almost every case, tljrre is more than one cause, and should- the contributing causes of the* accident be ignored, the investigation will not be a complete success, and the chances of pre venting a recurrence wit! lie greatly Handicapped- Pictures, or sketches, showing details of the accident, az-e valuable in pass ing the educational value on to all other employees '- After retiring to a quiet place to complete tlic investigation, the committee should call in witnesses and question them fairly and considerately:' They should he shown that the sole purpose of the investigation is the prevention''of future accidents, and that their cooperation in the matter is important. Unless this is handled in the proper way, it will be hard to get a true picture of all the con ditkmc surrounding tltc accident, for some employees will fear that tire investiga tion is made for the purpose of penalizing their fellow workers. After the investigation is completed, the committee members should review all Ci'meui Section 181 facts collected, reach a conclusion as to the causes, and responsibility for die acci dent, snd make recommendations for preventing a rccmrcuce. When fixing the responsibility for an accident, it is well to bear in mind that the injured man is not always at fault. The investigation may rcwal that there was negligence on the part of tM company, on the part of a fellow worker, or even oi; the part uf some outside party. Whichever the case mav jbsulutc fairness is essential, and responsibility sliouid be placed where it bchxigs. lu some plants, some sort of penalties are imposed (or violation of v.)vratm>\ rules. Since safety rules are as important as any other oiieralhig rules, it is only right that a penalty be enforced upon the man who is found responsible tor an accident. If the person responsible has stillered an injury or a material lms in wages, this is usually considered sufficient penalty. In other casts, a short lay off may lie given. If the investigation shows the company to he at fault, or some dangerous condition or practice is revealed, immediate steps should he taken to have the condition corrected. In any event, the committee's retort should f* given widespread publicity throughout the plant, with details of thr investigation, and recommendations made and action taken. How to Investigate and Capitalize on Our Accidents By O. E. W1SHMAN Safety Engineer, Lawrence Portland Cement Co., Thomaston, Maine The speaker said in part; The trouble with most of our reporting of accidents Is due to the informality associated with it. The management may gel a few dc- tals and undoubtedly a wrong impression, because of hearsay and gossip which has spread throwh the plant. Before making a report from the safety department, full details must far obtained hum tl>c foreman in wlmse department the accident occurred. This can best be done through a written report. preferably cm a blank form, and sufficient to cover accidents without an injury, ns wcil as those involv ing injury. In case of persona! injury, a written report should be obtained trout the injured employee at the earliest moment possible, pteferahly on a blank form, fully covering every question to make a complete report. There are four agencies to be considered and served following an accident: Tlie first being the highest plant authority; second, the supervisory force* or fore men: third, the rank aud hie of workers; and fourth, the industry at large. Naturally, the report of an accident should be made as promptly as possible A superficial report is worse than none, and that is why l say that a written re port on a blank form from those Involved should tie .obtained before die safety department can properly submit reports. Reports to executives should I* oi a different sort than to any otlter agencies, aud should include a detailed and written description of the instance, basic cause, probable direct and indirect cost, history of your activities on this phase over the years and proposed remedy, both temporary and permanent. Reports to sujrcrvisors or foremen are best with a condensed statement oi mate rial presented in the executives' report, supplemented by suggestions at to similar operations in their department. A review of safe practices on the matter in ques tion is useful and effective. The crews must have the facts quickly. First of all, wc are contrilrtiting to further injuries hy letting workers resort to speculation, for while they ponder over hearsay and lend an ear to the breath-taking rumors of such accidents, tlscy turn their minds from the work at hand. So serious it. ibis matter that some plants dismiss the crews threcil> associated with an accident for the remainder of the day. ^ livery effort should be made to get a series of bulletins on (lie bulletin boards as soon as possible, which will carry' the facts, the causes of tl*c accident and the remedy. Fiom a psychological standpoint, the moments Immediately following an accident arc the most important to the safety department. Not only will accident 182 Twenty third Annual Safety Congress--National Safely Council proneness be relieved, but the personnel will, to u man, learn a )&on uHeu their minds arc most receptive to it As 10 the industry at large, there has been a calling need for years for a quick rci>ort of mishaps and no liner effort can he made than to forward the details ol an accident to that section of the National Safety Council to which you belong so that it may be broadcast to best advantage. * To completely capitalize on an accident we should not be content to merely secure a prompt correction, but should take advantage of a favorable psychological moment to engender a profitable reaction in our personnel- Thus, the period im mediately following an accident or injury is the most opportune time for a special safety mass meeting of the employees. Safetyizing Transportation in Cement Mills and Quarries By W. J. WORTHY Superintendent, Medusa Portland Cement Co., Toledo, Ohio The speaker said in part: Nearly alt raw materials arc transported over rough tracks from the quarry or mine by steam locomotives and dump cars. This method of transportation creates a number of hazards, including locomotives and cars jumping from the tracks, uncoupling of cars, and stones falling from the cars. Where several departments arc working together, such as Quarry, Transporta tion, Crusher, and Track Repair Crews, each depending on the other for a portion of its safety, too little thought is often given by the employees to see that their own work is properly done, so tliat no injury results to employees of the next department. ' For example, if a shovel operator is not careful to see that the loads put into all dump cars are properly balanced to prevent the cars* jumping the tracks, or docs not use care to see that large stones arc not permitted to remain on the edge of cars, where they may roll off, this lack of care is liable to cause injury to some member of the train crew. These dangers are also passed on to other department crews. In the past few years there have been many lost-time accidents involving crushed feet, lingers am! hands, caused by improper cooperation between engineers and brakemen while coupling- cars. The practice of riding on the sides of loaded cars, and the careless manner of getting on or off cars and locomotives while in motion, have also caused serious injuries, loss of kgs, arms and broken bones. These accidents can^ be greatly reduced by instructing the operators on the safe way to handle their work and themselves. Many accidents have been tallied up against the transportation department in the past few years by the shop departments. Many of these accideuts are due to carelessness on llte pail of the workmen, and some are due to the unwillingness of the.management to grant the expenditure of adequate funds to keep its rolling stack in a good safe operating condition. The quarry cars are continually being subjected to considerable damage during the process of loading and transportation of raw' materials. This.makes it very important that constant repairs should be made to keep them hi a safe working condition. Locomotive boilers are also a constant hazard, but no accidents have been experienced in our industry for several years; possibly because State Boiler In spection Ijiws. Boiler Insurance and Boiler Inspectors, are continually bringing pressure to bear to see that all possible danger* developing in die boilers are promptly corrected. locomotive running gear*, however, are a different matter, and the locomotive running boards are not always of a standard height. This has caused brakemen to slip through the steps or to misjudge their footing, with serious results. It is just as essential to keep the mechanical moving part* of a locomotive in satisfactory condition as that of the boiler. No repairs beneath a live locomotive should be attempted unless there is & suitable pit for the workman to work in. Our inbound car shipments consist mainly of coah gypsum, brick and grinding Cement Section m media. The switching and unloading of coal it, the must dangerous uttd ha* resulted in many accideuts, caused largely from the opening and closing ot the dumping equipment. Coal cars arc equipped for dumping with many ditirrcnt types of doors, some of which ore opened easily, while other* are quite hard to manipulate. At some plants coal is unloaded into pits, while in others cars .ifc uuloaded from ramps. Accidents mainly occur through employees tailing either from the ramps or into the pits, for the reason that when the unloading device* were built the safety ol the worker was not given enough consideration. The switching of hox cars to and from the packing department results in acci dents from snapping car puller cables, cables becoming electrified, workmen bring run over by moving cars, and packers being crushed between packing chutes and sides of car doors. These accidents can all he avoided if proper care and cau tion is observed by all employees, and the different departments concerned in this matter work in close cooperation. While not many serious accidents have occurred in our industry from auto mobiles, yet this class of transportation curries the most dangerous type of hazard we have to deal with, and regarding which wc are the most helpless lo over come. We may have the very best of drivers in our employ, and keep our equip ment in the safest possible operating condition, hut when we are out on tlw high way, our safety record, our safe practices, and our safe cquiinncnt are all at the mercy of any passing reckless or careless driver. The Irazards from automotive transportation cannot be eliminated until ail drivers of this equipmeut are educated to drive safely and to live up to traffic regulations. A safety drive of this nature would be quickly and successfully ac complished if it could be Ijamlted through the business firms of the nation. If al! business firms would agree to support a safety drive to combat traffic accidents it would only require: First, that they set an example by keeping their own automotive equipment in a safe operating condition and provide only safe de pendable drivers who would abide by the traffic rules. Second, that they educate each individual in their employ on the necessity of driving safely and in keeping the equipment over which they have control in a sate operating condition. For a report of the joint session between the Quarry Section and the Cement Section, held on Tuesday morning, October 2, 1934, see in this volume the gen eral division entitled "Quarry Section." THURSDAY MORNING SESSION October 4, 1934 . Joint Session ivith Quarry Section Preventing Falls of Persons in the Cement Industry By W. P. KICK Superintendent. Crescent Portland Cement Co., Wampum, Penna. The speaker said in part: During the first seven mouths ol 19.14, there were reported 105 accidents of all kinds m the cement industry; IH, or 17.3 per cent, ot these accidents were due to falls, and of tltese, two resulted fatally. Let us, for a few moments, look at the circumstances of some of these acct dents; perhaps we can find some interesting lads that will point the way to accident prevention. ,, . One of the two deaths happened to a construction foreman who was engaged in erecting a tower for hoisting purposes, to a height of 48 feet. The tower toppled over, currying the injured man with it. and h died during the same night The report shews' that no braces or guy wires had been used to keep the tower 184 TxvchIy-ifut d Annual Safety Conyress--National Safety Council from tailing. The report ahr* states that the length cl service of the foreman was only six (lays, vvhicli would tend to indicate that the man was not capable and that when hired Id* fitness was taken for granted. Tire second death occurred while the man was painting steel work on top of a trestle over railroad tracks. He lost his balance and tell a distance of 50 feet, breaking his neck. I his man was a carpenter, ami the question arises, was he a lit person to be working at such a height, and was he a person who was ex perienced in this line of work and could keep his equilibrium? As his length ot service was seven years, there was ample time to judge of his fitness. We liave three cases of men falling from railroad cars. One was that of a switchman; while running on top of box cars to the rear end, he did not notice that the car immediately Irehiml the one on which he was running had become un coupled and was falling behind. He jumped from the Grid of the car to the ground, his injury being a fractured limb. This man's length of service was onlv two months ami lie was probably one u* those who wanted to make good with hfs new employers. If he had taken more time by walking instead of running, he no doubt would Imve noticed the cars moving apart. Another injury was to a packing house floor man, length of service seven years. He was climbing on a box car to release the brake and drop car down the track and out ot the way. He had grasped rung on top of car to pull him self up from side la<kier when his hand slipped and he felt a distance of eight feet, receiving a compound fracture of Ixith bones of die lower arm. dislocation of wrist, and fracture anil dislocation of left side. This accident broke a 1228-day safety record, happening to a mau who was most enthusiastic and preached safety daily to his co-workers. Tine underlying cause of thii accident is obscure, but keeping one's mind on the job at ham! is the onlv safe av to work. Two stair accidents occurred while the injured were walking downstairs, miss ing a step in each ease. While falls on stairs are due primarily to unsafe condi tions. suett as poor design, iack of guard railing, slippery, or broken or worn and too narrow treads, added causes arc loss of balance, which may cause tripping, in attention of the worker, stepping on loose objects and insufficient lighting. It i-i bad practice to carry a heavy load up a stairway, when there is a danger ol losing one'is balance or not being able to keep one hand free for the hand rail If more workers had a wiiolehearted respect lor hand rails on stairways and made use of them, there would be fewer accidents More must be done than provide safe stairs, as many causes contributing to falls on stairways lies in the fact that some people cannot or do not walk properly. About halt of the people over 45 fail to walk as nature intended.. Their faults are walking with feet fan spread, increas ing liability of tripping or slipping. Some people are afflicted with fallen arches, or with weak legs, which easily become tired. at*d with these impediments die feet arc not properly placet! to stand or walk correctly. We have a rejiort of only one accident caused by a fall from a ladder. A power engineer, length of service eight years, while up on a ladder to inspect a valve, the laikfer broke and injured fell IS feet to the floor, landing in a sifting position. Did you ever stop to consider that a ladder which looks apparently safe on the outside may be the must unsafe tool in tlx? plant after being used for some lime, especially if it has been painted, and the paint has covered defects? Linseed oil should lie the only covering. No ladder is better than the poorest piece ot material used iu it* cmistructiim, The use r Automatic locks on extension lad ders. instead of the old gravity lock*, are a great safety measure. In many plants the same ladder is used hv different departments, and no one is responsible for th maintenance. Most structural failures emc from misuse rather than the actual stresses iinjiosed by the user. Tlrerc is onlv one sure way to handle safe ladders, and that is tot one man t> make a regular inqxdion ami subject them to a pin-steal lest at regular intervals. * Too often suirervisors and foremen think that safety is something tacked on to production, regarding it merely a* an afterthought instead of a forethought: the result is an attitude which say* "production at any cost--safety if possible." Each employee should be shown figures of the enormous cost of accidents, and impressed with the need of carefulness, and never allowed to take a chance, even whet) it is thought he can get away with it. Canon Section 185 Poor housekeeping accounts for many f.ilb, whvn materials mkIi as Ihixs. conveying buggies, and scrap arc allowed to clutter up the floor*. Oily anti greasy floors are a hazard. Shippy housekeeping gi\ es a man a *!-upp> auitiKk-, which to turn briugs accidents. Neatness ami orderliness with vsciythiug ui its place is the best example (or workmen's morale Wearing proper shoes U an mqiortwm point in walking cofr.-ctl>. and the wile* and heels should lie made ot a material that will provide .t jHisitive gripping fric tion between the sole and the floor, Hard leather soles become glazed and smooth, especially when used on hot floors. In a cement mill there is always the liability that a clinker, the size of pea or smaller, on which a person can slide easily. will cause a serious fall. Good housekeeping is again the remedy. Hand Tool Accidents and Their Prevention By W. T. GKONER Superintendent, Southwestern Portland Cement Co., Osborn, Ohio The speaker said in part: The Bureau of Statistics, of the New York State Department of Labor, shows that 7.389 persons received compensation in one year for injuries from hand tools. The tola! amount paid those injured tor tlreir loss of time was $1,574,455. Hammers caused nearly one-third of all permanent in juries, and over 1,000 temporary ones. Knives caused the nest largest number. There were 15 deaths, distributed a* follows: 3 from tiatnmer*. 3 from kimes. 1 from an ax, 4 from wrenches. 1 from crowbar. 2 from jacks, and 1 from tongs. In ten of these cases the original injury was a cut or abrasion which became in fected, causing the worker's death. These figures, oi course, cover only t!mc injuries which caused more than one week of lost time. Slight accidents where less time was lost were not recorded The Buieau also made an analysis of 100 investigated Icib-t-time accidents from hand tools. Out of 28 activities listed, the machine shop led with 18 accident*, auto mobile repairs second with 8 Accidents, and electrical contracting, public utilities and woodworking tied for third place with 6 accidents each. The 100 accidents caused 5,124 days of lost time. Our company was still pointing proudly to its fine trophy won by having com pleted the year 1931 without an accident, when, after we had gone another 10 months and 11 days of 1932 in safety, a hand tool spoiled our record. On Octoher II. 1932, one of our most careful workers evidently had ait off imxucut mentally for while closing a hopper bottom car dour with a wrench that was believed to lie safe, the handle that had been purposely bent to enable the operator to obtain a better leverage, turned about a quarter turn, catching the operator's little finger on his right hand between tire handle awl (he smooth side of the Lop|icr. and break ing the bone between the second and third joint. Down went our safety flag and with it tire high spirits of our organization. Most students of accident jncvcntioo have concluded that aitfiut the only pos sible good that can be gained from an accident is to use it as an example for preventing a recurrence. In the care oi that broken finger accident. we promptly and definitely eliminate*! that hazard by welding a clamping device t*> *.- >-.l of the har, so it cuutd not turn or slip; liowevcr, since the new device is too heavy, we are concerned that an operator migth break a foot by dropping it. Following are sonic of the methods used by our company that bate proved most effective in preventing accidents: 1. We have always placctl responsibility to preventing accidents on each indi vidual employee, regardless of position or the number in :t department. and we use every means possible to pet each individual to accept his responsibility will ingly. We place the greatest responsibility, of course, on the foremen. l*ot we realize that tfie worker has the largest number of accidents and unless he can he convinced that safety pays and earnestly puts his heart and soul in .safety, acci dents will never be entirely eliminated. 2. In 1928 our comji&iiy started paying a bonus of 1 per cent on the monthly 186 Twenty-third Annual Safely Congress--National Safety Council wages of each employee in all departments tliat completed a month without a Cost ume accident. This plan lias proved to be very effective in stimulating interest. U is especially effective in making each individual employee interested m seeing that Ins fellow employees work safely. 3. Our _ officials have always given their full cooperation to anything of merit for preventing accidents, and have unstintiugly appropriated money to provide ade qiMt guards, good quatitv tools, properly fitted goggles, first aid equipment, etc. A. We use. with very good results, the Judge and Jury system that has been n>v<t hi several other industries- We built an impressive judge's stand, jury box. witness stand, etc. A judge, sheriff, prosecutor, and jurors were elected. The slicriff selected deputies in each department that were truly undercover men, as no one but the sheriff knew who they were. It is tlic duty* of every employee to turn in charges for violations of safety rules. These charges arc filed and once a mouth court is convened. The defendants arc advised of their charges several days be fore their trial, ami they select anyone they choose to defend them, witnesses fnr l*>th skies arc picked and court is really in session. Various penalties arc given to those found guilty. 5. Good quality and properly designed tools, wo believe, rank second only to tlx; operator's knowledge of the proixtr way to use them in preventing accidents. Much has been written about flic hazards of using hand chisels, punches, etc., that hare become mushroomed, and many suggestions have been made for recon ditioning these tools. Our metiiod is to make tools that will withstand severe use and even misuse without mushrooming. Round Table Discussion This general discussion was led by General Chairman J. B. Zook. He sub mitted as a subject the question "What Effect on Employees' Attitude Does the Present Necessary Economy Measures Have, Particularly Relating to Company Loyally and Safety.'" It was the general feeling that the employer's own attitude is of extreme importance and tliat sincerity and fairness in dealing with employees will always reflect back in their attitude toward the management. It was also emphasized tliat proper individual training of the employee in the simplest de tails and tlie checking of every job arc of extreme importance in these times when irony new cinplov ec* arc fusing hired and at* wlieti older employee* uic returning to unfamiliar jobs. This special training program must also lie carried on to what would appear to be extreme, at least, for a considerable time, if a satisfactory control ot accidents s to be hoped for. ADJOURNMENT TWEtiTY-THIRD ANNUAL SAFETY CONCH fi$S NATIONAL SAFETY COUNCIL Chemical Section Officers 1933-34 Central Chairman--Jonx Roach, Deputy Commissioner of Lalvor. Trenton, N. J. I'irc-CUairman in Charge of Program--A- 1.. Armsikons, Eastman Kodak Co.. Rochester, N. Y. Vice-Chairman in Charge of Ettginca im>--G. H. Mtllf.h. E. I. duPont dc Nemours & Co., Wilmington, Del. Secretary--Ralvii O. Keeifik, Aluminum Company of America. Massetia, N. Y. Afetes Letter Editor--Juu\ MitKU.vfcv, Aluminum Company of America, Masseim, X. Y. Qfcnfwtbniui Disease Committee Chairuuw--1>. I.konausi Grfuxbuku, Yale Medical School. New Haven, Com*. Membership and Publicity Committee Chabumu--S D. Kirkpatrick. Chemical and Metallurgical Engineering, New York, N. Y. Statistics Committee Chairman--Ira V. Keiwer, Pcimvylvatiia Salt Manufacturing Co., Menominee, Mich. Members at Large-- Dj* Elizabeth B. UmceKH, J.ititx. Pu F. E. Clancv, Jr., Mathicsou, Alkali Works, Inc-, Niagara Palis, N. Y. F. W. Dgxxis. Hooker Electrochemical Co.. Niagara Pails. N. Y. E. F Kiko, Lever Brothers Co., Cambridge, Mass S. F. Lakchar, Thomas A. Edison Industries. West Orange, N. F. H. L. Mixer, EL I. duPont de Nentours Jt Co. Wilmington. Del. E. L. Roor, Celluloid Corporation. Netvark, N. J. * C. E. Sevrsnk, Merrimae Chemical Co- Inc, Boston, Mass John S. Shaw, Hercules Powder Co.. Wilmington. Del. R. C. Stratton, The Travelers Insurance Co., Hartford, Com* Plummer Wheeler. American Cyaiumid Co., Linden. N. J. S. E. WlUTlMV, Ltfx;rty Mutual Insurance Co-.. Boston, Mass. - MONDAY AFTERNOON SESSION October 1, 1934 The opening session of the Chemical Section was called to order by General Chairman John Roach. Deputy Commissioner of Labor. State of New Jersey. Tren ton. N. J. Chairman Roach introduced Dr. W. R. Veazey. head of the Chemical 18? 188 1 wcnty-lhird Annual Safety Conyress--Nationai Safety Council Kugmcciing Department, Cacc School of Applied Sciences, Cleveland, Ohio, who made a brief welcoming address on behalf of the dtv and its many scientific or ganisations. The Gcixrral Chairman then spoke very briefly o tlc subject, ' Our Objectives ---Past. Pic*cnt and Future/* in which he sketched something of the great part which chemistry may be expected to play in the future, as in the past, am! empha sized the continuing importance of safety organizations and safe practices to keep down the threateningly rising accident toll. Chairman Roach then introduced the first speaker. Helping New Employees to Avoid Injuries in the Chemical Industry By S. D. KIRKPATRICK Editor, '`Chemical & Metallurgical Engineering," New York City The si>caker .said in part; Some people hold today that the present increase in accidents was bound to coijk as an inevitable accompaniment to the recovery process. Speeding up the industrial machine meant taking on new employees and bringing luck some of the older ones, whose safety habits had become rusty through disuse duung enforced idleness. To what extent is the new man respon sible for tlic increase in accidents? Apparently we find rather conflicting views on this score. . I have tried, with fair success, to gel some recent figures from cur own mem bers. One company whose records go hack to 1929, gave me their frequency and seventy rales covering a five-year period. This record seems to show tlut' 1929 was the really !>ad year for new employees. However, this particular company started a un- intensive drive in 1930 and our member believes that this was prob ably responsible for helping to bring down the rate in 1930 and 1931, In 1932 very few men weie hired, which perhaps accounts for the low figures for that year. Another member company icporied five lost-tune accidents in 1933 with men employed as follows: 1 month, 2% mouths. S months. 9 months and 1 year and 5 months. However, in this same company the 1934 figures, show a different pic ture: 4 accidents, only 1 less than I year, and the others occurred to men who have been in the employ for 3 years or more. Another very large company reports employees with less than 1 year of set vice have an accident frequency of between two and three times that for employees with sen ice records of over one year. During a certain period of tills year, "about 40 per cent of one hind of accident occurred to men who had less than one vear of service. ' Another member, who with great regret reported that then accidents represent practically 10(1 per cent increase over last year, also found that about 40 per cent occurred U~> employee* <*{ ft months oi under of experience on the job. His record for new ctfiplrnces involved accidents to IS men and included 4 fatalities. The other accidents accounted for a total of 237 day# of lost time. A large eastern oil refinery, not. however, a member of the Chemical Section, reports that 443 |t cent d accident* occur in men who Itave l>een employed less slum one year. All of ihi* entj4ta*ixe*_ tle seriousness of t!*c problem of helping tliese new men avoid injurv m chemical industry. But let u> see wfiat some of tficse accidents are like--winrther ict the* can logically le cliarped to greenness on the part of new employee*. Here i* -mu : A >nm nun tramed as an architectural draftsman, married, and out of work f*r time, darted working in the plant months ago. Transferred to pump house The firct 4a> hr wa* *ieratmu thi job alone a pipe fitting broke, spray ing fluid at! "W tlir |iuwtt^hjc<-. Heins "green** and not thoroughly acquainted with hi jih, lie thougrii tlic liquid aod. and lud \i-iuii of serious damage to the InaWinc ***d 4-vftnimHTit Rushing over tc a valve on the far -hie of the room Chemical Section \&J to stop the flow, in his haute he slipped on U>c wet hour, stinck bis >n(c a short ladder, fracturing two ribs. It so happens that the liquid was only salt water, which couldn't have caused any serious delay if left to run all day Our member concludes: `This is evidently a clear case oi a green man turned over to work alone on a job before he had been properly instructed." Another member writes that he doubts if there is any real difference between green men and seasoned employees. He told oi a case of a man who, after work mg 20 years on an unguarded punch-press finally got caught. His company imme diately got out a special safety bulletin moralizing on the necessity lor eternal vigi lance as the price of safety. Foremen were warnrd of the importance of thoroughly instructing green rnen before they were placed in charge oi liazardous machinery Then, within a year, a new helper on a ruhlier goods press in this same plant lost his hand within three hours of being placed on the work. He was u young man trying hts best to make good, so that he might lie assigned to a permanent job. and at the time oi live accident was merely pinch-hitting for a man that was out. Doesn't this emphasize that nervousness on the part of new men. especially in times like these, when they are so anxious to make good ami end their unemployment, is really something that \vc ah have to look out for? Another case tint interested me was that of a new employee wlx> had recently graduated from a well-known technical school. He was doing some social work m a heavy chemical plant and had instructed the men to dump a hot charge ot a certain mateiial from the furnace onto the floor. He had forgotten and left his testing instruments on top of the furnace and without any warning Hirned and walked through the hot mateua! to get diem. What he got was two badly burned feet. As a contrast, take tlus ca^r of wte of our mc-itiWr;; m a New Jersey chemical plant, wlio writes: "In recent months wc adopted the S)Jon*;on.hi<i Flan of Safely Kducatom through out our local factories in order to minimize injuries among new inexperienced em ployees or former employees who have been out of work long that tliclr safety habits have Income rusty from disuse. TSicie is nothing especially original about this idea, but it is already producing some striking results. In addition to receiving instructions from the foreman, new employee* arc turned over to some older, experienced worker who acts as "hts brother's keeper" during the breaking-til period. It has been our practice for a number of years lu delegate certain em ployees as safetv scouis to assist the foreman in matters concerning accident pre vention, and this additional feature places increased emphasis on training the new employ ee." Several of the papers I have read recently have emphasized tlic etxremc im portance of getting the safety storv across to the new man in the first few hours he is on the job. I like Use way the Chrysler Corporation handles the situation. In tlie waiting room, where the man awaits Ills turn to he interviewed, he has a chance to see some safety exhibits--not just posters, hut some unsafe tools or some goggles that saved eyes. When the man is called out of tlie line for the first interview, he is asked if lie would be willing: to comply with the safety rules of tlie company, provided he is accepted for employment. Without going into thc.sc safety rules in any detail, this has tlte desired effect of giving the man that first imprcsMOo that the company has adopted a safety policy and wants only such men as will willingly cooperate with their policies. Xext. the man gos to get bis physical examination and here again he hears more about safety. The physical examiner may congratulate him on the fact that be hasn't anr scuix pointing out that rear* usually indicate that a man is care Ie*s and Chrysler has no place in its organisation for the careless employee In other words, if a doesn't follow the safetv rules. 1 :cTl find lit Inrd to gel em ployment in factmie re safely is practiced The third man who sees the new employee is the write-up clerk wlio gives hint his badge, hts time card ami bis safety rules. He is told hy the clerk thtu he will later be examined cm these safety rules hy his foreman, and the safetv man. Ami ajeazn he learns that the company wants onlv those men in its employ who will respect and live up to the company rules am! policies. 190 Twenty-third Annual Safety Congress--National Safety Council The fourth man to come into contact with the new employee conducts him to the depar tment where he is to vvoik, ami introduces him to his foreman. He first checks over the equipment that the man has received, makes certain that he has his safety rules and explains to him ll*cir importance, pointing out that he hopes the inan will be especially careful during tire first few days of his employment,, since that is the time when he should be studying his safety rules and learning as much as possible about taking care ol himself in his new job. Here then, even before the man has actually gotten to his job, wc have had four men impress upon hitu the company's altitude toward safety. That first ten minutes is bound to make a lasting impression. It will help materially to pave the wav for the instructions and the actual work demonstrations that follow as the man is broken into the job. A. M. Williams. Safety Director of Chrysler, writes: "The nfd ratio of six to one against the new employee has been entirely changed hi our experience and we no longer find the new man an extra hazard ** Many of our companies represented in the Chemical Section are practicing procedures tluit are almost equivalent to the Chrysler plan. Harold Miner, of fluPont, for instance, writes as follows: "After the men have had their physical examination and a record has been made of their past experience and other pertinent information, they are given a talk on safety and plant rides by the Kmplnyroent Manager. They are -then turned over to the supervisor of the department in which they are supposed to work. This supervisor gives them a short talk on safety, in which he points out tlie principal hazards of the department. The men arc next introduced to the foreman or leader, under who>e supervision tlicy arc to work, who instructs them himself or has some other dependable employee to instruct them m the proper method of doing their ioh. In giving this instruction the foreman or leader -points out to the men the hazards of the job. shows them how to do the job ami watches and assists them if necessary on the first few operations. As one of our supervisors states it. "We tell him, show him. test him. and check lum." I cannot close without a word or two of my own on the seriousness of this rising tide in industrial accidents. Whether they are due to new employees or in the man who has been on the job the past few years, doesn't really matter in the long mu. Management is more than justified in saying that these accidents, what ever J*e their cause, have got to stop. TItcrc undoubtedly has been some relaxa tion of effort .ill the waydown the line. The only way the summon can he cor rected is through ft general tightening" up from the very top to the a cry bottom of the organization. What I like about tome of our chemical executives right now is that thev are not hesitating to use drastic? measures when they are necessary to bring borne the seriousness of the present situation. Kot long ago a certain chemical plant was actually rinsed down for 24 hours liccause it was turning in an unsatisfactory record of accidents. The employees were scot Ivome and each foreman was re quired to go through his department and determine where the hazards existed and what was to he done to eliminate tlw-rn. I like that sort of courage on the part of management. There can he no misunderstanding as to where safety stands in such a company. When the worker understands that management believe* hi safety nml is willing to hack up safety even at the sacrifice of profit, then he gets a new meaning of safety fir-4. It becomes a natural and habitual part of his daily conduct. Using Our Statistics to Advantage By H, P. LEWIS Assistant Manager, Safety & Vtre Protection. E. X. duPont de Nemours & Co,, Wilmington, Delaware The *|K-akcr jwrid hi part:: Wc have no patience with the accident statistics that cannot lie applied to some good two. For instance, wc arc not generally Interested in the nuinlwr of falls our employees experience or the number of electrical shocks dial iiccsif. What w want to know- from oitr statistics is what is wiOnii'. what Chemical Section 191 is causing tl*e injuries: Wt: want to be able from our accident statistics K< guide our safety program, to attack the fundamental causes of accidents. A fall may occur. An employee may fall from a ladder. These two facts will not mean much to us in determining a saicty program unless wc gel ucanr l< the fundamental cause. Why did the employee fall? Who was responsible? The Purchasing Department for not securing the right type of ladikt--Siipcrwsiun for not maintaining the ladder properly--the immediate SujicrviMon for not instructing the employee m the proper and safe use of ladders, or tire employee himself from wanton carelessness.'1 Did the employee receive an electric shock, or did some object fall from above and strike him before he fell? It is important to have all this information iccurdcd. but hi many eases it h impossible to keep it in tabular form. 1 he safety engineer must use his memory. He must be able to retain in his mind and recall facta concerning similar accidents and U is important that he know as much as i*osible al>out the processes and piant arrangement in order that he may be able to have a dearer mental picture of the accident It is important also to keep in mind that accidents do not always result in injuries. Near injuries and possible injuries often furnish information for corrective measures whkh may prevent major injuries anti even fatalities ut some future time. In order that our accident statistics may lie useful in deter mining our safety programs, they must have sufficient "spread," i <*., they must coyer a sufficient number of cases on which to base conclusions. In most individual plants this "spread" must be obtained by using the statistics on ail minor, sub major and major injuries. In extremely large plants or in groups of plants wider one management, the major injury statistics will probably furnish sufficient ku.iP tor a general program. Safety engineers should arrange to have'all accidents on their plants reported to them and, if the reports do not present a clear picture of the incident, should not hesitate to request additional information. A thorough knowledge of the plant layout and the processes, is extremely helpful to the safety engineer in forming n clear picture of the incidents which lead to the accident. We are all constantly reminded by our accident rejiorts of the failure of the human element It is the one greatest obstacle in the path of the safety engines. Why did this foreman not give hss workman the proper instructions' Why dkl that workman violate safety rules with which he was thoroughly familiar? VVhy did an employee operate & grinding wheel without goggles? The Answers to oil these questions arc to be found in human weaknesses hack of attention to the job, carelessness or thoughtlessness about accidents, insufficient safety supervision, anger, undue baste, worry and many other human wcakucivcs; ate common funda mental causes of accidents. A thorough investigation ol an accident will reveal the human characteristics which caused it- The supervisor in investigating the accident has an opportunity to do some very valuable missionary work if he assumes die teaching altitude rather than that of the detective. Knowing that many of our accident* ue caused by the human element, we then plan our attack on the- problem. A disciplinary method of attack will he successful with ceifain individuals. It certainly does not help the situation very much, however, to discharge one employee for*unsafe practices am! then hir? an other who will get hurt the first day on tlkf job. The educational method will produce better results. Importance of Maintenance in Industries By ALFRED VAKSDAL Plant Engineer, Corning Glass Works, Corning, N\ Y. The speaker *aid in part: Old trades have been eliminated. V-w in?, have been created. This is the natural course of progress and will so continue as lone as man is able to reason. Some time in tfc future wc may carry on production without human labor to operate the machines, but men wilt always he needed for experiment and lepahv 192 Twenty-third Annual Safety Congress--Nahomii .Safety Council * The same careful attention given to orgauiza-ikm of mm and machines, the same skill and judgment as applied in the direction of production, must now also be devoted to maintenance, as production becomes increasingly dependent on this factor for its success- " The handy man, or "Jack-of-all-trades" is gone. He was blacksmith and car penter. He laid brick and drove rivets. He used the soldering iron and the blow torch, as well as tl*e wheelbarrow ami the crowbar. He dressed the slipping belt, repaired locks and clocks; icplaced broken window janes; cleaned toilets; polished furnituie and mixed concrete. He had very little time for safety. He had never learned the art of planning, therefore emergencies scheduled all of Ins work. Because maintenance expanded with the growth of the plant and because spe cial skill became essential to machine production, this "catch as catch can" method is now inadequate. The first division of labor appeared in the millwrights, elec tricians or other groups of mechanics, hut the same chaotic condition which existed with the handy man is still to be found hi the different shops where any one man might l>e called to work on a great variety of unlike jobs. It is a common fault to be satisfied with our own ability, hut it is "block- headed'1 stupidity to put a man to work without definite instructions.. Yet that is just what we are still doing. A man may be working all his life on breakdowns and never realize tliat it is his duty to prevent them. A man will accomplish more with greater ease, greater certainty, and with greater safety if he has a clear comprehension of his responsibilities and ol the duties which lie must perform. Put a man in charge of tl*e steam heating system and watch its performance and operating cost. Do the same with live motors and`with everything else. Write down their duties ami relationship, tell them it is their job and what you expect. The only excuse, under these conditions, a man can possibly have, if results arc not forthcoming, is his own mabihtv to obtain them. To work upsuch a program for every man in the maintenance department is a big job, but it is a lazy man's excuse to say it cannot be drove. CarciulTy write down a complete specification of your entire plant, obtain age. initial cost, replacement com. estimate the present value of vour buildings, machin ery and equipment, as well as check up mi their physical conditions and capacities! then work out in all its details wliat must he done to meet the anticipated demand of the Sales Department without interruption to production. Group these duties according to the different shops, coordinate every single function of maintenance to each man in your organization liest fitted for the particular task, set up an accounting system which will record expenditure and which will measure effort as well as accomplishment of every individual. When vou have done this yon will not only kuon mute about your own job. Imt you wilt soon have an organization of skilled and safety-minded nien who will do the right tiling at the right time without lieine told. WEDNESDAY MORNING SESSION October 3, 1934 Proper Protective Equipment for the Chemical Industry By F. J. O'CONNOR Superintendent Service Department, Dye Works. E. I. duPont deNemours & Co.. Deepwater Point, N- X TI*e speaker said in part The first requisite we demand of any safety device that wc use or have developed in our plant is. tliat the article shall do tfie job efficiently: and live second, that it shall lie reasonably comfortable to the ojierator. The commonest of all the protection devices in our industry is goggles. It is no trouble whatever to purchase a pair of goggles which will afford icasonaWe protection against splashes of adds, alkalis or other dangerous liquids; r.or is it C-ht'i/ncai Section 193 difficult to procure goggles equipped with lenses which will withstand Iwav-, blows troni flying pieces oi metal, concrete and stone, or the sharp lartirlc* thrown h, grinding wheels; but it is difficult indeed to go out and pick up a pair of goggles that will serve this dual purpose satisfactorily. We have experienced considerable trouble cat our plant with men wearing the wrong kind of protection, because wc have an unusually large number of men en gaged in maintenance and construction work, in addition to regular operators. A man chipping concrete and wearing a pair of add goggles received an eye in jury when a small lump of the concrete struck the lens and broke them Several near accidents of this nature caused us to search for goggles that could be used for all kinds of work. In making tests to find what we choose to call an all purpose goggle our safety engineer has personally won; them for liours at a time to test them for comfort fogging and eyestrain. Wc fitted up a dummy with goggles, at which nc threw water from different angles, and squirted liquids directly into the ventilation ports to determine whether or not they would provide effective protection fur chemical workers. In addition to these simple tests, wc distributed several jairs of piggies to the operators and mechanics, so we might get the benefit of their practical reac tion. As a result of these tests, a goggle has been developed in which our sugges tions have been incorporated and it meets our purposes in both fields. Overall goggles of the same type for employees wlw wear spectacles have also Ikicu satis factorily developed. The nitrometer mask or lace shield lias found considerable application as a lace protection for chemists and laboratory technicians against the hazard of flying glass and acid, in the event of bursting of the reaction tu!c of nitrometer appa ratus. The mask consists of a lightweight metal frame supporting a sheet ol cclulose acetate, a nonflammable material; it is difficult to puncture and acid proof, approximately 1/32 inch thick curved around a vertical axis nf such radios as. to set rather closely to the front and sides ot the face. It is supported by a headgear of the same lightweight metal, the strips of which are lined with fell for greater comfort Its wide unobstructed vision and ease of donning has made it popular and practical among laboratory men as. a protective device for most any laboratory operation. ' Tlie characteristics of the canister gas mask are so well known to safety engi neers that I do not consider it necessary to comment upon the construction and usage of tin's particular appliance Of course, no dependence can lie placed on any canister mask where there is a deficiency ol oxygen or where there is. a concent ra tion of gas of more than 2 per rent. There arc many operating or accident producing conditions where the Canister tyjie mask is not suitable or safe for use: and when such coudilums obtain, one o several types of air line masks may le used to advantage. The important con sideration needed in any air mask is that a reliable supply of chan, fresh air is at liaud. and wc utilize three different souiccs lor our supple; 1. The hand or motor operated portable blower. 2. The permanent installation of a small com pressor and storage tank similar to those in use at motor vehicle service stations. This equipment is not expensive and is an excellent appliance for eitlicr small or large plants where operations ate concentrated in definite localities. 3, The use of air taken from the plant air mains. An air filter should be used in connection with the last two methods. For this purpose we use a Itome-iuade filter simple in design and consisting of a cylinder about two feet m length made from a six-inch steel pip*. The cylinder is used in the vertical position and a blow down valve in its base makes possible the re moval of moisture and scale that may have accumulated from the main supply line The air enters through a horizontal Hut attached to side of cylinder about two inches above the bottom. It then strikes a baffle and filters up through two perforated plates between which is packed dean cotton waste. The air then enters a chamber at top of cylinder from whence it iNu-ses into a snail line which may contain any number of outlets with suitable connections for quick attachment of hose and mask assembly. The hose and mask assembly is also a development of our own. It consists of a standard face piece with the short length of corrugated hose A brass reducing 194 Twenty-third Ainmul Safety Congress--National Safety Council oxiplmg in the end of the corrugated huso make* possible the attachment of any desired length of J4>mdt air hose. An air cock >s inserted m the 14-Inch hose at the mans waistline, by whuh lie can control the air supply. A ring attached tu this air cock fastens into a snap on the bell which is worn around the work man's waist. This pc events the drag of the hose from pulling the mask off the face. If mask is to be worn in au atutosplicrc where the eyes do not require pro tcction, a respirator type face piece may he substituted foe the full face piece. A sign above each filter and outlet reminds the workman to drain filter and blow out line before using mask. The air line mask with full face is also used by the sand blast operator-- the air supply being taken trom the plant air main. To prevent pitting of lenses, a lens attachment is provided which makes possible the use of easily changeable protective lenses. The head and ucck are protected from flying particles of sand by a rubberized IhxxI which can be easily and quickly snapped m place. ` i-or certain types of repair work it is desirable to protect die head, neck and slwulders of llc workmen against possible s]nils of corrosive liquids. Under such conditions, instead of the ordinary air mask, an air helmet is used. This consists of an ordinary full gas mask face piece to \vhich is attached a form fitting jrfctUl cap and cat*: rubberized on both sides to facilitate cleaning. Head Strips are unnec essary, as the helmet remains in place by virtue of the well fashioned skull cap. Respirators, fume and smoke masks and similar devices for mild dust and fume conditions are standard equipment obtainable from any reputable appliance company. We have been interested in foot protection for the past six. or eight years atwi at some time or other have tried, 1 believe, every foot protective device available. We subjected the various guards and safety shoes which came to our attention to a rather severe test--that of a one hundred pound pig of lead dropped from a height of 29 inches. As a result of these tests, we finally decided to reverse our original decision and adopt the steel toe cap, as we considered it more suited to our general requirements. Rubber goods, of course, are very common on all chemical plants. In ll>c event of a mechanic having to enter a tank in which there might still be some poisooous materials, we have just recently devised a cover-all suit, rubberized on both sides with stitched seams coated over with a rubber cement, zippered from the crotch to the throat, and used with rubber boots and gloves, and with the helmet. In the ease of safety belts, I suppose more local ingenuity has been expended titan upon any other small device. On our plant where we liave an enormous number of tanks, tank cars.'and vats, we have devised a very simple affair which is a plain leather belt with a heavy iron ring riveted to the back of it. and to which a rope is attaclied. It permits the bricklayer, lead burner nr painter fo do hi* job with practically no discomfort and is an inexpensive device. Safety in the Unloading of Tank Cars By ARTHUR C. WHITE Technical Saks Division, Dow Chemical Co., Midland, Mich. The speaker said in [Art: The simple rules for the unloading of tank cars laid down by the Inter state Commcice Commission and the Bureau of Exposjvcs should serve as a fundamental ground wo*k,, u|x>n which any sjiccific recommenda tions should be considered as elalioiatiuns and i>ot as substitutes. My continents here mint necessarily he brief. It should be remembered even with so-called "harmless"- loads "tliat no tank car is ever empty" and offers the same potential danger from Us [ossihle content of explosive and suffocating gases that any other closed lank has. Only electric hand lanterns or flash lights should be used to inspect tank cars, either when empty or full, and if it is necessary to remove the manhole cover, the opening should be covered with a wet burlap or wet canvas to prevent possible ignition from sparks. Tins precaution should he tnken with all loads, wliether considered 'Hazardous or not. No one should be permitted to enter a tank car--even after it Has been thor oughly cleaned, unless wearing a fresh air hood or a hose and blower type of Chemical Section 195 mask. He slkculd always wear a life belt provided with a strung life line and at least one helper should be stationed at the manhole continuously n lot** as anyone is inside the car. J In general it is always good practice to ground a tank car which is Uing leaded or unloaded, but iu the ease of ilainmable solvents ami such materials a*, pasclme. naphtha, benzol, etc., it is highly important that this be made part of the standard practice. There arc several methods 01 locating tank cars in order to tliaw out their con tents. The most general means it. to apply low pressure steam to a set of coda which are contained within the tank itself. If materials arc subject to crystalliza tion or freezing enroute, careful shippers always select a car provided with the proj>cr coils. Needless to say, all steam coils should be blown out with atr pres sure as soon as the thawing operation is complete. In the case of acid tank cars it is not feasible to provide tle car with interior cods .to facilitate the thawing process, and icsort must be made to a steam healed thawing shed to provide the necessary warmth. Carloads of solvents and volatile petroleum products slxrnkl always lx- tested by racing safety valve tu indicate whether there is any ulterior pressure on the tank. Dome covers must not be removed if internal pressure exists. Operators engaged in the loading and unloading of tank cars should be tlvoroughly familiar with any special precautions which should lie taken. They should luuc the proper protective clothing, goggles, etc., and be provided with any special wrenches and similar equipment necess&ry. If samples are to be taken, special detailed Instructions covering this should be furnished, and in the ease of corro sive loading.*, it h highly desirable that sampling utensils particularly adapted for the product he furnished. * A shower bath jm ovided with a deluge head and operated by a quick opening valve should he installed on the ground level close to the unloading platform, never theless at a safe distance.Some companies have arranged to have the siiowcr water valve open when a man walks or falls on a treadle platform. This is a very valuable feature in cases of extreme emergency. For the unloading of liquids, there are only three mctltods permissible. I. Bv gravity flow; 2. By pumping, 3. By pressure displacement. Before attempting to unload any tank car, other than class 10SA, care should be taken, by raising tlx* safety valve, to see if there is any interior pressure in the tank. Dome covers must not be loosened or removed while such pressure exists When such pressure is found it slioutd he reduced by spraying the tank with water or relieved by raising the safety valve at short intervals, unless the material contained in die car h of a flammable nature. If it is, t!e car should be left closed until the following day. so that the lower temperatures existing during tin* night may assist in lower ing the excess pressure. After pressure is released the car seal should lie broken and the dome cover removed. The simple rules for the actual unloading (iroccss are very well known. When storage tanks ate above the tank car level or for other conditions where gravity unloading cannot be used and it is not desirable for some reason to use air. the contents of a lank car may be transierred by means ol a suitable pumping equipment. The precautions mentioned under gravity unloading sliould be observed for bottom pump connections, and in case it is not desirable to utilize top discharge, it is merely necessary to connect the suction of the pump to the syphon pipe where ft extends through the dome. It is always advantageous to have a valve on the suction side of any discliargc line. In general, air pressure is used to blow the contents of a tank car through suitable lines to the strapre tanks, although under certain instances inert prases or e*en immiscible liquids arc used for the purpose. Tank curs arc hydrostatically tested at pressures sufficiently high so that the permitted mrutsurc ol 30 imomls is always safe, but It is generally found that lower pressures give practically the same results, except that a longer period is required to empty a car Pressures in excess of 30 pounds should never Ixt employed iu unloading cats Dangerous loading* include corrosive, explosive, flammable and poisonous load.-., and it should he realized that even under slightly varying; condition*, nearly all 196 Twenty-third Annual Safely Congress--National Safety Council tank carloads of chemicals may fall into one or more of these classes. Tt cannot be emphasized too strongly that the purchaser of any product should be thoroughly fatniHar with the physical and chemical cluractcristics of the material he is plan* mug to use and whether or not there arc any particular hazards connected with it to the workmen or to his own or surrounding property In addition, it is highly desirable that those direct!* responsible for the unloading of equipment should be tltorooghU {Masted as to those unexpected difficulties which may occur under extraordinary conditions. Corrosive materials may be subdivided into acids and alkalis, generally in a liquid state; and acids are also divided into two classes, organic and inorganic. The inorganic or mineral acids arc the strongest of the two groups and comprise sul phuric, nitric, hydrochloric (or muriatic) ami hydrofluoric. The organic acids ate much weaker and as a class include such materials as acetic, lactic, formic, and the so-called fatty acids. Acid cars are not equipped for bottom unloading ami they arc generally un loaded by the application of air pressures. Iu unloading cars which contain acids it should lie realized that one of the principal by-products front tlw acid corrosion of a material is generally hydrogen, which when mixed with the correct proportion of air. forms extremely explosive mixtures. For this reason extra precaution sliould be taken to see that no lights or open dames are used in the vicinity of acid cars, whether full or em|Nty, In making air connections ior the blowing of an acid car. it is always advisable to blow out the air line before connecting it to the car. in order to remove mois ture. Needless to isav. the oj>cratur during this operation should &tund dear of the ait line. The prineijud alkaline materials are caustic soda ami potash, soda ash. bicar bonate of v'da, the modified soda*, ammonia and sodium silicate. Comments on the unloading of caustic soda solutions will serve as examples of methods to be recom mended as satisfactory. Caustic soda is generally shipped as a water solution containing from 50 to 70 per cent SfaOH. Solutions of this strength deposit crystals of sodium monohydralc on cooling and in cold wcntlter the entire contents of the tank may become & mtishv solid. For unloading it is essential that the caustic liquors he thoroughly In solution and for this reason all cars used for the transportation of this product should he equipped with steam coils. After arrival the car sltnuld he carefully inspected by removing the dome cover and feeling the sides and bottom of tlie car with a long rod for the presence of crystalline deposit*- If solids are found, the solution is heated by passing low pressure steam through the heating coils until the outside of the car feels warm to the hand at both ends. The temperature of this caustic liquor should be at least 75 degrees F. When the cam-tic is tlwiroujghly heated, the exposed discharge fitting on the bottom t>f the car should he warmed by attaching a steam hose by a wrapping ot burlap bags. (Blow torches or other flames should never he used.) It sliould be remembered that strong alkalis produce disagreeable hunt* which often arc difficult to heal and that both lcatlier and wool are rapidly attacked Rubber gloves and boots sliould lie provided for the protection of the workmen** hands and feet and tightly fitting glasses or goggles should be worn ai all times when handling caustic or other strongly alkaline solutions. Liquid ammonia is *hip(>cd in high pressure heavy welded steel tank cars which have been tested to withstand a pressure of 300 pounds per square inert. Tanks of this class are equipped with a vapor pi oof dome or manway, under the cover of which arc located four unloading valves, a safety valve, a gauge pipe and a sampling line. Inasmuch as the cars containing liquid ammonia are always loaded under pressure oi approximately 70 to 80 pound* per square inch, it Is only necessary in unloading to make suitable connections to the eduction pipe valve outlets^ to permit the liquid gas to flow to the storage tank or machine. Connecting lines from the tank car should lie made of high pressure steel tubing, fittings mid valves, capable of withstanding 3IM) pounds per square inch pressure and should contain Chcmictil Section 197 an expansion loop to allow a certain amount of line flexibility Gas musk* wiiii ihc correct type of canister sliould be provided for all operators in ease- emergence. Liquid chlorine, although differing materially from anmitum. * 'hipped m tlnsame type of tank car equipment. The domes arc the same as used for liquid ammonia cars and carry under a substantial cover tlie two liquid chlorine valve* and two for the discharge of gaseous chlorine. A 200 pound pressure gauge may be advantageously connected to one of the gas Ime outlets. Liquid chWinc is un loaded from tank cars by its own vapor pressure. In extreme!* culd weather wiicu the vapor pressure Incomes low, it is often necessary to warm the car by passing steam through coils provided fur the purjxjsc. Low pressure steam i; in troduced into one cud of the coil ami the other left upen. *> that no water may remain in the coils When heating a car of liquid chlorine, ihc pressure gauge on the car should be carefully watched and a* soon as there is an imlkutiiui ol pressure building up on the car the steam should lie turned off. Steam should tug be left on car coils unless the operator is present at all times. Suitable gas'masks should, a* in the unloading of liquid ammonia, he provided for each operator Sulphur dioxide, propane, butane and ethane arc shipped in the same-type of cars and are unloaded in a similar manner, special fire precautions being taken of course, where tlw loading is of a flammable nature. Lor unloading propane, either reciprocating or rutary pumps are recommended. Butane, bv reason of its lower vapor pressure, is perhaps best unloaded by the pressure of either air or natural or artificial gas. If steam is available it may be used on trunk car coils external to the shell, with butane, to increase the vapor picture and permit mdoariimt in thimanner. _ For handling any iUimmabic solvent*, nil pump motor.', should Ik" cf the c.*j*lusioii proof type. Exposive and flammable loadings include practically all the commercial solvents, with the exception of carlioit tetrachloride which i* neither explosive nor flammable Many of these, such as gasoline, benzol, the naphthas, toluene ami xylene have been shipped m the ordinary steel tank cars for many years. They arc generalh unloaded through bottom discharge openings by either gravity flow or bv pumping ytre should be taken to see that workmen do not iniiale the fumes of the volatile loadings, as nearly all have toxic effects. In addition to general safety methods, particular attention should Ik.- given to eliminate all fire hazards and possible sources of sparks which might ignite the vapors. Vented manhole covers or air vents should be covered with wet burlap while the car is being; unloaded Tools and wrenches should be handled carefully to avoid the jiossibilUy of sparks being produced All cars carrying volatile sol vents and cumpre**d fiamniaMe gfcses .should !c thoroughly grounded. Report of the Nominating Committee Ar this point (he General Chairman called for the report of tlie Nominating Committee, and officers were nominated and elected lor the ensuing scar a* follows i ' General Chairman--A. L. Armstrong-, Kastman Kodak Co.. Rochester, N. Y. Vice-Chairman in Chorye of Vroyrant--H. L. Miner, K. I duPont tie Xctnuitr* & Co, Wilmington, Del. Vice-Chairman in Chary? i>f Etiittnecriny--C. L. Junes. Hercules Powder Co.. Wilmington, Del. ' Secretary--Ralph O. Keefer. Aluminum Company of America, Massctu, N. Y. Nett/s Letter Editor--K, L Root. Celluloid Corporation Newark. N. J. Occupational Disease Committee Chairman-- Dr. Leonard Grt.enhurg, Yale Med ical School, New Haven. Conn. AJeutltershifi' and Publicity CoMunittee Chairnmit--S. 1). Kirkpatrick. Chemical and Metallurgical Engineering, New York. N. Y. Statistics Committee Clmirutan--lt. C Stratton. The Travelers Insurance Co.. Hartford, Conn. 198 Twenty-third Annual Safety Congress --National Safely Council Members Excenih-c. Committee at Large-- F. E. Clancy, Jr., Mathicsou Alkali Works, Inc , Niagara Falls, N Y. Ir. W. Dennis. Hooker Electrochemical Co., Niagara Falls, N. Y. Ira V. Keener, Pennsylvania Salt Manufacturing Co., Menominee. Mich. E. F. King, Lever Brothers Co., Cambridge, Mass. ' H. P. Lewis, E. I. duPont dc Nemours & Co., Wilmington, Del. John Roach, Deputy Commissioner of Labor, Trenton, N. J. C. E. Scvreiw, Merrimac Chemical Co , Inc., Boston, - Mass. John S. Shaw, Hercules Powder Co., Wilmington, Del. Plummer Wheeler, Amettcan Cyanamid Co., Linden; N. J. S. E. Whiting, Liberty Mutual Insurance Co., Boston, Mass. Round Table Discussion The final feature of the Chemical Section program was a general Round Table Discussion of Ukt subject "Preventing Injuries to the Hands and Feet of Workers in the Chemical Industry/* which was led by A. L. Armstrong General Supervisor of Safety and Fine Protection, Eastman Kodak Company, Rochester, N. Y. This wa* an informal extemporaneous discussion, and although interesting and of value to those who took part, tio record is available. ADJOURNMENT . TWENTY-THIRD ANNUAL SAEETY CONGRESS NATIONAL SAFETY COUNCIL Construction Section Officers 1933-34 General Chairman--Jem** Russell, Jr,, United Engineers & Constructors, Inc., Newark, N. J. rke-Chuinnan--W. G. Wheeler, Building Trades Employers' Association, New York, N. Y. Vice-Chairman for Engineering Projects--?'. R. Maxetta, Jr.. Thompson StarreU Co.. New York, N, Y. Vice-Chairman far Utility Construction--C. H Black, Stone & Webster Engineer* tng Coi p,, Boston, Mass. . Vice-Chairman for U. Engineer Department--Capt. Elliott Vaxdevaxtfr, C. of E.. Ofh<e of the Chief of Engineers. Washington, D. C. Secretary--Robert McKiklev, (General Accident Fire & Life Assurance Crap,, Dc iroit. Mich. AVicx Letter Editor--Edgar N. Goldstime, (State Compensation Insurance Fund of Calif.), San Francisco. Calif. Engineering Committee Chainnan--T. C. Forester. Tire I.. E. Mvers Co., Chicago, 111. .\fe*nbership Committee Chairman--Norman Welmngs, Booth & Flmn, Ltd., Pitts burgh, Pa. Poster Committee Chairman--James N. Doyle, James N- Doyle Adjustment Bureau. Reg'd., Montreal, Quebec, Can. Program Committee Chairman--R T. Reigeluth, C. W. Rlakeslcc & Sons, New Haven, Conn. Publicity Committee Chairman--Thomas W. Walton, Henry W. Horst Co., Phil adelphia, Pa. Statistics Committee Chairman--W. A. Snow, Associated General Contractor* of America, Inc., Washington, D. C- Afembers at Ijirge-- W. F. Austin, Detroit, Mich. Miss E. S. Ghek, McLaury Marble Corp-, New York, N. Y. W. R. Rjchakue, Bureau of Contract Information, Iuc., Washington, D. C. Georo.u Widua, Builders and Manufacturers Mutual Casualty Co., Chicago, 111. 199 200 Tu cnty-third Amina! Safety Congress--National Safety Council MONDAY AFTERNOON SESSION October 1, 1934 The opening session of the Construction Section was called to order by the Gen eral Chairman, John Russell, Jr., United Engineers and Constructors, Inc., Newark, New Jersey. Chairman Russell introduced H. A. Davis, Treasurer, The LundofJRtckucll Company, Cleveland, who made a brief address of welcome to the delegates on behalf of the City of Cleveland. The ofiening ]Hj>er on the program was General Chairman Russell's resume of *'The Year's Activities" of the Section, containing an outline of the activities of officers and sectional committees. The report having been mimeographed, was dis tributed to the delegates present. Statistics of the Construction Industry By W. A. SNOW Safety Director, Associated General Contractors of America, Inc., Washington, D. C. ``May I extend a most urgent plea to menders of the. Construction Industry to cooperate fully with the annual request of the National Safety Council for sub mission to them of statistics cm construction accidents. Such cooperation costs nothing, consumes hut little time and effort and if extended will enable the National Safety Council to submit a broader and more truly representative picture of the condition of our combined accident experience and accident prevention work, uooa which present and future plans can be more accurately and efficiently formulated. "In 1933, the records of 34 construction companies showed an average frequency rate of 76.5 as compared with 67.4 for 1932. In other words, they had m 1933 ap proximately 13.5 per cent more disabling injuries than they had in 1932. Since 1926 they Irad been experiencing a yearly decline in frequency but in 1933 some thing slipped somewhere. I suggest three prohablc causes for this accident increase: "1. Mandatory governmental regulations on many construction projects that force the contractors to use labor from relief rolls In a manner that prohibits tlte predetermination of the workers' qualification for the particular job. Under such conditions the trying-out or breaking-in period is hazardous, and. experience slxws that many accidents have occurred during this period. "2. Lack of interest ami attention in accident prevention work on die part of the employer and employees "3. Workmen, both new and inexperienced, in their anxiety to hold their job and produce the maximum results, work abnormally fast, concentrating on their particular task with slight regard to accident hazards. "We have it within our power to eliminate the cause in number two and to at least partially, if not entirely, effect a cure m the case of number three. Cause number one still remains, though it has been modified over its original effect so that employers now have more latitude in selecting their men. "There are some interesting facts to be noted, in the figures of our industry for 1933. Those general contracting firms totalling an average number of 3,086 employees experienced an average frequency of C99 and a severity rate of 6.89. Those firms totalling an average number of 702 employees had an average fre quency rate of 52.56 and an average severity rate of 3.37; while in the case of the small contracting firms totalling an average number of 283 employees they experienced an average frequency of 127.27 and a severity rate of 6.14. "These figures would seem to indicate that the general contractor engaged in small jobs needs to particularly watch his construction hazards. He experienced in 1933 just about double the number of accidents as did the large operator and in Construction Section 2U1 severity his lost time was almost equal to that lost as a result of fewer accidents by the Urge operator. The best records for 1933 were obtained by the medium sized operator. ' The Effect of Safety Activities on Compensation Insurance Kates By CHESTER W. WRIGHT Wright & Kremers, Inc,, Niagara Falls, New York The speaker said in part: We are all aware that of all Industrie* reporting to the National Safety Council in 1930, cut of twenty-five industries wc stood twenty- fourth, kept out of the cellar position only by mining. We were twice as Trad as the industry that stood twenty-third, and three times as bud as the average of all. The record further shows that wc made some headway with our frequency and severity rates from 1926 to 1931, but 1933 was much worse than 1932: and the last year was only saved from being an outright scandal by including in the construc tion statistics the river and harbor work under the U. S. Engineers Office. Leaving obt of the record the Engineers' work just icfcrred to, we would have, as I see it a frequency rate over the several years running like this: 1930--51.57: 1931-- 48.15: 1932--57.90: and 1933-76.86. Will the statement that construction is a hazardous industry suffice as a com plete alibi for this record' Do we contractors believe, that as an industry building little houses as well as subways, one-story lactoty buildings as well as *k}>crapert, that inherent in the work itself is a hazard equal to that in mining, twice that of quarrying, three times that of chemical manufacture, five times that found in steel mills? On the contrary, we know that it isn't so. We know that the hazard is less, much less than the record allows. It has been proved to my satisfaction that intensive safety work would bring our record down a-kitmg. If we are interested in an investigation of the problem of construction's had record, might it not be worth while to marshall some of the facts that are perti nent and then, tearing out all sentiment and ballyhoo, and using the contractor's wonderful gift of plain logic, attempt to come to some kind of conclusion based on the evident facts? . Let's list as No. 1. that industry in general lias made a consistently improved record in accident prevention over a long period of years. 2. The National Safety Council is made up of representatives of industries and groups of industries, many of which arc enthusiastic, live, safety organizations, strong in nvembership, represented at the Congress by good delegations who have been sent here from plant* that are organized for safety from the tup down. 3. Construction's record is had, has always -been^ bad, and compares very un favorably with the improvement shown by industry in general. 4. The Construction Section of the Council is very small in membership, and has existed mostly hecausc a few devoted souls have willed that if shall live. 5. Contractors generally, as compared with industries generally, ha-.c very lit tle interest in safety work. * 6. The improvement in the safety record of industry came into its flower along wtili the schedule rate for elimination of hazard.* with credits given in the rates for such safety work in the plants. 7. Tliere isn't, as far as I know, and my experience is confined to New York State, any schedule rating in coastrtsction. 8. Those contractors who have made accident records for safety, who have built up real safety organizations, arc largely if nnt exclusively insured, under ar rangements which return to the contractor or group of contractors, quickiv. in dol lars. the savings due to the safety effort By way of illustration, the plan adopted in Detroit, where the General Contractors within their associations fixed Iheir own rate of premium on the basis of their own experience. 9. The experience rating plan, which, we are told, was designed to place a premium on safe operations and a penalty on the careless, is so full of matltciiutical 202 Twenty-third Annual Safety Congress--National Safety Council commutations designed to produce averages that it is able to perform exactly that (unction only. This may he a substantial help to the unfortunate individual who has a bad experience, but it is a tremendous deterrent to these contractors who, having run the good race ami qualified themselves for (he prize, find that the teacher is a good "hearted soul who knows that it would have a very bad effect on the rest of us to let Jotmy seem to excel to too great an extent. The experioice rating plan quite effectually takes out from construction safety xvorlc the dollar in centive to excel. 10. I think this is the blackest fact I liave to present The experience rating plan instead of being used to reflect in the rates the approximate experience of the individual only, has been used to raise premiums by tic selection of "factors" and "constants," etc., the me of which in the mathematical computation, results in the lowering of the experience credit of alt insured. As the credit rating plan is an averaging computation, only one class of risks could lose in such an arrangement. Those were the boys with the good records. * As I read over this list of causes, I am satisfied that the amount of logic re quired to Interpret them is small. It isn't necessary to p,o further to find the reas*m why people who are engaged in the construction business look upon safety work so differently, generally, than those who arc engaged in manufacturing. The leason we can't get them after safety work in construction is because it doesn't pay well enough. And, please, let's leave the sentiment out. I am not even talking about that--willing io accept it as an axiom. I should like to stress the very siml>Jc proposition that in a business world we think along the lines of payment for the work that we do and the majority of us are willing to accept that payment only in dollars. And. now. I find that my subject, "The Effect of Safety Activities on Compensa tion Kates " docs apply, after all. In fact, it is the very key to the development nf safety work in the construction business. It is a clear conclusion that safety in construction could be fostered and developed as it was in industry' when the premium rate paid if it is affected enough by safety work to make the effort worth while. Hot here is the stumbling block. The usual method of insuring the risk, which is the only method o]ni to the small contractor, is not one under which the premium rate cau he so affected. I am convinced that the evidence indicates that we might well consider a shift in the point on which we are focusing our safety attention. Our effort might well he expended to accomplish a greater result along another line of endeavor. If there is something that is extremely bad, the cause behind that effect ought to be just so much more apparent. If you agree with me that the matter of insurance i ales and the method of computing the experience credits are probably or even possibly contributing causes of construction's bad record, wouldn't it be well worth all oiii while to have them changed? Safety -- A Challenge to Management By FRED I. ROWE W. L. Johnson Construction Company, Hicksville, Ohio Tlic speaker said in part: Accidents arc an intangible tax on industry. In Ohio* tiic tax rate for construction accidents is ten dollars, bask, per hundred dollars of payroll. For example, the direct labor cost on a construction project will ap proximate 4Q per cent of the contract price- Assuming cliat we have a $100,000 contract, the accident tax will be $4,000 or a -I tier cent tax. Under the Public Work's Program with the 30-hour week _ and the prevem method of securing construction employees, the labor turn-over is high and thu* tlic exposure is increased and the frequency rate is higher. The furnishing of conslructiou employees by the Reemployment service ami the restriction to employment of residents within tlic political >ijxlivison where the project is located, creates a master problem of building company morale. The employee lw no interest in company welfare for he knows that when the project is completed, regardless of C on.ttntctian Section 201 hia interest m the company and the skill of his workmanship, he will not he given employment on the company's next project. Under the old order oi individual initiative and rugged individualism it was ios sicle to say, "Men, if you expect us to compete for other jobs for you we must keep our accidents down, because the more accidents we lave thu higher our rates, will be and, of course, we must add our accident cost to ottr other costs when wv make up our bid." The employee thus had a financial interest in accident taxes However, accident tax reduction always lias been more management's respon sibility than that of the employee; but under the present set-up management has the lull load to carry. The rapid increase in accident taxes indicates that management has not met the challenge of emergency employment conditions. How can management meet the challenge? Not by regimentation. Not by a policy "Construction jobs 'for construction employees only." We must leave the gates open for new blood, new contractors, new carpenters, new masons, new steel workers, new finishers a.ul new equipment operators. ' We must declare war on accident taxes The public wants taxes reduced. It is the politician's hattle cry. We must make it ours. Our plan of attack may be: 1. Appointment of a National Safety Director lor each division oi const! uciicm 2. Set up a Construction Examiner's Board in each state for contractors, super intendents and foreman, accountants ami timekeepers, and thus put the business on a professional basis. 3. Intensify publicity on accident taxes through conventions, the newspaper md the radio, the public is paying the accident tax bill. 4. Write requirements for safe construction practices into the specifications ami make violation a cause few holding up estimates. Tlwe most important part of such a specification would be "Good Housekeeping on the Construction Site." We don't want more Government regulations hot we will get them unless we do ihe iob ourselves. 5. Provide cash pena'lies, layoffs ami discharge of superintendents and fore men for careless construction safety practices and poor housekeeping. ' 6. Point out the sand traps, gullies, woods, and water holes to management not to the employees who are really only the beginners in the safety game. Remove the hazards 1 Don't ask your men to play them. ' WEDNESDAY MORNING SESSION October 3, 1934 Upon calling the session to order, General Chairman John Russell, Jr., ashed for the report of tlte Nominating Committee, and new officers for the section for the ensuing year were nominated and elected as follows: . Central Chointtan--E. N. CokJstine (State Compensation Imusancc Fund of Calif.), San Fiancisco, Calif. Vice-Chairntatr--C. H. Black, Stone Jr Webster Engineering Corp, Boston, Mas*. Secretory--Robert McKinley, General Accident hire & Life As-s.ura.icc Gwp. Detroit, Mich. Vice-Chairman far Engineering Projects--Thomas W. Walton, Henry W. Horst Co., Philadelphia, Ta. VUc-Chalrman for Road Construction--I. Rowe. W. L. Johnson Construe tion Co., Hicksvillc, Ohio. Vice-Chairman far U. S. Engineer Department--Capt. Elliott Vandevanter, C. of E. Office of the Chief of Engineers. Washington, D. C. Vice-Chairman for Bthidhu) Construction--Chester \V. Wright, Wright & Kremers, Inc , Niagara Falls, N. Y. " Afatcur Letter Editor--Leo Westwatci, Granite Coustiuctiiom Co. Watsonville. Calif. Engineering Committee Chairman--L. K Reinhardt. Industrial Accuktit Com mission. San Francisco, Calif. Membership Committee Chairman--Thomas Bentley, Tire A. Bentley & Sons Co.. Toledo, Ohio. 304 Twenty-third Annua! Safely Couyresx--National Safety Council Poster Committee Chairman--K J. Rcigeluth. C \V. biakcslec & Sam, New Hava*. Conn, Program Committee ChaPman-- W. A. DcarlH.rn. Lumbermen's Mutual Cu^uaity Co., Huston. Mass. PuMieitv Connnitice Chairman--W R. Richards. Bureau of Contract informa tion. ioc., X \V.t Washington. D. C Statistics Committee Chairman \V\ A. Snow. Associated Gcucial Contractors nf America, lue.. WaslmiKtwi, D. C- Mcuibi-r at Lnrye-- K. G. Iluchauan. Dravu Corporation, Neville island, Pittsburgh, Pa. Past Ccncral Chairmen--- \V 1*. Austin. Detroit. Mich. . John Russell. Jr.. United Engineers & Construction Inc., 80 Park Place, Newark. X. JGeorge Widnn, Builders ami Manufacturers Mutual Casualty Co.. Chicago. Construction Safety on the New Jersey Emergency State Relief Projects By JOSEPH N. DORSEY State Safety Director for New Jersey The speaker said in part: No director of safety was .named it* New Jersey until after thousands of men had already been put to work Organization of a state wide safety program, under those conditions, presented a picture not unusual to the construction industry- Some kind of action to safeguard the health and lives of those men whu were working was a paramount issue, before the end of the first day wc began a safety educational campaign, through mimeograph bulletin* and home-made wasters, outlining what wc ihuiight to he the most effective means of combating the hazards which were already manilesting themsclvc*. While litis educational program was operating, organization of personnel was going on fa*t. Naturally, our chief need was experienced safely engineers, and plenty oi them. Only six experienced men were available. This meant tliat about 34 others had to l>c schooled along safety engineering lines, before their work could be made very effective. I was, however, fortunate in securing men with an en gineering ami construction background. Tlc inspection report form tnat we originated covered all pliases of our work. This form was so made up that it pictured, as clearly as jiossible, tlrc project in it&eli. In addition to details about location, number of men working, the name of the supervisor and foreman, it alj>o showed the normal working: days and the various operations, such as: clearing brush, cutting trees, grading, blasting, demoli tion of buildings, ships, paving, ditching, breaking up concrete, laying pipes or sewer, carpentry, painting, electrical, trucking, plastering, roofing, tool dressing and welding. Space was also provided for any 5|>ccial equipment used, such as. pile drivers, steam rollers. iortabJe saws, stone crusher*, etc. Still further, this report pictured for us the safety precautions* taken, such as; ladders, guggles. shoring, guard rails, road signs, scaffolds good housekeeping, fire prevention. rublter IhkjU. first aid'kits, night lanterns, respirators, night watch man. and firt aid attendant- Sjiace was also provided for urgent recommendations aiul general continents. InsiK.'clion ot projects including machinery, cranes, trucks, or other ^iterating equipment. should he made daily nml copies of this inspection be sent to tlw County Works Manager and one for our files. Other pertinent forma, where provided, as in industry aiul on wdl managed construction jobs, for the teporting of all injuries. All motor vehicles used on CWA and ERA jobs were inspected weekly and a report submitted, covering the most important points. In this weekly truck in spection many defects* were revealed which were corrected. Or if defective beyond repair trucks were eliminated from use. ` Construction Section 205 We were confronted with a Jack of men trained in the knowledge of fir.,t aid. Through the cooperation of the Red Gross, however, we organized classes in each of the counties and trained over 2,300 first aid atteiubnis. In must these men took care of the first aid m conjunction with their other duties We made up a number of bulletins on first aid in an effort to keep the first aid attendant in formed of his opportunities and limiutions. In New Jersey we purchased over 3.000 first aid kits which were distributed and maintained in proper r<lrr bv our safety engineers. ' To maintain interest in accident prevention do die job. we issued the interest compelling "Safety Flash'' as the spirit moved us, which is a form similar to that used by the Western Union people. Wc used this form to call attention to existing hazards that confronted the men cm certain jobs. We followed this up at more regular intervals by die "Safetygram" dealing at grealei length with hazards and their correction, giving credit to particular jobs for their fine work. It was necessary to use many tens ol dynamite for blasting rocks--fortunately this work was done without a lost time injury--but our responsibility- did not end when the job was completed, for there was danger in storing dyua/nito as well as in handling. To protect ourselves from unforeseen trouble, instructions Here given our safety engineers to investigate and submit a repint lowing where the dynamite was kept. These reports revealed, in a number of cases, the dynamite was heing stored in the basement of the workers' homes and in one of the itomes the dvuamitc was stored on a shelf built over a coal stove that was in use at the tune. On another shelf nearby the caps were stored. ' Safety meetings were held on mast of the larger jobs, awi wherever possible the met* would be gathered together in a body and given a safety talk on the morning the job was to begin. I, personally, conducted safety meetings in all the counties, talking to engineers, supervisors, foremen, timekeepers, truck owners and truck drivers. In my safety talks I stressed the ini|K>riancc of getting all tin men together on the day the work was started and giving them an inspirational talk on safety, to be followed by another avldm>s several weeks later. This meeting offered splendid opportunity to answer any criticisms that were made by ihc men with reference to safety goggles and other safety equiiwneut We found that a great many of the workers did not wear goggles on jobs that required their use. When the foreman told me that "the men won't wear goggles"--or "I can't get them to wear goggles" my answer was this: "You don't want your men to wear goggles for if you did. they would wear them. Your re sponsibility does not end by telling the men to lie careful but it is your duty to picture for them the misery and suffering as well as the financial distress suffered not only by the injured worker but by his family as well. The point 1o remember is that your men are only as safe as you want them to be." Sixteen hundred "Men Working" signs were purchased and distributed, in addi tion to safety belts, respirators, snake bite outfits and other necessary safety supplies. One of the handicaps wc encountered was the shortage of equipment and materials, which were not so easily obtained because of the bid situation. In an effort to stimulate the safety enthusiasm and interest of our men, wc liad otic man from each crew appointed as a "job safety inspector" am! his duties were to report all unsafe conditions to his boss. This plan worked out satisfactorily in a great number of cases. During the CWA there were 120.000 men employed. Our "lust-time accidents" were a tritle over 1 -100. So tar, under the ERA there are over 1,500 men employed and wc have had about 180 "lost-time injuries." ' What value will the CWA and KRA have foe the construction industry hi New Jersey? We believe we have trained more titan 17,000 prospective construc tion workers to know something about safety; to appreciate safety and lo expect the construction firm who may employ them--to use safe methods. If thin h true, the construction accidents in New jersey will he reduced below their present favorable figure and our work will have put cash in the pockets of the industry us a result of the stewardship of these tortv-two safety engineers that have labored to this end under our jurisdiction. 206 Twenty-third slnntta! Safety Conyress--Xutioual Safety Council Explosives in the Construction Industry By S. R. RUSSELL Technical Engineer, E. I. duPont deNeraours & Company, Wilmington, Del. The speaker said in pan: Many people ate accustomed to associate explosives mily with wan, bomb*, destruction and disaster. But really the modern liJgil explosive is an important agency of peace and construction. in industry, explosives ace divided into two general groups, viz.: military and commercial or industrial explosives. Military explosives, which include sporting powders, are mainly propellants such as smokeless powder used for camions, rifles, shotguns, etc. Commercial explosives are all disruptive* 'and consist of two classes, high explosives, typified liy dynamite, and low explosives represented by black Wasting powder or the common gun powder. Black blasting powders cannot be used in wet work as the potassium or sodiuuj salts are readily soluble in water. They can only be made in one strength and with little speed. They are mainly used in coal mining and then only in those mines which arc free from dangerous mine gases or explosive dust. They are used occa sionally in rock excavation and blasting in quarries where tike material is not hard or where a slow heaving rather than a stattering effect is desired. The velocity of detonation or speed of any explosive is an important factor in its execution. By this is meant the rate at which the evolution from the solid to the gaseous state takes place. With black blasting powders which arc all relatively slow in action (he variation in speed is gained by different sizing of the grains. But even the finest grain lias only a velocity of about 1,000 feet per second and the powder must be tightly confined to produce that. On the other Viand, it is possible to produce high explosives or dynamites with a great variety of speed. Velocities ranging from 0,000 feet to 25,000 feet per sccoud or move are possible. Moreover, with this type of explosive we can vary the strength, temperature of explosion, products of combustion, control the fumes and other characteristics which cannot be done with black potvder. The active base dynamites of today consist of straight, ammonia and gelatin dynamites. Straight dynamites are the quickest, most shattering, but also the most sensitive- They arc attained for blasting in very hard rock where maximum frag mentation is desired. They are used more extensively in propagated ditch blasting lit which class of work they are well suited because of extreme sensitiveness. They also find favor in subaqueous rock excavation which may later appear. They arc uusuited for underground work such as mines and tunnel driving as they lave the most obnoxious fumes of all the dynamites. Because of their high sensitiveness many accidents have been caused by their use so that there is not nearly as much of this type dyiiamitc used today as heretofore. Gelatin dynamites consist cf nitroglycerin in which is dissolved some nitrocellulose or guncotton. This forms a jelly to which is added the other ingredients similar to a straight dynamite. The result is a gelatinous or putty-like mass, which makes tht> type of explosive highly waterproof. Gelatin has the especial virtue of having the least noxious fumes and therefore it is best suited for driving tunnels c-r in any close work where tlie ventilation is a problem. Zt is the densest of the dynamites and for that reason is best suited wltcrc concentrated energy or power is desired. It is much tvss sensitive than straight dynamite and safer to handle and transport Because of its almost perfect water resistance, it 5s well suited for use in wet holes and in subaqueous rock excavation. The so-called extra or ammonia dynamites are like straight dynamite except that part of the nitroglycerin is replaced by nitrate of ammonia. This is a very powerful and effective cxfilosivc but it will not stand water. The important things to consider in selecting an explosive be*t suited for a particular job arc strength, quickness, density, atwl water resistance. If a material s-* a hard rock a strong quick acting explosive such as gelatin is recommended. If softer material, such as limestone, sitale, schist, etc., a lower strength and lower density like standard ammonia or one of the special ammonia types is perhaps hest and more economical. Tf the work is under water, gelatin is best. Stability is an Construction Section 207 important factor, of course, al the beat assurance of this is the rcimlaimu and experience of the manufacturer. The mauuiacturo of high explosives is a hazardous busmen from tlw inherent nature of the product. It is essential that everyone handling explosives or in ,mv way directing their storage and use, observe every precaution. Discipline in en forcing the obedience to these fundamental rules cannot be overdone. Tliese safety rules tire printed m various forms. They arc contained in leaflet form in every box of dynamite. Fosters jirintcd in large type and permanent form are distributed by iiunuractiuer* ot explosives and should be placed where all those handling explosives can see and read them. On this iJOhter is printed a list of m.w titan fifty "Don'ts*', that is, fifty things not to do with explosives, ami applies to the use of explosives in general. On construction work the explosives should be stored under approictl conditions both as a protection to life and property and against deterioration of the explosive itself. Detonators should not be stored in the same maga/inc with explosives or transited in the same car or container. In Ue care and handling of explosive-, only responsible and experietx'ed men should be employed. In most cities Indore ;t man is permitted to act as blaster lie must pass an examination showing In-, familiarity with safety rules and method of using ami then lie receives a license m pursue his calling-. Only men of cool temperament and good judgment and a fine sense of consideration for their fellow man sltouht be employed in this work. ' No explosive is safe in the hands of a careless man or one Ignorant of it* characteristics. It must be remembered that the function of an cuplnsUc is in explode hut if the known rules arc followed there is nothing to fear. They mut he respected at all times. Carelessness, ignorance and a false idea of bravado its men arc things to he avoided. Safety Measures in the Construction of the San Francisco Bay Bridges By E. N. GOLDSTINE Safety Engineer, State Compensation Insurance Fund of California, San Francisco, Cal. The speaker said m part: The world's foremost advances in bridge construc tion are found in the giant structures of tire San Fraucisco-Oaklaud Ray Bridge, and the San Francisco Golden Gate Bridge, now being built at n cost of approxi mately $100,000,(100. In the terrific foundation difficulties to be overcome, in the tremendous distances to be spanned, anti in the almost overwhelming magnitude id various portions of the work, Uhtsc magnificent conceptions of the master minds of the world.'* greatest engineers surpass all previous records. Realizing that it is possible to control *ir prevent most accidents, Mr. Timothy A. Reardon, Chairman of the California Industrial Accident Commission, in Jinn*, 1*1,13, called tyvo separate meetings, one for each of the San Francisco Bay Bridges, to consider a safety program. Representatives of tlc Imhi&lrtal Accident Commis sion, Supervising Engineer* from the Bridge District, the Contractor*, aud salt-tv engineers from the insurance carriers were present. At this first meeting tlie pro posed activities of various groups were carefully outlined. Tt was unanimously agreed that all concerned (should work together for the common purpose of pro tecting from accidental injury the workmen building the bridges Ail Advisory- Committee was formed which meets monthly. Accident finuro arc presented for the preceding month for each cuttlraclor. The data includes the number of injuries requiring medical attention, the number resulting in joss of time, the estimated days of lost time, the man hour* w-wkt<l, an<J the frequency ami severity rates calculated by the standard methods of the National Safety Cjuih;iI. The cumulative figures are also charted, month by month, for the entire job. The figures are published in lull in Use moutlfly minutes snit to some fifty advisory committee members. 2UK 7 wcnty-iktrd ^Atsumal Safely Congress--National SafeI v Council At some meetings complete list* of injuries to employees of each contractor arc typed and distributed to those present. The outstanding cases arc disotssed by the contractor involved, with his recommendations for the action that has been or will be taken to prevent a repetition. In addition to the consideration ot individual act nlcuts. tlicre i a tabulation by groups according to general cause classifications and by nature of employment. Some meeting* itave f*-eu featured by the appearance of manufacturers of safety equipment to explain the merits of tlcir product*, ami these included safety shoes, bard hats, safety goggles. life preserver vests, life belts, protective skin creams, etc. Other speakers talked about luck sprains, silicosis and other topics of interest. Motion picture films of the work depict safe and unsafe practices. Members of the committer tell Wow their own organizations handle various problems. Investi gation report forms, special means nf safety publicity or information, and other material used by contractors and insurance carrier.s nre presented and later dis- tr United as a part of the monthly minute*. A tremendous amount of practical in formation has thus been disseminated through these meetings. Tlie Industrial Accident Commission has made regular and frequent inspections of the work, notifying employers immediately of unsafe conditions and the cor rections to be made. L. K. Reinhardt of die Commission's Engineering Staff, acts as secretary of the Advisory Committee. Mr. Reinhardt deserves a large share of the credit for helping to maintain the active interest of the Advisory Committee* through his broad knowledge ot safety conditions. When special circumstances arise, the Industrial Accident Commission gives sjiecial study to determine what might and should be done. For example, when riveters working in enclosed cells of a bridge tower, become jioisooeit by the fumes of lead paint in the rivet holes, a thorough investigation of preventive measures was made am! resulted in suitable action by the contractor and the Bridge District to improve the situation The Supervising Bridge Engineers have taken an active part in the program. 7'hcy have attended meetings ami contributed to tfie discussions. The contractors have cooiierated freely. They have supplied their accident data ami all the facts concerning accidents: established first aid stations: provided tltc ncces*ary safety cqui|>mcut: maintained bulletin beards for safely posters; ami in other way* have shown their dofrv to nnwt accidents. Tlie majority of the contractor* lurk mg t* the (Tmeteorti*** 5*c<t*n of the National Safety Council. Several have held safety o*noi' be their mm. .at organization has a non de voting his time excl>j*t-h to *aet\ m^wetiom. Another has a surgical assistant taking care of all fir-1 aid treatment* and -wpervi-ine safely--all with notahle success. Other* h*\e Sa>m -- *r K*r*t w*b thr*e general duties, which require only a tmri .h hrw on** <** < 'Httriw**- at the regular weekly meeting of foremen diwu*-**. ft*'*****'-. ***fk gnut tivenughm^s and the records fhow the l*eic-frt tJ th* **>>.*4*.! The safety mg***** iU nw^aw. Haw hem quite active. They have attended w**i -< tJ* *..**mK-* Hu- . -attraotxr* *afty organizations, and have assisted m df<v* up **..* **n (h*c tn-urante ctunjumy has had prepared an en*jlv*- <U*-n "Kv4#* Bmkier'* tor the workmen on the bridges. It 1* * . *t* *<.vn4i .i i mHM topie*. and its distribution lias made it much r***rc t. =**,**. kowiwJk**t**g. prompt rej>on of injuries by the mm. tmaafUtx*. <* Hrnw **!:*ami friendly cooperation ot fore men. Amghef *t a *mglc page bulletin devoted ex clusively to acvidrw * f*.d kw Wen xnmLtrh helpful. Hundred* ' **S*-i' Hu \at-i.at*; x*tYt> Council have been used. Several omtramc* m*t*rm* *"*- -.h^unr. -a, tin* weekly |jav eliccks. Safety signs are generally V..4-**>* t** safety arc freely en couraged and many haw *'** i^. *-*v*si **i upon favorably. What are the rrak I . * i. ** if>w th- concrete laborer to the directing heads tf the varum. <*egatnzatHUi* ha* tk-*tU*tn.d a cun*ev>u*nc*s for safety never before so thoroughly realised The bgtarv* V *r accident frequency* and severity aptcar to d**w a f.suphtit imj-roveua-f Ihxrtng the past three months the severity rale* have hem W* than i*ie~tettth tle average for all work done to date, and lave field teady MVOCA'XMGXr TWENTY.THIRD ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Delivery, Taxicab and Bus Section Officers 1933-34 Geneta! Chairman--C. H. Ruth. The Evening Star. Washington. 1). C. Vice-Chairman for Bakery Fieris--A. E. Camsko.v, Pic Rakciics, Inc, Newark, N. J. _ Ficc-Chairtnan for Baera^c Fleets--T. A. Sc;jk\iis-:[. Preniit-r-Pabst t..nrp., Mil waukee, Wjs. Ficc-Chairman for Bus Fleets--Ofy--J fi.v\kp E. M.isckt. United Motor Coach Cooipanuy, Des Plaines. 111. /''7e<-C/rt*rOTa for inter-City Buses--K.\v Ht^risv. Pacific Cie.Wumd San Francisco. Calif. Vice-Chairman far ltany Fleets--A. E. fUwman Dairy Company, Chicago. UL Vice-Chairman for lee and Ct*al Fleets--1~ \V. Dawlcv, S<*utlicni United Ice Com pany. Jacksoo. Min. I'icc-CknamuM* F-r Laundry Fleet*--P. <1 WesTx. Park Lamniry Co., Jamaica. N. V Fice-Chairmtm U* Seuspafer fleets--W. F. Bi*bk. The Canton Repository, Canton. Ohio. l`iet-4'k*irm*H t**r FetrtUenm Fleets----C W Svrrn. Starulant Oil Company, Chi cago, It! f"ice~Chn*rmu*i h* t*n>lu Citin', Fleets- H X tiusM. New Vnrk and Queens Electric l.itfht i . I.t*e4g l4a**J City. N. Y. Fice'Chatrmmt u** kec**td <. H*virr. \Vkh*.|i!t Store*. Inc.. <rhi- c**o. in 1'u f*ATMtri*i4ia / - *.< . tt \--H K Tanzi-fc. K*i*jxt* Sealtoard Coke Co,. Brm4dy-, X. Y ritC'L'ktiirmttu ir fut4>-L>iy Ej. M. Here Comes Meek*. .Seven MtW. Otno Pro,/rum Committee t luttrma**--S. S Gbzex'azau. Maaweil-|ia*i$, Inc.. Hartford. Cm F.natneerut'S Committee Chairman--A. D. PaKXTtct. Hartford Accident A* Imkmmty Cl*. New York, X Y. Foster Committee Chairman--Y. I.. Xi"Tt tv. Northwest Casualty Co., Seattle, Wash. 210 Tiventy~third Annual Safety Congress---`National Safely Council Statistics and Contest Committee Chairman -Gewce A. Mkvkr, Southwestern Grey hound Lines, Irsc., Texarkana, Ark, Members at Lanjc-- M aact's A- l>mv\ Greyhound Management Co., Cleveland, Ohio. Rouekt Claim. Liberty Mutual Insurance Company, Boston, Ma.s. Pale Hahman, Yelhm Cab Company, Kansas City, Mo. C. V. Wells, Pillshury Flour Mills Company, Minneapolis, Minn B. C. Skeen, City lee Company of Kansas City, Kansas City, Mo. C C. Kosenharokm, Market Service, Inc., Kansas City, Mo. Gkokck Wioua, Builders & Manufacturers Mutual Casualty Co., Chicago, 111. TUESDAY MORNING SESSION October 2, 1934 The ojK'iimg session of the Delivery, Taxicab and Bus Section was called to order by Mr. Clark T. McConnell, Oiairman, Board of Directors, Great Eastern Stages, Inc., Cleveland, who presided. Chairman McConnell welcomed the delegates jji llie name of the Convention City , and then introduced the first speaker. Maintenance for Safety's Sake By G. E. WEAVER Vice President, Weaver Manufacturing Co,, Springfield, III. The speaker said m part: In the automotive industry there is too much repair and not enough maintenance, ami too many managers that don't know the difference between repair and maintenance. The repairer fixes very little but the maintainor uses every means to prevent repairs. Maintenance takes care of the little things instead of allowing them to accumulate into heavy repair bills, interrupted Operations and expensive claims. It has been authentically reported that many companies make it so unpleasant for their drivers when they rcjwrt poor I>rake3, bad steering or other defects, that they hesitate to register complaints for fear of losing employment. The problem of safe transportation on highways is not so much what a compara tively few safety-conscious, well-financed and managed corporations can do. but what can be done through regulation to enforce safety maintenance aud promote safe thinking among all nsotorists and fleet operators. The answer to this maintenance problem snrely lies in state or city operated in spection bureaus, where all vehicles are required to appear at Intervals for inspection. Memphis. Tennessee, as succeMifully operating such a bureau where all motor vehicles are required to appear once iu six months for inspection, and a fee of fifty cents is charged, which maintains the station and gives to the city a surplus to hs used for further street and highway safety. It has resulted in a 25 per cent decrease in fatalities and casualty underwriters have reported a very substantial decrease iu property damage claims. This station provides standardized Inspection by (rained operators. Nc repair work is done, no attendant is permitted to recommend any repair sl>op. The motor ist may go to any sitop he chooses or, if capable, he may do the necessary correcting himself. If be wishes suggestions or advice on the safe maintenance of his vehicle, a competent supervisor experienced m automotive work Is available. Fleet operators, especially tlwse national iu their scope, having well managed maintenance department*. found little or no trouble at this inspection bureau Rut those organizations having shops of the "fix-it-up" type, or no shops at all. found their equipment in great need of repair. This was particularly true of the owner- Dclivcry. Taxicab and Bus Section 211 driver type of truck which accounts for 76 per cent of all commercial vehicles. Many light trucks usually used lor food delivery by the grocery store or other establish* merit, having one to ten trucks, showed a lack ol maintenance iu any form, ami the dominating commercial vehicle traffic in any city is from such establishments The inspection bureau provides that any vehicle after liaving been certified may appear lor re-inspection any time for six months without cost; this encourages the free use of the station and no motorist in the city can have any rcawmaldc excuse tor not knowing the condition ot his vehicle. T his feature is, cf course, taken advantage of by every safety-conscious fleet operator. Some make a practice of inspecting their equipment once a month. Summing up the advantages to fleet operators, municipal or stale inspection can provide: 1. Either safe maintenance or removal from the highway of unsafe ramshackle vehicles. 2. Standardized inspection of all used vehicles before being sold or delivered 3. Means of promoting safe driving education and dispensing sufety literature. 4. Making eyesight or color blind tests. 5. Increased driver morale and discipline. 6 Safety testing facilities for the small fleet that can't afford a well equipped shop. 7. A check by the management on their shop mechanics. 8. Means of creating public good will. 9. Prolonged life of the vehicle. During the first inspection period standards lor brake equalization were set low. so as to avoid public disapproval by too many rejections and to give the shops an opportunity to train their help to adjust brakes even to thiv low standard. On the second period ibis standard was increased. Thin makes for fairness to those poorly equipped shops and helps them correct method* of brake adjustment- to a higlici plane. Even with the low standards there were 25 per cent of the vehicles thai Aould not pass. Steering and alignment account for a very large percentage of ncci dents and while standards were not so high, they expect to be later. Such defect-, account for about 15 per cent of the rejections. Special Problems of Highway Transportation The next speaker was Mr C. C. Kosenharger. safety engineer. Marked Service. Inc., Kansas City, Mo., who discussed "The Special Problems of Highway Trans portation Service." Since he spoke extemporaneously, however, ami i*t> record A his talk is available, it cannot lie reporter! in these Transactions Report of the Nominating Committee The report of the Nominating Committee was called for am] new section uftkers for the coming year were nominated and elected as follows: Licnctai Chairman--A. K. Lundstcadt. Bowman Dairy Co., Chicago, Illinois. dee Chah tnen a* follows: Bakery fleets--C S Butler, Oiairman of the Safety Council, Junge Baking Go', Joplin, Mo. Cfty Bus Fleets--F Mcl.cnan, Jr.., Safety O-mumsskHser, Triple Cities Trac. Corpn., Binghamton. N. Y. Inter-City Buses--Hart Hensley, Pacific Greyhound Lines. San Francisco. California. ' Dairy Fleets--S'irgil King. Sales Manager, Wholesale. Piv,, Louisiana Cream ery, Baton Rouge, La lee & Coal fleets--J. Albert Green, Geyser Ice Co., Waco, Texas. Laundry fleets--H C. Augtand, Garage Supt., Troy Laundty & Cleaners. Minneapolis, Minn. 212 Twrnty-third Annual Safety Conyress--National Safety Council Vervspttper.t~-\\ I*.. Burk. Traffic Manager. The Canton Repository, Canton. Ohio Petrideutu Fleets--H. C. Waierhouie, Cities Service Oil Co., 3200 Su. West ern Ave.. Chicago. III. I'uMie l tilitirs--i. K. Sttcle, Su(t. ct Safety, Oklahoma Gas k Electric Ca. Oklahoma City. Okla. Retail Stores--Oscar Hauler, VVicIroldt Stores, 1270 Milwaukee Ave., Chi cago. HI. City Trnrtinit--I. Gusman, City Transfer Co.. Ltd.. Honolulu, Hawaii. Motor Freight--C. C. Rosenbarger, Market Service. Inc.. Kansas City. Mo. Beverage Meets--H. McConnell. Ass't. to Transport Mgr., Coca Cola Bottling G... 431 1C 165th St.. N. Y. , TUESDAY LUNCHEON SESSION October 2, 1934 Auer (In* luncheon, the meeting was called to order by Roy S. Bonstb, Chief Safety Inspector. Standard Oil Company of Hew Jersey, New York Citv, who pre sided. The business announced by the chairman was the presentation of awards to meritorious nt coni|>anies who had achieved distinction in various safetv contests. The first feature was the iiresenlatinn of trophies in the Cleveland Department Store Meet Safety Contest. Judge Lee E. Skeeh President, Cleveland Safety Coun cil. with many gracious words of praise for the good work of the winners, presented tmpliie?. to the following; tytatters in Divisiou "A" . 'Hie May Comjiany. which orated 362,881 miles with only four accidents, was the company developing the l>est recot tl for safety. Sterling & Welch Company, which operated * 126,212 miles with only two acci dents, was the company developing the best improvement. IF tuners in Division "li" Sears Roebuck Company, winch operated 65,897 miles with no accidents, u-as the comitany developing the best safety record. brier, ft: Schucle Company, which operated 39,753 miles without an accident, was the company developing the best improvement. National Fleet Safety Contest The second feature was the awarding ul National Safety Council trophies to winners in tlu* National Fleet Safety Contest. Tlicre were 471 fleets that competed in this contest, and 29.100 vehicles operated a total of 490,000.000 miles during the contest period ending June 30, 1934. For the sake o? fair competition the fleets were divided into types of operation, and most of these subdivisions were again divided according to size. All divisions were rated on the basis of accidents per 100.000 vehicle miles. Vehicles enrolled in the contest averaged 2.35 accidents per 100,000 vehicle miles. Inter-city bus fleets had the lowest rate, averaging 0.92 and drivers of laundry trucks had tlie highest rate, average 7 07. In most groups small fleets had more favorable experience than the larger ones. Tl>c outstanding no-acci dent record was made by the liHliana^oIis Division of the Grevhounri Lines--1 196 021 miles without ari accident. ' 5' Trophies were provutyd to the winning fleets by Robert I. Gatlin. Assistant Vice-President. Aetna Life ami Affiliated Companies. Hartfoul, Conn., and Vice President for Public Safety. National Safety Council. The winning units we*/- a$. follows: ` Utter-City Bus Operations: Large Fleets--Grevhound Lines, Chicago Small Fleets--Pacific Greyhound Lines, Inc.., El Paso, Tex. City Bus and Taxinibs' taigc Fleets--Triple Cities Traction Corp.. Binghamton, N. Y. Small Fleets--The Duluth-Superior Transit Co., Duluth. Minn. Delivery, Taxicab and Bus Section 2U Passenger Car. Large Fleets--Gulf Companies, Ft. Worth. Tex. .. ` Middle-Sized Fleets--Shell Petroleum Corp., Pipe l ine, Colorado and TVms. (Perfect record.) Small Fleets--Utah Power & Light Co.. Kexburg, Ida (Perfect record.) Honorable Mention, pci feet records: Oklahoma Gas & Electric Co.. Shawnee, Okla.: Utah Power ft: Light Co., Provo, Utah . Columbia Gas & Fkctric Ctwp. Binghamton, N. Y.; Long Island Lighting Co.. Bay Shore. N Y.; Cities Service Oil Co., East Chicago, lnd.; Charleston Oil Co., Charleston, S. C.; Community Traction Co.. Toledo, O.; Shell Petroleum Corp., Arkansas City Refinery ; Bridge port Brass Co.. Bridgeport. Conn.; Trexlct Farms. Orchards and Merchandise Stock. Allentown. Pa.; Breen & Halltday Fuel Co.. Grand Rapids, Mich iuter-Cil y Trucking. _ ... Large Fleets--U- S. Engineer Department, Gulf of Mexico Division. Small Fleets--U. S. Engineer Department, Upper Mississippi Valley Division. Dairies: Bownaii Daily Co, Chicago. - Public Utilitics: Large Fleets--Oklahoma Gas & Electric Co., Shawnee. Okla. Small Fleets--Utah Power ftt Light Co- Preston, Ida. (Perfect record.) Honorable Mention, perfect records: Utah Power St Light Co., P. and T .De partment: Long Island Lighting Co.. Southampton. N. Y.; Utah Pmvcr & Light Co.. Koxburg. Ida.; Long Island Lighting Co.. Riverhead. N. Y.: Utah Power ft Light Co., Bingham. Utah; Utah Power ft; Light Co.. Park City. Utah. Miscellaneous Manufacturing Plants: Pittsburgh Steel Co., Monessen, Pa. (Perfect record.) Honorable Mention, perfect records: Trcxlcr Farms. Miscellaneous Ojeratious. Allentown, Pa.: Trexler Farms. Springwood & Park Division. Petroleum: Large Fleets--Gulf Companies. Houston, Tex. Small Fleets--Cities Service Oil Co. Western Ave., Chicago. (Perfect mrord.) Honorable Mention, perfect records: Shell Petroleum Corp.. Houston Refinery: Shell Petroleum Corp.. East Chicago Refinery ; Shell Eastern Petroleum Products, Inc., Southern District; Cities Service Oil Co.. Elston Ave., Chicago; Shell Petro leum Corp., Arkansas City Refinery. Bakeries: , Large Fleets--Pie Bakeries, Inc., Newark. X. T. Small Fleets--Jutige Baking Co., Joplin, Mo. Xcwspapers: The Canton Repository Co., Canton, O. City Trucking: _ ... Large Fleets--U- S. Engineer Department. Pacific Division. (Perfect record.) Snail Fleets--City Transfer Co., Ltd.. T. H. (Perfect record.) Department Stores: * Large Fleets--The Fair. Chicago- Small Fleets--Wieboldt Stores. Inc. Chicago, i Perfect record.) Beverages: w Large Fleets--The Coca Cola Bottling Co. ot New York. Inc, Syracuse and Watertown. . Snail Fleets--Tin: Coca Cola Bottling Co. of New Yoifc, ItK . Valley Stream. (Perfect record.) .. . Honorable Mention, (erfect record; The 0ca Cola IWttliug Co. of New York. Coat and Ice: large Fleets--Philadelphia Coke Co., Philadelphia. Pa. Small Fleets--Central California Icc Co., Turlock and Merced, Calif. (Perfect record.) Honorable Mention, perfect record; Central California Ice Co, Visalia. 214 'iwcuty-lhird Ai.mud Safely Congress--National Safely Council LaundriesLarge Fleets--Troy Latmtlerers and Cleaners, Inc, Mmncanolis, Minn bniall l-lceu--Scacrest l.juiidry, Inc,, Elnilmrst, L. I, M. Y. WEDNESDAY MORNING SESSION October 3, 1934 Tile session was called to order by D. M. Miles, Geneiai Manager, Here Conics Meeks, Seven -Mile, Ohio, who presided. The Chairman welcomed the delegates and immediately introduced the first speaker. Safety Promotion Through the Efforts of Operators By S. S. GREENBERG Maxwell-Bavi*,Inc., Hartford, Conn. The speaker said in part: I can say without fear of dispute that we all willingly sponsor safely. It has assumed a place in business secondary to no other phase of conduct. 1 here is also, to all of us, an understandable dollar and cents angle to this problem. This aspect sltoulri control the additional attention of every thinking opetator as he studies the necessary problems of jmblicily. Ur. Julius Klcm. former Assistant Secretary of Commerce, treated die safety problem from a practical business viewpoint in one of his radio broadcasts. I lteard him point out that the present dangerous traffic situation is costing, from a dollars ami cents angle alone, the staggering sum of $850,000,000 dollars per vear. It is also stated ironi an authoritative source that unless this deluge of waste is checked by safety education, it will mount to at least the billion dollar mark. In addition to this outline oi loss, the Government's Committee on Relief of Traffic Congestion reported that the congestion costs tlie people of the United States more than $2 000. 000 a year. Accident investigation often fails to get results because committees arc satisfied with findiim the mujoi cauk only. Tlicrc are hw\* contribution cautti, which if known, would assist materially in preventing future accidents. In my research work I have statistical facts which point to the necessity for thorough and exhaus tive investigation of all phases contributing to accidents. It is astonishing to know that accidents are the first cause of death within certain age groups. Last year 91,085 men, women and children were killed by accident. I take it for granted that every mar. at this Congress renders a safe service in hss community. 1 atao assume tlwl since you arc public-spirited enough to attend these Safety Sessions, you tell your public of your attitude in'the matter of safety. If you have not capitalized on your safety efforts, your record and your drivers' records, you are ignoring a sure sliot possibility that builds preference, prestige and adds to the income of your employees, as well as yourself. I have found that aggressive curators advertise and tl>e more aggressive they are, the more progressive arc their promotional efforts along these lines, and the larger are their profits. Experienced safety council is an asset. How Fleets Can Cooperate in Community Safety Ey JESSE T. SMITH President and General Manager, Yellow Cab Co., Cleveland, Ohio The speaker said in part: Some years ago I was driving along one of the main streets of a certain Ohio city, with tuy wife ami daughter m tint car, when suddenly, out of a side street, going at least thirty miles an hour, and totally disregarding the stop *ig *t the intersection, shut a delivery truck with a colored boy at the wheel. I swung the wliecl instantly, and bv good fortune was able to avoid all but a slight Delivery, Taxicab and Bits St'Dwn 215 accident; but the main thing 1 want to report litre is the attitude of that colored hoy when I climbed out of my car and started to tell him a few things. "Why boss!!' he said. "WTiat's tin: matter, boss? Ain't you never been m n>.> accident before?" That colored boy's attitude toward accidents, his assmuinioo that they were just part of the daily routine, his. surprise that they should occasion wrath, was typical of the delivery truck driver's point of view in tlxu city at that time. The driver look no pride at all in safe, courteous operation. He didn't own the truck, he didn't pay insurance premiums or repair hills, find if the boss was unreasonable about just a few accidents and fired him--well, he Could always pick up another job driving for someone else. . Delivery truck operations were and still are in a great mAsiy places notoriously had, because nothing was done to make them good. Nothing constructive was done to cltangc the driver's point of view. Nothing was done--in Cleveland at least'* until the Safety Council here started its Community Contest among department, stores, to cut down ihc number of accidents, cut down accident costs, save good will for the stores that was lost every time a store's delivery truck crashed or nearly ' crashed some prospective customer's machine. Ixt me give you some interesting figures: In 1928, before the safety campaign really started, delivery truck drivers averaged only 5,856 miles to an accident. In 1929, with the campaign under way. they aver aged 17,906 miles to an accident. In 1930, it was 28,644 miles; in 1931, it was 43.927 miles; in 1932, it was 46.764 miles; in 1933, it was 45,392 miles. And in Ihc first six months of this year-1934--these drivers averaged 61.500 miles to one acci dent. And remember that by an accident I mean anything reportable t> an insurance company--anything at all, whether it was the driver's lault or tlc other fellow's. What is the Community Contest conducted by the Cleveland Salcty Council which brought tliese results, which saved the stores thousands and tltousands of dollars in insurance premiums, repair bills and good will? Well, the first thing to know about it is that it goes on all the time. It's per petual. And let me suggest here that any contest which starts ami then slops anil then starts again isn't much better than no contest at all. fur the driver, after each contest ends, feels the lack of incentive. The Cleveland Community Contest goes on ull the tame, with cups to the sviunioK c-xiiputtica muI iixlivi-jual bulUH, Awards twice a vear to the drivers. .... All drivers for department stores arc enrolled hy the Safety Council in the con test. The driver who goes six months without an accident gets a button. The driver who goes a year gets a button The driver who goes 18 mouths gets a cer tificate signed by Judge Lee E. ^keel. head of the Cleveland Safety Council. And drivers are proud of these buttons and certificates. Tliey arc more than proud, one ojicrator of a fleet here explained. They use them to get out of scrapes when they arc up before the judge for something that hap;>cucd when they were driving tium own personal cars, or to get other jobs. Now. how can fleets cooperate in community safety? First. I believe, every fleet operator should ascertain the facts of every accident in which one of his drivers is involved--age. general intelligence, health, eyesight, hearing, also all the facts about the machine, traffic conditions, etc. A thorough investigation of the accident would also make it easier to apply proper discipline. Second I believe there should be a way to submit such accident data to *omc cen tral agency, such as you* local Safety Council, for tabulation and study A record of accidents involving just the 15 or 20 drivers of one fleet may not have much practical value. A record of accidents involving a substantial percentage of all the commercial drivers in a city dronld reveal what causes the majority of accidents ami provide a sound hisb for developing preventive methods. _ If the general accident record shows that a certain tvpc of man. menially and physically,'is an accident prone driver, we could eliminate that type by using standard mental and physical te*ts for driver applicants, by developing a standard instruction course in safe 'driving, by preparing a safe driving code and by improving methods of driving discipline. . ., . Now. wlt about the niarlnncr Our acCKknt record--covering most of the acci dents involving commercial vehicles in the city--should tell us something about the 216 7 ivcnty-lhird Annual Safety Couyress--National Safety Council accident-prone vehicle. It's size, it's speed range. It's brakes--their type and efficiency. It's ease of control. The comfort and ready vision it gives the driver. Also--and here is n important iteuv--the ventilatiou in the driver's compartment. I think a tot of accidents arc caused became the driver does not get fresh, air enough to keep him mentally alert. '. If we know tire type of marhinc involved in most accidents, we can improve methods of maintenance and mechanical inspection on the basis of facts, not guesses. And we as commercial users can. as a group, insist that tle car manufacturers im prove the margin of safety for the public and our drivers and ourselves. Accident records should also show us to some degree the effectiveness of various types of traffic signals and signs. Finally, we come up against traffic laws and their enforcement as a means of preventing accidents. Our accident record--ami wc could compare one community with another in this--should show us what type of regulation and what tvpe of en forcement is the best accident preventive. Parking regulations would furnish us an excellent example. We might find that "Wo Parking" signs on certain downtown streets would help to stop accidents. We might find that such signs and all other traffic regulations arc absolutely useless when 50 per cent of the traffic law violators never get a ticket, and a considerable percentage of those who do get a ticket have it fixed without paying any fine and without appearing in traffic court. Wc Iwac found here in Cleveland that every dollar spent to promote safety will bring hack two dollars if it accomplishes its purpose. When we figure that depart ment stores in Cleveland had twelve times as many dcUverv truck accidents in 1928 as they will this year, we can figure that they have saved thousands of dollars in insurance premiums, thousands again in repair* on equipment, thousands m possible hospital hills- And what about the good will? No matter whose fault the accident was. the commercial operator always gets the blame. Mechanical Devices for the Safety of Commercial Vehicles By R. C. HAVEN Safety Engineer, Continental Baking CoH New York City The speaker said m part: The following material is the result of a questionnaire sent to a number of tl>e largest operators of truck and bus fleets in the country, as well as to several of the Insurance companies who make a specialty of covering this type of risk. The answers received are both interesting and enlightening. Rear View Mirrors. An overwhelming opinion prevails that the non-glare type mirror lias a distinct advantage, es|*cially in night, driving. All agree also that the flat mirror is best, since it presents a truer rear view. The majority opinion is tliat the round mirror is best, especially wIh.ii mounted outside the cab." The best place to mount the mirror depends, of course, upon the construction of the vehicle; but the opinion prevails that the mirror- should be mounted on the left corner post of cab as close to driver as possible. The hah and socket type with thumb screw ad justment and short bracket to reduce vibration is preferred. As to tl*c advantage oS two mirrors, instead of one. the opinions were about equally divided. Windshield Wipers. Tlie additional safety to he gamed by using a double wind shield wiper is mj>ossiblc to measure "However," said another questionnaire, "we specify two windshield wipers on all truck equipment." An electrically operated wiper is the only one that seem* to successfully maintain a constant sneed The lrst method of keeping frost tram terming on the windshield seems to'be a grid type heater attached to inside of windshield. One suggestion was to use kerosene r>i alcohol, and glycerine is also effective for a short time Of course, all agreed that all vehicles should be equipped with windshield wipers. Horns. The use of horns, t seems, is being assailed in some of the foreign countries, but moil everybody will agree that there is a right and wrong time to use the horn. The standard location for the horn button seems to be at the top of the steering post. Tltcre seems to be no commonly used signal to indicate intention to back up. although one questionnaire suggested three blasts from the hom. The Delivery, Taxicab and Bus Section 21? adoption of some such signal, however, might well provide just another alibi for the accident-prone driver. Bumpers. Bumpers vary in height, depending on tin? size and the model of the truck. However, it is suggested that a standard height of bumper would help to reduce collision costs Generally speaking, tt was agreed that large truck* .should be equipped with bumpers for the protection of passenger cars It would, of course, be very difficult to design a bumper for some of the targe equipment. Turn Indicators. As to the relative advantages and disadvantages of a wig-wag sytem and a lighted arrow, practically all expressed the opinion that the lighted arrow is the best. However, says one operator, "If the operator of a car fails tu use hand signals, he will also fail to operate wig-wag system and lighted arrows '* No successful way has ever been found to connect turn indicators to the steering gear of the car, so that they are entirely automatic. Hand Grips. Hand grips in bines are usually best located immediately inside the front entrance door on the left-hand side. Fleet operators usually put hand grips on their trucks when the cab is high or design of the truck cab does not pro vide a good hand hold, borne kind of ltand grip apparently is necessary from a safety standpoint. Non-skid Steps. The type of non-skid treads used varies with the sire and shape of the step surface to be covered and die amount of wear involved. There are a number of good abrasive metal plate* on the market, as well as non-skid rub' ber and fabrics which seem tu be used extemiicly Hefactor for Limit Lii/hts. " One bus company said. "It is our custom to place two reflectors three inches in diametci. one each on the extreme sides of the rear roarh on a level with the eye. Wc use lights instead of reflector* for the front limit lights." Pouvr Brakes. The question of brakes is, nr should he, first and foremost in the minds of all operators, drivers, maintenance men, safety engineers ami public official-;. Apparently, the. most efficient brakes for small capacity trucks are those of the vacuum type. As to desirability of delay in brake action to prevent too quick stopping, one operator says, "Wc adjust our brakes with as little lag as iwsihlc and train our drivers in the proper marnivulatinn <>{ them." There is tuusjderablc -Unger, alt agreed, from power brakes on trailers not taking hold a? quickly as those on the truck. Power brakes on trailer* can be and should he arranged tu come into operation before the brakes on the tractor or truck. Flares and Fusees. Accidents are frequently reported where oncoming car?, pile into other cars disabled or in collision along the highway. As a protection to both the parked and oncoming vehicle, many states are requiring flares or torches to be carried by trucks--especially those operating on rural routes elsewhere than in a city or incorporated village, and operating at night. As a matter of (act, many large fleet owners did not wait until compelled by law-to protect themselves and others and make this a part of their regular equipment, Most of our replies indi cate that flares arc recommended and used, except when state requirements specify fuzees. Obviously, the oil companies object to using the open flame type due to the nature of their product. Regarding location of the flare on the vehicle, it should undoubtedly be located on the truck where the load cannot block access tu it in case a flare is needed in a hurry. Carbon Monoxide EllwimUion. No answer to the questionnaire* provided infor mation about devices intended to eliminate carbon monoxide. The best preventive, said one operator, is careful maintenance of exhaust and muffler systems, tight floor boards ar.u efficiency of engine combustion. Heaters. The belief is general that safety cannot be increased by using s heater for cabs and trucks. Heat sccm-J to increase drowsiness. As to danger from carlxxi monoxide coming from a heater, this is obvious from the fact that all questionnaires recommended the use only of iK>t water or electric heater*. The exhaust tyjK* of heater is a constant source of danger, unless daily inspection is made to see that manifold exhaust connection $ tight ami there are no leaks otherwise. Chains* Our first answer said: "We find the use of chains in certain of our territories necessary with any type of tire, due to snow and mud conditions, Wc 21S Twenty-third Animal Safely Congress--National Safety Council require ali driven* to apply duuu& whet) driving conditions, indicate tl*e wisdom oi then use ' Another said, "Only m mud and heavy snow- tor traction. Chains are a very poor non-skid device. They are useless on iey pavements and, in fact, increase skidding." The third questionnaire added; "Chains should never be used for the sole purpose of preventing skidding Wr try to get our drivers to consider them as aids only m getting under way ou difficult roadwavs and not as a picveiilivc of skidding." Spot Lights. Everybody agreed that there is nothing to be gained from the standpoint of safety in equipping delivery trucks with spot lights. Dush-Bvard Tell-Tales, The consensus of opinion as to their value for tail, iiitut and stop lights is that these are a safety feature worth providing. Attention was called to the many accidents being caused by the ear in front being without these lights. ibe almost unanimous opinion is tliat tell-tale lights should operate separately from the dash lights. Special Connectors. One answer said: "AH trailers should be equipped with sixx'ial connectors to avoid detaching due to vibration. Any locking device should certainly be positive and not a makeshift." One large oil company said: M\Vc have designed special connections between trucks and trailers, so that they can be connected only in one way. Ums avoiding any trouble with electrical circuits, and assuring all lights and electric units on trailers will function properly." Shatter-Proof Glass. The universal answer was that shatter-proof glass does not reduce or prevent accidents, but its use has certainly reduced the severity of results of accidents. As to tle factor oi deterioration sufficiently to mar the driver's vision, opinions were divided. However, another questionnaire said: "Shatter-proof glass properly sealed at time of installation docs not deteriorate to any great extent.*' Special Painting of Rear End of Car, One very targe bus Operator said; "We feel that marker lights and stop and tail lights are sufficient Tor the rear end oi a JrtiO Another said: "Any painting scheme that would make equipment conspicuous is advisable, as it calls the attention of the approaching motorist to the vehicle." But another said: "Like reflectors, it depends ou the efficiency oi head lights of approaching vehicles." Gmvruors. To the question "Will the limiting of speed materially prevent acci dents several said the speed should be governed by the nature of the load, capacity of truck or car, and length of Itaul. The speed limits generally recommended were from twenty-five to forty miles per hour. First Aid Kits. Under what conditions slxrnld these be furnished the drivers? One bus operator said that all drivers arc required to carry a first aid kit. Gen erally speaking, however, the answers reflect the belief that first aid kits arc not necessary. The only conditions under which they would be recommended arc where the driver lias a rural route or drives a transport truck, or is on the road over night when first aid attention would be Itard to obtain. It was indicated, however, that all work trucks should be equipped with first aid material. It was also recoinmolded tliat where a kit is ftirmsfied. the driver slwuld receive proper instruction in its use. Fire Extinguishers. Most of the" opinions expressed were that where a driver covers an isolated route in sparsely settled territories where assistance would not be readily lad. or when valuable loads are carried, tins equipment might be justified --although most of the questionnaires, including those from oil companies, reported that the frequency of fires would not justify the installation. Tt is a general prac lice of the oil companies to provide extinguishers for no*t of tliclr trucks; as a matter of fact, in many of the larger cities tins is required by ordinance. Altltoutrh this ends our very interesting list of question* and answers, it has scorned"to ne that voire tires atxi parts, as well as proper tools for quick minor repair jobs, slnnitd also Ik* mentioned. Many breakdowns and repairs of flat tires Itavc prolonged the hazard hmj the highway because of lack of tlwrse essentials. ADJOURNMENT TWENTY-THIRD ANNUAL SAFETY CONGRESS NATIONAL SAEETY COUNCIL Food Section Officers 1933-34 General Chairman--T. A. $c hex del, Prermer-Pahst Corp, Milwaukee, Wi*. I'icc-Chatrwan--Frank A. Hasse, Corn Products Refining Co., Chicago, 111. Secretin y and Ncivs Letter Editor--"Rmit E. Cade, A- E. Staley Manufacturing Co., Decatur, IU. CwjpmcrriM^ Committee Chairman--Paul Goouxouc.ii, Quaker Oats Co., Chicago, in Membership and Program Committee Chairman--\V`. C. Wasuhukn, Sheffield Farms Co., Inc , New York, N- Y. Poster Committee Chairman--RnnrjtT Fllmixo, Kellogg Company, Battle Creek, Mich. Publicity Committee Chairman-- C. W. Tuk.vinc, Gocddard & Heimclman, Minne apolis, Minn. - Statistics Committee Chairman--J- J- l.roxs, John I- Jelkc Co., Chicago. III. Slides and Safety Kinks Committee C/uffijmm--Paige Lehman. Pillsbury Fluui Mills, Minneapolis, Minn. Members at Large-- William F. Barrett. Horn and Hardart Baking Co.. Philadelphia, Pa. W. P. Bell, California and Hawaiian Sugar Refining Corp., Crockett, Calif. D. M. Clark, Society of Grain Elevator Superintendents of North America, Chicago, III. Mouus Cohen, Schufrc Baking Co. Kansa> City. Mo. C. W. Dempsey, Liquid Carbonic Corp., Chicago, III. Alexander Dienst, The National Sugar Refining Co-. Long Island City, N E. W. Green, Oahu Sugar Co., I.tcl., Waipahu. Oahu. T. H. C. E. Griffin, The Axton-Fisher Tobacco Co, Louisville, Ky. Elmer Heimbach, Manager, Americas Hotel, Allentown. Pa. 5. B. Horreil, The Carey Salt Co., Hutchinson, Kansas Robert WiDaw, Atlan.Hr Sqgar Refineries. Ltd., St John.. N B , Canada Hasav J. Minevsu, Borden's, New Yosk, N. Y. Adolph PrEFFRs, Adolph Pfeifer Rice Milling Co.. Houston. Texas. R. E. PitotiTY, Aetna Life Insurance Co., New York, N. Y. G. L. Rhys, John Morrell & Co , Ottumwa, Iowa. Y. Thomas Strohmax, Wagner-Taylor Co., Philadelphia. Pa, 219 220 Turu/y-tlurd Annual Safety Congress--Sotiona! Safety Council W iliiam A. Sullivan'. Loose-W ilcs HiKtiit Co., Kansas Chv, Mo. Vf.rx D. Sutton, Posltms Comjiany. Inc.. Battle Creek. Mick R- W. Upshaw, Anheuser-Busch. Inc,, St. Louis. Mo. TUESDAY MORNING SESSION October 2, 1934 The opening session of the Hood Section was called to order by General Chair* man I*. A. Scbendel, Premicr-Pab*t Corporation. Milwaukee. Wisconsin, who ore Mded. The chairman first introduced Mr. \V. H. Carter, Branch Manager Cleve- liml Plain, Kroficr Grocery &- I!afcioK Co,. dev-dand, who made a brief'address of welcome on Mxalf ot the Convention City. Chairman Scfiendc) then presented a "Resume of the Year's Activities," out* hnmg some of the work of the section officers and praising the accomplishments of standing committees. He then called fur the report of the Nominating Committee, and new officers lor the section were nominated and elected as follows: General Chairmuu--T. A. Schendel, Premier-Pahst Corporation, Milwaukee. Wis. f iiC'Cfiainuait m Chary? of Mcmhcrshif^--C. W. Demit:*y. Liquid CariK>nic Corp,. Chicago, 111, Vicc-Chiiirmtui--S. B. Horrdl. The Carey Salt C. Hutchinson. Kansas. Sccrciury~~`\ L M. Clark. Society of Gram Elevator Supcriulcnthi'ti of Nortji America. Chicago, 111 " Vczi's Letter Jidihir--1-rank A Hasse. Corn Product* Refining Co.. Chicago. 111. Hui/hiccriiiif Committee Chairman--G. L. Gore. R*uce Dodson Sc Co, Kansas City. Mo. Health Committee C/miViiwih--Robert Fleming. Kellogg Comiumv, Battle Creek Mich. *` Paster Committee C7mirma}i--William A. Sullivan. Loose-Wiles Biscuit Co Kansas City, Mo. *' Publicity ConumUcc Chairman--Ruth K. Cade. A. It. Staley Mamifacturinir Co 7>catur, III. Slides mitf Safety Kinks Committee Chairman --G. I.. Rhvs. John Morrell & Co Ottumwa, Iowa. "" .Yfu/ur/iV.r Committee C`Wri--C. W. Turning. Goddard & Hemsclmau. MimicP|kjIis, Mini). Directers-- Carl C (riements. National Dairy Products Cnrp.. New York. X. Y Ray J Culfcin. Rockwood &* Co., Brookhn. N. Y. A B. Dean. CommatiderTjirabcc Corp.. Minnca|K>Hs, Minn. C. C. DeVivu. American Chide Co.. Long Island City. X. Y. Alexander Dlenit. The National Sugar Refining Co., lions Island City. N V H. K. Eastman. The Hills Brothers Co., Brooklyn. X. Y. A. D. Ferrari. Bohemian Distributing Co.. Ltd., I.os Angeles. Calif L O Green. Wilson & Co.. Inc., Chicago. 111. E C Greihcr. The American Sugar Refining Co , \V York. X. y W. O. Ilarn, Southern Ice & Utilities Co., Dallas. Texas. Theodore Krueger. Pennsylvania Hotel. Xcw York. X. Y. William P. Martin. South Texas Cotton Oil Co.. Houston. Texas Henry J. Mincur. The Rordon Company. Xew York X Y R. It. Rogers. 1'emck & Ford I.lcL Inc.. Cedar Rapids. Iowa A. C. Sclwocder. Church & Dwight Co.. Inc., Syracuse. X. Y. G. H. Siblcv. Jewel Tea Co,. Inc.. Barrington. III. W. W. Smith. Smith Brothers, Inc., Poughkeepsie, N. Y. Vcrn D Sutton. Postnm Company. Tne.. Battle Creek, Midi. Wilbur 'I homy*. Hagc's. Limited. San Diego. Calif. Lionel \V. Udell. United Fruit Co., Bostun, Mas>. ' food Section 221 Tfveodorc J. Van De Kamp. Van dc Ramps Hollaml-Dutch Bakers, Los Angeles, Calif. P. Silas Walter, International Salt Co., Inc., Scvanum. Pa. Know Your Fumigants By PROF. W. C. O'KANE Chairman, Board of Governors, Crop Protection Institute, Durham, N. H. The speaker said in part: Certain basic factor* ought to be taken into account by any owner of a property or a commodity who sets out to control insects b> fumigation. Xc matter whether the owner uses fumigant A. or B, or C, lie is necessarily dealing with fundamental considerations which apply to all fumigation, Since fumigation involves the use of a gas, and since all gases tend to diffuse away from the ]*jmt of origin. it follows that- successful fumigation requires an enclosed space to hold the gas. Except in rare instances the space in which the fumigating is done is not really gas tight. At the licst tiiere may he small cracks through which a a* can slowly leak Out. At the worst there may Ik- a good many cracks or openings at the top, the sides, ur the bottom of the enclosure. If these openings arc too many and arc extensive, successful {mitigation may he impmible. hlven if they arc few, they need to l>e taken into account. This means that an ex cess of the fumigating substance must be used to offset leakage- U means, also, that a gas which diffuses with excessive rapidity will leak out more rapidly, ami therefore such a gas may not be capable of successful use. The temperature of the fumigating structure and its contents is highly important. If the fumigation dejwnds on the ability of a liquid or a solid to pass into the gaseous stale, that ability varies with temperature. As temperature goes up ability increases: as it goes down it decreases. In the second place, tivc susceptibility of insects to the killing effects of a gas fall* off rapidly as temperatures decrease. Beyond a certain point it is practically zero. A fumigant may <f*j>eratc very well at 70 degrees Fahrenheit, but not at all at 40 degrees Fahrenheit, because at the former temperature the insects concerned arc active and susceptible, whereas at the latter they arc inactive and not susceptible. Fumigation may need to lie timed, therefore.'so as to kill the insects at the liegmuing of their increased activity. The nature of the contents within a structure to be fumigated is important. If a material is tightly packed, diffusion of the fumigating gas is retarded. It may even give little or no results Materials packed closely ut hags offer a hindrance. Materials in cartons may offer *till more hindrance. Thus, the ability of a gas to diffuse in spite of such handicaps is highly significant. Means of access to a fumigating structure are worthy of thought. If the fumi gant to be used is lighter than air or tends to diffuse upward, it cannot W intro duced at the top of the structure concerned. On the other hand, if it is heavier than air introduction at the top may be feasible. Here again, however, if a fumigant is released at the top. the height of the struc ture must he considered as well as the nature of its contents One may expect too much of a fumigant if one provides merely for introduction at the top ami make* no provision for release also at points farther down, so that its natural tendency to settle may be adequately re-enforced. In general, a gas that Ss somewhat heavies than air is 'advantageous as compared with a gas that is lighter than air. since frequently the lst means of access to a filled structure is at the top. Real knowledge of the insects that arc to be killed is definitely helpful am? may be essential, unless the fumigant is potent that it will kill any infect that may be present. Too often a funneant h mrd out on two or three insects in such stapes as happen to he easily available, ami from the results thus secured broad claims arc made that the material will kill "any form.of insect life in any of it* stages.** These assumptions arc unwarranted unless the manufacturer has provided fur complete study by competent experts. In this connection it should lie noted that many of the pests for which wc fumi gate may be present in buy one of four separate stages, nut all of which are equally susceptible to a toxic gas. The common grain weevils. for example, arc 222 7 ttvuty-f/iird Annual Safety Congress --National Safety Council farmhtu vnyugli line xdult weevil. Most peimm, know them also in the grub stage. Hut itt addition to these the weevil passes through an egg stage and these eggs way he present in large numbers in the material to be treated. Also the grub ia `I* traas,ormal>on *<> an adult spends some time in a resting state called the pupa. Bom the pupa and the egg may be more resistant to a fumigant than ate the adult ami tlvc grub, If eggs and pupae arc present, as is likely to be the case, fumigation must kill them as well as the adults and the grubs, is it is to be completely suc cessful. Other insects which pass through these four separate states are the meal irn.th, the flour moth, the saw-toothed grain beetle, the- caddie, and others. ' TIk: fumigant itself ought to meet certain definite requirements if it is to per form adequately, satisfactorily and safely. First in llicsc requirements I would place safety to life. Theoretically one might declare that any fumigant if used with sufficient safeguards can be made safe. Practically the case is far otherwise. Many materials that will kill insects will also kill human beings. Such a chemical may give adequate results so far as the insects arc concerned, but if it costs the life of an operator the results are too dearly. Especially is this true if compounds arc available which would not endanger anyone's life. The only gas tliat is really safe is an absolutely safe gas. In a similar way safety as to fire or explosion is an important factor. Here, one may say that insurance takes care of the risk. But receipt of an insurance settlement may fall far short of offsetting loss from interrupted business. Fur- iheriiJDjtr, insurance covering the use of a flammable gas may be expensive. Under many conditions it is impossible to obtain. The matter of residues remaining in fumigated materials after the job is finished is also to be considered. Some mixtures of gases stratify after application, giving definite separation of flammable from non-flammable gas, Where this takes pface the resulting layer of explosive gas may become a definite hazard. Again, there is increasing indication that some materials such as grains may retain the explosive parts of a mixed gas ami later, under favorable circumstances, as in the presence of dry dust, may suddenly become involved in fire or explosion. These facts the operator should become fully aware of ami should take into account in choice of a fumigant. - Another important matter is the effect of a fumigating substance on foodstuffs. If a gas_ leaves a persistent odor its use is undesirable. If it imparts to the mate rial fumigated a flavor that is distasteful, even in miner degree, it is decidedly open to question as a desirable treatment. Ideally, a fumigant should improve flavor. *hould tend to preserve the treated material, and tnay even freshen foodstuffs or other commodities which have acquired stale odors. If the fumigation involves treatment of grain, such as wheat, barley, or rye. or treatment of flour or malt, the effect on subsequent use of these materials is to he considered. A gas should not harm the baling qualities of grain or flour. It should not interfere with germination. Tn the case of barley, for example, germinat ing cajiacttv and energy should not be Impaired. Selling Safety to Food Store Personnel By C. A. RIDER Safety Director, Kroger Grocery & Baking Co., Cleveland, O. Thp qx-akcr said iu part: It is sail. but true, that it often takes a --criou* acci dent to teach a man safety-con&ciousue&s, This method of education is too slow and costly for the individual, as well as for the company We felt there must be a quicker way to teach every manager, clerk and helper impressive lessons on acci dent prevention. We tealized these lessons must be dramatized directly and con* turonojly and he correlated with sales. Analysis of our store accidents revealed that approximately 95 pet cent of these accidents were the result of carelessness or unsafe practices. We found, too. in certain stores that the cost of these accidents amounted to large sums of money. Accidents often wi|>cd out the profits of tire store for four or five months ' This analysis gave us tlie central cue for our educational campaign. We began I'tJOil Section 22.5 combating accidents bum the sales angle, ami started talking u operators, super visors. managers and store help about tl*c thousands of dollar* in net profits that were wiped out every year on account of live high cost of accidents. When we talked in terms of dollars and profits they began to understand the importance of safety and increased cooperation was obtained. This appeal was not enough to keep safety iu the minds f our store personnel. We wanted our employees to think more about the cause* and the results of acci dents. Wc wanted them to do the things which would make accidents almost im possible. To accomplish this we established a safety program which embraced, among other things, the following features. 1. Each branch organized a safety committee, composed of the personnel man ager and the branch operators, the purpose of which is to discuss wccitktiU that occur and take definite steps to remove their causes. Problems of prevention arc brought up at meetings of this committee for consideration acid proper action. 2. Each manager is made to feel his responsibility in the matte* oi accidents, not only to himself, but to liis fellow workmen. He is expected to make out de tailed accident reports promptly, slewing among other facts the cause of the accident and what could be done to prevent a similar occurrence. Copies of these reports reach all interested parties, including the office of the general manager. 3. The supervisors are held responsible tor checking each manager's reports of accidents and in addition to tlie check-up wc enlist the help of store auditors in 'the inspection of the physical condition of stores and operating practices. This includes a check of entrances, floors, displays, produce racks, stock rooms, meat departments, etc., as well as practices and habits of store help. A report of tlur auditor's finding* i* placed before live safety committee for action. 4. We distribute bulletins bi-weekly, using cartoons and pictures to dramatize our educational material, to get safety messages over to the employees. These bulletins are prepared ui our General Office, and pertain only to our problems ' The messages are brief and to the point, and therefore easily understood. A vein of humor in drawing cartoon# and brief copy helps to impress the reader. One bulletin may show humorously !m>v a meat cutter, through carelessness, may easily cut himself; another may show ludicrously, though realistically, why some people fall from step-ladders; another may picture the folly of doing the "strong-roan" act when there are easier ways of handling bags of sugar or potatoes. An analysis of our accidents revealed that there were certain predominating causes. We continuously bring these predominating causes to the attention of ottr employees in an effort to eliminate them altogether. _ 5. In our organization magazine we continually use human interest stone-, illustrating the causes of accidents and proper methods for their prevention. In similar article# we also the tremendous expense of accidents and the paro and suffetlog to employees, as well as the High cost to the company and the enormous amount of sales necessary to offset this operating expense. THURSDAY MORNING SESSION October 4, 1934 Some Facts About Women In the Food Industry By BERYL ROGERS McCLASKEY Director of Industrial Relations, National Sugar Refining Co., New York City Tite speaker said in part: The last census showed that 22 per cent of U*c total labor force in the United States consists oi women and girls--in oilier words, two out of every nine employee* ate women or girls. Tlx*, states employing the largest numbers of women are New York. New Jersey and Pennsylvania; together thev employ about one-fourth of ah women workers. _ The five industries employing tlvc greatest number of women are textile mill*, with about one-half million women, clothing iactories with about 350,000. food industries with 106 700. shoe and leather industries with about 98.000, and ciqar and tobacco factories with about 75,0*30. 224 Twenty-third Annua! Safety (.otiijnss--National Safety Council Ijj 1920, 20.5 per cent of all women employed were under 20 years oi axe; in 1930 this number had drowxd to approximately 15 irr cent. In view of the pres ent attitude toward child labor, this change is *iKiuficam; since the individual worker is probably going to serve industry for a longer period of years, she is worth more to her employer and should, therefore, enjoy better working conditions. The marital condition of gainfully employed women fifteen years of age and over is important. In the 1910 census, single women and those with status unknown, constituted 00.2 |>er cunt of the total number employed and only 53,9 per cent of those employed in 1930; the married constituted 20.7 jwr cent in 1910 and almost 30 jer cent in 1930; ilx: widowed and divorced 15 per cent in 1910 and 17.2 per gent fn 1930. In either words, of all working women, the proportion of those married, widowed, or divorced i* increasing at a fairlv rapid rale. Tins fact suggests some of the problem* _.f continuous adjustment in family life necessary for these wyikcrs In 1932 Miss Mary Anderson, of the Federal \Yomen's Bureau, stated: "A shorter work week is esjiecially miporUiU for women in industry, the great ma jority of whom have had a schedule iu excess of forty-eight hours. Over half of the working women studied in the Federal Bureau's recent investigation were worktux fifty or more hours a week while over one-fifth worked fifty-four hours or mure." The working day lias slues been shortened in most industries under the X. K. A., hot this is doubtless due to some extent to tlic stagger system. New York is the uiilv manufacturing state employing factory women in any number# which limits by law the hours of labor. This state permits a nine-hour day and a fortynine ami oite-liatf hour week, counting in all legal overtime. There is a Kod deal of evidence, especially in those industries employing women, to sup|M*rl the .statement that by speeding up machinery or giving the individual worker more machinery to tend, many employers Itavc reduced labor costs at a sacrifice to working conditions. The great majority of women are in semi-skilled or unskilled work and a com parison of the pay of men and women in the same company shows different earn ing:* tor the same work, die women's ranging: from 2t> per cctil to 70 per cent below the mat's and averaging 41 per cent below. An interesting study of some of llie ill effects of low* wages of women workers was made during the Bryn Mawr Summer School for Women Factory Workers iu 1929. The actual median wage lor those attending this summer school was found to be 480 for the preceding year. Tltc.se women, asked to list in the order of tlieir occurrence five ways by which tlicy cut expenses to meet their budgets, gave the following answers: 1. Less food; 2. l-owcr rent: 3 Additional lodgers taken m the family: 4. Mortgage increased, 5. Other forms of indebtedness; 6. Training in oilier work. Another wav tliat low-wage groups undoubtedly supplement their earnings .is hy jmblic relief. It is a distasteful fact to contemplate, but probably a considerable mmilxri of women employed by the comjwmies we represent l>crc today belong to families receiving some form of public relief. "1`he effect of economic insecurity on the morale of women workers in industry t also certainly one of our serious social problems. There are two distinct types of hazards to tire health of tlc working woman: < 1) Conditions not commonly considered within the jurisdiction of the individual employee such as insufficient nourishing food, poor liuusing ami other factors that undermine health and happiness; and f2) Conditions of work directly related to the job. Concerning these latter b shall take time to call to your attention two types: (1J Hazards caused hy physical conditions of work such as poor light, bad or overheated air. cluttered aisles, dangerous or noisy machinery: and (2i Hazards related to the rules of work such as preventing: women from going to the wash room. allowing infrequent or insufficient rest periods, irifistmg that all work be dene standing, discouraging all conversation, and, most Important of all, these' rules re stilling from the *`si*ced-up" and (lie `'stretch-out** methods of some factories. Many efficiency experts have made studies demonstrating that output decreases after cprht bom's of labor but nobody lias thus far measured the ill effect on the worker on s[*ccdmg up his or tier tasks in order to produce a ten-hour output in eight hours. Strain and fatigue are at once the most dangerous and the most difficult hazard* Food Section 225 w> combat. Many medical authorities believe that strain is more cxiiaiistuig than work, ami to the strain of the work itself must, iu many mdmtrio, l>e added tlu* deafening noises of machinery. Fatigue is often a nrcitKp<vdwg cause cv disease.. Dr. Irving Fisltrr has stated, "A typical succession of events is. first, laugnc, then colds. tha tuberculosis, tltcn death." Death rates for ttilierenh**!.* arc Inglwr for women than for men and the highest rate of all is among women under twentyfive, the group constituting llte larger projiorttoti of working women Far the age proiip 15 to 25, the death rate of women is twice that of men. Industrial accident^ among women are increasing with the greater speed of industry. Because so few- states report accident statistics by sex it is impossible to give adequate figures, but each of the tluce largest industrial stales showed a greater accident rate for women over the last three-year period in its studj of acci dents of women workers. In Pennsylvania, tire State Department <`i Labor and industry says. "Despite the declining trend or industrial accident* general, an almost constant increase in accidents to women workers was noted." The fact that younger workers generally have higher accident rates than older ones also tends to increase the accident rate of women because of tlieir axe dis tribution. Thus a special study of accidents to women in New York State showed a larger proportion of accident* among the young women than tlieir age group formed of the total number of working women. Accidents usually result in greater hardship* to women tlian to men, iot only because women's wages prevent the accumulation of saving*, but also because in most stales accident compensation is based upon wages and the amount of pro tection the women workers receive is therefore inadequate. We of the food industry must not take too much credit to ourselves bceaust our accident rate U lower than that of some other industries employing women Legal restrictions have necessitated safeguarding machinery ami the general rais ing of standards. I have a feeling tlmt if we could measure fatigue and strain as accurately as we measure accidents, our industry would not be too proud of its Experience Exchange The final icaturc of the Food Section program was an "Kxjjoriencc Exchange." consisting of an extemporaneous discussion of certain accidents and the lessons learned from them. The discussion wa* participated in by W. A. Sitlivan. Man ager. Insurance Drjnu tment, Loose-Wiles Biscuit Co. Kansas City. Mo., John Gulch A E, Staley Manufacturing Co., Decatur, 111., and others. As the remarks of these gentlemen were entirely extemporaneous, however, and a summary is un available. it is impossible to include in these Transactions any information of value. ADJOURNMENT - TIVFNTY-THIRD ANNUAL SAFETY CO NUN ESS NATIONAL SAFETY COUNCIL Marine Section Officers 1933-34 General Chairman--Frank H. Cocaw Railroad Marine Service, New York, N, Y. Vice-Chairman (in Charge of Posters and Slides)--Koijert F, Hasp. Stawiard Ship* IB Co., New York, N. Y. Vice-Chairman (in Charge of Publicity)--Aktuih M. loin:, CouMikiim Murine Engineer, New York, N. Y. r'icc-C/ttnVnniH (for the Pacific Coast)---A. O. W(iu., General Petroleum Corn, of Calif., Terminal Island, Calif. Secretary--E. C. Holdem, jv , United States F. & I. Agency. Inc.. New York. N. Y. . AVtcvr Letter Editor-- Hekuy Bi.ackstone. United States P. & I. Agency, Inc., San Francisco. Calif. EntfMecriny Committee Cffainnan--B. C. Edwards, Consulting Engineer. New York. N. Y. Membership Committee Chairman--'W. F. Stkwakdson. Colombian Steamship Co. New York. N. Y. Program Committee Chairman--J. S. Hunter. The Atlantic Refining C<>. Phila delphia. Pa. Statistics Committee Chairman--Benjamin H- Ski>\ Travelers Insurance York, X. Y. New Stevedoring Committee Chairnuw--F. C- Gregory, United States Employees' Coni* pensation Commission. Washington, D. C. ` Members at Large-- Frank E. Ames. Lvkes, Bros.-Ripley Steamship Co., New Orleans. La, W. P. Biggs. Navy Department Safety Engineer, Washington, IX C, C. F. Rlacktun. Erie Railroad Co., Jersey City, N. J. A. R. Brsii. International IHare-Sigual Ca, New York, N. Y. E. \Y. Fiske. Jr.. Standard-Vacuum Transput tatiun Co,. New York, N. Y. Charles H. Feathers. Eastern Steamship Lines. Inc, Boston. Mass. F,, IX Fo!<he. Shipping Federation of the State of Washington. Seattle. Wash. J. M. Grimier. Alabama Dry Dock & Shipbuilding Co . Mobile. Ala. Wsi. Groundwater. Union Oil Co. of Calif . Los Angeles. Calif Wm. F. Jones. Gulf Refining Co., New York, N. Y, W. P, Ka*n. Marine Surveyor. New York. N. Y. R. K. Kelly. Tide Water Oil Co., New* York, NT. Y. 227 228 Twenty-third Annual Safety Congress--Natto nal Safety Council )- I,, I-ucKRS-SACr, American Bureau of Shipping, New York, N. Y. Damkl J. MuRi'iiv, Murphy, Cook & Co.. Philadelphia, Pa. Bvao.v O. PiCKAjm, Pacific American Steamship Assn, San Francisco, Calif. E. J. Houkson', Jr., Newport News Shipbuilding and Diy Dock Co.. Xc>v;i*ort News, Va. J. K. Kowixjn., Sinclair Navigation Co, New York, N. Y. J. C. Standard Oil Company of Calif.. San Francisco, Calif. H. L. Skwaku. Yale University, New Have*), Conn. Arthur R. Savage, Peninsular & Occidental Steamship Co.. Port Tampa, Fla. A. J. Smith. Marine Office of America, New York; N. Y. J. H. Tomb. New York State Merchant Marine Academy, New York, N. Y. Eu.irrrr YAxnrvAyTCB, Capt.. Office ot the Chief of Engineers. Munitions Bldg., Washington, D- C. Joux Wright, American Expert Line, New York, N. Y'. G. D. Zkii. Associated OH Cc-.. San Francisco, Calif. TUESDAY MORNING SESSION October 2. 1934 TUc opening session of the Marine Section was called to order by General Cltairniai! Frank H. Cognu. the Delaware, karkawaima and Western Railroad Co, Hoboken. N. J.. who presided. Chairman Copan introduced Mr. Hcrhert C. Jack son, of the Intdlake Steamship Co,. Cleveland, who cordially welcomed tl* tidegates m the name of the City of Cleveland. Chairman Cogau then presented a brief review am! preview of Marine Section activities during tins past year, including the work of sectional officers and chairmeu of committees The chairman then introduced the first speaker. The Economics o Accident Prevention in Handling Marine Cargo By It. W. HEINRICH Axstistant Superintendent, Engineering and Inspection Division, The Travelers Insurance Co., Hartford, Conn. The s'Krakcr said iu part: According to data provided by die U. S. Depart incut of Commerce, 342,489 tvu uf cargo valued at $10,910,429,000 were handled for export and im?>ort its the United States in i932. This includes cargo handled on tlvc rivers anti lakes as well as at ocean ports. The payroll required was $188,000,000. Estimated jiaynicnti, far compensation and employers' liability- claims ami for medical and hospital services amounted to approximately $14,000,000. In addition to this, the indirect costs of accidents in stevedoring work is approxtmateiv four times as much as tlc direct costs, or $56,000,000. From these data accident costs may be expected ii: terms of tons and payroll, as follow st Total cost per ton, 20c. Total cost pci $100 uf payroll. $37. Fart uf total cost per ton not covered by insurance, 16c. Part uf total cost per $100 ot payroll nut covered by insurance. $29.60. It is fair io compare accident costs with other so-called overhead costs in han dling cargo in order that a true picture of its relative mijiorlance may he had. Sticvcdoriuj! operators, in the Port of New York pt-okle the following estimates Overhead costs, .068. labor costs. .68; hid price, .90; pioht, .13, accidents, .20. Alaritte Section 22) Fr* tbc Nrc it appears dial the cost ot accident* is nearly twice ihe total pr4aT 4twl afawi-4 three limes the amount ot overhead, and about one thin! a*, nwxh a* Ub* A reduction of accident cost.to the extent of 50 per cent, whirh. b> t#*r a. v. bv4ly reasonable and }*j.ible, would vrm lt> be decidedly wrtb whW 3 > rhw entire industry the saving would approximate $35,fMHM)U a.'.-.nuiily. \ itarrhrT row-resting tact related to accident cost is that compeiisathoi insur ancr rr\ b>ch ifirrctly reflect the irei/ijency ami severity of accidents, arc gettin* bhrr. Frj 1928 to 1932 the rates hi the State of New York mcrc-ast-d 22 per rent The- rvLu*n of incidental cost oi accidents to the direct cost is very well known. h* **-%-. the toUowinp cases will serve as examples; C*tS4r Y* J. An unboxed Lincoln automobile was being loaded into No. 2 hatch. The no-head was not guyed far enough outboard and when the c.ir was taNct. clear 4 the dock it .-swing against the ship's side with considerable force *>ma*hjr* the front of live car. The car could tM he shipped ami hud to be re placed frm the factory in Detroit. Also when the car Mubkidy swung tmvard the -hip. a l ngshoreman. who was holding the guy lines, was thrown visdruty to the rroemd. injuring his arm The direct injury cost to this man was $6. the medical IhH Items paid hy tlu. m>arance company. But the indirect cost of the accident included the to(b>wiir-t. Pr<pcrt\ damage to car. $2000; tonnage loss $2(1: laI>or loss $10; freight 1* *s $300. The V4al indirect cost was, therefore, $2530. or a ratio of 388 to t. Ob* viooh. however, this js net an average case. Gw -Vo. 2. Oil cake was being loaded into a ship iu lUnukivu. 'the injured man. a hatch tender, was standing by the ship'* rail and had >gimloi the winch nun to hoist the draft. He then walked from the rail t the hatch coaming and started giving instructions to employees iu tlie hold to >tsnd clear ut Our draft. The job was being worked with a low boom and the hatch tender was ut stand ing clear of tlw draft, for when it swung It struck him arms*, the shoulders ami Ik* was thrown into the hold. He sustained a broken cellar hone. two broken lews and various other Injuries. The medical hills amounted to $800. and although the accident happened four years ago. the man is still receiving compensation f*r partial disability. There was no firopertY damage in this accident, but even so the. employer found additional cost. Before the accident occurred, the lioat was teing loaded at the rate of 50 tons pet hour, tlie men producing to capacity. The accident happened and immediately 20 employee* stopped work. It was necessary to secure a canned goods skid to lift the injured man out of the hold. There was more delay until the ambulance patrol arrived and in all it was nearly one hour before tl.c fob H**t under way again. The first hour after the accident the men moved 35 tons, the next hour 40 tons, anti the final hour of the day 42 tons. Thus, in die day's w<k there was incidental accident cost due to u production shortage of nearly fid Inns, am! the loss o? an hour's payroll for the twenty men on the job. which was paid by the employer. It ha* been established by careful research, therefore that the cost of claims ami medical and hospital care ib but vcc-fifth of tlie total cost of an average ncci dent. The remaining four-fifths must i*c paid by the employer and absorbed umber either heads. The prevention of employee accidents--and incidentally of; accident costs-- i* n*t <Hfiwtilt once the elements of acci>lent pievctuiori are umkrstoixl. Most accidents, fortunately, are of preventable nature. An accident car. occur only because ot the exi}cu>x >i one or IjoiVj oi two ha.c conditions: fa) Tin; unsafe act* o! sonic- Jierjioii. or (h) an unsafe pln>kiil or mechanical OKulitiou. These ctniditsosis must lie iVwm! and corrected if accident'- arc in prevented. The unsafe physical conditions arc usually obvious They can lw readily Imaul and therefore should be the first to be corrected. The utuaic act-, t.f jurum-, atn l>e detertnlncl by intelligent observation uf the jicrtoroiattce of men at work Once It h* been determined that a man is. doit a job iu an unsafe maimer, he must be made to understand die right and safe way to do the job, and then it 230 Twenty-third Annual Safety Congress--National Safety Council must be seen that be does bis work as instructed. The correction of unsafe acta requires only able supervision and management. There need be no "red tape" in accident prevention. The simplest methods of detection and correction arc usually the most effective. Meetings, posters,- speeches and so on have value, hut m every case this type of activity should be made-inci dental to the elimination of unsafe practices and conditions and should be tied m directly with the nature of the hazards on a particular job. In tlw fired analvsis amdent prevention must take place on the job, tinder the direction of the gang boss, hatch boss or supervisor, and with lire full support of the employer. ' Both unsafe acts and physical hazards usually exist because men fail tu un derstand safe working methods or because they deliberately take chances. The ioreman or job supervisor is paid to properly instruct workers and also to see that his instructions are oticyed. . Safe Welding in a Shipyard By J. H. LOVE Manager of Safety & Welfare, Federal Shipbuilding & Steamship Co.. Kearney, N. J. The speaker said in part; Safe welding problems arc in our opinion as follows: . I. Teaching safely to experienced welders who have been accustomed to work ing m shops where hazards are not great and where safety is their last consideration. 2. Training the inexperienced welder in safety. ' 3. Teaching other employers, who work in the vicinity of the welder, tlie dangers from_ exposure to d>c ray and fumes resulting from this operation. * A. Providing proper safety appliances and seeing that they arc used. # Our general plau of teaching safety to new employees and continuing the edu- 'cation of older ones is through the medium of Employee Safety Committees, posters, instructions from the foremen and Safety Department. Safety education begin* at tfic employment office after a careful selection of employees tlicmselves. They are given a brief talk on the attitude of the compaiiv toward accident prevention and informed that no employee is permitted to work in a manner that would create a Itarard to himself or fellow employees. Each employee then goes to his foreman, wl)crc he is given instructions regarding the proper manner of doing his particular job. lie is then placed under the supci vision of the assistant foreman or "leading man/' who starts him on his job and by frequent inspections deter mines whether or not he is working safely. Where possible, new employees are placed at work in the vicinity of those who are experienced ship builders and who have served on safety committees, and tliese mm are requested to call the atten tion cf the new employee to any condition* or practices which are dangerous Each employee, at lime of employment, is examined bv the doctor who pays particular attention to the eyes and the general physical condition of those assigned to w-cldmg work, and thereafter the- welder is given an eye and general examina tion yearly. Welding helmets, or hand shields, provided with proper welding laws nrr provided. Employer* working in the vicinity of welder*, who are not subject to eye injuries horn living objects, are furnished with gogglct with shaded lenses for their protection: and tiiose who mut have eye protection aa&im-t flying objects are provided with a hardened lens, also adequately shaded. In addi tion to the goggles, guard* are placed around tl>c welding "point wherever it is possible. All men working in the vicinity of welders arc examined every year by (he doctor for rx>sslble eve or other injuries. During the past three years we have not hud one lost time accident in the welding department, dm* to injury to eyes or lungs from the welding operations. " Tlie protection of the employee from fumes, especially where covered rod is used on galvanized metal mid a zinc fume results, is a good deal more difficult than any of tlic other problems in connection with welding We have adopted the following methods for exhausting fumes: 1. The exhausting of ftuncs in confined spaces is accomplished by an ex hauster poweted with a 5 H P. motor 1209 R.F.M. and a fan speed of 2000 R.P.M. Murine Section 231 with an air volume of 5500 cubic feet per minute at Al/2 niches of water pressure. This exhauster discharges into the open air and efficiently works 7 lines of metal lic hose, 50 feet lung and 3 inches in diameter. One objection to this type of pro- tectkni i the carelessness of some employees in not keeping the intake dose to the point of operation, 2. Where it is only necessary to have one man working in a cumjwrtmcm. a small portable fan with a 1/6 H.P. motor, 3450 R.P.M... equipped with a 3-inch metallic hose has been found efficient. 3. Airline respirators Have been used successfully when the air is provided by low pressure blowers eatable of supplying proper pressure directly to the mask. Where high pressure air is used, in spite of all tlie ways wc have used to filter it, it seems to have a harmful effect on the operator. 4. The bug type, or cartridge type respirator is used successfully in the larger spaces where there is a chance fur the tunics to dissipate rapidly. 5. In the open,or in large shops, wlwre the fumes naturally dixvp&tc rapidly for the comfort of the operator, a rather simple device is to have high pressured air discharged from a fiat nozzle about three or lour inches above the welding point directly against the fumes. ... 6. By the use of wind sails installed in compartments sufficient fresh air b secured so that those working in tlic larger compartments are able to do so in comfort. What the Seamen Think of Safety and the Safety Movement By DAVID BERMAN Northwest Exterminating Co., New York City The speaker said in part: The crew can be divided into two simple categories: licensed and -unlicensed personnel. The licensed personnel, which includes the cap tain, mates, engineers, radio operator and steward, obviously have a greater inter est in their occupations. Many of them make it their life work. Since they have more at stake, they manifest a greater interest in their job. They quickly under stand the rules of safety laid down and eagerly follow them out. They realize the value of vafotv in tlicir work and welcome the development of safety measures. The unlicensed personnel, in which are found the sailors, A.B. and ordinary, Ih'u and quartermasters, oilers, wipers, firemen, mess buys and cook, arc usually less willing to profit by safely regulations. One of the most outs-taudiiiK reasons tlw transmit ([uality uf tlicir employment. Numbers of the men arc a shiftless lot, completely lacking in ambition. Others, victims of -lhc economic dislocation of our time, sign for a trip at sea a* a temporary stop-gap. They are interested only in the wages involved, and with any possibility of a job on laud, leave the sea. They have very little or no loyalty to the company, and oMcn leave a ship tor trifling causes, such as a dislike for the captain, mate or engineer. There are. of course, exceptions to live genera! rule. You will find seamen content to remain bo'suns or quartermasters, who have a love of die sea and of their ship. These men are loyal, willing to observe safety suggestions and maintain a pride in their work. Necessarily, the attitude of the unlicensed personnel is v-istly different from tliat of the licensed officers. The crew think less of safety In-cause they aren't capable of thinking much about anything. They have very little at stake. In addition, they are mured to the thought ol hardships, injury and disease, and have little or no imagination to visualize the results of an accident. When existence is reduced to the elements of food, clothing and shelter, plus a few dollar* for periodical dissipation, life itself become* void of meaning. They would just a* soon fob* a chance in their work as not. As they think of their work solely in terms ol remuneration, safety most be forced upon them Somewhat outside of these classifications is the old sea dog who has been a sailor for twenty or thirty or forty years, and who simply cannot he taught any 232 Tivi'My third Annual Safety Congress-National Safety Council safety rules. lie nisist* t>i doing things his own way and is bitterly resentful of an> change, even though the change is for his betterment. On the other baud. regard for safety comes naturally to the licenced pvr- soimel. Before they get tlteir licenses, tltey rmist have training, education know'- edge. The meaning of an accident or an injury, either to themselves or their ship, i*> impressed on their minds, since they have the responsibilities of the ship on their shoulders. They have their rn*n responsibilities, too, and welcome any thing tending to make their jol, safer. The task of transmitting the meaning and aims of safety to the crew he*. for tlie most part, upon them. But they can also wreck the meaning and aims of safety by being callous nn<l not sufficiently in sistent upon maintenance of safety rules. " The seamen can do a great deal for safety on their ships, and safety can do a great deal for them. They can be made to realize that the safety movement 15 for their protection ami well being. Each seaman must be made aware of the fact that, although he is a very small cog in the operation of a ship, the lives of his fellow seamen depend upon his cooperation in safety measures. I have seen sailors chip pamt without the protection of goggles; walk along the side of the deck where cargo was being loaded and discharged; go on deck in had weather without sufficient clothing; lie in filthy bunks because they were too lazy to clean them up. until at time* I honestly wondered how they survived. 'Hie company, too. has its responsibility toward pre-noting safety. In the present day of lalxir surplus, men with greater ability can be selected' and unde* suable* eliminated. The company can raise the standards of acceptance and humanize itself h>* liccoming more personal in its dealings with the men. It can wUhmU loss ot dignity, become less formal. This is dependent upon the executives in charge wlm are iu a position to insist 'upon proper safety equipment an<l its ortMam use. Ail these measures arc conducive to loyally, and fiwaltv utcaiw tliat M-amru think more of safety and work harder to promote its effecits mess. Safety Activities Which Reduce Accidents in Building Ships By STEWART LEE. JR. Safety Engineer, New York Shipbuilding Co,, Camden, N. J. I he sjieakcr said in part: In June, 1931, the president of my company sent a personal letter n tlie subject of accident prevention to all officers and em ployees. He began the letter by saying: "Your management desires the assist ance oi every employee in a mutual effort for safer working conditions, less acci dents, and less lost time. We are slipping in uiir records concerning safety." lie then went u*t to make a personal appeal to each employee to cooperate in a wide genera) plan for belter safely conditions, which lie announced was to be put into effect immediately. Shortly thereafter a Safety Committee, comprising one or mote representa tives ft-om each c*f our 26 departments, was organized and started functioning with it* meetings weekly. Member* of this committee are all of the supervisory force, some living foremen, while others arc classified as leaders. As part of the new jxdicy lakl down by fl>c operating vice-president, a report of each accident iuut lie filed, showing the causes of each accident and empha sizing the hazards which produced it This report originates with the str.crvtsor of the injured workman, then is reviewed by the division superintendent who takes such action a* be deems necessary, the assistant general manager passes on the case and the report is finally filed with the safety engineer in llic claim office after such lci* a* arc necessary to prevent a recurrence of a similar accident have been taken. Keport* of ihenc cases involving loss of time by the injured workmen arc reviewed by tlw: operating vice president at the end of each month. Education i* cute of the most important factors iu any safety program. Here we* come face to fate with human nature and there are many types of individuals Marine Section 2.33 who work in a shipyard. This part of educating the workmen to eliminate acci dents requires unlimited iungunmou. leadership, iugctnuiy, patience, and detvruuu* lion. We have used mctltcd* that lave been consistent and substantial, but ixd j(cctcular nor flashy. Safety contests nave proved quite helpful but w.- b.ut used nu safety drive* unless we can call our program one continual dun- to eliminate accidents A set of brief regulations of a genetal nature with a few *]>ccihc warning? governs every workman in our yard. Posters arc used and several bulletin h-ard:tabulatc the lu*t-time accidents for current months aiul lwlp to mamiain interest in these activities; while the honor roll posted every half year displaying those departments which have experienced no lost-time accident* keep* iresh a friendly spirit of competition. The new employee is a difficult problem because frequently he ha* not luvo trained in the building of ships and docs nut recognize its inherent hazards We pick our neve employees carefully, trying to obtain those men who know something about the work and who show intelligence and ambition to work safely. Wltcti dealing with a latge group of individuals composed of manv t\pe .uni several races, we are bound to find some who do not want to go along with the parade, and for this small minority it becomes- necessary to use rifcripltnc. For a .time after beginning our safety program tlvcrc were some `Motibthig Thomas*,'' but we were slow to discipline them, preferring to convince them of tlie sincerity of Use movement. I am glad to say that most of these men have Ik-^h won over and have become ardent boosters of this safety program. Maintenance of buildings and equipment plays an im|>nrt;uit s>art fit accident prevention because of the great danger always present iu defective plant and machinery. In a large yard, this question of keeping it iu tin* proper slate oi repair to function efficiently and safeU, requires the continuous service* of a callable, competent, and reliable repair force. Ixxame if repairs to plant are slighted or put off, the problem of getting ft Iwtck into proper shape for safe ami efficient operation becomes herculean. A careful cltcck is made frequently to make sure the mechanical lm*ard< such as driving gear*, belts, cltams, ~nxl power transmission devices arc projxrrly guarded and furthermore that suclt guards arc kept in their right places. \Vc keep a close watch during the cold winter months for ice and snow which bring slipping ami falling hazards. Eleetnc power and light, wiring systems as well as compressed air, steam, hydraulic and water piping sy&tcms need competent and careful atten tion to maintain them in safe condition. The result* achieved by om safety program win :c readily aptmrcTit when I say that while our record in 1931 was 483 lost time accident*, causing a kiss of 36,377 days, and a frequency rate of 44.4. with a severity rate of 3.34: these figures may be compared with Ine first half of 1934. which are' l ost-time accidents, 13; lost time. 160 day*: frequency rate 4.7: and severity rate, .06. Thin is a reduc tion of 90 per cent in the frequency of lost-time accidents and a very large saving in day* lost. WEDNESDAY MORNING SESSION October 3, 1934 Visualizing Safety By HENRY J. HKIDQRN Personnel Department, Standard Shipping Co., New York City The speaker said in part: What is the reason for the success of the average tabloid newspaper? Why do national advertisers expend million* of dollars annu ally in printing all types ot billboard posters, newspaper advertisements aad other media to catch the eye of the public? Advertiser* know from experience that the printed words winch announce thee 234 Twenty-third Annual Safety Congress--Nat'iouai Safety Council wares lia^c tremendous force and play a great part in breaking down the public's resistance These advertisers have not the least bit of doubt that these media render a material service in helping them to remove from their slrelves the innumerable products which, as manufacturers aod producers, they have to offer. It docs not necessarily follow that advertising media need be pictorial in design. Some of the lettered posters are just as effective as those bearing illustrations. Color at tracts llic eye quicker, of course. Certain advertisers adopt slvgans which are kept before tle public constantly ami these slogans frequently become part of the ob servers' colloquial vocabulary. In each respect, nevertheless, tin: public, wlicthcr consumer or not ot the articles advertised, is "`visualising" the product which it sees advertised on the highways and by-ways. * . How, if it is true that we humans can visualize' the news through mental images and can l<c made to dig down in our pockets because of the irresistible l>owcr created hv attractive messages contained in advertising media, is it net equally true that actv-comck>n>ic5v--the will to do away with all accidents-- can be instilled in our minds by this same process? There is no doubt that the nuijority of us agree that this can be accomplished. We hclic\ c that the employees of an industrial concern arc hound to perform their work with a progressively lessening number of mishaps to themselves if they receive the proper kind of education in the science of accident prevention. This same compelling power which causes mat. women and children to buy things which they see advertised will, in the opinion ot every member of the Marine Section Pewter Committee of the National Safety Council, influence die workmen to the manner desired. They arc certain in time to take notice of the timely messages and cultivate a habit of working safely. ' An individual will say to himself that this or that piuctice which he has been following for years is foolhardy. He will ponder inwardly, "I noticed sowewlierc, sometime, that some other man lost hisjeg by taking a chance, or underwent some terrible suffering, or perhaps Inst hia life and his family underwent the suffering, simply because le took the same clxmce that I am about to take.** He will be restrained from taking that chance: he will become a mnre efficient worker be cause the visualization of the suffering of another man will make him more safety- minded. An accident ami inefficiency often are partners. The attribute of safetymindeclncss will eliminate the direct, as well as the indirect losses which follow all personnel accidents. In order to show our line of reasoning and how indisputable it is that safety can he visualized by employees just as assuredly in die maritime field as in a fac tory. I am submitting for your inspection a sample bulletin board such as can be seen on each and every one of the 70 vessels of the fleets of the Standard Shipping Company and Pan American Foreign Corporation, which arc in operation today. These boards are installed on Ihe ships in places where they arc ever conspicuous to members of the crew. A sailor would lave to be blind not to see these boards frequently during the course ot a voyage. The hoards are adequately illuminated, and the ships* Safety Committees are directed-to keep them neat and clean looking. They must he always "newsy." to excite curiosity. Satlormen aic naturally inquisi tive, thev arc living in a small world, to themselves, so to speak, for weeks with out anything save sparse radio news from outside civilization. In this way, ap preciating that they may miss something worth while if they ignore the boards, they scrutinize them carefully. They arc attracted to the hoards almost involun tarily by their colorful appearance, and by their news articles, am! "catchy" items which the Ship's Safely Committee makes it a business to post thereon. These committees vie with one another to present the best looking bulletin boards,. Now. what is being experienced chi the vessels of these fleets, undoubtedly, can he repeated elsewhere in marine operations--cm the docks where stevedores per form their duties, m the shipyards where vessels arc under construction or under repair, on (arbor and inland water equipment, and in every other conceivable marine activitv. The theory is the same. Well hlnmmated bulletin boaids. colorful posters and items of interest attract the workmen. Anything at all pertinent which is placed where the workmen ace bound to observe the appealing safety messages embodied in ile posters will produce the effect which the employer wishes Marine Section 235 Some men s minds, of course, are more sluggish than others in absoibiug ideas of this nature: but safety can be visualized and is being visualized every day in almost every s!k>p, plant, dock, ship and quarry in the country. It is being `WJ" to the workmen through the medium of fosters as certainly as by \crhal instruc tion and. every other means, such as the Safety Instruction Cards obtainable through the National Safety Council. It must be borne in mind, however, that the posters should not be allowed to become common-place. Report of the Nominating Committee At tin's point Chairman Cogan called for the report uf the Nominating Com mittee, and new offkeis for die Section tor the ensuing year were nominated awl elected as follows: Central Clutiruum--K. W. JFiske, Jr., Scony Vacuum Co, Inc., New York, N. Y. Vice-Chairman (in Charge of Posters and Slides)--Robert F. Hand, Standard Shipping Co., New York, N. Y. Vice-Chairman (in Charge of Publicity)--Arthur M. Todc. Consulting Marine Engineer, New York, N. Y. Vice-Chairman (for the Pacific Coast)--A. O. Woll, General Petroleum Corp. of Calif.. Termiual Island, Calif. Secretary--John S- Hunter, The Atlantic Refining Co., Philadelphia, Pa. News Letter Editor--ilunry Blackstoue, United States P. vt I. Agency, Inc., Sam Francisco, CaliL Hut/inceriug Committee Chairman--B. C Edwards, Consulting Engineer, New York, N. Y. ' Membership Committee Chairman--II. C- Holden, Jr., United State P. Sc I. Agency, New York, N. Y. Program ComruiYrrr Chairman--Frank E. Ames, Ljkcs ILo*.-Ripley Steam ship Co., New- Oi leans, La. Statistics Committee C/iirwnjii---Benjamin H. Self, Travelers Ius.ur.mce Com pany. New York, N. Y. Stevedoring Committee Chairmun--I4*- L. Gregory, Waterfront Employers Union, San Francisco, Calif. Members at Large-- W. P. Biggs, Navy Department Safety Engineer, Washington, D. C. C, F. Btackton, Erie Railroad Co, Jersey City. N. J. Frank H. Cogan. The Delaware, Lackawanna and Western Railroad Co., Hoboken, N. J. I*\ P. Foisie, Shipping Federation of the State of Washington, Seattle, Wash. J. M. Griser, Alabama Dry Dock 3t Shipbuilding Co, Mobile, Ala. Win. Groundwater, Union Oil Co. of Calif., Lo Angeles. Calif. Henry J. Heidorn, Standard Shilling Company, New York, N. Y. Willard F. Jones, Gulf Refining Co, New York, N. Y. W. P. Kain, Marine Surveyor, New York. N. Y. T. F. Kavanagb, Grace Lines, Inc,, New York, N. Y. R. K. Kelly, Tide Water Oil Co., New York, N. Y. Stewart Lee, Jr., New York Shipbuilding CoCamden. N. J. J. L. Luckcnbach, American Bureau of Shipping, New York. N. Y. Daniel J. Murphy, Murphy, Cook & Co., Philadelj>hia. Pa. Carl E. Petersen, Newport News S. B. & D. D. Company, Newport News, Va. Byron O. Pickard, Pacific American Steamship A-.su , Sau Francisco, Calif. H. W. Proom, Black Diamond Lines, New York, N. Y. J, K. Robison. Sinclair Navigation Co., New York, N. Y. J C. Rohlfs. Standard Oil Company of Calif., San Francisco. Calif Arthur R, Savage, Peninsular Sc Occidental Steamship Co., Port Tampa, Fla. H. L. Seward, Yale University, New Haven. Conn. A. J. Smith, Maxine Office of America, New York, N.. Y T. H. Tomb. Cant. USN Rtd., New York State Merchant Marine Academy. New York. N. Y. .. E. Storm Trosdal. Jr.. South Atlantic S. S. Line, Savannah. Ga. 236 Twenty-third Annual Safety Congress--National Safety Council Carl I-'. Lander Clutc. Admiralty AUoniey, New York, N. Y. KlHott Yandcvanier, ( apt., Officer of the Chief of Engineer*. Munitions Bldg.. Washington. }). C. John Wright. American Export Lino. New York, N. Y. C. l>. '/a.h. Associated Oil Co... San Francisco. Caltf. Combining Safety with Speed in Bulk Cargo Handling By c. w. TURNING Bridge Operators Engineering & Inspection Bureau, Minneapolis. Minn. Ilc speaker's lengthy paper contained the following summary: 3. The major portion of Great Lakes Commerce consists of bulk cargoes. The pi iticipai products Itaudlcd are iron ot e, coat and grain, with a considerable volume of limestone, sulphur, cement and petroleum. 2. Great Lake* vessel* average l*out 8500 hulk cargo capacity, and are up to fiOO feet in length. The peak year on tonnage was 1929, when lake vessels handled 297,182,061 tons of cargo. 3. The Lake Carriers Association carries on a comprehensive safety program which also includes port hazards--docking and leaving the dock. * 4. The stevedoring codes as applied to ocean ports arc not'adapted to Gicat Lakes operating practices, where package freight is unloaded through side ports and where bulk cargo is handled with special equipment. 5. There is very good cooperation between the Lake Curriers laid the Dock Comiaiiic* which has had ihc effect of greatly reducing the luizaid of loading or unloading bulk cargo. 6. Modern coal unloading equipment is now.' found at most ports. The average time for unloading a coal cargo is 30 hours. 7. Coal dock accidents are not very much different from the injuries occurring in the average industry, but they arc likely to be severe. There is a fairly good safety oigamzatton on tlie average dock; but the accident rates arc higher than in ihe average industry due to the small number of men exposed to a large amount of moving machinery. The frequency rate will run uix>ut 30.0 and the severity rate about 5.5. *" 8. At tle iron ore shipping docks loading is done with great distich. In fact the steamer IT G Kerr was loaded with 12,689 tons of iron ore in 1919 in 30 minutes. There arc excellent safety organizations cm the iron ore shipping docks and most of these docks have good safety records Strict enforcement oi safclv rules tras greatly lwdptd to overcome ore dock hazards. * 9. Grain elevator accidents arc not frequent, but are likely to lx; severe, con sisting largely of falls autl machine accidents. Very tew accidents occur when load ing boats. The scraper device used tor unloading boats on the lower lakes, causes a considerable number of foot accidents, which could be largely eliminated by wear mg "hard loe" slices. 10. Coal ami ore handling- bridges are quite vulnerable to wind storm damage and special safety device's have lieeft perfected to hold them in high winds. Tlw dock organizations have adopted sjkxmI operating rules dealing with windstorm hazards. 11. Due to peculiarities of construction ami isolated location, it is difficult for the city fire department to fight fires on such propei tic-s. Most of tin- dkx:k j?ruperties arc fairly well equipped wills private fire fighting: equipment; that on the coal docks being especially adapted lor extinguishing coal pile fiscs. 12. Dock comiwuiies liave been active in community safety work and dock woikcrs arc well represented at Industrial Safety Schools. At Duluth they have a separate section known as the "Dock and Elevator Section" At these sessions there is ample oppm (unity to thYcuss special problems, and many interesting papers have been presented in the sessions of this school. Alariiw Section Ztf Accident Abatement in Iron Ore Unloading on the Great Lakes By J. D. PROCTOR Superintendent, The Brie Dock Company, Cleveland, Ohio ` The modern bulk freighter of the Great Lakes is a product oi its cavii mum-nt, with a service limited to seven or eight months of die year and cargoes requiring prompt and efficient handling. Kaugmg to over O0U feet tn length, more Hum OU feet in breadth, and with loaded drafts ol 20 feet or belter, these carriers have their profiling machinery and engineering quarters in the after end and the navi gating rquqanent and quarters forward, the cargo hold between lx*:ng a king tun nel unobstructed except for occasional sctcen bulkheads |K?rinitimg diversified load ing. For operations, this hold is exposed overhead by hatches, whose seetmnul steel covers slide each way from the center to telescope at the sides of the ship. The ore unloading equipment in general is oi two types,, bothhaving the common principle of a main structure spanning the loading tracks, with a cantilever at the back fur storage purposes, and being moveable along the dock over fronl and rear tramways. The ohlrr of these types, a transition from the early pioneering efforts in mechanical unloading, has a man trolley carrying a rope suspended grab bucket of about seven tons capacity. The other type, individualistic in principle, has a high fore and aft walking beam mounted on a heavy upper carriage troHcycd for ward and back on top of a bulky main structure. The rear cud oi tin's walking beam is rountervveighted while frewn the forward cn-J a stiff leg extends down ward, carrying on its lower end a bucket rating acapacity oi 17 tons, but capable of taking a ravenuous bite of 25 or 3(1 tons of the heavier orcs. From a cab situated in ihe leg just above the bucket and with windows on cither side, the operator control* all the movements of this giant machine, and riding into the hold of a boat he is directly over his work. Such are the speed requirements of the unloading that hardly are the boat's lines fast to tile dock before the avaricious buckets are into the hold for a grab of ore and racing Iwck to dump it into hoppers from where it is loaded into cats. As the lighter but swifter n>je-lung buckets rapidly hurl the ore back into the hoppers or the slower stiff leg machine* carry back their masiodouic biles, steady streams of open top cars flow over the loading tracks beneath the ma chines Kicked in empty at one end of the plant by a switch engine, they arc pkke*f up by electric driven shunts, spotted to (he individual machines for loadum and then shoved out to a waiting engine for distribution to the train tracks. Mean while, oilers, repair men and electricians clamber over the machines, servicing them, weighmen load out the ore horn the hopper* and carders go along the track* tacking on each car the directions for its forwarding. Hazards must peculiar to the unloading operations naturally arc presented chiefly to the labor aboard vessels. Access to the boats is generally gained over a ship's ladder set on the dock and leaned against the rad at the vessel clear of the machines. As the boat rise* during the unloading this ladder presents an increas ingly high steep climb. To overcome this condition some docks where physical conditions permitted have installed moveable towers on tin* front tramway carry ing a swinging hand railed stairway, weighted outward to rest against and main tain contact with the rail of the ship. Entrance to the hold oi the boats used to lie generally made through man holes and down vertical ladders consisting of rungs fastened centrally on the bulkheads. Tliese rungs at the lower stage were frequently tadly K*m if not entirely scraped off by Ihe battering oi the unloading buckets The modem boat now provide.1! stairways to tle midway walks on top of the de tanks and non.balterabic ladder* from there to the Iiold floor, made by cutting stcjdioles m the back of a channel. To overcome the hazards of falls from ladder};, it is common .practice to have all tools handled up and down wi hand lines. The most prevalent danger, to workmen in the vessel hold come* hum fulling coal and ore, while the picut .dangerous hazard is presented by ihc moving buckets. No physical safe- 238 1 -weuly-tiurd Annual Safety Congress--National Safety Council Suards have been found feasible for these liazaids, nor do they lend themselves to ennitc regulations, father is the safety of the man dependent mainly upon the alertness acquired by them through association with tl*c work; awl a techniqtftj is developed between the operators and the hold labor governing: the procedure to be employed in executing the work. Under the man trolley machines, the bucket man ts well situated to safeguard others in the hoid. His job primarily being to signal and steer the movements of the bucket, lie can see that the men working with him arc in the clear. Sailor* doing broom cleaning, however, present a less easily recognized and regelated hazard. With the stiff leg machines, the operator being directly over the bucket, is dose to the work but handicapped by a vision limited to the side from which he is leaning. It is customary here for one of the older men to assume respon sibility for warning the others and gi eater understanding and cooperation between the operator and the men arc required. On deck, men are maintained to shovel back into the liold the ore that spills on the hatch covers and deck. Precautions here require alertness against falling into the unobstructed hatch openings or being struck by incoming or outgoing buckets and care against shoveling down ore onto the man working below. On the machines the usual mechanical hazards are encountered, rather multi plied and enlarged by the size and numerous moving parts of the unloaders. AH the standard safeguards such as platform pick boards, safety railings, gear guards and cages about the high vertical ladders are employed and carefully watched. Cables receive regular inspection both as to physical characteristics and tonnage limits. Outside inspection of general conditions is had periodically to check possible nearsightedness of too close proximity. Under tire machines the usual hazards of moving cars arc aggravated by tlrose of ore bounding off the cars or dropping over the side of hoppers and by the movement of the machines to and fro along the runways, often in close proximity to each oilier. Safeguards include all overhead protection possible on the machines, roofs over the shunts covered power rails and bridges for workmen crossing the front of the dock, to obviate the former practice of climbing over cars. Good lighting is an important factor in accident elimination, since operations are car ried on extensively at night. Powerful reflector lights mounted on the machines above, amplify tlm dim vessel lights below and flood the hold as well as the deck of boats being unloaded. Full illumination is also provided under the machines and aloft at all points. Safe access to the boats from dock entrances is generally a problem, the neces sity for extensive trackage along the face of the dock presenting a handicap. The point of entrance being a detei mining factor, bridges sometimes are used to cross intervening ore piles and tracks, while in other cases walks arc maintained along the dock front, the edge of the dock and any obstructive mooring posts being white painted as a precaution. The ore unloading docks of the lower lakes are keenly alive to these truths. Safety is more than a catchword, it is an ever-present hard hammered considera tion. Safety committees function, contests arc engaged in, signs and bulletins bloom everywhere, and the majority of key men and skilled workmen ore graduates of the Councils safety schools. The modern dock is indeed a far cry from its prede cessor with its inefficient lighting, its almost inaccessible dock front and its myriad of hazards wide open. Presentation of Safety Contest Trophies The closing feature of this session was t!c presentation of trophies of the National Safety Council to winning units in the Marine Section Safety Cunievt, which had extended from January Ut to June 30th, 1934. The outstanding facts of the contest were presented by Genera! Chau man Frank H. Cogan, briefly as follows: # Fifty-nine unit companies registered in the Marine Section Third Annual Safety Contestj as compared with 54 units in the second contest and 35 in the fust contest. During the period 48.494 persons worked 50.890.162 man-hours. The average Marine Section 23v frequency rate for the contest was 11 338, which is a 12 per cent decrease from 'he 1933 rate of 14.037. Twenty-nine units completed this 1934 contest with a fre quency rate below the average, and seven completed the contest with a perfect safety record. The handsome trophy plaques awarded by the National Safct> Council to winners in this contest were then presented by President John E. Long to the ten companies finishing the contest with outstanding scores, as follows: Lykes Dixie Mediterranean Line (Liners Division), New Orleans, I-a The Atlantic Refining Company (Tankers Division), Philadelphia, Pa. Erie Railroad Company (Harbor Equipuu'Ht Division), Jersey City. N. J. Atlantic Coast Line R. K. Co. (Harbor Equipment Division). Norfolk, Va. The Atlantic Refining Company (Harbor Equipment Division). Philadelphia, Pa. Atlantic Coast Line R. R. Co. (Harbor Equipment Division), port Tampa, Fla. U. S. Engineering Dept. Tow Boat Group (Harbor Equipment Division), Pitts burgh. Pa. New England Steamship Co. iStt'icdariny Division). New York, N. Y. New York Central R R. Co. Marine Department (ShipbuiltUufj ami Repair Divi sion). New York City. _ Erie Railroad Co. (Shipbuilding and Repute Division), Jersey City, N. J. THURSDAY MORNING SESSION October 4, 1934 Oil Tankers--Safety Observations By WILLARD F. JONES Superintendent Marine Department, Gulf Refining Company, New York City The speaker said in part: An analysis of accident cases covering a period of several years with our company does not reveal many instance* where major hazards have figured; however, vre arc amazed at the end ot the year to see how numerous lost-time injuries to members of our crew can be. and in a survey of the causes of such injuries we found accident percentages to he a* follows: Falls aboard vessels..................................................... 34 5 Being struck by falling objects..................................... 8.4 Struck by flying objects (which includes eye injuries) 79 Caught between objects (usually machinery)......... 73 Lifting objects (strains and hernias)...................... .. 6 6 Burns and flarchacks................................. ............... 4.1 Heavy weather ..... ^................................ .................. 3-9 Handling objects (mooring lines)..... ................................. fi Galley accidents ........................ ............ *......... .................4 Miscellaneous ................................................................................ 26.3 One of the wisest safety precautions that can be taken it. that of starting a new man on his job "safely minded." An essential duty of a department head is to be lainstaking in his instruction as to correct safety methods in the perform ance of the day's work. Yet ship departmental Heads frequently fail to follow up the work performed by new men. and as a result preventable accitlcnts occur. A requirement that new men undergo a thorough physical examination, prior to being employed aboard ship, will go a long way toward preventing subsequent fraud ulent claims for illness and injuries allegedly contracted during ctrtpluymcrii. It will also tend to procure the application for work by strong, healthy men, effi ciently adapted for their jobs. Ccmmon-scnse safeguards to prevent slipping, tripping and falling accidents need only be mentioned to merit full realization of their logic. A seaman with rubber soles or heels slips on wet Iron steps of a ladder and In most instances will fall because of his neglect to have one hand available to grab the hand rail. Men working on stagings should be provided with safety lines. A Iwritagc from the 240 Twenty-third Annual Safely Congress--National Safely Council eld sailing ship days was that no man should work overside unless equipped with a bowline around his body, .Many falls occur while men arc working on portable wooden ladders, stools and improvised platforms There is always a tendency for a man on a ladder to try to reach as far as he can on either side to avoid climbing down and'moving the ladder, and tins results in the ladder or stool slipping and throwing the occu pant to the <ieck below. It is necessary, therefore, t!ut ail portable ladders be securely Ushed before using. If not tx>$sible to lash the ladder, it should be held by another member of the crew. The rigging of gangways, stagings, pilot ladders and boatswain's chairs should be carefully supervised and all tackle tested, so as to prevent anything from carrying away. All open spaces should fxr well lighted and protected by rope or other safeguard. Special reference should he made to the openings in the engine room flooring when plates are lifted and to tank cover* or hatches when open on deck. There is usually little excuse for injuries caused by falling- objects. Tools left on a grating where they can be kicked off, throwing refuse overboard white men are working on a staging below, gear knocked into a tank where men are work ing. and buckets carelessly lowered without regard to men below, are some of the careless practices that can only be corrected by proper instruction and supervision of the siiif?'# officers. . Another great hazard j* the lifting of tank lids by haqd. We urge that our men use u gaittline or hnndvhilly in opening up steel litis or covers; otherwise the Inevitable injury, sometimes involving the loss of Angers, hand* or arms, to say nothing of strains. Accidents caused by flying objects usually involve injuries to the eyes and failure to wear goggles for protection. It is a standing safety rule and regulation aboard all out vessels that goggles must be worn in all cases involving possible eye injuries. No officer or department head can deviate from tins mandatory re quirement and they are charged with the resjionsibility to see that the orders arc complied with. Strict disciplinary measures arc imposed against all violators of these orders. Strain* and hernias are very often caused where men are overzealous in their jobs and fall to procure tiie necessary assistance when their physical strength is taxed. Often, too*, they arc not acquainted with the projier manner of lifting heavy objects. I think one of the best posters distributed by the National Safety Council is that illustrating the coricct method of lifting a heavy load. Burns and flarebacks are usually due to iiersona! carelessness. Burners should he kept in clean and jierfect working condition and a torch used for lighting the fire after it has been ascertained that there * no accumulutiotv of oil in the furtwee. Accidents during1 heavy weather occur through failure to use the lee side of the vessel. The fore altd aft bridge should always be used when seas ate being shipped and life lines slimild be ringed where necessary. Too rnanv masters rely on sea-Ices of the old sailing ship davs. instead of considering the present-day aspects of safety for prevention of accidents. Accidents from handling objects arc more important than our average shows. Officers in charge forward and aft. while a vessel is being made fast and let go, must sec tliat men do not stand in the bight of mooring lines, that the Hues are handled properly on the winches and that all lines are stopped off and Waved m shipshape manner- Kvery consideration and safety precaution must be extended to men while stowing anchored cable:.extraordinary precautions must he taken lo make certain that men arc all clear of. the chain locker before letting go an anchor. Our ship masters ami officers arc expected to be familiar with the potential clangers of the cargoes carried lv their vessels. These are often of a volatile nattuc at ordinary temperatures. The passageway doors on our vessels are dosed and tightly dogged when cargo i* l>ciug handled so as to prevent flaumublc vapors or liquids, "m case of an accidental overflow, from passing into the gallev, crew quarters, engine room, fire room. etc. We have found tliat men will ofttnnes put their heads hi the hatch of. say. tle pump room where a gasket has blown out and, without recourse to a gas-testing apparatus or dienmt evammatinn. descend to the iH*sUiou of the pump in the lower level of the compartment, only to be overcome by gas, Wc lutvc heard of cases Marine Section 241 where men Iwve derided that sediment was not flammable because no odor could be delected, and again, where they hove hern working around and their sense **f smell Has become so inured to tin: preseuci: of these vapors that they took unwar ranted chances. The greatest clanger of explosion in cargo tanks of oil vessels is ul'tn tlu-j, are empty, rather than when they are full, as U is ilicn that the gas and ,ur mixtures reach their most explosive state. Tank cleaning . a very hazardous operation, unless skillfully conducted and *uj*crvised. Steam is probably the most commonly used method. Our officer* arc informed that tbc injection v>f steam into gaseous tank* neither neutralizes nor kills the gas. but with the hatches open it is partially carried off in the cscui.- f the steam into the air and taken off with the pumping oi slops from the tank*. Aien used in tank cleaning are usually the slap's own experienced personnel and should never be scut into the tanks without safety Hues around their l>clt$ and without proper light to work in. Some Notes on Safety in Navigation By H. L. SEWARD Professor of Mechanical Engineering, Yale University, New Haven. Conn. The speaker said in part: Every marine disaster teaches us an important les son. I be most obvious icccut lesson is the need for fire-resisting materials wher ever possible. This is not a difficult problem for the designers nor for the manu facturers of suitable materials. A far more important and difficult problem is that of handling passengers in an emergency or iu possible danger. It U clear that the members ot a ship's organ ization should be thoroughly drilled in Ilnur duties for every emergency On pas senger ships, however, there are obvious difficulties in performing these drills. The average passenger docs not wish to lie reminded nf Ihc jtfssibility that the ship may have to he abandoned, nor do we wish to give imn tbc impression oi great danger on a ship. It is useless to inform him that Ir is for his best interests Ilia! he respond to an alarm, give up his recreation for the moment am! go to a desig nated place, with everyone else, as part of a boat drill. In the navy and the Coast Guard the detail of all such rfrtlU has been worked out to such a degree that nothing is overlooked. Drills arc held with such fre quency that the actual firp or taking to the bust* l* notKine iwwc tbn au*.Um common experience. Our better merchant marine ships hold some sort <>i fire and boat drill on each trip, hut it is probahle that in most cases these drills sluntld Ite held more frequently and be more thoroughly executed. It i* clearly up to us lo create tlic interest of the passenger in all drills and secure his partkipatiofi. >< that, for his own safety, he can in an emergency go to the right place ami avoid confusion. The members of the cru must have more anil better drills There sltoohl he more instruction in the uses of various parts of equipment, duties of in dividuals and means of comrnimicatHKi with those in charge. Onp if the firt rules of good management t$ to he clear ami definite in issuing instructions Tlic fUtrt played hy radio communication is immeasurably valualdc. fufurnuition weather, position of other ships, rescue work ami the like all flow in lor the use of tbc intelligent captain so that he runs less chance of meeting the unex pected than ever before. Our C<st Guard send* in the position ot icelntrgs and dangers in navigation with promptness and accuracy. The master of one ship will radio information of probable interest arid value to Other ships. Radio communi cation lias also aided ship morale by providing news bulletins and for exchange ot messages between members of the crew ami their families without which much uneasiness and worry would result. Experienced practical navigators agree that one should not place too much de]>cndence on radio bearings. Dead reckoning should still occupy the number one position in so far as dejieudcuey and accuracy arc concerned. Radio Iwarings should supplement the dead reckoning. T'iie navigator who steered courses about as on a previous trip and who plotted no position because he was *ure he rould 242 Twenty-third Annual Safety Congress--National Safety Council pick up the radio bearings on the other side certainly was placing his, late m (lie o the Rods. Nothing but praise can be aid of those companies which have developed and installed such devices as the gyrocompass, metal mike, radio direction .finders, fathometers, distance finders, fire detecting and smothering apparatus, water-tight door control and indicators. The thing that is lacking is a system of apprentice training which will produce a type of officer capable of getting the most out of all these devices. The present officers <k> very well where their companies have given them some of this apparatus, but in many cases they are not getting the most out oS the equipment and they do not know u-Jiat to do ahout false readings or correction factors. Much progress 1ms been made in recent years in methods of computing and plotting positions at sea. It is nv longer an uncertain ceremonious procodme to work up sights and plot lines of position. Requirements of aviators for more rapid and expeditious methods have had tlieir effect Practically no new prin ciples have been evolved, but the technique and computation and of plotting have been subjected to time-saving and labor-saving methods. The navigator may now, by Judicious use of all the devices awl methods at his disposal, come very close to knowing his position. We still have the troublesome problem of navigating in fog. mist and failing snow. Experiments on the use of infra-red rays hi a so-called "SoR-eye" and in a camera device may yield some hopeful result* hut we shall always have the need of the moat superior type of personnel to provide the judgment and experience necessary to utilize the information presented by such devices. We have hopes of achieving a better national knowledge of what the mer chant marine is and what it needs. Our operators, like other business men, are in business to make money if possible, and must see a fair return on every invest ment. Successful operation of all equipment depends on trained personnel, espe cially on a ship with its many complicated functions and devices. Resourceful sea men with that inquiring turn of mind who can reason from effect to cause and devise a remedy when the occasion anses will always be needed. Every officer and man on a ship should be both a teacher and a student, a teacher to those below him and a student of those above him. There should be no further place for that type of officer who resents questions, refuses to explain things and dis courages an auibitioits learner. Due to the introduction of so much mechanization in industry, there is a natural tendency to dull the mental activities of attendants. Tim is especially true aboard ship where life is quite routine with its watch standing and tendency toward monotonous existence, much of the time. While u*c like to make our occupations more comfortable and every man hour more effective, we mujt give as much thoujjht n the human side of the situation as wc have to the creative design. Expert Witnesses in Marine Injury Cases By CARL F. VANBER CLUTE Admiralty Attorney, New York City The speaker said in part * After, an accident occurs which results in personal injury. we frequently find the next step in the history of the accident to be the institution of an action lor a vast sum of money. An accident is similar to a seed, for from it springs a number of possibilities similar to the many branches of a tree. One branch, wc might coushiei litigation; and from that branch spread Olliers --courts, juiies. lawyers, expenses, witnesses, etc. Although the testimony of the expert witness is only one of the minor details of the history of an accident, it may become of the utmost importance, especially when the expert opinions are based in part upon facts which have come within personal observation, or where they state precise facts as ascertained and settled, or necessary and unvannblc conclusions which result from the facts stated. Tt fre quently occurs that such opinions are indispensable in fttmishing some guide for the dctcrminaliost of questions unfamiliar to the court or jury. Marine Section 243 A case in this classification is that of tlw petition of Henry Henson for linntatkin ol liability. In that case the petitioner owned and operated a small ferry which consists of a barge propelled by a motor Iwat, When the ferry aimed at a bank ol the river, it was secured by a chain The day of the acralem, .i motor truck with three occupants was being driven ashore when the chain broke. Ylte barge drifted away from the bank causing the truck to fall into the river and the three occupants were drowned. 'Hie question involved was limitation c*f liability, winch depended upon whether or not the owner of the ferry bad used due diligence in making sure tlut the chain was proper ajid seaworthy. The chain had been manufactured by a loon! blacksmith by hand. The cuurt said; ''The chain failed and the failing was due to an imperfect weld If the testimony oi tl*e experts, wlo arc wholly in agreement that such weld would have been disclosed by the hammer tot, is to be believed, then the evidence of actual test by Woodward is certainly not to be accepted as conclude in the face of actual result." It was also brought out that the defective welding might have been discovered by tlve use of a magnifying glass or an acid test and that an approved mctltod of testing welded links was by hammering them when cold The experts here testi fied to known facts. Recause of the failure of tlvc petitioner to excrcix! the [irecaution of undertaking one of the tests, the right tn limit liability was denied. ,iml b<; was held at fault for the loss of the tfiree lives. The other class of expert testimony as opposed to that of the exact sciences and which we might class as "pure*' opinion evidence, is based upon a set of facts in evidence. 5ucb evidence does not call for testimony of an exact nature, such as perhaps a chemical or acid test. It calls lor the expert's own idea, his own opinions. The testimony of an eyewitness is uncertain enough, for rarely will you find two such witnesses wlto tell an identical story. It is a notorious fact that experts of equal skill and ability are found in almost es'ery important cause, tes tifying to directly opj>o*ile conclusion*, and this illustrates both the fallibility of such testimony and the fact that a conviction for perjury based upon such evidence would be very difficult, in fact, practically impossible. In marine causes, personal injury as well as others of any consequence, it is not uncommon to see expeits whose testimony is diametrically opposed, testifying oil both sides of the case. In marine cases, we have exerts who will give their opinions as to the proper management of boats and vessels under given ciicumstanccs, the proper mode of loading vessels, what cargoes may be safely carried, the probable causes of collisions or the loss of vessels, the means, of avoiding col lisions or loss under given circumstances, the proper mode of repairing vessel* and of raising them when sunk, the projier safety appliances which a vessel should carry, the proper methods in which a job should be done to avoid injury, and the ideations between the master ami the crew. What remedy is suggested? As far back as 1900 a remedy was suggested by Judge Learned Hand in a paper printed in the Harvard Law Review. He sug gested that there be a board of experts, or a single expert---not called hy either side--who would advise the jury of the general propositions applicable to the case. Marine Problems -- Claim Prevention in Connection with Accident Prevention By CAPTAIN E. C. HOLDEN. JR. United States P. & I. Agency, Inc., New York City Tle speaker said in part: Heretofore, many steamship executives have treated their marine insurance costs as sort of fixed charges. Almost without qycoption, ship's masters and officers have known nothing: about the basic principles of ma rine insurance and were content to say: "Lei the insurance company pay--it won't cost our steamship company anything.' or worth to that effect In the meantime, claims increased and premiums mounted m proportion, much to the alarm of the steamship Directors who scanned the balance sheets carefully. 244 Twenty-third sinnua! Safety C ongress--National Sofety Council Possibly you have people like that right now lit your own company; in any event, it may be well to make a caretui checkup. We have found types like these who alwav* resist the safety movement, fearing that it may produce situations which would reflect on their own operating efficiency as department heads. Such is the `'human element" with which we must contend and educate in order to. re* heve mental hazards, suspicions ami misunderstandings. An intelligent accident prevention program must inevitably reflect it sell in claims prevention. At the same time, the general ship efficiency improves. There less damage to ship and cargo. Less of the ship's stores arc wasted. Crew changes arc cut down and the accident risk from new men is lessened. Cargo is better looked alter, holds a*c inspected better, and a feeing oi good will prevails that is missing in the "grouchy" organization and ship where everyone goes about with a chip on his slioulder. ' Management therefore is justified in making safety an integral part of its entire organization. An efficiently administered accident program may be a decisive factor in claims prevention. Ways and means for the prevention of false and fraudulent claims arc tainted out. Ship's safety committee meetings become forums foe the discussion of both accident and claims prevention measures, accidents are immediately investigated, witness statements prepared, and the true facts of the case determined. In this manner the interests of the shijxnvuers become lull protected Otherwise, experience has proved that a certain class of so-called "negligence law* vers'' will succeed in constructing circumstances involving possible ship liabilities which may not have existed originally, ami to the manifest detriment of the owner's interests. A well-known marine authority has accurately stated the case as follows: *'Xo self-respecting American shipowner object* to proper compensation for the employee wlio is injured id the line of duty wlten it can be shown that respon sibility for the injury rest* upon the uwinrr, But the business of collecting dam age* lias assumed such proportions that it seems the owner is justified in some times wondering whether he is working to support lmmelf and his employ ees ur tor the benefit of that branch of the legal profession which, it is conservatively intimated, ultimately receives at least one-half of the inore than a million dollar* l>aid out annually by American steamship companies in court awards and legal fees hi personal injury litigation." Court* arc supposed to be institutions where eases can be arbitrated. Theoreti cally they are, but in practice they are arenas where counsel for defense and plain* tift hittle like gladiators for the causes of their respective clients. It is a game of wits, and frequently the negligence lawyer will resort to plain trickery in which the actual facts in the case are so distorted that they can hardly be recognized. The steamship owner fights for the protection of hs interest*. The lawyer for the plaintiff wisltcs to get a* much as he can, supposedly for his client, but everybody know* that the larger the damages be is able to get, tire greater is his own per sonal remuneration. It may not be amiss to say, in view of the situation involving many claims that are going into litigation, that the steamship owners must give serious con sideration to the amendment of the present laws or the adoption of compensation law*. The system as mm- existing is not only unfair to the employer, but grossly unfair to tltc empuloyeu. Allowing the system to continue is encouraging unethical practice* among professional men and a waste of dollars and cents in business. It is true that these arguments may have little or nothing to do with accident prevention as interpreted generally, but the:, have much more to do with the subject than could be suspected when and tf carefully analyzed. This practice of obtaining money by the mean* indicated above encourages carelessness, encourages ' fake claims,** encourages accidents, and you will never be successful in having an organization fully safely-minded until yoo remove from the minds of tlse employees this suptx&cd "pot of gold*' at the end of the rainbow, which is painted for many seamen by negligence lawyers Fighting this practice is a part of the safety pro gram, because it is the very Itaekbone of safety morale, and-unless it is recognized the safety program will l>c bound to result in a sorry failure. ADJOURNMENT TIV H NTY-THIR /> A N N V A L S 4PETY CONGRESS NATIONAL SAFETY COUNCIL Meat Packing, Tanning and Leather Industries Section Officers 1933-34 General Chau man---HaHKY W. Hkixs. Broun Shoe Company. St Louis. Mu Vue Chairman--]<uns LaUkrma.v. Armour and G'mpanv, National Stvrk Yards 111. ' Secretary--E. J. McCann, Jacob E. Decker & Sons, Mason City, Iowa. News Letter Editor--A. C. Michbnkr. John Morrell ami Co., Ottumwa, Iowa. Engineering Committee Chairman--Harold M ToomIis., Armour and Company, Chi cago, III. Membership Committee Chan man--A. Sierevklc, The E. Kahn's Sons C>., Cin cinnati, Ohio. Poster Committee Chairman--.G- Rhoads. J. E. Rhoads & Sons, Wiiming ton, Del. Program Committee Chao man~\\ u.sox Palmer, Lulled Shoe Machinery C<>tp., Boston, Mass. Publicity Committee Chairman--Uvor.m L. Clove*. International Shoe Co, St Louis. Mo. Statistics Cmnnttiicc Chairman--J L X'ei.Sun. Tanners" Ccuncd of America New York, N. Y. Members at Large st. y. Bumvahh, Swift & Company, Chicago. Ilf. L. E. Drews, Libby, McNeill & Libby, Chicago, HI T. H Jonks, American Hair and Felt Co., Chicago, Ilk W. K McClkcuan, Armour and Company. Chicago, IU. Dean Monevmakeu, International Shoe Co, St. Louis, Mo. R. R. Roach, Geo. A. Hormel & Co. Austin, Mum. H. G. Scit^rjMii, Schaffuer .Bros*. Co., Erie, Pa. Franc&s E- Silbaucji, R. N, Oscar Mayer & Co., Madison. Wis. . Henjuv IX Teht, Institute of American Meat Parkers. Chicago. 111. 245 246 Twenty-third Annual Safety Congress--'National Safety Council MONDAY AFTERNOON SESSION October 1, 1934 The opening session ot the Meat Packing, Tanning and Leather Industries Sec tion was called to order by Vrice-ChaLrmati John Laucrman, Armour & Company, National Stock Yards, Illinois, who presided. The chairman introduced Mr, Elmore W. Phelps, General Manager, Cleveland plant, Swift <8: Coouiany, who made a brief achJrt-sS of welcome on behalf of the Convention City. Chairman Lauerman then psesented a brief "Resume oi the Year's Activities*" outlining the work of section officers and standing committees during the past year and commending the members for work well done. He then introduced Ue first speaker. Physical and Mental Qualifications of a Safe Worker By H. F. WILLHITB Safety Supervisor, Brown Shoe Company, St. Louis, Mo. The speaker said in pari; in manufacturing there are two fundamental 1wiz ards of operation--machine failure and man failure. Of the two, matt failure by fat tf*e mure important, because of tire intricacies in the physical and mental make up of the workers Jf an accident ran be prevented by a mechanical guard or by carefuluexx oai the part of the operator, it is an axiom that the safeguard should always be provided, it is more economical to put ou a guard than to be con tinually educating and supervising employees. However, we have found, to our sorrow, that the vast majority of accidents occur, not because of the unguarded machine, but because of the unguarded human being operating the machine. The safe worker should, first of all, possess a body free from defects which will prove detriiiwiilal So his daily work. Probably of greatest importance is the. ryexight Clear vision is absolutely imperative when machine operation is in volved The safe worker should also be above normal as to hearing, bis heart and lungs sltould be in tip-top condition, blood pressure normal, and he should not be suffering from disease. As for the mental qualifications of this ideal employee, the man should be well balanced. By this we mean intelligence above the average, or the ability to leant, he able to analyze the situation, coordinate the working of tm mind with the func tions of his body, have tire power of making a decision aud the will-power to abide by it. He should be free from emotional disorders. He should have the power of concentration on the task at hand and the ability to develop defense mechanisms bo prevent divergence of thought from his work. One of the main safeguard* that industry has foe the protection of its man power s in the proper selection and placement of employees. We have found that a certain percentage of our employees have mare accidents than others. Our prob lem resolves itself into jwoperly selecting the employee for the Job. The jhtcemploymcnt physical examination, if properly given and duly recorded, can elim inate |KstbilUy of old organic disorders of new employees being flaunted in our faces at a later date in the form of claims for injury or occupational disease. An other advantage of a physical examination is that it enables the employer to place the new employee in a position for which he is best fitted by his physical characteristics. In testing applicant' a* to characteristics outshle of the realm of the purely physical, general intelligence, perhaps, is of the most importance. We do not mean book learning, but the ability to commit to memory, adapt one's self to unusual situation?.. use common sense, be attentive and persevere. Innumerable testa have been devised for clinical study of Intelligence, but as yet none has been perfected M-hich is adapted to the selection of a group of employees from a mass of appli cants. Thus far the procedure is too exacting, too cumbersome and too much a child of theory. But eventually we shall find & satisfactory method. What wc are going ,0 Have to do is for each one of us to study the type of individual most Meal Packing, Tanning and Leather Industries Section 247 successful in our particular lines of work. This, necessariiv, will involve a general job analysis in the same manner that is employed in fitting a sl*oe to tlic foot. What tests are necessary in our respective establishments is a problem which must be worked out by each of us independently. These tests need not be of great dura tion, nor of searching character. The all-round employee who ranks above the average ui the majority oi the tests, is the ope to whom preference sltould be given, because he is most likely to succeed on the basis ot his balanced mental litc. The emotional life of the individual is also important, This is a field which has opened up only recently^ and it is one winch is being considered cihmc and more by personnel managers interested in the proper placement of new employees- It is hardly necessary to point out the folly of exposing a highly strung or emotion ally unstable individual around moving machinery. Tltc emotional suability may be tested by requiring an applicant to perform certain simple acts, as previously directed, despite distraction of certain noises or Hashes of light. ' In the proper placement of ail individual, another clement must be considered The employee should be able to withstand muscular fatigue, should have k*x*1 re action speed, and a proper judgment of space and distance. Tests to determine these abilities arc of simple nature, but at the same time require ;uxurai\ in giv ing the tests and correlating the results. As an example, a system m weight' may he devised for testing resistance to muscular fatigue. A siring is attached to thp fmger of the subject, the arm is strapped to . table, and scibicct is required to lift a senes of weights attached to the string w ch runs over a pti!l<-v. A fatigue curve can thus be determined. Reaction texts aie simple and easily ftivm hy means of a system of lights, manipulated hy switches. The subject is instructed to tap a key as soon as he sees a certain signal from the lights. The time lictwcen the flash and the contact established by the subject's kc\- can thus tw established and results obtained compared with those of other applicants. Industry owes to itself and to its employees that no means he spared wiwrchy a thorough understanding is established between the company and the worker. A new man conies into iudustiy suffering from a series of misconception*, and full of fear of his ability t-o meet conditions. The accident liability of the new cmployee rests primarily on tack of skill and nervousness. He realizes both of these an<l unless he is put at ease immediately and helped to fit into the general scheme of plant operation, he is a hazard, not only to himself, but to fellow employees He should be thoroughly trained mi lire operations for which he is employed* tl*e haz ards. of the operation pointed out to him in each detail, and he must lx* made to realize that for a while he will make the same mistakes that all new operators make. His foreman can be either an aid or a stumbling block in his progress. In general, we have been considering up to this point the employee and the hest method for bis selection. Let us now try to visualize the responsibility of the employer, once the man begins work itt his plant. Tire employer's responsibility should extend to the point where he makes an honest effort to develop the human machine that be ha> set in motion, in the same way Oiaf be would bend bis energies to the development of a fairly satisfactory, but not entirely efficient, piece of factory machinery. And in this development the foreman again can play a most important part. In addition to other responsibilities, he should !>c instructed to keep an eye on his employees, new ami old, and to be ever watchful for decreased production and accident proneness. Generally, tlicsc last two factors fto hand-in-hand. There is something bollicring the worker. He may be ifje victim of worry over home conditions, finances, lack of work, or improper treatment. None of us i a normal human being unless wc are of tle ultra-conservative tvpc, Tle essence of normality seems to be that of a balanced condition which* promotes controlled utilization of our temperamental mecltanisms. Wc go from the low ebb of depres sion to heights of enthusiasm and vivacity. In some individuals the swing is ninth more pronounced than in other* and unless the general emotional level is at a very low ebb. the more constant the cmolioual life the better. Employers must realize that workrrs are absolutely incapable of leaving outside of the factory each morning, all worries, fears, angers, and other emotional factors They must, oi necessity, carry these with them the greater part of the day. and as a consequence, they are placed at the mercy of their emotions. Dr. Rex R Hersev, of the Uni versity of Pennsylvania, has aptly said that the man who is well adjusted in his 248 Twenty third Annual Safety Congress---National Safety Council home ami outside of it, and who poxschsc* physical good health, is less apt to have those moments of mal-adjustmcut during which an accident develops. In addition to inaugurating a constant supervision of his workers, the em ployer should go farther and endeavor to msttll in them the thought that live com pany is interested in tlxrir welfare. First impressions arc usually lasting and if a new man enters an atmosphere of safety where bulletin hoards, safety rules, ade quate guards, and proper supervision are present, immediately he is impressed with tire fact that he is not being led as a lamb to tlie slaughter. His Health and gen eral welfare are being ecMVsiderrd. He sees men al>out him doing their daily tasks with an eye ever to safety and receives from them a pat on the back and a word of friendly advice as to five operation of his machinery. , Report of the Nominating Committee At tiiis point the Chairman called for die report of the Nominating Committee, and new officers i>r the Section during die ensuing year were nominated and elected as follows - General Chairman--John Latterntan, Armour and Company. National Stock Yards, 111. I'ice-CIiaimtan--Wilson Palmer, United Shoe Machinery Corp., Boston. Mass. i ke-Chainnan--K. J. McCann. Jacob E. Decker & Sons. Mason City. Iowa. Secretary--C. B. Majjrwlcr. The Wm. Schludcrbcrg-T. J. Kurdle Co., Balti more. Md. AVrei Letter hifitor--1.. O Green. Wilson & Company, Chicago. 111. linyhtccrhi*) Committee Chairman---HaoU' M. Toonil*. Armour and Company, Chicago. III. Membership Committee Chairman--A. A. Sicrcvcld, Tlie E. Kahn's Sons Co., Cincinnati. Ohio, Foxier Committee Chairman--Philip G. Rhoads, J. E Rhoads & Sons. Wil mington, Del. ... . .. Pnn/rom Committee Chairman--Henry 1). Teflt. Institute of American -Meat Packers, Chicago. 111. Publicity Committee Chairman--H. G, Schaflfncr. SclialTncr Bros, Ca, Eric, Pa. Statistics Committee Chairman---], L, Nelson. Tanners' Council of America. New York. N Y. Members at Large-- _ N. U Braiuard. Swift & Company. Chicago. 111. H- L- Clover, International Shoe Co.. St. bonis. M^. E. E. Drews. Lihb>\ McNeil! Libby, Chicago. 111. Harrv W. Ekin*. Brown Shoe Coiunany. St. Louis. Mo. T. pf. Jones. American Hair and Felt Co., Chicago. IH. W. F. McClellau. .Armour and Company. Chicago. IH. A. C. Michcocr. John Morrell and Co., Ottumwa, Iowa. Dean Moneymaker. International Shoe Co.. St- Louis. Mu. I?. E. Roach. Geo. A. Hormel Jt Co.. Austin. Minn. Preventing Accidents in-the Meat Packing Industry By CHARLES G. BARTH Safety Engineer, the Industrial Commission of Ohio, Division of Safety and Hygiene. Columbus, Ohio The speaker said in part: In tlie meat packing industry many dangerous ma chines arc in use. However, they arc being made less dangerous in recent years, due to advanced engineering efforts, both from a production and a safety viewpoint. One of the* most Iwzardnm machines is tlie enterprise liasher Experience has taught that icgurilcs oi the sue of tlie feed table around the i>opj>er. which was designed to keep the operator's hand from terming in contact with the feed spiral, the operator will |>crsi$i In standing on a platform, should lie be permitted to do so. Meat Packing, Tanning and Leather Industries Section 249 where lus hands may come iu contact with the ivvd spiral when crowding meat into the Jiomr. 'I here is. I understand, now on the market a new machine for this work, wlmse dangerous prts are so well enclosed that Imards. arc reduced to a minimum, and this machine is also provided with an automatic stop wliich operates upon very slight pressure. However, the safe manner in which the older upe ot machines should be operated i to give instructions to the winker not to'crowd meat into die hopper, but to feed an amount constantly that will be sufficient t*j adow the free movement of meat by the feed spiral to the knives Mixers are anollrer type ot Irazardous machine ami I know of two ease* where men met accidental death in them. In ooe case the operator attempted to dean the blades with a scraper while the machine was in -motion. In the other case a mechamr who was making repairs cm the machine failed to puli the fuse? or lock the switch open as he had been instructed to do. In some undetermined manner the switch was thrown in and the machine started. I understand that in-the newer types of these machines the mixers are now being equipped with a cover so arranged that when this cover is open the machine cannot be operated. All sausage stuffing machines should be equipped with steel safety rings, securely and rigidly Mud ti the cylinder, so as to prevent plunger from over-traveling and leaving the cylinder. All an control valves sliould be so placed in lines at stuffers that the worker can not accidently operate tlie valves when cleaning tlie plunger. . All revolving circular meat and bone cutters should be guarded with hoods to as great an extent as possible. The revolving cutters on tlie haircut slicing machine slamld be almost entirely enclosed, ami visible cutting jiarts should he guarded with a transjtarent glass shield attached to tlie Frame- Band saws in the meat cutting department should he guarded AJl maehsties ail equipment in u-m.- for mamtcnance work in and around the plant, stick as ruackinc tools in cIk- machine shop, should l>e guarded, emery wheels should he hooded, ami goggles provided for grinding operations All woodworking machines. such as rip. entsscut and swing saws, jointers and other machines, should he guarded, and all teiuixwary scaffolds should be safely and substantially erected. Laundry installation in meat packing plants lias been tlie means of a worker sustaining a serious injury when not safely equipped. Washing machines should he equipped with an interlocking device that will prevent the inside rvltiukr from operating when tlie 'iuter door on the shell is open. It should also* prevent the door from being opened while the inside cylinder is in motion. This, however, need not i>revent the movement of the inner cylinder under the ojxratH*) of an "inching device" Doors or covers on tlie inner cylinder and outer shell should also he provided with a means of holding the doors open while the washer is being loaded or unloaded. Extractor* should also he cquip^d with an interlocking device, so that the exit actor basket cannot operate when the cover is upon. On old installations where this equipment is not |ossible. rigid supervision must be exercised and instructions given to employees not h insert hand or arm in tlie extractor when it h 'm motion. Extractors should he operated at no greater speed than that for which they were originally MU and the basket sliould lie evenly loaded lor retaining balance. Due to the wet conditions around a meat packing plant, electric hazards result ing in shock are many. Therefore all wiring should be in conduit ami armored cable and all switches enclosed in safety switch boxes. Open knife switches should not lie tolerate*!, and when wiring becomes exposed due to worn cable or insulation, it should lx.* replaced with new wiring. Overlicad rails should Jx> provided with safety stops for open switches. Switches sliould be frequently inspected and k. n in a safe condition. ` Among the many saferv problems confronting the meat tracking industry i the verv $cWou> hazard of knife cuts, which are difficult to guard against. Experi meats have been made with glove*!, by having workers wear them tor various ojierations: however, the woikei iu many cases discards the gloves for one reason or another. In my ..pinion, this is a matter of safety education, in which the human element enter)- to a very large degree. Many cuts to the right hand arc caused by the knife -dipping, doe to greasy hands, or the point of the knife blade coming tn contact with a hard object, such a* a bone; or should tix- gvr> on the knife be relaxed the hand mi^ht jjatis over the knife blade nr the knife point 250 TwcnlY-thirJ `hmuai Safety Congiess--National Safety Council strike the edge uf a l*ot water Ixjx when dipning Wade in hot water. Stub knife cuts usually result i serious injury and guards ol various types have been devised to combat this class of accident Workers should be instructed not to keep the kiitle in the Iwnd while placing product on table, as mam injuries arc sustained by fellow workers as a result of this unsafe practice. When necessary for a worker to go from one detriment to another, l>e siamid not be permitted to carry his knife ojxmly. but should carry it a leather or canvas pouch. Good housekeeping conditions arc absolutely essential for the prevention of accidents, and the incentive for good housekeeping should come directly from the chief executive of the organization. Wlien the head executive insists upon nealucss and orderliness, you may then expect to find a neat and orderly plant. Rubbish, greasy rags, old paper, old shoes, and refuse in general should not be thrown around promiscuously, under benches, in dark corners, tn locker rooms, or under stairways, but metal receptacles should be provided wliere these articles may be deposited. All material and stock should be piled in a safe and not too high manner Ladders should be checked over and those which are broken or unsafe should he repaired or discarded. Stairways should be kept free and unobstructed, aisle space should be maintained of sufficient width to permit (he safe passage Of trucks and workmen, and no material of any description slnvold be stored in aisle *l>acc. even temporarily. The general lighting facilities throughout the plant should be adequate, including ail workrooms, stairways, cooling rooms, etc. . All meat packing plants should be provided with a first aid room adequately et|uipi*d |0 rentier such aid to an injured worker, and the room should be m charge of an efficient and capable person. A medium sized plant should have a lull time nurse in charge of the first aid room, who can be either a graduate or practical nurse, and the larger plants should maintain an emergency hospital with a physician in charge WEDNESDAY MORNING SESSION October 3, 1934 Preventing Falls and Strains in the Tanning Industry By E. W. WHITE Consulting Superintendent, A. C. Lawrence Leather Co., Peabody, Ma, The speaker said in part: An examination of tl*c accident records of a large tannery employing approximately 2,000 persons and handling light, medium and heavy skins mid hides, stiows that strains caused 16.3 per cent of the lost-tune accidents and 4 per cent of the no-lost-timc accidents. Falls cause 5.8 per cent <>l tlic lost-time accidents. . The following mctliods are carried on in one tannery to prevent accidents. The plant Fire Marshal makes a monthly msjiectiuu of Ute entire plant for all kinds of hazards, such as unguarded machinery and ikxk condition of floors and stairs. A copy of his report is sent to each superintendent who is expected to correct all conditions in accordance with the marshal's recommendation. A safety committee of employees bnd foremen is divided into groups of three. Each group inspects a section of the plant monthly, going into each room and taking ail the time necessary to examine guards on machinery, machines, floors, stairs, mctltcds of handling materials, lighting systems or anything else they may see. A copy ot the report ami recommendations of this committee is sent to the departmental snjwrintcndcnt. He is required to report in writing to this com mittee before tlic next mspeotiuu that all recommendations have been carried out, h eivc a good reason wh> he lias not done so- Whenever an accident occurs that may cause lost time the chairman ol the Safely Couimittec is immediately notified and he calls the members together for a prompt investigation. A report with iccommcndations for improved conditions is made. A report of every accident, tie- matter how slight, must be sent at once to the Medical Department by the foreman. Meat Packing, Tanning and Leather Industries Section 251 Holes in floors, broken stairs, improper platforms, weak ladders, poorly drained floors, and poorly lighted rooms are frequent sources ot accidents ami mav now be considered occupational liazatds until the management lias done all k reasonably can to correct them. All stairways or rooms that are naturally dark should he lighted, and burned out lights should be promptly replaced. It is good practice to paint the walls and stairways and cellars with white paint, as this helps to remove shadows and dark spots where one may trip or stumble. High heels, or heels that are worn dmvn on one side and looselv tied choc, tnay easily be the source of strains and falls, particularly on stairs. It h a pan of every foremans job to see that safe slxxrs- arc wwu by men ur wuinvu in his department. Assuming that the management has removed the controllable sources of accidents by guarding the machines, having wheels of trucks oiled, keeping floors ami Mairs in good repair, proper lighting, good drainage of floors, a supply of good ladders and in general by good liousckceping, there remain two methods by which we can help to eliminate falls and strains in the tannery. The final and very important and perhaps the most difficult mctltod is tlic education of the entire organization m the way safety measures should he applied and the need ol their constant application. This refers particularly to walking over wet floors, going np or down stairs, awl in the proper application of muMuLr exertion. The size and weij. i bundles of leather are generally governed b\ the amount one man or in some cases two men can handle. There U a right and a wrong way of lifting heavy objects. Ii` one attempts to lift a bundle by the hand and arm muscles with the arms extended and the rest of ihe ho<!y nearly rigid, the eHort is likely to l>e wasted or a back muscle strained. The knack of lifting a heavy .load is in the coordinate me of the muscles of the arm back ami leg. This applies with equal force to pushing ami pulling hntvv loads. The fore men should see that new men are taught to observe these rules. The foremen should also sec that no nun is required to move an object that, Idealise of ju shape or weight, calls for the combined efforts of two or nxwc men. Point of Operation Accidents and Their Elimination in the Shoe Industry By MAJOR C. T. CAHILL United Shoe Machinery Corporation, Boston The speaker said in part; Some years ago the most serious point of opcrnttmi accidents in the shoe industry occurred in connection with those machines which were used for clinking, or dicing out. by means of dies. These arc the machine* which arc used In cutting out the soles of shoes from heavy skies of leather. A heavy beam, constituting the upper part of the machine, is brought into operation on pressure of a foot treadle extending the entire length of the machine, tlic die being forced through the sole leather into the cutting block. This particular operation was prolific in the shearing off of fingers and thumbs and sometime* Ilands, due first irs sonic measure to the nature of tlic die used at that lime, ami further, to mechanical defects by which the machine frequently related I the machines now available For this purpose there has been a groat improvement in the form of the die. it being deeper than the width of a man's hand ami provided with a pronounced flange on the top. The mechanical defect in the repeating of the machine has also been overcome m the more modern types of <!inking machine. In some of the larger machines there Is available tlx* two-hand trip used hi other machines in the industry. Machines for cutting or stripping are provided with a terrier guard in which there is room for tlx- material to lie slipped under it but not snificicut room for fingers to come into jeopardy. As it is necessary ttet the material should lw made of even thickness in order that the subsequent operations may be informed with accuracy, sides are brought to the required thickness cither by means of a stationary 252 Twenty-third Annual Safety Congress--National Safety Council knife splitter--of which tliere is a variety of tjites--or a band splitter machine. For machines having the fixed knife, barrier guards have been very generally used, some { the stationary character, others revolving in which there is a guard wfieel. moving m the opjKwite direction to the feed of the machine, so that lingers nr ait> other material seeking to enter the machine will be turned back by the action of this uuard. Skiving machine*, are used tor beveling to a thin edge parts of a shoe upper. The machine most commonly in use has a revolving disc shaped knife with feed rolls of similar size and character immediately underneath it. This machine was at one time a prolific means of injury to the hands of operators. It has now been guarded, a circular guard entirely protecting the edge of the wheel, with the excep tion of the immediate cutting point. ` Another machine has come into quite extended use for doing away with Uk skiving and folding of edges, a small heated iron heing brought into contact with the raw edge of different parts of leather that form the shoe upper. In this machine the hot point of the machine is protected by a small guard above the feed with a projecting set screw that wards off any encroachment oil the part of the hands of the operator. For the edges of soles as well as heels ordinarily trimmed by means of knives <f a rotary character there is a great variety of cutters. They vary with the thick* ness oi tlic material, its shape and the character which the manufacturer wishes tu jvt into the edge, such as beads and bevels. These knives revolve very rapidly. In the present heel trimming machine there is a wliecl revolving with the cutter afjaimi which the topHft of the licet which is not trimmed, is placed, and this serves to establish the point of contact and keeps the shoe from slipping away from the knives. In the trimming of the forepart edges two discs on each side of the wheel keep Ue material in contact with the cutting edges and protect the hand of the worker if it should come in tliat vicinity. There is. a van'etv of machines used in tlic industry for the driving of tacks, nails, screws, pegs. etc. They were at one time a means of injury to operators through the flving of crippled nails and the breaking of drivers. This hat liccn to a large measure remedied by more securely enclosing the driving mechanism so that accidents of this nature seldom occur. Until recently accidents used to occur in connection with the pulling of tacks. The tack has had a conspicuous place in diocmakmg since the invention of machinery, especially in the lasting of shoes In making the welt type of shoes the lasting tacks were driven hut part way in so that they might be* more readily removed. Machines arc provided for the removal of tucks* To KMO means were perfected for using little staples of fine wire, formed and driven hy the lasting machines. T hey do not have to be drawn hut are trimmed off with the surplus material. While the iw of tacks through this means has been materiallv lessened, tack pulling machines are still used. The form of guard now provided with these is of glass interposed between the operator and the mechanism fur drawing tlic tacks. _ There arc other machines, notably those for emlxissing. which present the possi bilities of accident through cither lunching or contact with hot dies. Pangcr of accident from this cause las been in a great measure removed bv the installation of suitable harrier guards ami teaching of better mctliocfe of operation. Tn the more modern development-of the machine for rolling leather, a barrier has lccn placed which is so adjusted as to allow the introduction of varying thick nesses of material and \el to lar the hands of the operator. A wide variety of huffing and scouring machine* are used in the industry in which rolls arc covered with abrasive material. Formerly the greatest indention to them was the resultant dmt winch uudnuhtcrilv w.is rcsswmrihle lor different forms of occupational disease. Hanpih now. hi most of these niachir.es. tfiey are supplied with a subside dm* gathering device which removes all objectionable particles resulting Jtojn the operation. ^ It would seem that am further advance in eliminating the point of ojiyration accident would he accomplished only through change in the mental altitude of the worker hv teaching him the Iwst and safest ntetliodx of operation. There can be lmt little question that the safety movement Ius made its greatest advance through Meat Packing, Tanning and Leather Indintrlcs Section 253 bringing definitely to the knowledge of manufacturers as well as operators the numoer of avoidable accidents which occur in the industry each vear I have in mind especially the excellent mirk done liv some'of tin: mIiov niamr tacturers of the country in organization of shop councils, the publication of bulletins, containing in some instances a detailed statement of accidents, their came and severity. Through this means oiscrators have been aroused to that sense of i-rsoual responsibility in which the greatest care is taken to avoid ihc criticism m their fellow workers in any carelessness whicii results in upsetting tlic otherwise Hawless record of their particular department. The Human Side of Industrial Medicine By DR. GEORGE 3. GILPIN ,, Swift tk Company, Cleveland, Ohio The speaker said in part; The human side of industrial medicine embraces the fact that the corporation has employed a doctor to practice medicine with his fellow employees as patients, and that the traditions and ethics of the profession :.!ujuM hold good in the plant dispensary no less than in any oilier place where doctor am) patient get together. . I" order that tlic human side of an industrial practice may best assert itself, it is essential that the plant physician conduct himself in hie daily work in much the **,nc manner as the successful doctor engaged in a private competitive practice. Brusqocness. impatience, carelessness and itKltffereuce are as much out of place in the plant as they would he in the private consulting room. We must also admit that patients cannot be handled on a mass production plan They arc not auto mobiles on the assembly line, nor dumb animals nn the processing floor of the modern meat packing plant. Our fellow employees come to us principally for one of three reasons. They arc injured, sick, or seek medical advice or information on some subject not directly connected with tlieir work. In talking with mv pioitssional friends engaged hi this work. 1 have learned that most of os arc optimistic regarding our fellow employees as patients. I have learned as the years go by that the man or woman in the plant, shop or office does. in the great majority of cases, make a mighty good patient and otic deserving of die host efforts on the part of the physician. It docs not take a great deal to please these patients. Give each one a little time, ordinary courtesy and thoughtfulness, an implied and actual Interest in their troubles, and they are satisfied. This must be qualified with the admission that not every one is satisfied. Some of the employee* may have no particular confidence in their doctor in the plant, and a few may even dislike him. but if the physician conducts his work with due regard to its human side, he will usually enjoy a satisfactory average of friends. Everything else being considered, it is proliahly safe to say that the plant physician's value to his employers is in direct proportion to the informal and friendly confidence existing during the course of his professional contact with hi* fellow employees. I,et us consider the injured workman. Any one type of injurv may he almost exactly alike and affect precisely the same parts of the bodies nf a given number of natients. But an important lesson to leant is that each patient will have an entirely different reaction to this injury. One patient mav be a veritable stoic and make light of a somewhat serious, iximfnl ami disabling injury, am! the next mav ao Into hysterics over a minor fiiiaer cut The human equation sit industrial acci dents is &'component part ot the human side of urn practice. We have always to War in njiud that what seems to us to be a trivial routine minis may be mumnfivd a hundred fold ?n the mind of tfr natient. We have to lay aside our own reaction* snd bow to oor patient's opinion in many of these casc.%. T<> practice industrial surgery humanly and humanely in the hurried atmosphere of the bmv plant' di*, pensary requires plenty of Uct,. human nnderstaiKlina and tolerance. 'The iloeior can not treat the injury and ignore the nstktit. Gentleness and patience must hand in liaud with the mevlianical *ide of our work, even in Midi routine matters as dressing a cut. removing a foreign body from the eye. or lancing a wjierfieial 254 Twenty-thud Annual Safety Coiiyrcss--National Safety Council skin infection. Unnecessary roughnes* will cause unnecessary pain and both of these the patient will resent even though the injury itself be successfully treated from a scientific viewpoint. In order that the proper confidential relationship may exist between the doctor and the injured employee, it is of the utmost importance that no suspicion of dis crimination or unfair dealing arise in respect to the right to receive compensation and to have ample time for a proper recovery. Taking ordinary human nature into consideration, it follows that a certain amount of this suspicion is bound to occur. A few patients infer that Iwcansc the doctor is paid a salary by tlic company he is going to seize every opportunity to discriminate against the employee and in favor of the company in compensation cases. There should be oo just grounds for suspi cions of this nature- The corporation rightfully expects the doctor to keep his eyes open for imposition and malingering, but is not looking for any unfair favors from the doctor to save a few dollars in compensation. If the corporation physician adopts an habitual hard-boiled and cynical attitude in these compensation cases, he will eventually be of no more use to his employers than to his patients, simply be cause he lias cast away the human side of industrial medicine. True malingering is extremely rare, which adds to our optimism. Exaggeration is occasionally met with. Most of this is unintentional and due to the patient's hypersensitive reaction to injury. The lower percentage of intentional exaggeration ot an injury for Use purpose of obtaining excessive compensation or prolonging the return to duly lias to be handled firmly. In discussing the human side of our work we consider next those patients who come t us for illness. In many respects this is possibly the most difficult and try ing work that confronts us in the plant dispensary. Too niuth is expected ot us in a large percentage of cas. \Vc rarely have sufficient lime for a thorough diagnostic examination, ami we arc often confronted with vague and obscure com plaints which tin: private practitioner, who expects his fee, never sees. In many instances wc, see illness in a much earlier stage than does the family doctor, before some definite sign or symptom has developed, and it is difficult for us to tell the patient just what his complaints indicate or what Ibev might develop. A few of Aur fellow employees arc possibly ratlxrr too apprehensive about their various aches and pains, and I confess that it takes a certain amount of patient resignation to listen to these oft repeated complaints. Our patients seek us. however, in good faith; they want and expect something from us, and unless we cling tenaciously to the human ride and cast away the temptation of indifference or carelessness, some embarrassing or even tragic mistake might happen sooner or later. Diagnosis, rather than treatment, must remain the essential part of Our effort# lor the sick employee. Wc must try to separate those who arc really ill or about to become ill, from those who only suspect that they are ill. To an extent neces sarily limited by our time and equipment, wc must actually examine these patients. By taking advantage of an acquired judgment of human appearance and human nature, plus the use of eyes, hands, stethoscope and thermometer, we can be of some service in many of these cases. _ As might be expected, our fellow employees quite often seek information and assistance concerning medical matters entirely aside from the routine company busi ness. They come to us with an infinite variety of questions concerning not only themselves but also any member of the immediate family, other relatives and friends. An employee whose child needs a tonsil operation ainl who cannot afford the neces sary expense, seeks our assistance to secure admission of the child tnto the tonsil clinic. Tiie young husband auks us to recommend some physician to care for his wife in confinement. Someone else hurries down from his work and asks us to call tire hospital and inquire about his mother who has just been operated upon. The human side of our work demands that we be ready and willing at all times to act as a medical information bureau to the best of our ability. All this comes to us because thrre is nothing formal about the plant doctor's office It is usually not necessary to interview a secretary before the doctor can he seen. The door is open ami the service U gratis. ADJOURNMENT TW RNTY-TH1RD ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUN (.. / /. Metals Section Officers 1933-34 General Chairman--E. F. Blank, Jews & Langhliu Steel Corp, Pittsburgh. P;< yici-Chairmm--J. A. Voss, Republic Steel Corporation, Younitstowu, Ohio. yice-Chairmaa--H. VC. Dakr, Bcthlehent Steel Company. Johnstown, Pa. Secretary m4 A'etes Letter Ihlito,--A. Buy>uiST, The Youtijr.touu Sheet and Tube Company, East Chicago, Ind. hngUiecriiig Committee Chairman--}, it. Comattr. Bclltidn-m Steel Com^uy. Betiiclcbctn, Pa. Health Committee Chairman--Da. R. C. Engel, 11k Conitt.ti. McKumey Steel Company, Cleveland, Ohio. Membership Committee Chairman--H. A Ctutu*, Continental Steel CtNp., Ko komo, Ind. Poster Committee Chairman--\\. L>. SreuiuT, Keystone Steel & Wire O' Peoria III . ` Program Committee Chairman--C. M. Ali.kn, The American Rolling Mill Cu. Middletown, Ohio. * PtlltKcily Committee Chairman--A. M. Lytle, Tire Newton Steel Continue. New ton Fall*, O- Statistics Committee Chairman--C B. Rai.stox. Pittsburgh Plate Glass On. Pitts burgh, I'a. Slides and Safety Kinks Committee Chatnnan--J.. A. OAxrtJ., Carnegie Steel Com pany. Pittsburgh. Fa. CounUry Committee Chairman--F. G. Bratim, The Buckeye Sled Castituts Cumpany, Columbus. Ohio. Railway Car Builders Committee Chau man--P. j. Brand. Pullman Car & Manu facturing Corporation, Pullman, Chicago, II!. Members at Large-- L. S. Adam. Hubbard Steel Foundry, East Chicago. IiuJ. J. A. Column, National Radiator Corporation. Johnstown, Pa. H. At. Croghan, Inland Steel Company, Hast Chicago, Ind. G- A. Davts, Illinois Steel Cc.<m*aiy. Chicago. 111. Joum P. Eie, Illinois Steel Company, Joliet. III. E. A. Ellis, Wheeling Steel Corp.,, Wlweling. \V. Va. W- T, Films*, The Youngstown Sheet and Tube Co., Youngstown. Ohio. A. C. Gibson. Si>arjg. Chalfaut & Company, Pic.. Pittsburgh, Pa. 255 256 Twenty-third Annual Safely Congress--National Safety Council Ouwm \V. H\xxo, Pittsburgh Steel Co, Mouessen, Pa. O- F. H.MtvKv. American Car ami Foundry Co, New York, N. Y. S. K. Hawkks. MaeWhyte Company. Kenuaha. Wi*. 11AkrKv C,. IIkxsfi., Tlic Youngstown Sheet and Tube Company, Chicago, III. \V\ J. Jrki.am*. Kohler Co., Kohler, Wis. \V. A. Jarvis. The Chase Companies, Waterbury, Conn. I*. A. I.aukrma.v. Republic Steel Corporation, South Chicago, III T. H. WcKen.'.hv. Illinois Steel Company, South Chicago. III. D. V. Mjujauk, Intcrlakc Iron Corp., Chicago, III. W. E. Mei'.raw. H H. Robertson Company, Pittsburgh. Pa. RoBfnr L. Schmitt, Louisville Car Wised and Railway Supply Company, Louisville, Ky. J. K. Stafford, Mississippi Valley Structural Steel Co., Decatur, III. MONDAY AFTERNOON SESSION October 1, 1934 The opening session oi tle Metals Section was called to order by General Chair man i. 1*. Blank. Jones & Laughlm Sled Coriioratiou. Pittsburgh. Pa., who presided. Clmirnian Blank mlrodnctd Mr. Donald B. Gillies, President, Corrigan, McKinney Sled Co.. Cleveland, who made a brief address of welcome on behalf of the Con vention City. General Chaimum Blank then presented a brief '`Resume of the Year's Activi ties'* of the Metals Seciioit, giving in some detail the activities of officers and chairman of standing committees, whose work for the Section was highly valued. Chairman Blank then introduced the first speaker. Practical Safety from an Operating Standpoint By G. D. TRANTEK General Superintendent, Middletown Division, The American Rolling Mill CoMiddletown, Ohio The speaker said in part: If we seek the solution of ific accident problem by tlic same metlwds used for operating control, we will more quickly improve the plant safety record. For example, safety rules must be regarded in the same manner as oi>crating; rules and practice. Some years ago, safely gates had been iiisuUvtl in the rear of open hearth furnaces for the.protection of men working oil tap holes and runners in a certain plant. The safety appliance was not accepted wholeheartedly by the furnace men "until a helper fell off tlic fwrkntanding and was family injured. But after this accident, the gates were always in place. Here is another case. A gas maker wr>s seriously injured during the burn-out of a gas producer. Investigation of the accident disclosed that the man had^ previ ously received a number of minor injuries whale working on this particular job. It further developed that he was tmanited to this type of work because of age and previous training. If this man's foreman had considered these minor injuries in (iic liojit of a danger signal ami transferred the man to a less hazardous job. this accident would have been prevented. Discipline in accident prevention as well ns m operation shook! be resorted to onlv when other means fail. Men usually resixind williogly tu proper inspiration aiul leadership. In case of a violation of safety rules, a word froip the superin tendent to the person who committed the act goes a long way. In going about the Metals Section 257 shop or department the superintendent may note a practice which las escaped the attention of the foreman. Unsafe practices should he handled at the moment and not allowed to continue. It is an indication of lax supervision whew an accident occurs due to unsafe practice of long standing. Acting on safety violations cnU after an accident occurs is ou a jar with "locking the stable door after tin? horse is stolen. ' Industry is now confronted with the problem of absorbing mam new and in experienced workers. Many former employees, who were re-hired/lad lost their skill through months, and even years, of inactivity in their particular line of work. On the other hand, many young persons have been employed who were without any previous manual or industrial experience. Their desire to turn out a good day'* work through fear of not rendering satisfactory service has often resulted in personal injury to themselves or their fellow workers. We cannot simply throw' the new men into the rapidly moving stream of pro duction. and expect him to carry on by sheer native ability. It is thy job of die superintendent and the foreman to train these newcomers* Tlic new own need* job training, iiot only in the manual performance of his work, hut ab> job training from the standpoint of how to do the work safely. Job training and safety trainm*.' arc closely related subjects that apply not only to tlte newcomer, but also to the more experienced worker. The question arises as to the best method for training the worker, (a) Indi vidual instruction by the foreman, including a talk to the new man during which the hazards connected with hi* jorticular job will be {minted out. (b) Additional instruction by the skilled fellow worker, w!k> will offer the new man the benefit of Jus long experience and conviction of the value of safett work. fc> The example set by the foreman himself, whose aititurie and conduct with respect to safety rules liave a great influence on the men. In addition, introductory meetings, in* which groups of new men are called together, coffer an excellent opportunity to impress the new employee with the importance of personal safety. Such meetings mav he addressed by the Personal Service Director. Safety Supervisor, and a plain execu tive. In addition to the safety discussion, a talk on company policies, opportunities for advancement, and genera! information pertaining to the company's products will give the new member a broader perspective of his job. When the new man reports for the first time, he should V*e thoroughly instructed as to the hazards and safety features of the work. As a reminder to tfie foreman, a printed slip or form may be given to the new man. stating that lie has been properly instructed on safely. This slip should be signed bv the foreman and re turned to the Safety Department after the man has received the nccessarv instruc tions. " Training an organization cannot be accomplished over night. Months and '-ears are required to develop a highly trained and skilled group of workers Neither can training be accomplished bv pottin* the works with a lot of printed ``don't*.*' in the expectation of stopping accxlents. Effective safety training: require* * more *personal and direct appeal. Neither win books of published rules stop accidents. Men must learn to work in a safe manner instinctively, just as they learn to operate a machine or other piece of equipment. Small group meetings for the discussion of tlic various safety problems of the department, in which the new man is encouraged to take (art and ask questions. Is usually an effective method. Safety campaigns are of doubtful value. While they serve to stimulate the safety movement, it is usually only temporary and there is a relapse shortly after the cam paign is over. A consistent safety policy is die surest means to a satisfactory acci dent record. ' First aid training should be a feature of the program. Resuscitation, handling of the patient after an acrtdrm occurs and how to stop severe bleeding should he taught to every employee. The wicx first aid methods should be reviewed fre quently in order to keep the organization in proper training. A well organized first aid Irammjt program arouses considerable interest in all phases of safety activity. Health plays an important role in the safety program. The man who Is not up to par in this respect is a fitting subject tor an accident. Health examinations, which can he made a part oi the company hospital service, often disclose minor conditions which, if collected m time, may prevent physical disability later. They 258 Tuu-niy-lhiid Annual Safety Congress--National Safety Council arc also invaluable in placing men having certain physical impairments on the proper job. Doe c'onbitIerati<Hi should t>c given to safety devices, apparel and equipment. Equipment should lie prwidvd with safety gvwuU *11010 necessary. Keeping guards in place lias liven a rather vexing pr<ihloui. Machines. will Ixr repeatedly started alto rciKurs with lire guard* left off. The only .solution is to insist that replacing the guard a feature of the rcjKiit, just the same a lubrication or giving Ik>Us the final turn. The entire hurdm tor accident prevention cannot be saddled on the slioulders of tlc Safety Director. Plant management. *uiK>rinlciideiiLs. and foremen must, back the Safely Director up and act promptly on suggestion^. The foreman's responsi bility in accident prevention should be strongly emphasized. He should be held accountable fur the iwryonul safety of his men in the same proimrtion that lie is accountable for the equipment and material within his charge. The foreman is nut only the shop executive, but also the instructor. His effectiveness lies not only in his 'ability to direct the ojarntiou, hut also his ability to properly teach and train his men. Since accident prevention is largely a matter of training, it falls directly into the category of the foreman's responsibility. Furthermore. the safety program lends itself U the daily routine of the foreman In going about the shop, making his regular check 00 quality and production, he should display a like in terest in the safety features of the work. Every means should he used to sell the idea of accident prevention to tlic urban ization. The superintendent must be sold on its value and through meetings and personal contact sell the foremen. Likewise, the foreman must pass the idea along to the men. An effective means for communication -of ideas more directly to the working personnel is through the medium of the Employee Representative Group. Safely can he made one of the topics of the various meetings between employee representatives and management. Safety trophies presented *0 various groups, whoe a mouth is completed witfmut a lost-time accident, are a good publicity plan. Plant order anti rlcan-up play an imjiertant part so accident frequency. Scrap, rubbish ami debris allowed to accumulate m aisieways and working: areas present venous safely hazards. A clean and orderly plant is an inspiration to the personnel to turn out good workmanship. Occasional inspection of lockers and out-of-tlic-way places is effective in promoting good housekeeping in the diop. Periodic safety inspections serve a very good purpose. The personnel of the inspection committee or group may vary according to local policies. An effective plan is to have a periodic inspection by a group consisting: of the Safety Director. Company Physician, and the Works Police and Fire Chief. Thu group 15 aug mented by a member of each departmental safety committee during the inspection of his particular department. In addition to the usual safely features, sanitary con ditions and Tire hazards are also included in the committee report- The Foreman's Part in Accident Prevention By M. P. GRADY Foreman, Pennsylvania Railway Shops, Canton, Ohio The speaker said in part: Any average foreman will s^rcc that he mpst be qualified a manager. ,,* mst analyzer, a diplomat, a humanitarian. an educator, a leader, and a student, in order to successfully curry on the duties of his position. If he is piopcrly qualified and functioning in ali these different lines, then 1h would enjoy a jwrfcct or nearly perfect record in accident prevention. Tliat lie fails in one of these c^entxu qualilicntioos is evident in almost every case where the cause <f an accident that happens m Ins department is thoroughly investigated. Manx tune}, I have heard foremen say, "What must I do? How must I carry on to keep down or eliminate the accidents m my department?" If 1 were to say what I consider the most necessary qualification a foreman must have to get that smooth warm cooperation that is so necessary from the workers in his department. Metals Seelion 259 I would say, first, "He must be a square shooter.*' A square Cooler is a nun who u primarily honest, not only honest with those with whom he comes . contact, but no must be honest with himself. Ami a second most iuiiKirum iin,ililiciiti.m tor this foreman is that he shall he impartial. You mar hu*c known a kHca*. wlo was not impartial in the distribution of work, or who favored this man or tint in order to boost hie pay check of one man ova- another. But heatingaman out of Ins pay check is not the only way lie can be defrauded t !.is Idrr I firmly believe that the foreman who would not go Utc limit of his aliihtv to give a man safe ami comfortable place in which to earn his Imng i just as guilty as the one who would steal a man's pay check, Too many foremen become perfunctory in 'their work. Tlrev get in that wellworn .groove of inefficiency which permits them to overtook details, wink at the violations ol safety rules, etc. This recklessness on the jwrt of foremen will roll up like a snowball, coming down hill, and when it hits him Ito u-i go down for the count. A supervisor who winks at a violation ,f a safety rule * playing with dvinmitc A man who violates a safety rule is insubordinate. He lakes the law in his own hands. He kicks over the traces, he secedes from the union of safe workers I believe in discipline for rule violators, because it is the means of saving men from being manned or killed. I am. in a measure, responsible fin- mu- om-ivcd man m this country. It !iap)iencd l>uck alxnit seven vears ago He was a fine hisix-foot Irishman, at that time about tucnti-thiec years -/ui. He was a boilcrmaku s hcipcr and he didn't wear his goggles. I told him to wear them many times, and he'd wear them when I was around, hut then he'd rcnxne Uurir when 1 wa* some other place. Thi was back in the day* whew we said to men. `Th-asc wear your goggles.'9 back when our IwcUkkic was mlv a wfoblwine re- to following safety rules. So one day when iliey were cutting off some five-eighths inch nwione caronned off and struck thk man a direct hit. His goggles were in hi* bachpocket and the rivet tore his eye out of his !cad. In a few weeks lie came liack to work equipped with a hideous glax* eye. and we gave 'mm a broom to sweep up the shop. But tad times cmnr along ami one t ay when I was walking through the scrap vard I found Jimmie sitting 'em a stool sorung scrap. He kinked up when I tapped him on the hack, and hr said to me: `Mike, why didn't tem fire me when l wouldn't wear my goggles?'* I had no answer to make to him: hwt he i the last man who will ever indict me for per mitting him to violate a safety rule. I am mure human nmvT fire them off the job and save their eyes and tlieir lives when tlicy won't olicy the safety rules. If I were to point out the nJacc that most foremen arc weak in accident preven tion work, without hesitation I would lay my finger on his teaching nbiliiv Win a supervisor will miss this imiiortant function of hi* Imsimss. I arn at a* loss to understand. It has been mv. cxoerience tliat most men want to do iheir vnrl< in a sate manner, but the philosophy of a safe operation 1\$ never Iwn put across to them so they thoroughly understand why. Safeguards on machinery arc essential* hut they can't think Safety |ns*er. and rule hooks are necessary, hut tley can't feel. Foremen can teach* foremen crp) find the unsafe worker and get him on nr off the job The foreman should do Urn first, because th.it h one of the things he gets paid for doing and if he k not doing what he ts being paid for. he is receiving money under false pretense-; Second, he is a potential menace to life, and his term in office k n mmidroiK travesty on management Report of the Nominating Committee Al this point the Chairman called for the Report of t?u* Mraninating rfriutnittcr. md new officers for the section to scive during dm ensuing y<ar were n-.miiciled ,md elected as follows: General Ckaimnu1---1. A. Vs, Republic Steel Corp.. Youngi-town. Ohio. Fice-Cftainnau--IT W. Darr. Bethlehem Steel Co., Johnstown. Pa. ~ Viec-CfiairitiiiM--A. Bcrqulst. The Youngstown Sheet and Tube C-- Fast Chi cago. hub 260 Twenty-third Annual Safety Congress--National Safety Council yice-C?ioirtnan in Charge of Health--Dr. R. C. Engel, The Corrigan, McKinney Steel Co., Cleveland, Ohio Secretary and News Lester Editor--C. M. Allen, The American Rolling Mill Co., Middletown, Ohio. - Engineering Committee Chairman--J. E. Cullincy, Bethlehem Steel Co., Bethle hem. Pa. Foundry Committee Chairman*--*F. G Bennett, The Buckeye Steel Castings. Co., Columbus. Ohio. * Membership Committee Chumnan---E. C. Schultes, Jr., C. Hager and Sons Hinge Mfg. Co.. St. I.nuis, Mo. Poster Committee Chairman--M. W. Dundore, Beloit Iron Works, Beloit. Wis. Program Committee Chairman--R. A. Chaffin, Continental Stcei Corp., Kokomo. Iiid. Publicity Committee Chm/mun--Mell E. Trammell, GuH States Steel Cc., Ala bama City, Ala. Railway Car Builders Committee Chairman--P. J. Br&ml, Pullman Car & Manu facturing Corp., Pullman. Chicago. 111. Slides ant1 Safety Kinks Committee Chairman--]. A. Oartcl. Carnegie Steel Co.. PittsburAh, Pa. ,, Statistics Commhtee Chairman---C\mr\cs W. Hanko, Pittsburgh Steel Co., Momtsscn, Pa. Members at Large-- E. F. Blank, Jones & Laugh! in Steel Corn.. Pittsburgh, Pa. J. A. Coltrin. National Radiator Corp., Johnstown. Pa. Irvin A. Brinkman, Mactntosh-HempMll Co., Pittsburgh, Pa. H. M. Crogban, Inland Steel Co.. East Chicago, Inti. G. A. Davis, Illinois Steel Co., Chicago. 111. John P. It'rh. Illinois Steel Co. Joliet. Ill fe. A. Ellis. Wheeling Steel Corp.. Wheeling, W. Va. W. T. Filnier, The Youngstown Sheet and Tube Co., Youngstown. Ohio. A. C Gibson, Spang. Chalfant & Co.. Inc., Pittsburgh. Pa. O. F. Harvcv, American Car and Foundry Co., New York, N. Y. S. H. TFawkes, MacWhvte Co., Kenosha, Wis. H. (7. Hcnscl, The Youngstown 5l>cct and Tube Co., Chicago, 111, \V. J. Ireland, Kohler Co.. Kohler. Wis. \Y. A. Jarvis, Tire Chase Companies. Watcrbnry. Conn. F. A. JGuerman. Republic Stcxl Corp., South Chicago, III. T H. McKenney. Illinois Steel Co., South Giicaqo, III, D. V. Medalse, Intcrlakc Iri Corp., Chicago, 111. W, F. 'Mcgraw, H H Robertson Co.. Pittsburgh, Pa. J. A. Northwood. Bethlehem Steel Co., Sparrows Point. Md C. E. Ralston. Pittsburgh Plate Glass Co.. Pittsburgh, Pa. Robert I.. Schmitt. Louisville Car Wheel and Railway Supply Co., Louisville. Ky. J. K. Stafford. Mississippi Valley Structural Steel Co.. Decatur, III. WEDNESDAY MORNING SESSION October 3, 1934 Hazards of Wire Mill Operations By F. T. PULSE Accident and Safety Inspector, American Steel & Wire Co,. Chicago The siKiiker said ?n part: The greatest single hazard in the wire business is the danger from the cuds of wire and from snarls and loops of wire, which endancer the worker* a* wiie it* (icing made. Most wire is drawn from round rods, the most common sire being approximately Metals Section 261 _ inch diameter, made front oillels ur hat*. The wiry rod when it Iciuc* the finishing roll of a rod min, goes onto a revolving reel hot and is coiled into a round bundle with an eye, say 24 to 30 itxhea in diameter, and the various strands me ot course, circular in shape and when cool have a certain amount of set or sprmg' These coils or bundles of rods are cleaned of scale by suspending them in tanks of l>ot acid, are washed with water, and coated by dipping in tanks of 1m lime w^ter and baked in ovens until dry. They are then delivered to the drawing room and placed ou a reel that will revolve, the end pointed in a machine. (Msscil through the hole in a die. fastened on a bench, and attached to a firm cylindrical danced drum called a block, a foot or so away from the die. The Mock revolves on a perpendicular spindle or shaft by means o a jaw clutch; Utc lb<k i* started or stopped by means of a treadle connected to the clutch to throw it in ir nyt. Thi- revolving block winds the wire on itself, the rod unwinding on the reel. It ri drawn on successive blocks, through smaller hole*, until it reaches the *i*e U>ircl. During all of these processes from tlx: rod down, the two end- <u the b*mdh* arc- free. or may become free, and due to the curvature and spring in the ^ram!-. artapt to fly, especially the last end corning from the reel. We r-timafe that ..I; an 8-hour turn in the Chicago District Mills there ts a p**ible exp*-*- t. cuds ol wire. In the tonnage handled by 1000 men invohrtL This makes necessary the continuous wearing *f gr*ctle* Ky Til p,f enu .-i the 3000 men employed in these plants; 20 per cent f the rrnidmm* mhki r goggles part of the time: and this leave* only 10 pee cent *i thr w* *.. frcc from tlc danger of rye injuries. The goggle worn ha- n ,<H ml frame with side screen of lb-inch wire. annealed or arnww plair jo.! k U|.| rm by temples. We believe that head Immis afford to.- ufrat an v wear goggles rin tlie cap or forehead. The goggles and m-ce-var-- r\r arc paid for hv the company. The following re-nlt* have been obtained by the u*c i n:sh** fHn-.tiy tin- sis years. 1010 to 1015 inclusive. when the use of goggle- Urgr?* opimh.iI wiii tle employee*, the of 42 eyes was completely ami 12 partlv |.-t to tl- Chicago District Mill-. During the six years. I0|f> to I'Ol when were compulsory tr part of the employees. 20 eves were !<><t and 12 |*arttallv .1 some of the latter because of no side shield*. Fur the five-vear jri-d. p>22 t'* l'*V during which the o>mj*uWy use of goggles was further extended. i.nlv right r>~r were lost, and there were no partially lost cases. During the seven year*. 1027 p> 1933, tlie continoou* use f goggles was made compulsory in all where tb.erc was continual "longer to eyes, and only eight eves were completely b-t u<| the vision of one eye perttally destroyed. * The serious prnhkfn in this business is not the matter vf providing imcMuttcal safeguards and the protection of dangerous conditions, hut the hazard fliat arises from tlc careless acts id the human element exposed, which has to lie offset hv education and supervi-km. Briefly- mir organization for this puntosc is V;idvl by the Department of Employment. Safety ami Welfare, connccterl with tlie office of the Vice-President in charge of operations In the District it ts represented hv the District Accident am! Safety Inspector, connected with the District Manager'* office: in the plants, by the Plant Accident and Safety Inspector, under the direction of the Superintendent, and reaching the rank am! file through the various dcKirtment foremen and their department safety committeemen. comic<l of their assist ants and some key men. In this wav the rcspomihiKtv for *nfct\ Is that of the operating executives, with the help of the safety assistants -\s $,*nfetv must be a part of the operating routine, the above organization i* JmIi uaimal ami logical. Safety Publicity. There is what we call an accident score hoard at each gate whet employees enter the plant, which shows the number <.| accidents, tlie dav> of Jos=t time, and the average number nf men at each plant in the district for each month uf the current year, awl tlie total for tlie previom vear. Tliere is also a bulletin board at each gate, and in each department, on which safetv bulletin*, notices, and literature arc posted. Aliovc the eatc is a blue slieet mcbl pennant eight to ten Tcet long, bearing the words SAFETY in large whit letters. If mu Accident occurs the pennant * taken down for a certain time. Over the aisles of the departments arc hung printed framed banners ci!>hl feet 262 Twenty-third Annual Safety Congress--National Safety Council long, containing safety slogan* au<l reminder*. These .are changed iron* lime to time. A No in each of the departments a banner or banners arc hong over the aides Rising the date of the last accident in that department. Each year there is a bulletin printed, framed under glass, and posted in each detanment, entitled '`Safety Pays," showing the number of accidents, davs lost, and average number of men for the past seventeen years, and the totals for rival period, so that employees may know the progress made in accident prevention. By mean* of these comparative showings we have made a game of accident prevention, and the competition between the plants lias resulted in a rivalry that has been of great value. Inspection. Certain equipment is inspected periodically (in normal times, weekly) and refiorts arc maile on printed forms showing the jlarUto be inspected which arc essential to its safe operation. A copy of each report is given to the foreman in charge of the equipment and a copy sent to the Safely Insfiector. When defects nrc corrected the foreman returns Ins copy to the Safety Inspector showing date of cot reelion. and this is. filed. By this system the foreman is kept advised of the condition of his equipment and must see that repairs arc made. A different mechanic inspects U*c various kinds of equipment and this results in a number of men Ixrmg actually interested in safety. Tn the Wire Drawing Department there arc about 1000 wire drawing Mocks, cquipjwd with automatic stops. designed that if an operator is caught bv a loot* of wire or by tlie revolving block he will be drawn against this stop and die block will slop at once. These stops are given an actual test by the wire drawers at the Mart of the turn, tender the supervision of the foreman and bis assistant*. and a written report made showing any defects, so that tliebv may be corrected as soon as possible. This test is a reminder to the operator of the necessity of keeping safety devices in good condition. If a man is found operating an imrcportcd defective machine he must explain to his foreman. In addition there ;irc general inspection* made by workmen'^ committees, com mittee* appointed bv foremen, the foremen, master mechanic, superintendent, and assistant sniK-rintcurfent. and of course, by the safely in*iector. _ Supervision. This is primarily Use function of those in charge of operations. The foreman alone cannot see all unsafe practices or conditions, so there arc dciuitucd certain men in each department--those who assist the foremen, or lead men. as safety eoumutlccmeo, who arc instructed iit this work and given a button to denote ttoir appointment. The rank and file arc told in safety meetings that these met* arc required by their jobs and apjxnntmcnt to report any unsafe condi tion w practice. The idea k to get as many men as possible actively interested. There is available in each department a supply of ta inted unsafe practice forms, on which all employees arc asked to report any unsafe practice or condition. Had* safety recommendation, either of detects shown by imqjeclkms. unsafe prac tice reports, or from any other source whatever, is entered on a numbered card and n duplicate sent to the foreman of the detriment interested, which shows all the neccssnrv facts. The foreman notes the disposition made ami returns it to the safety inspector. During txic year the Chicago District Mills made 3,710 rtcom- inciKtalions, Id j>cr rent of which were unsafe practices, aiqicrmtenctaiis made 105, as'Ntnnt superintendents 88. foremen 272. safety committeemen 968, and the tank and file 646. Education >A Discipline. The`safety meeting is the school, and the safety rules the text bunk. Tlie rule hook for the mills and departments of the district con tains, some 700 rules, Each dejuirtmem foreman is supplied with several copies of the general rules ami of the- rules applying to his department, and there * posted mirier gla-s itt each department a copy of these rules condensed to not more than two typewritten Hues per rule Under injunctions ot the District Manager, it is made the duty of the superintendent to see that the Knemen leach and enforce tjicse roles. When tiiev were first put into effect they were read to the men. ex plained. ami illustrated in the department safely meeting, with the machinery and the conditions to which they applied. It look monthly renetirion over two or three; years toidee it was thought everybody was sufficiently familiar with the rules. c*i>edaUy the non-English speaking. Ttose have been in effect now neatly ten years and they arc still being reviewed. Metals Section 263 d*d not think it good jwolicy to give each nun a copy of the rules as we feared Ibat the foreman would rely on this alone ami not assure IriniMdi that the men knew tlie rules. 5'a/*.qy.jUee(P4. A general foremen* sairty meeting is held cadi nwmth with tlie superintendent. assUrant xnperimemk-nt cm District Safciv Iu>|>cct'M ax .h,iir man. and sufficient materia! is received from the general nml district ofti.v>, sikU as courts of inquiry of accidents in the nulls or the company, descriptions of acci dents tn otlier industries, safety talks ami minutes of meetings in other mills, ami the accident standings of tlie mills, districts, and the company as a wtoh-. a* -h,>wl<. by tlie monthly reports. These arc read and discussed in jtreiiaration tor their use later m department safety meetings. Here are just a few of tto results obtained by this >tcra ot incident preventionUne ot the Chicago District plants operated from March 17. 1926. t<> April fo. !9.Jr six years and 34 flays, amounting to 5.034.956 man tour*. willi->ut a disabling accident. One of the Joliet plants has operated since Juk 3. 1928. six years, and dire, months, nr 3.900.000 man tours, without a disabling accident, ami still going Another larger works unrated from March 30. 1932. to December 20. 1933. a total of 4.320.791 tnan hours, without an accident. * As a comparison of the number and severity of accidents now and 25 rears age. the accidental injuries that occurred at our largest plant in 1910. compensated at the present compensation schedule, would have amounted to a total of $40 000 am! there was no accident in which more than one man was hurt. In 19.11 tlie total compensation wa $262 50. and in 1932 it was $700. These arc the extreme mri ot the last twenty-five. * Maintenance of Cranes By FRANK W. CRAMER Superintendent of Electrical Construction, Youngstown District. Republic Steel Corporation, Youngstown, Ohio The speaker sakl in part; When speaking of cranes, often the track of the crane run* uu *> rv.t given serious consideration Fur the same reason that modern railroads are m> careful t> keep their main line track* in tto best of condition, the crarw runway should receive the same consideration. Engineers in designing tto buildings ur a new mill have often failed to take crane design into account until too late. A crane must have a certain minimum end clearance between the trucks and the columns. This end clearance is dependent on the distance between the ruiitt'8) rails anil the column face. There are too many instance* where crane builders Iwve torn locoed t squeeze an end truck design into a narrow space and perhaps only a fraetkm x an inch clearance remained- Now. building columns and runway rati* do mx stay m perfect alignment and installations of this sort urcJ.hc hcgnmnigof tc firm h crane maintenance tliat is expensive to correct. . There is another imp*rtant dimension that sltoukl be referred to the crane de signers before toildimcs that towix cranes arc fully designed. TUt is tto Ivright from the runway rails to the lowest point of tlie roof trusses. Here, again, we find main* monstrosities m crane rioign where the distance has been reduced tolow the semihlc minimum ami the crane designer is forced to crowd the height of the girders and trolley <uj that it will clear thy roof trusses. I have seen several example* where this clearance was so small tlal rivets in the cross bracing of the trusses had to to countersunk am! the sag of the trusses caused trouble. There have also Sicen cases where the knee braces or gu.svct plates supporting the tropes were such that foil trolley travel was not possible. Every crane should have bridge rimwav htmqicrs at the ends .~.f {ravel These bumiM-rs limit the travel of tlie bridge and the extreme positions of the touting calue or crane took is limited by the position cf these hontpers. How many installations do you know of where a few mine feet in bridge travel would allow fur u straight lift on the last stand of rolls or some piece of equipment that has had to to located close to (to end of a building? 264 Twenty-third Annual Safety Congress--National Safety Council The travel of the trolley 15 likewise limited by the bumpers on the bridge girders. In trolley design, one end of tl>e trolley can be laid out so that there is a minimum distance from the columns to the center line of the Ilook This is not possible with the other end as the drum location determines which k the maximum:travel end. The result of not taking this into consideration often means the hook cannot lie centered over n loading track and swing lifts are necessary to load cars. * The third of these troubles concerns the lioist travel. The height of the runway i& often determined before the crane is purchased or the mill or warehouse design is complete. This sometimes results in the discovery that every possible inch of travel of the lioist is necessary. Now most crane girders are of the **fish belly** type, which means they arc thicker in the middle than at the ends. lienee a load can lie lifted higher at the ends than in the middle. There arc cranes in operation today where loads liave to he transferred to either eud in order to gain a few inches in hoisting. A direct result of such a practice is an ineffective limit switch. Practically all steel mill cranes are equipped with sonic reliable type of limit switch that will prevent over hoisting. Any of these switches need a certain distance in winch to operate and allow time for the upward motion of hoisting to lie stopped, usually from 18 to 30 inches. If every inch of headroom is needed for lifts, lire limit switch cannot function and sooner* or latef tlic hook block will )h' pulled into the sheaves or drum and cables broken, and the load, hook, etc., fall to the ground. These facts are called to your attention because even before a crane is put to work it is entirely possible for conditions to he already set up tliat will cause high maintenance ami. more important still, operating hazards that will be both exten sive to correct and difficult to explain. ,, There is one more ease to he mentioned in the general discussion, that is the installation of a new crane on an old runway. Modern crane* arc much sturdier and heavier than the old timers. Usually the new' crane will be of greater capacity than die old one. This means that greater wheel loads and eiul thrusts will ?* nlaccd on the runway, and if it is cue that bad a narrow margin of safety in the first place with perhaps only 60 or 70 pound runway rails, maintenance on both runway and crane will soon be required. Another phase of crane maintenance that is cf interest is in the different types ami age* of enmes. Most of m are associated with companies tliat have been in business b>r more than twenty-five years, and liave equipment. particularly cranes, that date hack that far. If we examine the apparatus of that vintage we will find riveted md trucks, perhaps track wheels with steel tires on east Iron centers, icon castings, everything !*olld togctlicr and many parts overhung, with nothing between them and the ground. Tl>e trolley wires are on the sides of tlic girders. there. no floor 'xi tlie trolley or foot walk along the bridge. It h nn ideal setup f*r part* ;ind bolts to work loose anti fall to the ground and notHuic to t<x them if they do. This type of design has been the target of mam* safety meetings. but Otey arc still with us and hard to eliminate. Now . if these arc contrasted with modern cranes we find steel cud trucks either a one piece casting or welded: very few bolts and nil >tcc) cistinys; trolley tons instead of wire and mounted along a footvvalk that extends to the girder: ami the Irfjicy usually a one piwe casting floored over with only Holes for the hoisting cables to go through. The old cranes have hundreds of parts to come Iotkc. The m*w cranes liave few parts to coupe loose or break and little chniicc of foiling off die TchraenetypHei rose they should. of electrical equipment also has its place ... . In this discussion. Twenty- five tears ago the modern crane and mill motor was not designed. We find the old motors have straight shafts and clumsy brakes on the main hoists of the cranes. Of the two. the old Hand brake with Us solenoid gives the most trouble. Magnetic control was not far advanced so that drum controllers that worked ip conjunction with brittle cast irott registers were used. Overload panels and safatv switclics were not in the market. Many oilier piece* of apparatus tfiat are now common were not to be ( ;wt PmcricaHy *11 of them were equipped with trolley wire that snapped off in the winter and saves;!? in the summer, held in place fy strain inmintors v> uncertsvm s-ticntith All these things contributed to making these old patriarchs an eternal Job for electrical maintenance and perhaps had a lot to do Metals Section 265 with creating the impression that overhead traveling ..raue> need an army of men to keep them running. With rhis type of crane it i- trite. " They liave one more defect that should be mentioned--that is the Ijcarings For many jtars bearing design was a neglected art. Most any cylindrical sub stance would make a bearing, and oil grooves were left to ilk* whims of the machinist. Bearing pressures received little consideration and the net result was a continual process of dunging ]arings with frequent instances of being t*> hue and halves of tlic bearing falling out ami ikmn to the ground. Happily the ami* fraction bearings came into the picture about fifteen years ago and caused sleeve bearing advocates to concentrate un this item, mi that modern cranes regar<Mcxs of tlic type of bearing are practically immune t<* thi- trouble. Another phase of this subject oi extreme importance regardless of the i>pc <r age of the crane is tlte oiling the part*. An> vf us> van remember when hhek oil was used for all purpuM-* ami paired all vrr the place under tlic guie of oiling the crane. Xow we rvalue what an expensive operation this was and crane* today arc as a rule properly oiled. It has been difficult during tlic last few years to carry out tlw oiling ami grr*>m* schedule, but those plant* that kcjd their cranes oiled and greaxd <avl fah time and money in maintenance. The same rearming can he applied to m>pecthn. for a crane running twenty- four hours a day. sewn days, a work, to be harked over and the small jobs discovered before they grow mi*, big nr*. The last phase of this part the di-*'u.u*i coocerns the drum*. the cables, tin: tiook and the )o*L The 4d drums were iron castings, tlic new uric* arc ot steel. The original drum *4* made h* a certain size of cable, say 14 inch. Often a larger cable, say 4. ha-* beest *afc<*itutcd. In most ca*e> this. i> wrong as the grooves will pinch the larger euiAr and l-*th maintenance and hazards iuccca*>. Anotlicr mistake that affects both of ihe-c U changing the reeving of the cable to make a faster hoist and ikxjblmx die pull *-o tlic drum. Ity reducing the number of "whips*', the pull -r Lad no the ea*4<- rap- i iixrcaM.<l and ja-rlutps passes thv point of safe KcwJms. Hook* likewise should he designed, not just "made." St is seldom a hook breaks with overload. They are usually damaged then ami some times later break with perhaps only a light load. To round out this subject <f factor* entering into crane maintenance, two im portant one* remain. One of these is the crane oixrrator. A crane must have care and judgment used in its operation just as any good machinery. These men have beer, given training on what to do and how to operate. Perhaps the biggest help they have is * book of rules on what tn do and what not to dr*, sponsored by the Safety Department. The craneman is the most important factor in the amount rd crane reiwirs. Keep careful, keen cranemen, and the crane* will not I* abused- The last ui these factors is the man mi the ground who is hooking on the lifts and directing the crane. He should be a partner with thfc craneman and not ask lmn to make imbalanced lifts, side {mils, swing lifts ar.<{ many other things that are prohibited in the book of rules. Tlic man on the ground cau often prevent overhoisting by using a sltortcr sling, ran eliminate a lotof spottj* movements by good judgment in centering the Hook, amican arrange hi* work u> that tlic crane can be out of service at times to be oiler! and inspected. Safety Kinks in the Metals Industry Ouc of `He most interesting features of the Metals Section sessions at each Congress is a group of lantern slides presented by Mr. John A. Cartel. Chwf of Safety Bureau, Carnegie Steel Company, Pittsburgh, Pa. Through the year Mr. Carte! assembles these pictures of safety devices, as furnished to him by numerous plant-s all over the country, and before Congress* delegates presents, with his own inimitable description*, a progressive picture of the progress in accident prevention Unfortunately, these pictures cannot be reproducer! in die Trawuetton*. and it would he impossible to present word descriptions dial would adequately explain their special features. At tills session of the Metals Section Mr. Cartel presented 6<5 individual safety 266 Ticeuly-thini Annual Safety Congress---National Safely Council kinks. The first large group. 29 m all, were taken from the monthly ]>ages at the Rational Safely AYtur. as published in the "Safety Exchange" during tire year. The remainder were taken front numerous companies, scattered over the country, including the follow mjr: Carnegie Steel Company; The Hubbard Spool Company, ihicago; Reading Coal & Iron Co.. PottsyilJe. Pa.; American Steel & Wire Co.. Cleveland: Wallingford Stwl Co.. Wallingford. Conn : National Tube Co., EIvvhhI City. Pa., Wcstiugboiue Electric & Mtg. Co. East Pittsburgh, ?a; Columbia Steel Company. etc THURSDAY MORNING SESSION October 4( 1934 Facts and Figures from the Experience of the Metals Industry By C. E. RALSTON Safety Director, Pittsburgh Plate Glass Co., Pittsburgh Thv speaker slid in part: The 1934 edition of "Accident Facts" has placed before all of us much food for thought. While we arc happy at the record of accident reduction#, made as a result of carefully planned safety work, we arc forced to realize the magnitude of the work which must he done before we can lc satisfied that we liave accomplished what vyc set out to do over twenty years ago' Although nccupaiioital deaths liave decreased moic than 54 per cent during the j>ast twenty year*, we arc conlrooted with an ever-increasing death loll out vie of Oh: industry. There must lie a more thrteruiined effort to reach the indi vidual citizen and impress him with the great importance of safe thinking--acting;-- living. ^ During this |*criod of depression, we must stand appalled in the face of our losses as a nation. White we may think of the loss by death of 14.500 industrial workers anti serious injuries to 1.255.000 more as individual cases, there is the economic side of the picture which Iras a far-reaching effect. Tle cost of these eases is rc|H>rtcd as $550,000,000. which only covers compensation, medical expense ami overhead insurance cost# To this should be added at least a additional SlOOOuOflOO. to cover tlx* indirect lo# to industry. Most of this total is a direct waste which can !>e saved to industry and the nation through proper and efficient safety effort. (Mr Ralston then showed a group of lantern slides, depicting charts which illustrated in grnidik* form the high |x.mts of accident statistic# in the various division# of the Metals Industry.) The fmimlrv iudu-iry shows a consistent reduction on a severity basts siuce jTlx* vear 1933 had the lowest rate of 26.8, or a reduction of 73.2 per cent. The frequency rate, while showing a 59.6 t>cr cent reduction over 1926. is slightly higher than tlic low* rate which was recorded in 1931. The 1933 rate is 40.4, while the 1931 tale was 40 1. The steel industry cached its lour severity rate iti 1932. with a figure of 63.2 icr cent, a# compared with 72.4 per cent for 1933. The frequency rate was at it# lowest ixmtt hi 1931. with 38.7 jx-r cent, a* compared with a rate of 44,2 in 193.1 The departmental ^verity chad shows the areatest k*<c a* chargeable to the follow-inn department#: Bessemer, Ot>en Hearth. Maintenance Foundries, Gen eral Labor. Coke Planks, ami Genet al Electrical The comparative charts imli- eatc that ltandling object* and machinery arc the causes of most of <ur troubles. The Non-Ferrous Metal# Industry asIkjws severity rate lowest in 1931, of 61.2 r-er cent a# compared with 84 3 per cent in 1933. The frequency rate of this division was also lowest in 1931. 386 as compared with 47.9 in 19.13. The com- Melals Section 267 parathe cli&rt again slums highest rates in comparison with handling objects and machinery.. The Meta) Industry show# a severity rate comparable with the M^chnn-ry Industry, having reached their hnv rate in 1932, of 39.1 \xt cent, as compared with 54.4 m 1933. This is al*o true of the frequency rate, which was 56.3 m 1932 as compared with 60.9 in 1933. The Machinery Industry, while not reaching tlic low rate ot the foundries, .dsn shows a fairly consistent severity rate reduction, having made a 48 3 redurthw since 1926. This severity rate stood lowest in 1933, nt 51.7 per cent: wink* the frequency rate reached the low point m 1932. with 38.6 nor cent as compared with 50J i>er cent in 1933. Machine took, agricultural machinery ami implements, am) construction, conveying and similar heavy machtiRTv groups, sltmv tlic highest rates, both on severity and frequency. The comparative chart, a# in the foundries shows the higliest rates arc chargeable to handling objects ami machinery. Presentation of National Safety Council Trophies _ General Chairman K. F. Blank presented the data on the 1933 1934 SnioU Contest in the Metals Section. Tlx* contest ran from July 1, 3933, to June 30. 1934. A total of 169 unit com(>anic* were entered in the contest, and 219.14R.OOO employees worked during the 12-mouths ixTioti a total *0 402.901,932 man* Ixnirs. Ihe average frequence rate for the contest was 10.328. which is an 8 per cent increase over the 1932-1933 rate of 9.534. However. 79 units completed the cohfest with a frequency rate below the average, aiu! 13 per cent of those eompletiug the contest finished with perfect records. Mr L. R_ Palmer. C..n>en.aiko Engineer. Equitable 1 itc Assurance Sociciv. New York City, ami Past President oi*tix National Safety fomici!. tlten presented the handsome trophies to the cmitcst wuiults. The twenty bronxe plaques were giver, to the following: ' The Corriguii-McKinnvy Steel Co. {Steel Mills Division--Group Ah The Youngstown Slvcet & Twix- Co., South Chicago Plant {Steel Mills Dhisiau --Groups B <**/ Ch The Ouse Companies. Inc.. Brass & Copper Co. {Rollmy. Finishing and Pahi- eating Uhisien--Group ' Chapman Price Slfvl Co.. Indianapolis, lad. UtollUy. I-inhhiiu, anil liihrii.il- 711:q Division--Group B). ' Republic Steel Corporation. Grand Crossing (Rolling, Finishing and Patniailino Division---Group /l). ' Union Drawn Steel Co.. No. I beaver balls (Ridluuj, pinishtny uml Pubriciiiiiui Dfcuitni--G>onp B' ` Union Drawn Steel Co. Gary, Indiana (Roliiui,. Finishiny and Mewling Division--Group It). Steel fi: lubes. Inc.. L'roohkn. N. \ (Rothun. Finishing tout Fahrieati ut Dhi sion--Group ft). McClintic Marshall Corp.. Butialo, N Y. (Rolling. Finishing and FainiaUiun Division--Group It). LeHigh Structural Steel Co., Allentown, Pa, {Rolling. Finishing mid Fidmeat- it17 Dknsion--Group It). " Republic Steel Carp.. Uufcnvinc {Roiling, Fuihliino u,/d Falnu;Uuuf Division --Group B). ' Lycoming Manufacturing Co. Plants Nos. 2 and 3 (Iron Foundries Division). The Maryland Car Wheel Co (Iron Foundries Division). Haynes Scilitc Company (Steel Ponndnes Division). United Shoe Machinery.Corporation (Henvy Aforhiuc Shop Division_Group .-/) Lycoming Mamif.icluring Co, Plant No. t {/leave Maehiur Simps DhUion-- Group B)- 268 Twenty-third Annual Safety Congress--Nathunt Safety Council C. Hager & Sows Hinge Mfg. Co. {Heavy Machine Shops Division--Group IS). Chase Companies, iuc. N'oera Mig. Co. {Heavy Machine Shops Division-- Group &). Emsco Derrick & Equipment Co., D & B. Pump & Supply Co. (Heavy Ma chine Shops Dilution--Croup D). Pittsburgh Steel Co., National Steel Fabric {hienvy Machine Shops Division-- Group IS). "Your Hour" The final k-ature o the program was tlic annual event entitled "Your Hour*, led by T- H. McKenncy, Siijvervisor of Labor 8: Safety, Illinois Steel Co., South Chicago. 111. Mr. McKenncy presented a number of questiuos ..in his characteristic manner, and a general discussion ensued which was participated in by all the delegates. The discussion was, of course, extemporaneous and. no record of it is available. ADJOURNMENT TWENTY-THIRD ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Mining Section Officers 1933-34 General Chairman--P. M. Am-nu*. American Zinc Company of Tomruec, Twin. Tiee-Chairman in Charge of Membership Coal Mines--Fmjk B. Duxiiah. Pick ands, Mather ik Co.. Mather, Pa. Yke Chairman in Charge of Membership Metal Mmes--J. W. Ai.r, Calumet & Hccia Consolidated Com:i Co, Calumet, Mid). ' Yiee-Ckairimm in Charge af Engineering--Wst. G. Scranton, Pa. Mutton Coal Cm, Secretary and Nines Letter Editor-- Damel Harri-Vctoy. United Stales Bureau ot Mines, Washington, D. C- Eutertainment Committee Chairman--J. T. Kyan, Mine Safety Apidmnccs Co., Pittsburgh, Pa. Rosier and Slide Committee Chairmast--}. ]. Fokdes, United Slates Bureau 01 Mines, Pittsburgh, Pa. Program Committee Chair.uaiv--U. N. Hoslrk, Coal Mine Section. Pennsylvania Compensation Rating it iuspechou Bmeau, H*rnV*uK. Pj. " Publicity Committee Chairman--M. K. Buw>. Explosives Engineer Wilmington DeL Statistics Committee Chairman--W. W. Akaiis, United States Bureau of Mines, Washington, 0. C, Members at Large-- W. H. Coitrxs, National Lead Co-, St. Fi ancois, Mo. M. F. Fairue, The Mining Corporation of Canada, l td., Toronto Out. Can ada. C. W. Gibus, Harwich: Coal and Coke Co., Pittsburgh, Pa. H. C. Hen-jue, Phelps Dodge Corp., Bisbee, Ark. Thomas E. LtOHTfctrf, Koppers Coal Co., Pittsburgh, Pa. Lee Luxe, CHnchfield Coal Corp., Dante, Va. Gxxmge Martin-son*, Pickands, Mather &- Co , Hibbing, Mmn. D. D. Moftatt, Utah Copper Co., Salt Lake City, Utah. M. \V. Prick. Jed<k*-Highland Coal Co., Jeddo, Pa. L. T. Sicka, St Joseph Lead Co., Bonne Terre, Mo. Hcavaru I Youxe. Ameiicau Zinc, Lead & Smelting Cn . St. Louis, Mo 260 270 Tineuty-thinl Annual Safety Coui/rcss--National Safety Council TUESDAY MORNING SESSION October 2, 1034 The opening session wf the AhmuK hectiun was called to older by General Chairman P. -M Arthur, American Zinc Company of Tennessee, Mascot, Tom., who presided. Chairman Arthur introduced Mr. W. K. Newberry. Superintendent, Ohio & Western Pennsylvania Dock ComfKiny. Cleveland, who welcomed the dele gates on helmit of the convention city. The Chairman briefly presented a `'Resume of thy Activities" * sect inn officers and standing committees during the last year ami praised them for their good work ami devotion to duty. He then introduced the first speaker. ' Annual Report of the Secretary By DANIEL HARRINGTON United States Bureau of Mines, Washington, D- C. The speaker *>atd in fuirt: Although final figures are not available, it is known that 1933 set an all time low iutaiitv rate in coal mining, the tentative fatality rate per million loos oi coal iwuduceJ being2.68. the best previous record liaving l.*en made in 1931 with a rale oi 3.31. Tentative figures indicate that 1.013 Iversons were kiHc<l in our coal mines in 1633, which is far Ifcttcr than the 2,$00 or more fatalities which occurred annually fur many ycats. Both anthracite and bituminous coal mining acted in unison to bring about the new all time low rate in 1933, the tentative bituminous rate of 2.39 (782 jMtrsons being killed) as well us the tentative anthracite rale of 4.68 <231 being killed) both being the lowest rates of the rcspec live industries on record. lu fatalities from ga and dust explosions, 1933 established new low records: tlierc were only 39 deaths from this source or 3.8 per cent of the fatalities fur tile yiar. against an average of about 14 per cent tor the past ten years Tlw vast iiiUHovcmcnt in the occurrence *.! gas or dust explosions in the coal mines of the United States is readily seen by the fact that in tl>e 5->car jKriod 1906 to 1910. inclusive, (nr just licfore the United States Bureau oi Mines began to fanelion in active safety work) there were 84 coal mine major explosion disasters or IkmiI 17 per year (a major disaster resulting in 5 or more deaths) , in 1933 tltcre was but one major explosion iUa*ter and in it 7 lives were lost During the 3 year period 1906 to 1910. inclusive, an average of 478 ixrr&uiis were killed annually lv explosion? in the United States, while in 1933 but 39 lives were thus sacrificed. ' iXTutilc data are not vet at hand as to accident occurrence in tle non-coal raincs uf the United State* in 1933. though such fragmentary data as are available appear to indicate that the rc'ativeiy few of our non coal mines which worked in 1933 recoded slightly rather titan advanced in safety achievement. In figure* given out by the American Petroleum Institute, it appears that in ilie petnik-imi industry there was a alight increase in accident frequency aixl^ a very slight decrease in accident severity It was also shown tliat tlx: jtctroleuni industry has participated very definitely in the downward trend of accident occurrence in the past several vears, accident irequcncy tailing as follows: from 31.15 in 1927. to 27.33 in 1928." 2678 in 1929. 1805 in 1430. 14.14 in 19.31. 123ft m 1932. and 13 00 in 1933: ami tlic accident severity fell from 2.65 in 1927 ami 2 69 m 1928 to 2.49 in 1920. 237 in 1930. 2.06 in 1931. 1.91 in 1932. and 1.90 in 1933. # Y.iriont. factors arc responsible for the excellent safety record in mining in the year** 1931 1932 and 1933, and unquc<tiu*wbly live various activities ol Urn United Stales Bureau of Mines bate had their effect. During the past seven years, approxi mately 520.000 person* in the mining ami allied industries luive been giver, the Bureau of Mines emuse tif training in first aid ami it is now definitely proved that |tvt-ons b take this course arc likely to Iweeorne safety conscious. hence lend to take more definite puxuutious against xcwrencc of accidents to themselves and to fellow workers. It is now known, also, that a* a direct result of prompt Minitnj .SVi7'ti/i 271 am! effective admini^tratrun <f first aid by tlmsc of the muting and allied n tustries wlx. have taken thi-s course uf training, at least 200 lives are saved annually. The r**ck dusting of coal mines has also been a factor; and although rock during i> frequently not done efficiently, and many mines still disregard the precaution, daring ilie iast six or seven years rock dusting ha* saved an average of at least 200 lives annually by preventing the wider spread oi exphwiom in our coal mines. Numerous oilier activities of tlw United Slates Bureau >f Mines, huiouh them the Joa-ph A. Holmes Safety Association Awards and the Holnu-s Safety Clmpter-i. also have had a ham] in helping to bring about conditions under which lives and limbs of our mine workers have l*eu conserved. For the first six months of 1934. the fatality rate per million tuns of caT produced in the United States was held to a gralifvingly low figure, being but 224 in bituminous mines, against 2.29 for the first six mouths in 1933: and but 4 36 >n anthracite mines in 1934 as against 4.33 in 1933. Moreover, for the first six 1934. there wasn't a major explosion disaster in any coal mine iu the United States, although there wan one coal mine fire causing five deaths: snle- queut to July 1, 1934, however, available data on coal mine accident occurrence do ju*t look so favorable and it seems that safety in our coal mines is now being allowed to slip back at least to some extent. The opening of hundreds of small mines or parts of mines was one of the cOitsetpicttees Ilf the* depression which had a IcndcfKy to prevent progress in the reduction of tin: accident rate; with the higher prices of gold and silver, there Ita* also S>een a rush to open or to re-tijmi small mines, and as a rule these small operations are conducted with minimum regard for safety, even when die nrnly employees are the owners or their relatives. The unsafe features arc usually intensified because in many states die state inspection foice* have no jurisdiction unless a certain number are emplovtd. 5, 6 nr 10 on a shift, and this leaves safely wide o|k:ii which usually means forgotten. * About ten or twelve years ago a few cement plants and metal mines announced that they had operated for a year or more vvitlxiut a lost-time accident: at present, it is probable that a complete list of metal mines with operation of a war or more without a lost-time accident would show at least 100 such operations; and in the past eleven years (up to January 1, 1934) 103 out of approximately 160 cement plants in the United States have operated our or more years without a Imt-thnt- accklent--one plant operating for more than seven scars consecutively without a lost-time accident. For several years coal mining people hruslvcd aside as '`visionary" or "out of the question** the possibility of operating a fairly good sired underground coal mine for a year or more without a lost-time accident. Hon ever, there is now available a list of more than 20 fairly good sized underground coal mines in eleven different states which have operated a year or more without a lost-time accident: one ol these mines has worked almost three vears without a lost-time accident, and in that time has prtxluced ncarlv half a million tons of coni *io addition to hauling to the surface more than 200600 tons of rock Some mines have nroductvj far more than a million tons o? coal without a lost-time accident (or a fatalitv) from a fab of roof or coal: others have worked more than one million man-lWs without lot-tf;ne accident from a fall of roof nr coal: and one miV.v has hauled over 1,250.000 tons of coal without a lust-time haulage accident. What of the Cause of Safety? By HARRY GANDY, JR. National Coal Association, Washington, D. C. The sjicakcr mid in pari: I lie big hue and cry in accident prevention work has lung been for safety-consciousness on the part of higher officials and I am glad to rejvort that tlie bituminous imlualrv realize* the ncccs-iu of such conscious ness Partially, of comse. tins safety cmmcimisness has been inspired by humani tarian considerations, but ihere is certainly another side. Recent studies have shown that cost of accidents readies Mich a figure as to make accident prevention a 272 Tivcniy-lhird Annual Safety Congress--National Safety Council decided economic responsibility of management. These studies have shown that for bituminous operating companies, the direct cost of accidents, including compensation, hospital fees and other charges, varies from 3 cents to 10 cents per tun.. More over, the estimate of an official of one of the large life insurance companies shows that the indirect cost of an accident is four times its direct cost. It will be seen, therefore, that the total direct and indirect cost of accidents amounts to a staggering total. Accident cost, in fact, is in many instances the deciding factor between profit and loss. From an accident prevention viewpoint, the last three years have been out standing in tle history of the bituminous industry, with the past year by far the best of the three. _ There are, of course, many factors which contributed to bring about that gratifying result, notable among them being -the awakening of several states to their resiamsibility for safeguarding tlse lives of miners. The new nunc laws in Kentucky ami in New Mexico are instances of this. There has been an increase in the nuudicr of chapters of the Holmes Safety Association. ai>d this la aided materially in advancing safety in coal mining. The program of the National Safety Council also has licfijcd. The activities of this organisation reach into remote places where thestory of safety might not otherwise lie told. If these safety efforts should succeed in saving tlic life or limb of but one indiudual, they would be tery much worthwhile. Regrettable as it may seem, experience has shown that there is a distinct rela tionship between minor compensable accidents and economic conditions. Scanning the accident records of many companies, one notes that the ratio of such accidents is higher during a jicriod of low naming time. This in itself presents a serious operating problem- In many localities Ums drouth increased the bituminous coal mine fire hazard, and this situation is being studied and preventive measures arc being taken. Studies have also shown that eve-cfficioncy makes for the elimination of miners* accidents. Management should make mandatory the testing of eyes and the wearing of corrective glasses. While on the subject of eyes, it ts not amiss to mention goggles. Many bituminous coal companies have required, and all com panies should insist, tliat every employee whose eyes arc exposed to firing coal or rock be equipped with goggles. Wherever necessary, such goggles should have corrective lenses. This brings us to tlic subject of enforcement ot safety regulations. Doubtless in most instances safety rules are adequate for safe Operation, but ail of the rules in the world are worthless if there be lax enforcement. That ts a direct prohlcm which mine officials must meet. Many mctiiods have been tried, including fines, loss of work time, discharge, and many Others, It should never be forgotten that the most effective observance of safety regulations can be secured only where there is active cooperation of the men themselves In any event, the operating officials should always set the example by scruptiously obeying all safety rules dwmscUcs. . Coal Mine Ventilation By H. M JOHNSTONE Superintendent, Sayreton Coal Mine, Republic Steel A Iron Co., Sayreton, Ala. Tlic speaker said in part r Unfortunately, coat mine ventilation is often con sidered a necessary evil, and even of secondary importance, by many mining men. The fact remains, however, that it should be considered a most important factor, not only to insure safety, but from a cost of coal output stand|*o)nt- Eveiy cubic foot of air unneccrwu'ily handled by the ventilating unit b increasing: cost jmt that much. There are at least ctglu reasons or causes for inefficient ventilation. The respon sibility for allowm* hod renditions to occur ami to exist lies primarily, rf course, in the lap of supervisory forces- Improper ventilating equipment produces inefficient ventilation and at increased jtower consumplkm. Improper coursing of air is certain Mining Section 273 in many cases to result in inadequate or inefficient ventilation. Restricted airways include those driven or built with insufficient area and. those that become clinked by debris, or falling roof, and cithci situation is an expensive one. Leaky stoppings and doors, for some (inexplicable reason, are often ignored by the management, but dut cost sheet at most mines would show u decided reduction if such ventilation evils were given proper attention. Auxiliary fan drives are necessary lor each ventilating unit, on account of power inter) uptiou. whether driven by 'steam, air. oil, or electricity. The volume of air required by Vaw Is another important factor, and in making ventilation inspections, you are often confronted hv hazardous prob lems that require action conflicting with obsolete state mining laws. Finally, there the gas content of the mine atmosphere to be considered After the mine becomes inefficiently ventilated from any one, or a combimiLbui of the above causes, how should the evils be determined? This procedure should be systematic and thorough, leaving nothing undone that would cuter into the final analysis. Wc Have lieen guided by tl*c following routine: (1) fan tests: (2) intake and return air reading at tati; (3) inside water gauge readings; (4) inside air reading*: (5) methane readings: and ffi) recommendations Fan tests should I* made in determine tlic efficiency of the ventilating unit within itself, ami for had conditions brought about by inadequate or adverse condi tions in the mine. These tests arc simple, and anyone of the above conditions can lie proved by tl>c following; Size of fan. actual water gauge reading, volume of air handled by fan, horsepower input to fan. Manufacturers design and build fans to fit the exact requirements of any particular mine. For instance, let us assume a fan, installed years ago to produce 150.000 cubic feet of air per minute, water tuuxe of three inches, and speed of 212 revolutions ihu minute, and actual tests after installation gave these results. Suppose today, the actual tests of this fan showed the volume of air at fan reduced to 9.1,011!! cubic feet per minute, water gauge of three and one-half inches, and jccd of 21il revolutions per minute. What *.lo these figures indicate? Inefficiency Mnnewhcu*, and this inefficiency has increased the power tot, and at the same time, produced less air. Low meclumica! efficiency in a modern fan indicates that the San is not suited for tlic particular mine under the existing conditions. A tltormigh ventilation inspection slw>uld then be made to determine the causes producing this inefficiency and the condition remedied. The volume of air at intake and return should be accurately measured, allowing for anemometer corrections Some mining men think it is oulv necessary to measure either the intake or return, depending on which is the most accessible. By nicamriug both, it gives an accurate check, allowing for difference in tcmixrraturc ami gas content accumulated during air circulating through, the mines. Any excess difference in the two readings should 1>C. promptly cheeked. This- excess air handled by fan not only increases ventilation cost, butmay deprive the working fare* in the mine of the increase in air volume necessary to reduce high methane content. Pressure or water gauge readings should he taken at intervals of not over 2.000 feet, closer if necessary, on main slope, am! at each main split.These read mits will show accurately the drop in pressure, whether natural or excess, and indicate where to exiwet tlic greatest evil. The water gauge readings will give you the necessary information relative to conditions of airways, hot if not normal additional information should he secured by inspection of airways as to whether the restricted area is general or from local falls. Also it may he jtossible to efrtmitate these chokes hv changing tlic coursing of the air current. Rrctdar air measurements in mines are absolutely necessary for two reasons; fir**. *> determine the amount of air circulating along wot king faces; second, to drtoiRsx the loss in volume, doe to leaks through stoppings am! doors. These measurements should be taken not only on return of each spilt, but m the last opro cttv**-ctit in each entry; regardless of what returns show, the working faces oat eh* be efficiently ventilated, due to leakage. ,\ www1 may be efficiently ventilated from a mechanic*! and jiower consumption pciat im* view, and air reading* at working faces may indicate adequate ventilation. 2/4 T^ sniy-i/itrJ .dunnal Safety Congress--National Safety Council fo| ibe true facts as to the safe conditions of a jjnssy mine cannot lc ascertained Htilxjta the knowledge ol methane content of mine 'atmosphere. These methane reading should uot only be taken at return, but in the last open cross-cut in each entry, and if |x>ssthle. at all working faces. f-et me now outline briefly the preventives for ventilation evils. These arc three in numlxrr: (1) competent supervision; (2j ventilation inspections; (3) ventilation re|*>n* and charts. . The efficiency of coal mine ventilation depends entirely on the ability amt willing >*?>* "f sajicrs-tsorv forces. Competent ventilation men know what effect anv front tfic natural laws governing ventilation, or leaky stoppings and d<jr*. * restricted areas arid improper coursing uf air, ha* on ventilation efficiency. With this knowledge and experience. they arc able to combat any tendency to mitiktiiiR evil*. In formulating ventilation data for new openings. there arc four factors that dv/uld fir*t he considered: duration of operation, height and cleanliness of seam, *W c'rttditioii. and whether gassy or noL With this information at hand, the Juturc Hans can he readily worked out. The ventilation plans for developing a new mine sltoukl show not less than two intakes, and two returns: and if the life of the mine is tu he of long duration, three main intakes and four main returns, with solid pillars between them insure greater efficiency. Some mine owners think this is a waste of mixtcv, hut in reality it pays for itself tenfold over during the lifetime of tl in me iu ventilation savings alone. Sufficient aica for air to travel means low velocity, which in turn affects pressure and power cost. For instance, if it is found necessary to double the volume of atr. which vainr* directly, as velocity, the pressure would be increased four times, and the p*>wcr eight times. By these facts, die importance of low water gauge with unobstructed airways of sufficient area is evident. In delving main airways, rccvsscs should lie cut m ribs at regular intervals and of sufficient area to got; the restricted areas caused from roof falls. Stoppings should Ik built substantially, of fire-proof material, and as far as possible leaks eliminated. Leaky stoppings not only deprive the working faces of air, but cause the fan to liandle an excess quantity of air which being shortcircuited through these stoppings, naturally increases power cost The only positive wav of diimnutmg teuky stoppings is to maintain solid pillars as far as possible iKtwecn main intakes and returns. Doors in coal mines should be eliminated as far as can be done, but when it is absolutely necessary to use them, they should lie rigidly constructed, self-enclosing, where possible air-tight, and in pairs, creating an air lock between.. Overcasts slmuhl lie constructed of fire-proof material, and approach should allow easy flow of air. The area should not Ik less than the connecting airway. Line brattices, wlwther built of wood, curtain or metal, and used to conduct air current to working faces, should Ik so constructed as not to interfere with free air movement, ft* either ease, leakage is extremely high, even in the best con structed brattices. In Meeting line curtains, a hoard at root and bottom, fitting as snugly as possible, should Ik nailed to timbers, and tlien the curtain tacked to hoard. To serve this purpose, sonic mines arc using gnlvmriml roofing nails oil timlicrs lengthwise, ami lapped sufficiently tu minimize leaks. Cross-cuts should Ik of sufficient, area to allow free passage of air. In most mines, even in large seam*, they arc driven too narrow, and often the gob furtiicr reduces the area. Splitting the air i* of vital importance, and Mxjuircs knowledge and experience. Tlicrc arc many mines m which the ar currctit is conducted armuuj the working faces, from intake tu point where it is disdurged on surface by one continuous rmil**. Splitting the air is imperative to efficient ventilation, for several reasons. Firs*, the velocity of air current can Ik kept low; second, each section of mine is ventilated independently. cUminatuig any smoke and gases generate*! in one section and carried into another. Alining Section 275 WEDNESDAY MORNING SESSION October 3, 193*1 Chairman Arthur called for the report of the Nominating Committee, which was ptesenied by Clubman )- T. Ryan, Mme Safely Appliances Company, PiUaburgh. and officers fur the ensuing year were elected as follows: General Chairman--Wtn. <j. Metzger, Hudson Coal C.., Scranton, Fa. / icc-CkairtuuH iu Charge of Afanbetship--J. W. Auh, Calumet & Heda Consoli dated Copper Co., Calumet, Mich. I 'iir-Ciimruuin tu C hat ye of Engineering--C. W. Gibbs, Harwich Coal and Cuke Co., Pittsburgh, Pa. I'ue-Cfiairmun in Chat<;c of Health---A. J, M. Ross, Homextake Mining Co., l ead. S- D. Secretary anti iVeuts Letter Editor--Daniel Harrington, United States Bureau **f Mines. Washington. D. C. Entertainment Committee--R. N. Hosier, Coal Mine Section, Pennsylvania Com pensation Rating A Inspecting Bureau. Harrisburg, Pa. Poster and Slide Committee Chairman---j. J- Forbes, United States IWe.-m of XI inc, Pittsburgh. Pa. Program Committee Chairman--J. T. Ryan, Mine Safety Appliance Co., Pitts burgh. Pa. ^. Publicity Committee Chairman--M. R. Budd, Explosive Engineer. Wilmington. Del. * _ Statistics Committee Chairman-*-W. W Adams, United States Bureau of Mint's. Washington. D. C. Members at Large-- P. M. Arthur. American Zinc Co. of Tennessee, Masco:. Tenn, W. H. Cumins. National Lead Co , St. Francios, Mo. M. F. Fairlie, The Mining Corporation of Canada, Ltd., Toronto. Out, Canada. H. C. Hcnric. Phelps Dodge Corp., Bisbee, Ariz. Thomas E. Lightfoot. Koppci* Coal Co., Pittsbwgh. Pa, Ixc Long. Clinchheld Coal Corp.. Dante. Va. George Martinson. Pickands, Maiher & Co., Hibbing. Minn. D. D. Moffat, Utah Copper Co.. Salt I.ake City. Utah. M. \V. Price. JetMo-Highsaud Coal Co., jcdclo. Pa. I.. T. Sicka, St. Joseph Lead Co., Bonne Terre. Howard I. Young. American Zinc. Lead & Smelting Lo., St. Louis, Mu. Accident Prevention at the Harry. Taylor Mine By CHARLES BQRRANCK President, Penn Anthracite Collieries Co., Scranton, Pa. Tire sjwaker said in part: The Harry Taylor. Mine is located in the northern anthracite owd fields at Scranton. Pa. The coal lies at an angle of approximately 15 degrees. The available coal consists of two beds separated hv an interval ol appioximalclv 100 feet of mck. The coal ts reached by means of a rock slope driven on a pitch of 25 per cent in die center of the coal area. The first bed consists of an average of 30 inches of compnrately clean coal, and the roof formation consists of from 3 to 8 feet of soft slate, over which is a good sandstone bench, five second bed consists of an average of 36 inches of coat with an 8-inch band of slate near the top of the bed. The roof formation cpnsLi*, uf a baud of bone tarring Irotn 6 to 18 indies over which is a good sandstone bench. The room and pillar plan of mining has been adopted, nsin*? fD foot centers with a 30 foot chamber and 30 foot pillar. The development work is driven 1o the pitch and the chambers are driven parallel to the strike of the bed. Pillars are extracted Immediately upon completion of the chamber. All the coal Is undercut, using the conventional low vein sltorUvall mining 276 Tweniy-tldrd Annual Safely Congress-National Safely Council machine with variable *-ieed. two power drum iced. The transportation item is unique, m that cmI is earned from the working face to the railroad car by means 01 a series oJ night, chain and bell conveyor*; thereby eliminating the use of the track and mine car system of transportation. This conveyor system is reversible, allowing material and supplies to be carried to the working faces. Supplementary l. tlic conveyor system, track and car have been installed in both the train.and inside* slope to facilitate the movement of heavy madiinery. The mint- is mm-gascons and open lights are in use. Ventilation is accomplished by im'ans of a two speed, blower type fan, 100,000 cubic feet per minute capacity, mih'ztnj' a shait as the intake and exhausting through the main slope. Compressed air is used for drilling. AttcutKHi is called to several distinct features that arc of special importance in accident prevention work at this mine. Fir&t, the continuous flow from the face to the railroad car; second, the.fact tliat the coal is 100 |>cr cent undeicut; third, the mining is concentrated in a very small area; fourth, tlc mining plan entails the minimum ami rarest movement of machinery; fifth, the treatment of power distribution system; sixth, the enforcement of standard safety practices and finally, the method of handling the operating personnel. The installation of the continuous flow conveyor system in lieu of the car and track system lias removed the hazard of handling and dumping run of mine. Trolley wire, nudes, danger of derailments and failure in slope haulage equipment have been entirely eliminated. Tlic hazard of handling material and supplies has been noticeably reduced: Ixwcvcr. new potential dangers have arisen, especially the hazard of moving machinery. Every effort lias been made hy the manufacturer to provide cliain, sprocket and gear guards to pr<4eU the worker from getting caught in moving parts. Colliery regulations in f*rcc do not permit the operation of any machinery without the guard* being in piojier place:. Infractions in the proper use of guards are subject to disciplinary measures. Retarding devices and buffers ltaic been built and installed at tlic colliery to prevent coal from rolling down the belt on tlic conveyors carrying coal down the pitch. Wooden hand rail* and steps are provided at strategic points to enable the employees to cross moving conveyors with safety. Wooden walkways are provided to insure proper footing on pitch manways. Electric lighting has been provided along the main slope and the gatheiing conveyors. Interlocking controls ate provided on all conveyors so that if any conveyor stops for any reason, all conveyors from that point to the face will stop automatically. Each conveyor must then be started individually to resume operation, thus insuring against the possible hazard of a conveyor being set in motion at some remote point while men arc working on the conveyors. Stop buttons are placed at intervals along the conveyors so they can Ue shut down in ease of trouble. The use of iindcrcuttcrs in producing the entire output of coal is a distinctive feature in the Anthracite field*. This procedure has a temlcncv to reduce the shooting hazard. With former practices it would be necessary to use from twelve to sixteen drill boles, each containing from four to six cartridges; with the coal undercut, the same work is accomplished with five drill holes each containing 2},j to 3 cartridges. Each working place is prouded w ith an undercutting machine, thereby eliminat ing the hazard of moving the machine* from chamber to chamber. Tlic operation of undercutting on the pitch varying from 14 degrees to sometimes a* nrcat as 20 degrees made necessary several precautionary measuics to prevent the machine frorn^ sliding back from the face while cutting was in progress. In driving up tlic pitch die machine is reversed after each operation and stabled alternately on the right and left ribs, thus eliminating the hazard of recrossing the face after it ha* been undercut. Tt> cutting across the 30 foot face it was found necessary to change the position of the pulling jack frequently, advancing approxi mately 5 feet for each change. AH changes in the jack positions are made with the rope of one power drum in tension. An auxiliary screw jack is also provided with each machine, being placed between the machine am] the roof during each Milting Section 277 change in the position of either the pulling jack or the fielding jack amt also being pm in place when the machine is stabled on the rib, the end ol the jack being placed in a hole drilled into the look In this operation it is necessary ti regulate the position of the men, it being mandatory that no men are working below the machine on the lower rib side white lumping and cutting is in progress. Tailing* arc removed from the cutter bar, only while {Ik machine is stopped. Interlocking devices have been provided on the drum and cutter ch;>n controls to prevent accidental starting of the cutter chain. To further insure against the inadvertent starting of the cutter chain, a cutter bar lock is provided fur use on each machine, consisting simply of a heavy piece of iron with both ends bent down, being placed over the cutter bar near the body of the machine. Due to the severe conditions under which these machines operate, the drum ropes arc given special attention. Only the best obtainable steel wire rope is used. These ropes arc inspected daily and renewed at an average interval of Iwu weeks, the used rope bein5 relegated to less severe working conditions. After a short period of ojieration it was found that ouly 2 inch, extra heavy steel jack pipe would give any length of service and as a result, this type of pipe luts been made standard at this operation. At regular intervals the feed drum* arc inspected and cleaned to insure case and safety of operation. TIk fact that this form of mining is a highly concentrated operation ha-, several advantages. Supervision it, localized and it is possible for Ore foreman to \ hit each place several times daily and keep in direct contact with the section under his jurisdiction. The maximum number of working places tinder the charge of a fore man has been limited to eight units. The mining plan adopted provides for the mininnnu and least difficult movement of machinery. The time element of progress k. *0 legislated tlwl after tlic initial installation, all chamber equipment, consisting ol the uwlercuttcr, face conveyor, ami chamber conveyor arc not removed from the place until is has been driven 1.000 feet and the pillar c*t< acted. All the chamber equipment is then removed 10 a new location and the procedure is repeated. The plan jirovides for the least possible movement of equipment up and down the pitch. TIk: distribution of ciusent ioi the operation of umkrreuttmg and conveying equipment made it essential that precautionary measures be taken to prevent any possible injury from electric shock. Power is transmitted into the mine through a lead covered, steel armored, varnished cambric insulated cable to two separate transformer substation*. From these points the power' is distributed to the motor driven equipment. This train cable is provided with disconnecting switches at either end and protected at the source wiui an overload tripping device. All distribution cables are triple conductor, stranded copper wire, rubber insu lated, jute filled, encased in a heavy impregnated spiral weave cover, *usj>ended from the roof on large porcelain insulators. These distribution cables arc especially made hy ihc cable manufacturers with the ends of each ^conductor fitted with a lug. for ease of connection. This arrangement eliminates' the possible protrusion of individual strands of the copper cable through the tape at the joint. Tl*e cods of the cable are staggered so as to penult the joint to be properly taped and painted, and the conductors to be well insulated from each other. All distribution circuits arc protected with fusee!, approved safety svvitclics under lock and key, oiwned ouly by designated autlvorized persons. Cables leading from safety switches to ail equipment arc rubber covered, encased in % solid jubber covering; and insulated for 1,500 volts. Each cable is made up of four flexible insulated conductors, three being for power transmission while the fourth (colored for identification) serves as a ground wire. Control cables are of similar ail rubber construction. Spikes in all ruW*er covered cables are made in every instance in a special vulcanizing machine. This insures that the insulation at the spike is made water tight and possesses equally good insulating qualities as tlic original cable. To be assured of a satisfactory circuit to ground in the event an electrical failure occurs in motors, under cutters, safety switches, control boxes, each and every piece of electrical equipment is connected by copper wire to a #4/10 bare stranded copper conductor. This is brought direct to the surface and connected to a very care- 278 Twenty-third Annual Safety Congress--National Safety Council fully constructed charcoal and salt ground, embedded in moist earth near the mouth ni the main slope. All maintenance men are trained and educated to treat the ground connection as a piece oi equipment of equal importance to that A the power circuit; discipline resulting from failure to connect the ground circuit on a newly installed or transferred piece of equipment. . All shot firing is electrical, being accomplished by means of a plunger type 50-hole capacity blaming nwdiiiie. Firing lines are standardised, using #1-1 'in sulated wire. This firing line is carried on props near the roof, being placed on the opposite rib to the power cables. During the loading and firing operation all lowcr in the face is disconnected, each face unit being provided with a suitable ruldicr covered plug am! recejitacle connector. Permissible power is used, powder and detonators Ixring stored m individual wood boxes under Jock and key. The mine is 100 |H?r cent equipped with powder carrying bags. thereby eliminating the accumu lation of flammable material in the working places, the use of improper tools iti ojicnhig the. powder lx.xcs and the danger of protruding nails in discorded boxes Powder is stored o*i the outside and a supply sufficient tor one day's work is taken into the mines <Uily. Blasting supplies are net permitted to be .carried to the face on the conveyors as are other supplies. Standard minimum timbering practices arc in use. Timbering is carried out iu a systematic maimer, with rows of props set at tegular intervals and equally distant from adjacent rows. The maximum distance between any props is six feet In thi> tyiK- of work l i essential that tltc conveyors be kept absolutely in line. In setting the props the conveyor line is used as a base and the miners are instructed to set each prop at a sjiecificd distance from the center of the conveyor line. The result i* a series of straight rows of props which present a neat and orderly appear ance. This practice has a tendency to make the miners keep other details of his place in a workmanlike manner. To date the number of roof fail accidents at this mine is far below the record of hand mining in similar conditions at our other qn:rations. All employees arc required to wear iwoteetivc head gear and spectacle type goggles. Another important item is the fact tliat a determined effort has been made to keep the entire properly iu n clean, sirdeily shape. Each conveyor junction man is assumed hi* responsibility. The results of this effort arc gratifying both in apjwanmcc* ami in the fact that tire tmvelways offer sx> obstacles under foot and reduce the hazards of tripping ami tailing or stepping on protruding nails. ProlMibiy one ofthe most inqtortant phases m the accident prevention measures at this operation is the treatment given the personnel. The nsmagement, realizing the radical departure from the usual mining practices in this locality, made every (xzssiblc effort to select tire most intelligent tyie for the key men in this under taking. It was necessary not only to teach these men liow to operate and maintain these machines, hut also to inttll into their minds and practices, the ideas that make for safety. Sj|>eed of production was neglected until it was felt that the men were entirely familiar with both the operation of the machinery and the natural physical conditions encountered. The next step was to bring the machines up to tlieir rated productive cajiacitv. Tltese steps were taken with the closest supervision l>o>ibit'a fiotli by officials oi the company and by icpicseutativcs of the manufacturers ni the mining and conveying machinery. After il was felt tltat the desired results were ft-nhcominir. these hey men were given new men a* understudies and gradually the working force^ was cxgianded unit! the desired production had been reached Efforts toward safety did not Mop at this |x>mt. constant effort being made to prevent and reduce accidents. ^ Discipline is administered regularly for any infraction of safety regulations, safety Iitcratuie is distribute*! at frequent intervals to all men ami interesting {rosters arc placed in an illuminated bulletin board to cuntroot the men a* they enter and leave the mine. * Safety m*tecti<m* are made at regular intervals by the Safety Engineer and Colliery Supcrmiemlctit both underground and on the surface. Further It is the duty of die General Maintenance Foreman to periodically inspect al! machinery with the objection *f detecting worn and defective appliances. Muting Section 270 Consistent with the ihjIicj of the company at all its collieries, the mpcrvnuf* force at Harry Taylor Mine has been given a course in "Safety iu Forem-tnshtp*' and is the recipient of various safety literature at regular intervals. Through co operation of the United States Bureau of Mines every employee, including the entire supertisory force, has had complete first aid u .lining In formulating the original mining layout at the Harry Taylor Mine, the -ubjcvi of hazard elimination and accident prevention was of major importance. Every step in the development of the working plan was taken only alter it wa carefully considered from a safety standpoint. Safety in the Lead Mines By CLINTON H. CRANE President, St. Joseph Lead Co., New York City Tlc speaker vuV? in part; Accidents and bad health are expensive, hi-cause steady operation is interfered with, and you must rememher that the incidental cost of paying claim*, is the smallest loss in unsafe and imhcalthful conditions. It ha- long been recognized that high turnover interferes, with efficiency. A new man who must learn his duty not only is not able to produce as much a*; the old experi enced worker, hut he absorbs the time of others during the period when he is learning his job, 1 do not think it would be an exaggeration to say that each severance resulting in' a new employee, casts directly at least cue week's extra wages and in many cases an entire month's The indirect costs arc hard to measure, but I believe that they are even greater in tirdtars than the direct costs. What can be accomplished in reducing lal*or turnover is conclusively demonstrated by the percentage figures of out Missouri Division. This percentage is obtained by dividing the number of separations iu one year by the number of men on the pay roll. In 1919. Indore our "Safety First" progiaiu and she other safety measure-; became truly effective, the turnover was 233 !r cent. This was reduced to 22.3 per cent in 1928. and during the following year it was further reduced steadily until in 1933 it was 4.4 per cent. Probably the mewt important single requirement for a suceest-ful safety campaign U for the management to realize at the first and to never forget that safety work is teaching work. _ At the start of our safety work, we immediately realized that the foreman was the key man In industry, the leader of his group, and the one to whom his men looked lor instructions, orders and advice. He. Iietter than anyone else, is able to educate his workers in accident prevention right on tlc job However, for him to be better able to serve a* an efficient leader and maintain the necessary enthusiasm for safety, he himself must 1>e supplied with effective material. We supply this through specially prepared communications and periodic foremen's and executives' meetings, when a wide variety of subjects allied to safety is brought up for dis cussion. Accident statistics, covering each accident iu detail, with a rec<tnvetwUition a* to how % similar one may he avoided, are studied. Such mailers as employment, labor turnover, hiring, firing, disciplining and training work receive careful atten tion. In our organization, a foreman cannot fire a man; he is sent to the head of the Employee* Service Departinnet. who investigates slur circumstance*, ami it the difficulty is merely one of personal misunderstanding; the matt is shifted tu some other location under another foreman. We. of course, have the usual safety bulletin board*. a* by their proper use a contact is established with the individual employee. Tlie first requisite ol a success ful bulletin hoard campaign is neatness, attractiveness, and pro|x:r location. Regu lar periodic changes of material arr necessary if the reader's interest is to lie main tained. We have devclojied a series of weekly letters called "Chats by the Chat Pile Philosopher," which contain anecdotes and stories emphasizing safety and coopera tion Personalized bulletins, have a most impoitsutt place in this educational work, and a kodak picture of a workman oi a sketch drawn by some, one of our cm pluyecs. logetlser with a write-up of an accident or near accident which has been 280 Tuvuty-third Annual Safety Congress--National Safely Council experienced have i-roiiM nxt successful. Posters from the National Safety Coun cil arc alw* extensively used. However. bulletin Ixar<l* may Jose a great potliou of tlieir effectiveness in sjuiv oi regular change* of materials. We felt that a new method should be tried and the mm mg picture with sound reproductions was adopted. We now lave four or five underground theatres, cquipjicd with permanent benches, a ten foot screen ad electric lights. Notices of scheduled show's, which arc held before the men art their shifts, arc potted a day or two in advance, and as the men enter the tlic> ate greeted with inu*ic amplified from phonograph record* placed on an ordinary turn-table o|uipj>cd with an electric pick-up. Livetv inarches and popular pieces are played as the men gather at the theatre. Tlu* firs! film is usually a comedy which makes for a'feeling of good fellow ship and creates in the group a responsive mood for the discussion of safety, health, or oilier similar subjects. To illustrate or clarify some accident, stcre- opticun slides arc extensively used. Following lltc safety red, a second comedy or edocath.oal film that might fit in is usually given. The entire program takes about to 40 minute*. It Jwl* ?>ccn noted tliat all employees, whether engaged in under ground or surface work, make every effort to be present at these shows. Through ihi* method of puMichy and education by sound movies, it has been a Rrcsit deal easier t> sell the idea to tltc men of the desirability not only of indi vidual personal safety, hut also the necessary cooperative spirit for a well rounded w<Ksam v*i watching out for the safety of fellow workers. AU of our underground men now use safety hats aiul shoes, and our statistics show Uiat since the adoption of these two devices, many accidents to the head and feet have been dominated entirely ami other* greatly reduced in severity. . Having once olrtamcd tlje cooperation and confidence of the employees, many suggestions for making o]>erations more sale have l>cei volunteered by the men. Accidents on the haulage lines at one time occurred in frequent numbers, but one by one they have Iwen eliminated, as have the serious accident* caused by falling rock. A areal part of the credit is due to the individual employee; but do not forget that results would not have been obtainable if management had not awakened his interest and his dtrahe to have for himself and his associates & safe place to work. That our Missouri safely program is successful from a money point of view is shown by tin* total costs, including the Safety Department expense, of $239 per $100 of payroll, and it is believed tliat .from a human point of view we also have a right to he very pleased, as the comparative numbers of lost-tin*: accidents and death* prove In 1928 we had 3?9 lost-time accidents and five deaths; in 1929, 438 lost-time accidents am! no deaths: in 1930, 304 lost-time accidents and two deaths; in 1931. 174 lost time accidents and two deaths; in 1932. 123 lost-time accident* at*l one death; ami in 1933, 70 lost-time accidents and no deaths. In many small cities ami towns throughout the United States, one of the large American conijiaiues may be the sole employer, and if so is usually the principal taxpayer. When such conditions exist, it is just as important to consider the safety of the community as it is lo improve live safety of the individual employee. The management, therefore, must lake nn active interest in the general welfare of the locality. In tire lead licit of Missouri the St. Joseph Lead Company is the principal employer, and in order that the communities in which the men and their families live might have the benefit of pure* wajer, it lias constructed an extensive system ivfxri chy the chlorinated^ mine water is delivered to the house and stores. The com pany has *l*o IniHt a dairy or pasteurizing; plant, for the purpose of supplying a suffi cient quantity of pure milk for the people, especially for the children, fij per cent of the local real estate ami property taxes have been used for building and main taining schools, and in tins way the primary and secondary schools in the lead belt have l*cn developed until they are today among the best in Missouri. With the assistance ot the company, a local health unit was organized on July 1. 1922. in order to demonstrate the efficiency and economy of adequate health service for the prevention of disease and the promotion of public hi-rfltk The group life insurance phut tliat was adopted by the company and given to its employees in 1919, and the formation of a definite jMSbion program in 1914. have also proved valuable aids tu tlc safety program, as they have aided trt reducing the labor turnover. Minnie} Section 281 It is also to i>c realized that a safety program cr method that is suitable i.u ihk- company or location may not be desirable for another company. For example in our two Hew York state mines, which have the bime regulation* regarding safety hats, shoes, goggles, etc, and where tlve primary rule is also enforced tlwit each and every man Ts responsible for lus own safety and for the -safety of Ins fellow worker, great ctui>hasi$ is placed on housekeeping or cleanliness about the mines and mills. Kach department of the two divisions has a metal sign, ruled in three columns: one being for the month of the year, while the other two are for the house keeping rating and lost-time accidents. If the conditions arc good, a gold star I* placed on the sign; if only fair a green star is awarded, white tor poor cleanliness a red star is given. A gold star counts ten, a green five, and no score is given fur red. These scores are posted monthly on the bulletin board, and tlu- basis of com parison between the two mines is thereby made possible. If a score is not perfect, or at n reasonably high figure, the department which is negligent, receives consider able adverse publicity. It there are no lost-time accidents, a gold star is placed in the accident column The result* of our Hew York safety program are reflected hy the achievement of operating- 162.912 man-hours with only one lost-time accident (which incapacitated ;i worker for two days), and this record resulted in the 1932 award of the '`SenliueU of Safety Trophy." THURSDAY MORNING SESSION October 4, 1934 The Dust Problem in Mining Operations By D. E. CUMMINGS Assistant Director. The Saranac Laboratory for the Study of Tuberculosis, Michigamm#, Michigan The speaker said in part: Refuge can no longer be taken under the shelter of ignorance that the prolonged inhalation of dust may lead to serious disease, for the medical, technical and lay pres* is filled with accounts describing tlio dangers associated with breathing certain dusty atmospheres. What, then, should he the proper course to pursue in meeting this problem and dcnling with it in a satisfactory manner ? JBoth industrial and laboratory studies prove tliat only certain dusts are danger ous when inhaled, and that quartz or other forms of pure crystalline silica are most dangerous, constituting a specific tissue poison. Where men are exposed to a suffi cient quantity oi very fine pure crystalline silica dust only, a true hazard always exists. The dusts of silica m combination with othes `dement* getietnlly give rhe to pulmonary reactions which differ in many respects from tlmse cau*wd by pare silica, and which vary rather widely among thcmsches in their lmt nifiuuess. A* a class, and with the notable exception of asbestos, silicates are less dangcruii'i than pure crystalline silica. Not only are certain dusts apparently incapable f producing a specific harmful reaction when inhaled by themselves, Ixit when asso ciated with silica favorably modify the usual response to this dangerous dust. The effective size range of particles causing disease is now regarded as three microns and smaller, while the qualities of hardness and sharpness arc no longer regarded as of significance. The term pneumotiokosiiosis is intended to describe die change* arising out of the prolonged inhalation of any dust, harmful or otherwise, ami does not necessarily imply the presence of disability, nor a predisiHunllon to pulmonary infections. The term silicosis refers specifically to tlie disease which results from tire prolonged tnlialation of harmful silica rhn.t, and is characterized by a generalized nodular fibrosis in the lungs ami pulmonary lymph nodes, and increased susceptibility to pulmonary infections. Pure silicosis *hould be regarded as a gcniunc occupy- 282 Ticnity-third Annua! Safa! y Congress--National Safety Cuusuii tional condition. but it should also be uixlerj.tau'd dial uncomplicated silicosis is seldom disabling: to any significant decree. Disabilily usually' results from pulmonary infections, generally tuberculous, which the silicotic coutiacts or reactivates more readily, ami bundle* Jess successfully than the normal person. : Every effort should be made to prevent sdicolics from contracting infectious which will later prove disabling, and to protect tho*c who have puhuouaiy infec tion* from lacing dangerous! v exposed to harmful dusts. In order to determine which workmen in liazardous industry have* silicosis or pulmonary infectious, all em ployees .sltould have a thorough physical examination including the taking of a ctKnplctc occupational history and satisfactory stereoscopic roentgenograms of the chest. Since tin? i;;tc at which silitcms develops depends upon' individual susceptibility and the degree of exposure, it follows that these factors should be determined as accurately us possible. Individual susceptibility to a dust hazard can be estimated fairly accurately from a single examination, and can lie defined <{uitc exactly by repeating these examinations at regular intervals. The degree of cxjiosurc for each individual should l>c evaluated by determining the length of service. and the con centration, size distribution, and composition of tlie dust suspended in each working place during each operation. The method generally -used to enumerate dust particles is that accepted as standard practice by tlc U. S. P. H. S. with the addi tion of dark field illumination as suggested hy Fehnd and Cummings. Size dis tribution studies can be made by any ot the several satisfactory techniques. The com- ixisition of the dust can l>e studied by die usual quantitative analysis, supplemented bv petrographic am! rational chemical analysis to determine the amounts of free ami combined silica and the other minerals- - A medical niul tcchnirnl survey slionhl he supplemented by au analysis of the mortality records in and about the locality under study', and by the information fiiuauicd from carefully performed post-mortem examinations on employees who have Iwen exposed lit the industry and who have died from any cause. If these pro cedures for recognizing and defining a hazard are carried out under the supervision of an organization competent to deal with the many complex and contusing aspects of the problem, the investigation will be worth while regardless os tlie conditions whirh are discovered- Where the findings of such a study fail to disclose a sig nificant liazard. both the employer and employee* will gain the protection which this knowledge affords; and if a health liaznrd is discovered, the original investiga tion will serve as a guide to the program which should be inaugurated to over come the dangers disclosed. The most severe dust hazards in mines or in plants can be reduced as success fully a* were accidents by the Safety First program, and the chief requisite to success hes it; establishing adequate control procedures. The physical condition of all the employees must be determined at regular intervals, and well interpreted roentgenograms provide a most satisfactory control iwoccdure. Men applying for work should not be hired until they have |iissed a thorough physical examination, including: chest roentgenograms. Reliable records should be established to show the exact time, plate and duration of employment for each person working in hazardous nosh tone Policies of employment sltould l>c worked out for each mine or plant, iia.xcd upon an accurate knowledge of the (diysical condition of each employee, sr> dml all of the workmen may be* protected from contracting occupational disabilities. Occujmtions should be selected which mu compatible with the physical condition oi the employee. Care should Ik: taken to protect the Mlicotie front infection, or tlie ease of infection from harmful exposure to silica, or die normal individual Worn contracting either silicosis or pulmonary infections. Engineers should i>c rsiicriaily trained to recognize and deal with dust iiazards iu mines or plants, and it should become accepted practice, where a hazard exists, to maintain a constant check on the amount of dust present in the working atmos phere. The method of dust counting accepted ;n standard by die U S. P. H. S. .should be adopted by all industries having a hazard, not only to detenniue the amount of dust in tlie air. hut more particularly to maintain a control over llw effective ness of the procedures ;uk>ptcd tu reduce the dust. Records should be kept which will disclose the amount of dust present in each working place, and the preventive measures which are in use. Mining Section 283 Shortly after the inauguration ot a piogram designed to control a known dust hazard, it will Ikcw.'ic evident that marked improvement* can lx- elTictcd without incurring an impractical expendmire. Personnel prubiems will arise, due i< the reluctance of labor to accept new procedure*, ami in the end. these proMerm must be dealt with by educating worknwn to recognize the necessity for introducing ua.thoils to control dust hazards. The question of what men should lie told regarding then physical examination* should follow the practice adopted by any reputable physician in dealing with individual cases. As Industry Ivcrmics more familiar with this problem, it will discover tire serious need for further research. Since silicosis is a true occupational disease, disability resulting from or at tributable to it should be compensable in the same manner as other injuries sus tained as the result of employment. Only the intelligent cooperation of industry will bring about the formulation of reasonable occuitttional disease legislation ami its (ait administration. Silicosis from the Operators* Standpoint By G. C. BATEMAN - Secretary, Ontario Mining Association. Toronto, Ont.. Canada Tlie shaker said in jart: It is im]Kiant to know what causes silicosis, but unless a knowledge of the cause leads to a cure, it is not nearly us important from the operators' viewpoint as the knowledge of how to reduce the incidence. With all the ioearch work tliat has been going on throughout the world for many vcais, we still do not know the cause and we still have no cure, but we Itave learned n lot about how to reduce the incidence. The silicosis provisions of tlie Ontario Mines Act and the Compematiou Act were passed in 1926. These provided for the examination of ait met; employed in positions in mines where they were exposed to silica dust, for all such workers to be the holders of medical certificates certifying as to freedom from tnljerctdods of tlie respiratory organs, and also fur compensation to men affected by silicosis. This legislation was introduced as a result of a survey in Northern Ontario mining camps which indicated that silicosis had ma<le alarming progress among the miners. There being no reason at that time to question tlie results of ihh sur vey, the operators agreed to do all that was asked of them and coajK-ratvd fully with the Government in tlie steps considered wcccsvaiy to meet thy situation. When this legislation was first introduced in Ontario, we were advised that men with a moderate degree of silicosis, while not physically disabled, were better out of the industry and that they sitould be paid a lump sum which would assist them in rehabilitating themselves hi some oilier occupation We were further advi-ved that if we look active steps to clean up the situation then existing, pension the mote serious cases and remove men in the early stages of silicosis from underground, the situation would be well in hand, tin first ex pense would he the heaviest, and that from then our liability would be practically limited to the anteprimary cases as tlvey developed. When the 1926 Amendment* woe approved by the mines it was am under standing that men in the anteprimary stage had suffered no impairment of working catMcity and that tlie $500 payment was a compassionate allowance for rehabili tation and not for disability. We further understood that with the payment of $500 to these men our responsibility in respect to them would be practically ended. It developed, however, that the legal position .was different. The Compensation Board cannot make an award except for disability and where disability ha* once been established the claimant can come Jiack for review on evidence of furtlxr disability. It is generally accepted tlwst silicons predisposes a man to tuberculosis It followed, therefore, tliat with secondary silicosis a* defined in the Act. if any ameptunary silicotic *t any future time and from any cause whatsoever developed tuberculosis, his condition was considered lo to the result of his original disability and he was entitled to total disability compensation at an average cost of $12,000 per case. 284 Twenty-third Annua/ Safety Congress--National Safety Council When, therefore, an awaid of $500 wa* made the Compensation Board imme diately set up a prospective reserve for progression oi an additional $11,500, with the result that we had an estimated liability to the cud of 1032 of several million dollars, most of which was outstanding. With the passage of time it also became apparent that the removal of the men from underground employment in the carls- stages oi silicosis did not have the results anticipated. The payment of a lump sum award did not in most eases serve the end exacted. As a general rule this money was extended for other things and the men made jit tic effort to rehabilitate themselves., A certain number of own classified as silicotic continued in their underground employment and uc found practically no difference in the rate of proftrcksion in thosp who continued ss com pared with those who were taken out t the mines. Soroc of this may have been due to the nlteicd economic status, but even if the economic status liad remained the same, we were forced to the conclusion that there was little if any benefit to the men by lemovnig them from underground work, unless of course^ there was evidence of an onset of tubetculosis. Jt should, of course, be understood that during this time active efforts were made by the mines to improve ventilation and to allay dust. Without this tlic above statement would not hold true. Steps were also takenby the mines to pro vide that men tn the early stages of silicosis were placed w!cre ih? condittons imdeturoumi were most favorable. Our experience also indicated that the early stages of silicosis do not necessarily mean an impairment of_ working capacity. This is all the more important on aef(mt of the difficulty of diagnosing silicosis in its early stages, as there is no sharp lute ot .demarcation between the pre-anteprunary and the anlupruntiry, or !ktween ftntrpriniary and jrimary stages, and as ft matter of fart, we believe" that there is : great deal more uncertainty in the diagnosis of silicosis than the medical men are willing tn admit The determination is largely a matter of personal judgment and therefore subject to error. A great deal of what may he read into an 'X-ray film depends upon the tecln\juc in taking the film. Certain other diseases and chest conditions will also give in the film an aiMtearnnce simulating that of stltcosts and we believe it is safe tn say that uitfiout a definite knowledge of occupational history the diagnosis of silicosis in it* earlier stages would l>c practically impossible. In view of these conditions. It was felt that the industry was carrying an unfair burden and in 1933 the Act uns amended. The anteprimary and primary classifica tionF were deleted, compensation was made payable only for disability, which means actual impairment of working capacity, men with a moderate degree of silicosis were allowed tn contimtc underground work and the Industry was relieved from unlimited liability in respect lo progression by providing that the claimant must make ami establish his claim for disability within two years of leaving the employ ment at which lie was exposed to dust, to entitle him to compensation. As I said before, MhVmis is essentially an employer's problem It is hi many place? an mi|>ortat item in Ins cost of production and to a considerable degree it is a controllable item of expense. If the employer simply leaves the matter in the hands of the doctors, he will have no one to blame but himself over what it costs him. The pinion of the ordinary practitioner ami even of the roent genologist and expert chest ant) lung man may he of little value. Only the pinion if those doctors wlio hare had special training in tlic diagnosis >>f silicosis from Vith clinical and X-ray examinations should he accepted, ami even those opinions cannot lie accepted in all cases. We do not siav 11 , anv iiiloUiVji of aiticizmu the members of the medical nrofe^Mon. hm where the matter is so important and costly to industry, where so little is actually known about the disease, and where there i< still an element of uncertainty in tlic diagnosis of silicosis hi its earlier stages, too nmch care cannot be cxcriri'cd. anil the cK>j.est `cmlsny hy industry whk.li lias to nay the bilk is most necessary. The best results can Only be obtained hy the employers and the doc tors working together, hut the enipkner must con,skier it as cate of his particular problems. I have ako staled lhal the absence of .up cure* it i* much more important Mining Section 285 to know how to ieduce die incidence than to hm.m ihe cause. We believe the jmd preventive measures arc as follows: 1. Improvement hi fundamental working conditions in the matter of vemila lion and allaying dust. 2. A rigid initial examination to keep out of live industry those men a lime physical condition would indicate a type most susceptible to silicosis, and tuberculosis, 3. Control oi tuberculosis not only among employees, but also Among those with whom they come in contact. It goes without saving that if silicosis is caused by the inhalation i dust, the icmoval of dust will remove tin? cause. This means ventilation ami lot* of it. and where possible the wetting down of dusty places. In mining <vt>eriU"is the chief sotircc oi dust is believed to be twin blasting, therefore the time interval before men return to a blasted face is important. Ventilation and water will remove the visible dust fruin Uk: air, but it n, not the visible dust that canoes the damage. It is the dust tliat ranges between onehalf and five microns that is dangerous and is so difficult to remove, ami the uu.mlitv m the air can only lie determined by some method of sampling. We would consider it a mistake to have either tlic type of sampling apparatus or the permissible dust count defined by law. Thk may W all right on the* Rjuul in South Africa where conditions arc more or less standard, but it is nut advisable in tlic United State* or Canada, where conditions vary so greatly. For <nic thing, we do ikjj know what constitute; harmful dust and there is no stamkirtl practice for the treatment of dust .wimple slides. The untreated didc of a Simple take near a carbide lamp in an otherwise dust-free atmosphere, would slum* mi apparent very hieh dust count. Oust sampling, however, should be a part uf the regular routine, using the type of nppnrntns l>c*t suited to the particular conditions, and this will show* whether the atmosphere is gxxl, fair or poor. NVvt to ventilation and tlic laying of dust, the most important measure is tn carefully select the type of men to he allowed to work in the industry. Tins re quires a rigid initial examination which sitoukl include a complete physical examina tion and X-rav. By tins means men with the type of dicst which would indicate their susceptibility to tuberculosis and dHrosdv can be ruminated. The complete physical examination should also liavc a beneficial effect on the accident rate. Uncomplicated silicosis is out a big problem, hut silicosis and tu)>ctmiosis com bined represent a very real problem. The measures for flic control of tuberculosis are welt known. Particular care should lx: taken that men with tuberculosis he withdrawn from the industry and given projvcr care and treatment Places where the employees live should also he supervised <> m.-c that they arc not exposed to tubercular contacts. Some Aspects of the Silicosis Problem By DR. H. H. MOORE and DR. M. J. KELLY Medical Staff, Hollingcr Consolidated Gold Mines, Ltd., Timmins, Ontario, Canada The speaker said in part: Tn 1^28 the Ontario Mining Act was amended tn provide physical examination on employment and yearly thereafter, or twice yearly if indicated, of all underground men. To be employed the workman must hold an official certificate good for twelve months, statins?- that He Is free from disease of the vss>*i aimy organs. This certificate must !>e renewed at each annual examina tion. In die meantime, an amendment to the Workmen's Unmpensatsou Art pro vided for the appointment of medical officers working under the supervision of the Compensation Board to conduct thci>e examination*!. Cases of silicosis arising at these examination!, arc submitted to the Workmen's Compensation |Vard if the total exposure to silica of five rears in Ontario mines 5s verified. In addition to this routine with silicotic?, tlwre is a dose check kept on the possible undue progress in the fibrosis in any ease and if necessary steps are taken to remove such x ease from harmful contact with silica. * 2K6 Ttvcniy-ihird Annual Safety Congress--National Safety Council The act in it\ present form was passed in 1 S>33 and served to clear the situation which had become involved by the tie-up of latgc sums of money m ie$crvc fund* against possible future claim-, by men adjudged silicotic previously. Ixtt who had since been lost sight of or who were carrying on at work showing a minimum or n>* disability. From the workman's point of view, the new act is a great step toiward, as it allows a man to continue at hit usual duties underground as long as he is able to work witltout any serious degree of discomfort. Previously, a workman was ad vised to quit underground work when a certain stage oi fibrosis had been reached, regardless of Ins ability to carry on, and sacrificed hi* rights to compensation if lie continued to work. . In tlx: X-ray examination of the chests of the 2007 men*employed at the Hollinger mines during 1933, determinations arc graded as follows: Normal is a diest show ing little or no fibrosis, where the condition of the lung is better thau tlw average for tl>c age. 3/ 1: or "More Fibrosis" is a chest which is normally found in the average adult at the age of the miner under consideration. M. J:. A. "More Fibrosis Plus" isa chest showing slightly more fibrosis thannormal for tlc particular age. M. P /'. /*. or "MoreFibrosis PlusPlus" is achest showing considerably more fihrosu than norma! ami is a pre-silicotic stage. Silicotics arc flat group which show a great deal of fibrosis ami taking into consideration the mining history and consequent exposure to silica, are thus termed. Admittedly, disability may or may not be present. This last group ranges from the early silicotics with a minimum of disability to the late complicated or secondary eases with marked disability and tuberculosis. It must )*e added that a large number of men at tlx: commencement of employment at the Hollinger. and without previous mining experience or contact with silica, show chests of M- F- F. rating. Following arc tlie results of this exam ination : Normal ......................... ........ .. 33....................... . 1 4% M. F......................... .................. 920................................ 40.8% M. F. P. .............. ...932................................ 41.4% M. F. P. T...................................98............................... 4.3% Silicotics ............. .......... 24................................ 11% Average contact with silica of men working and M. F. P. F.............. ......12 years. Silicotic............................... 15 years. Next is an analysis of the changes in chest rating in 1933. * Normal to M. F.......................... ............... li Normal to M. F. P.................... ............... 3 M. F. to M. F. P.................... ............. 207 M. F. F. to M. F. F. P......... .. ............. 9 M. F P P. to T. B.......................... .............. 1 M. F. P. P to A P. A. P. lu P........... .................................231 M. F lo Normal ........... ........................ 11 M. F. P to M. P. ...................... _______ 231 M. F. P P 10 M. F. ......... ..................... 1 M F. P 1*. lo M. F. P.................... .............. 20 T. B. ? to m. f. ..:................. ............. 1 T. B. ? to M F P: ................._____ 1 A. P. to M.. F. P. P............... ......... . 1 p to A P............... .......... ...............266 Total 497 TIk-cc figures cover approximately 500 men in whom there was some change in chest rating during the year, and the direction of the change. The remaining 1500 men show no change from the previous year It will lie observed that 231 men showed an increase in fibrosis rating, while 266 show chests which arc im proved. Tlie explanation given lor the group which shows improvement ix. in the first place, that some concurrent bronchial or upper respiratory infection had complicated the picture ut the previous, annual examination and so caused a more Mining Section 287 advanced rating to Iw given. The second explanation is that constant improvement m radiological technic is making diagnosi* more accurate. It uould seem, tlxrrcforc, that on the whole the situation is showing inn-mUrrahlc improvement from this viewpoint. During 1933 no ease urogtmed from the prc-silicotic to the silicotic stage. In the years up to 1933. 120 men had l>coi rated silicotic ami the total cost to ihe Hollinger involved n sum of $915,951), uhiJi figure includes die progressive ami contingent'funds set aside to cover future costs and possible future claims. 'I wo objects have lieen kept in mind during the many years t,f study of tlu* dust problem at the Hollinger Mine. ** 1. The collection of complete data regarding tlx* nature uf air breathed by workmen in different occupations, its chemical composition, temperature, humitluy, dust content and rate of flow. ` 2. Working tests of all practical methods of imixoving the condition of such air. In searching to adapt a method for the determination of air dustiness, it was realized that no instrument has been devised which would measure the dust cunlent of the air with scientific precision. Furthermore, it was felt that the principal object of making determinations was to ascertain if the dust count of the air was undesirably high, and if such a condition was found, to devise a method of reducing it. - Hence, for practical purjioses, tlx? instrument which possesses a high efficiency in the range of desirable concentration*; and gives, a quick indication of dangerous quantities of dust is most desirable. Tlx: circular Kouinwter. invented V>>- Sir Robert Kotze atxl introduced to the Miners' Phthisis Prevention CoumiiUtv of South Africa in 1916. has therefore been m<I in the Porcupine District for the past eight years. A summary of our investigations along ibis line may lc given as follows: 1. Alout 900 of the muicrgr.iimd force are engaged in work which will pro duce dangerous dust if measures of control arc not applied, 2. Of this number a little over 400 are engaged in shoveling broken ore into cars anti the average dust exposure docs not exceed 390 particles, if the muck piles are kept thoroughly wet and blasting carefully restricted. 3. Tire remaining 500 men are engaged in drilling ami blasting operation* ami are subjected to severe potential hazard. Men engaged in stupes who do not have to return to the working faces have an average cxj>osiire of about 1200 imrticlcs. while using the ordinary type drills. It is felt that the use of the "dustless' type of drifter will reduce the concentration of dust to somewhere near 300 particles. # 4. The men engaged in development drifts are exposed to the same enneeut ra tions of dust, namely, 1200 particles. Where possible, two <levc(opnient drifts are worked simultaneously by the one crew, so Out the men do not have to go hack through the dens* dust after blasting tlx: cut. There are only a few exceptions to this rule and when necessary to ro lack to load the remaining holes, tlx* men arc provided with the special respirator. 5. The high dust concentrations in the vicinity of stopers we hope to deal with by the use of compressed air masks. AWo the practice of riming adjacent raises simultaneously 1m* reduced the hazard after blasting. With the constant improvement ami maintenance of general health conditions kept always to the fore as most desirable and ncecsarv in aiding in the solution of the silicosis problem, the men at the Hollinger Mine are cared for under a contract medical system. The facilities and service at mine, office and hospital arc most complete and efficient and in combination with the annual or semi-annual check made by the medical staff of the Compensation Board, health of the workers is under constant supervision. Men who report with s-:h condition* n* noiwubereulom or non silicotic chest trouble, with fota; infection in teeth, tonsil*, sinuses, vti.. me singled out an-i treated and observed and wixrc necessary changes in occupation are made or rest and varaturn periods advised. At the mine, constant improvements Iwvc l>ccn made and at present iIk* follow ing is the itmlnie. A worker coming off shift removes all his mining clothing, usually wet. ami racks them on u set of luniks .ittiuhrd to n chain atxl pulley These wet clothes .ire pulled up to a height of 15 to 20 feel ami hang iluis m a hot. dry 288 Twenty-third Annual Safety Cutujnss--National Safety Council atmosjibctc for 1*4 to 15 hours, during which they are thoroughly dried. After undressing the miner passes through a series of shower baths of temperatures vary- # from liot to cold. After drying lie proceeds to his locker where he has placed his street clothes before the beginning of tle shift. . With a view to reducing the infection of silicotics with tuberculosis, a clime has lcen established in Timmins. An experienced public health nurse is emnfoyied full time and it is her duty to visit all tuberculosis suspects and patients, all con tacts with these cases and contacts with silicottcs to arrange for their examination and supervision and u necessary for treatment. Weekly clinics are held at which such (Clients arc examined clinically, radtologtcalty and by bacteriological and bio logical tests. Since January of 1933. approximately 30 dangerous -cases of tuberculosis have Iktcii removed troiy tlte district to a sanitarium and many more less severe cases placed on bed rest at home or on restricted activity. It is felt that by removing these cases from contact with silicotics, Ural within a comparatively short time tuiK-ruclosis will be moderately well controlled and since tuberculous infection is necessary to precipitate secondary silicosis, this movement, it will be appreciated, is an excellent one. ADJOURNMENT TWENTY-THIRD ANNUAL SAFETY CONG RUSS NATIONAL SAFETY COUNCIL Paper and Pulp Section Officers 1933-34 Central Chairman -H. G. Cu.sox. Oxford Paper Co.. Rumford. Maine. I *r<`-( hairrnan at Charye .>/ MrmbersUt/*--H. kb Banta, Hobcrjr Paper and Fibre Co.. Green Bay, Wis. SiVrrfary and Setts Letter Editor--V. I... Invite, St. Croix Paper Co,. Woodland, Maine. Program Committee Chairman--\i. E. Grant, The Crystal Tissue Co., Middletown. Ohio. Engineering Committee Chairman--koi.k J. Aha.ms. international Paper Co.. New York, N. Y. Sfeifair* Committee Chairman--\i. I. LbCKtv.sox, Cornell Wood Poxlucts Co.. Cornell. Wis. Health Committee Chairman -Dr. L H- F*i;cutu,vc, The Champion Oiatctl Paper Co., Hamilton, Ohio. Poster Committee Chairman--Dos C. Huxtkh. Oxford Miami Papir Co. West Carrollton, Ohio. Contest Committee Chairman--.A. Scan Down. The Pa^HM Industry, Chicago, III. members at Large-- Ernest Augustus, The Mead Corp., Chillicothc. Ohio. W. J. Brennan, State Department of Labor and Industry, Augusta, Manse. E. R Brown, Oregon mid Columbia Basin Division, National Safety Council, Portland, Oregon. Wm. H. Brydcus, Bedford Pulp & Paper Co , Big Island, \rn. Kenneth L. Faist. The Champion Coated Paper Co , Hamilton. Ohio. \V. A. Gleason, HarmncrmiU Paper Co., Erie, Pa. John* Lun'micak. International Paper Co, New York, N Y. W. j. Peacock, Northern Paper Mills, Green Bay. Wis. J. J. Pezajc, Consolidated Water Power and Paper Co. Wisconsin Rapids, \V. Samuel Pruyk, Fmch-Pniyn and Co., Inc, Glens Kalb. N. y. B. D. Rogers, Bird & Sons. Inc.. East Walpole, Mass. I*. H.. Rosebush, Nckoosa-Ethvaids Pa3>cr Co-, Port Edwards, Wis 290 Twenty-third Annuel Safety Congress--National Safety Council MONDAY AFTERNOON SESSION October 1, 1934 The opening session of the Paper and Pulp Section was called tu order by General Cliatrnian H. G. Gilson, Oxford Paper Company. Runtford, Maine, who presided. Chairman Gilson first presented a paper entitled "Our Sectional Activi ties--Past, Present and Future," in which he sketched briefly tlic Section's history, and dwelt especially on the good work performed by officers and standing commit tees during the past year. He tlussi introduced tle first speaker. Accident Prevention and the New Industrial Economy By ERNEST W. CORN Field Safety Counselor, F.E.R.A., Washington, D. C~ The speaker said in pari: The conservation of human beings and materials has always been the safety objective. I don't believe there is any man that is true to liia real colors in accidcut prevention who lias not kept before him continuously that he can make his department a paying department, and yet he has not overlooked the fact that t* can send men home whole; that he can bring them back to work the next day i datively as gooel as they were the day before, that longevity and regularity of employment have been chief considerations of the accident prevention plans. I was in one of the greatest printing establishments in the United States a lew years ago with a young lad with whom I used to like to visit. After dinner to gether, he took me <knv to the priming establishment, and I spent a Jot of time walking about those immense multicolor printing presses, which you find in an es tablishment of that kind Hut one thing struck me moat forcibly. They had a lot of easy chairs and all the employees in that big department were sitting in those easy cliairs. some heie and some there alongside llte presses, but they were all irailing magazines, or tl>c evening papers, or doing jnst what they pleased--in fact everything executing work. Now. 1 was accustomed to seeing men work, and I said to my friend Jack, "Thi< is an awfully busy looking crowd around here." Hut lie said to me. '`Let me tell you, Mr. Corn, you know in our plant we have a slogan which says: `When these boys work, we toe money.'M I have an idea that you men feel the same way about a ]>&}>er mill that lias cst a half million or more dollars: you do not object to seeing employees just idling around and letting the blooming thing run. When they work, the corpora tion is Wime nvMvey. There are. of course, lots of ways to stop tle machine from rolling. You might run a man through It and stop it; you might run a monkey wrench ihnmgh it and stop it: you might, by some maladjustment, run it to pieces. The thine the management, the foremen and the safety men all want is the con sistent. hour by hour, precise production that is making a profit for the corporation. Out in -w of *>ur wrMtni states a sltort time ago I met a safety man who is one of tny many friends- lie toll) me about being invited to visit one of the greatest contracting companies of that vicinity. They wanted him to look over their maintenance plant. 11 was a'company that had always lad many nice things to say about safety, but didn't really do very much about it. My friend was reluctant to visit them, but he did go with the definite under standing that he would conic and point out the hazards as He saw them, and then Iwr would go away and they could do wlmt they pleased about remedying them. So he went through the plant and made a list of the hazards he discovered, and he told me that lie pointed out seventy-four distinct Hazards which he observed on hts visit The big hos< was somewhat flabbergasted when he got through this list, hut he had the maintenance man and the production boss with hitu, and they were ordered to nuke the necessary changes. The iby I arrived on one of the big jobs of this same concern, a faulty drag Paper and Pulp Section 291 line that had been condemned swung a bucket against his foreman whu had bem with him for sixteen ycara and crushed him to death instant!). Three days later 1 passed within a short distance of one of the other big contracts of this same con cern, ami the head of the department of safely of that state, at the request of tlic president of this contracting concern, hud called the head of the dciuirtmcu! of safety of the next adjoining state to make a thorough investigation of this very contracting job for the P\VA. to see drat no unnecessary hazards were left un corrected in that particular job. If there was a connection, isn't it really too bad that a foreman wlw* the father ol five children, fifty-two years of age, who had been tn that nun's employ ment for sixteen years, had to have his life snuffed out before he had the imcsthml fortitude to put into effect the thing that he knew was fundamentally sound? Yet there isn't a single one of you men who cannot point to just such experiences as that. It is happening today all over this country. You men of the paper industry have made a remarkable accident prevention progress over a period of years In two ways. You have taken an Industry out of the woods, so to speak, within the last ten or twelve years, and have built it up until now it has become the proper thing to be safety mimted in the paper industry. Along with that, .you have built your own technique, and there is hardly a ttum among you who has been m this business for a period of years hut who could write a special manual definitely and specifically fitted to the hazards of the paper iudustiy. - You are part of an industry that presupposes immense financial background, and it has been my experience that when you get into the aristocracy of finance, you cet into an environment where men think and wliere very frequently much mure humanity is demontsrated than in some of our less important group* nnauciully. If you will take the paper companies of this country by and large, you will find them in a few cities. >r. a large percentage of instances. You might dose up a paper industry of 500 men in the city of Cleveland, and it wouldnt' cause n ripple in normal times, perhaps, because those men would be reabsorbed in industry without any great disturbance. But if yon throw 500 men out ot work in a town <.f 1.500 or 2,000 or 3,000. you have brought a calamity on that community, and for that reason the tper industry has a very definite social significance n many of its scats of operation, and that obtains in the woods as well as at the plant. So you have a very definite social obligation to impart to the management, and as I have said so many times to other safety groups, fundamentally yon arc sales men. You must sell the man at the machine and you must also sell tlic man in the executive office. You have sold safety in the past on the basis of economy; hut you will sell it more essentially in the future on the basis of humanity ami hc fact that it fits in and is a perfectly legitimate part of the new industrial economy. So if we jmojjcrly meet the challenge before us, we will recognize our .sales obligations and aside from doing a good safety job, we will lead employer and employee alike hy the l*and out of the twilight of confusion and uncertainty into the new day when through safety we will work together in reasonable unison for social and com munity welfare. TUESDAY MORNING SESSION October 2, 1934 Let's Teach Safety's Teachers By W. j. BRENNAN Safety Engineer. Maine Department of Labor and Industry, Augusta, Me. The sicaker said ii: part: The educators of the world have found the and laboratory metliods reasonably effective in teaching "Young America." Tt fol lows that safety meetings are logical classrooms for `'Supervisory America'': and before someone iisc* to ask Hie question, "Are rot safety meetings about 100 pt cent educational now?" 1 will touch, upon this matter. 292 'twenty-third Annua! Safety Conyress--National Safety Council First of all. I would say that too much of the safety taught is by the ' hind sight method." t. <\. reviewing hazards alter victims have been claimed. Because injuries. like lightning. rarely strike in the saute place consistently, our meeting set* up should include a definite j>o i<d for the ikncbqnncut of one specific phase of safety as educational matt-rial. By this l mean leaching a subject by lecture or demonstration. using hlaeklioanh, asking questions, am) tssniug an abstract of the subject for future reference Naturally, matters f general educational interest should 1>c chosen for such meetings, ami the topical matter is easy to find. O-xy-acetylene hazard* may con cern but ievv committee members, hut such subjects 'as dermatoses. !a<Mcrs* scaf folds. stairs, drains. r>|rs. lighting. infection, psycho!rigy, economics oi safety, elec tricity. ami protective equipment are of universal interest- . Tlw supply oi Mich material is practically unlimited. You pay a plant physician for treating y.mr eases: do vmi use him a* a lecturer to tell of infection, sacro iliac strains, ami hernia r You have, or a neighboring plant has. a clwmist. lk> you use him in your niveting* ? The same gees tor mechanical, civil, and elec trical cue incvr. Koch year a wealth of information Is offered by speakers at the Annual Safety Congress, and at dozens of state ami sectional meetings. Yon would like to have all of your foremen attend these sessions, yet it is obviously imjiossibte. Whv not cull over the programs and bring certain divers to your oven meetings room3' The Yational Congress program in itself offers wore titan enough material to supply your meeting needs tor a year. In working with safety directors in mills. I plan to ask the question. "How familiar sre^ your foremen with the subject matter on jniters displayed in their departments?'* Only rarely d< I find one wlo has had a prexiew. so to speak. Those who have been shown tlie posters of the mouth and had tlieir details ex plained are more jwimr to lwrade their new-found knowledge than those who arc not quite sure of tlieir ground. Frankly. I do not see lx*w safety work can succeed w-itiiont an adequate supply of educational and wanting displays. You know and I knew that the poorest eigaret on the narket can 1* made*to outsell all others m a short time, if it is advertised more than its c<mpetit*r.K. Poolers. strategically located and well displayed, repre sent 1 me i>crsuaMve-vuicetl announcers stalling here, there, and everywhere ihrooghul the plant, twenty-four hours a day. giving instructions- against chafed r*j*e. hcm]<k in scafh*l<U. and the thousand and one hazards ever with us. Foe leaching swh j>hasr* as will interest certain groups only-, we have the sjiecial *r gr>*up inerting, and in Mflnc plants safety directors are holding one such session each week with s.nw- j:r.uj. The sujiervisors and their assistants arc re quired i* 1< jre*stt: tres* are frequently instructed as well. Thc*<r session* di- jiense with all formality and m a very few minutes cover one sj<cific topic. answer questions, and adfimm The grinding wlux-I salesman ha* a story, as has the saw representative. Oi jartn'uUr tm-rrt arr tW lecture* hi salesmen ir.m manufacturers of goggles, respira tor*, and c** mask*. < k*r * tlw nv*i popular salemen coming into Maine has had a w<ld of tramxu? m officer m llie Xew York Fire Department. His ability t.. *nursi and teach, wuh hi* complete rei**rinire of anecdotes to illus- tratr hi* idea*. make- him ultra valuable h> the role 1 suggest In ixi-iJarmat t- !**** the advamaces ,f a complete utiHaation of safety litera ture. 1 u \ariah-> recall tlurt lt summer day when. il seemed, every haxard l en countered dx'HutiHVd * 4-iiels and every foreman'* desk added a little more soot and gre..* it- m c-iat Tlw itUereKt and gratitude of these supervisors well return! n* ; hut tlw- SAt.a siat rocked me Ittiek on inv heel* was to see. at the done *i inv Vrur. in live tatfetv direeinr** a cnntptou* file of the .Yabnna/ S'afcfv W'u-s. from win**- page* Itad br taken all tl*e ideas sketched that aftnv**n. Here lienee me k|*h1 tlie original*. n-me of which luid ever seen the desks of tin* mrc rsiirmitd' Satets literature dumld !- analyzed. rutile sliecls attached, and circulate*). Th*>fte haring read their alignment* turn*! the mute sheet and it mme hi the stext. At safety jtxxtuiiis the chairman Mmirtinics calls nr a rejmii--tliis more fir psycho logical puriH>ifs iluui for any <*ther reason. * Paper and Pulp Section 293 Not only biiuiiltl liK-rature be dt^tribiite*.), but a safety library *huiild J>e a.cu- nmlatcd by each supervisor. A loose-ieni notebook to accommodate lilucpriuted sheets has worked out well. OtK* <lav a table of chain stri-ngtlis v'-nm* t> our attention, to be reproduced notebook sue and delivered in nuervsitd parties Xuother day we submit a print showing ramp, stair ami ladder angles, tread and roer dimensions, etc. It is surprising bou those notebooks grow and firm fon.cfut the int>.rni.ui'-o becomes when presented by itself, shorn oi all extraneous matter. <>u standard sheets. l"he National Safety Conned, with its Instruction khtuh. puu!i>hvd immthly in the iVrtw, is doing what some of us have been doing for year* with mu noidtook memoranda. Certainly there is no better way to cover the sj>cei:d hazard field, next to actual classworlc What does it profit ns, in the last analysis, to devote hours ami hour* -.f lime to the instruction of sujiervisors. tliat they may first know and secondly ;en:li. to have the benefit cut in half by a poor presentation ur a taclk-x* .u.ijioiuch? Why <ltminish the yield of fertile brain-soil by a poor job of sowing? It >N my belief that we must give our suj>eixisors clnncntary cacmical training with which to coniltat chemical hazanls. enpiiweriug fuiubmcntals as; a defence again-! material failures, ami an appreciation of psychology with which to forestall the disaster which threatens us always as the result of an inadequate safely cousviuusiict*. Report of Accident Experience Exchange By ERNEST AUGUSTUS Safety Director, Mead Corporation, Chlllicothe, Ohto The speaker said in part: Tlie following is a brief summary rcj*rt of the accident experience cxclwngc amt attempted study of paper mill accidentvolun teered by certain members of the Pulp ami Paper Section of tlie National Safeiy Council following the 22nd Annual Safety Congress. During the ten or twelve months covered by this rci>ort a total of 30(1 lost lime accidents were reported more or less in detail by 46 separate units or plants. All plants partici;>atmg in the contest reported a total of 1,405 accidents, resulting in a loss of 102.145 days of time. Time lost as a result of tlx; 300 accidents included in tin* study amounted to 32,674 days. Included with the 300 accidents covered by this study were four fatalities, seven finger amputation* and one loss of tm eye. With al! plants on a full-time operating basis, it would naturally lie expected that Monday would lie the day most prolific of accidents. Figures reported in con nection with tlie 300 accidents iixrltxlcd in this study, however, show Tucstlay as beutc the day on which most accidents occurred, with Thursday next in line. This tabulation is as follows: Sunday 10 accidents: Monday 47 accidents: Tuesday 7U accidents: Wednesday 46 accidents; ThurMlay 55 accidents; Friday 41 accident*; and Saturday 31 accidents. The period of greatest fatigue is siio>%u to lx* thicu *Jt loin buurx after the >ndividtxal lias started to work. Where rcM jierkKls arc provided, these peaks may wy. but cenerally speaking, just lieforc the lunch period and just IxTorc the quit time period in the afternoon er at the end of a trick are the tunes when men tend &> kt-jw most careles*:. A seieregation of the accidents to s*how tlw: number of years those injured hail ksra czsploycd on 3. j-aiticoUv job reu-ais d c following statistics: Employed on the job less than one week, 14 accidents; one week t* one month 15 accidents: one to six months 62 accidents: six months to <xie year 30 accidents; i**r ti to years 16 accidents; two to three years 10 accident*,. three to four years 15 accidents": four to five years 16 accidents; five to six years 12 accidents; idx to -<-vns yr> 20 atvidem*; *v*vcn to eight yeart> 14 acckle>it: eight to nine \ewr* 10 art'nkmtji; nine to ten years 5 accidents; ten to eleven years 6 accidents; eleven to twelve years & accidents: twelve to thirteen year* 5 accidents; thirteen to fourteen )rtirt 3 accidents; fourteen to fifteen years 3 accidents; fifteen to sixteen years 7 accidents; sixteen to seventeen years 6 accidents; seventeen to eighteen years 1 294 Twenty-third Annual Safety Congress--National Safety Council accident; eighteen to nineteen years 2 accidents, nineteen to twenty yeais no acci dents; twenty to twenty-one years 3 accident*: twenty-one to twenty-two years 3 accidents; twenty-two to twenty-three years 1 accwkmi; twenty-three to twenty-four years 1 accident; twenty-tour to twenty-five years no accidents; twenty-five years and over 1 accident. The following tabulation shows the various jobs on which injured workers were employed at the time the accident occurred: laborers 33 accidents; wood handlers 31 accidents; millwrights 26 accidents; machine tenders 17 accidents; baektenders 14 accidents: beater helpers 14 accidents; fourth hands 12 accidents; beater oper ators 9 accidents; third hands 8 accidents; rewinder operators 7 accidents; cutterpress men 7 accidents; calendar operators 6 accidents; carpenters 6 accidents; truckers C accidents, firemen's helpers 5 accidents; pipefitters 5 accidents: rolltenders 4 accidents; calendar helpers 4 accidents; laboratory and sample boys 4 accidents; rewinder helpers 4 accidents; miscellaneous 71 accidents. A giand total of 130 different machines, tools or appliances were listed on the reports as having been connected with the 300 accidents reported. Those in con nection with which, three or more accidents were recorded are given in the following table: Calendars ami super-calendars 13 accidents; cores, collars, shafting, pipe 16 accidents: winders and rewtnders 13 accidents; mil-pulp, taled paper, waste II ac cidents; hand-books, picatOons, poles 11 accidents; pulp wood 11 accidents: hand trucks 8 accidents; electric trucks 8 accidents: conveyors 7 accidents; belts 6 acci dents; wet floors 6 accidents; paper machine dryers 5 accidents; tables and benches 5 accidents.; 4-whccl wagons 5 accidents; tanka 5 accidents; valves 4 accidents; steam and hot-water hose 4 accidents; I-beams and iron or steel bars 4 accidents; ladders 4 accidents; hammers and hatchets 4 accidents; boards, heavy timbers 4 accidents: knives 4 accidents; coils of loose wire 3 accuktUs; wrenches 3 accidents; cutter-presses 3 accidents; paper machine reels 3 accidents. pa[>er machine felts am! fell rolls 3 accidents; broken boxes 3 accidents; beaters 3 accidents; doctor blades 3 accidents: ami miscellaneous 176 accidents. following arc the accidents reixyrtcd under various classifications coming under the heading "Nature of Injuries Sustained": Bruises, contusions, abrasions 91 ac cidents; fractures and amputations 60 accidents: sprains and strains 47 accidents; lacerations ami cuts 41 accidents heat burns, scalds 16 accidents crushed or mashed parts 14 accidents; puncture wounds 10 accidents; foreign bodies in eves 7 acci dents; chemical burns 5 accidents; electric bums 2 accidents; concussion 1 accidents; heat prostration 2 accidents; ivy poisoning 1 accident,: dislocations 1 accident; frost bite 1 accident. The last and probably the most important tabulation in connection with this study of 300 accidents has to do with the answers given to the question "proxi-. mate cause <4 the accident " This question was wrongly stated ami sliould have asked for *`Cau*e of the injury." However, the replies as gathered from the re ports on the 300 accidents arc as follows: falling or slipping material and objects 66 eases and 7.373 days of lost time; falls, from a height 18. and on the level 2!) cases--total of 47 cases, and 1.268 clays of lost time: hand tools (hooks, pikes, wrenches, etc.3 28 eases and 377 days of lost time; lifting, pulling, pushing, prying 27 eases and 100 days of lost time caught in revolving roils 24 cases and 6,932 days of lost time: handling material and objects 19 cases and 410 clays of lost time; caught in gears, belts, etc.. 19 cases and 7.501 days of lost time bumped by or run over by moving loads, objects, etc., 40 cases ana 52 days of lost time; struck by firing objects 10 cases and 85 days of lost time; caught by or jammed between objects 7 cams and 72 days of lost time: splashing liquids 6 cases and 38 days of lo.-i time; stepping in holes or on object* 6cases and 42 days of lost time; mis cellaneous 5 eases and 130 days of lost time; striking and bumping against things 4 cates arid 77 days of lost time: burns and scalds--acid, caustics, etc--7 cases and 7.914 days of lost lime: bursting hose 3 cases and 31 days of lost time; explosions and explosive actions 3 cum and 52 daysof lost time; foreign objects or sub stances in eve* 2 cases and 7 days of lost time: extreme hot or cold weather 2 cues and 17 days of lost time: fumes and gases 2 cases ami 20 days of lost time; loose clothing caught in machinery 2 eases and 65 days of lust time; luusting grinding wliccl 1 ease and 20 days of lost time. Paper and Pulp Section 295 Safety Methods Adopted by the Consolidated Paper Corporation By J. H. TURNER Director of Safety, Consolidated Paper Corporation. Ltd,, Grand Mere, P. G,, Canada. The speaker said in part: The following brief table showing iIk* hvqueiuy race of accidents in the various divisions of our company, m>m 1929, which was the year prior to organization of our safety work, up to and including 1933. will indi cate our accident prevention progress. Frequency Rate for Divisions by Years 1929-1933 Bclgo ..........................................Laurentide ........................ Port Allred .................................. Wavagamack ............................... 1929 30.53 8.11 79.15 45.02 1930 16.29 9.81 40.37 18.84 1931 10.95 5.96 ____ 802 1932 1227 3 04 14.65 4.19 1933 ....... 13.96 35.59 931 We feel that the liopes we entertaiued m 1930 of a reduction of lo>t time accidents throughout die mills have been fairly well satisfied, although in 1933. pruixihly Chiefly on account of the economic and social upheaval, there was an increase in accidents. In general our safety service is organized as follows: General supervision in all mills is carried on by die director of saii-lv, who is directly responsible to the chairman of the operating committee. The director of safety systematically visits each mill to organize safety committees, inspect the plant from an accident prevention and sanitary standpoint, and suggests ways and moans of correcting dangerous working conditions. He conducts publicity campaigns and generally furthers the educational work in connection with all accident prcveiiti>< activities, scrutinizes accident, records, compiles comparative statistics of lost-time accidents cadi month, deals with all correspondence with outside parlies in connec tion with contests, requests for statistics and all criticisms of tin; safety fir^t service. While visiting the individual nulls, he lias the closest cooperation of die mill man ager. the safety inspector and the mill physician. In each of our mills a safety inspector, generally the employment superv^n. and an understudy have been appointed by the mill manager. He accompanies the director of safety upon his periodical visits of inspection, ami together they recon struct as far as possible each lost-time accident and potential lost-time accident a* well as near accident, with die parties concerned, with the view of adopting prompt measures to prevent a recurrence. Individual accident' folders are kept for e;u.U lost-time accident. The first ukl nurse is responsible directly to the mill physician w1k> in turn is responsible to the medical director. Tire first akl nurse is expected to cooperate with the .safety inspector by reporting to him immediately all major accidents awl minor injuries winch in her Opinion should be investigated. In order that the corporation has accurate and comparable statistic* of mill accidents, a "Mouthly Accident Statistical Statement" is compiled by tltc director of safety, from data furnished him by the safety inspector* Tins statement cover* the data about 1ot-tiinc accident* in {treat detail. Including: for example: number of working days lost, frequency and severity rate*, number of first aid primary dress ings and re-drcssincs, total wages lost by injured employees, etc. Opportunity is then taken to give the greatest possible publicity to these statistics Our safety work was started very slowly, but we had the essential harking of our executive officers, and the first step was the organization of a central safety committee in each of tltc mills. The committee'.* personnel consists of the mill .super- mtendculs and the representative fur emeu from each of the major departments, selected by the safety inspector* with the euiicrintcswlcnts' sanction. These foremen members serve for a period of irons one year to one and one-half years, and the various members are rotated. " 296 Tivaity-third Animal Safety Congress--National Safety Council Meetings of tins committee Arc licld fortnightly under the chairmanship of the safety inspector. At each meeting all lost-time, minor and near accidents that have occurred since the previous meeting arc fully discussed and recommendations made to prevent a recurrence. The accident statistics are explained and the accident cxpcncitccs at our otlicr milts arc repotted and applied to condition* in other mills. Suggestions for safeguarding ami safer method* of operation arc considered and necessary recommendations made. ' Safety sub-committees also function at each mill who report to the central safety committees- These sub-connmttces are under chairmanship of their departmental representative to die central committee; they meet once fortnightly at time and place selected by the members. The object of these sub-committees is to give die mill men the opportunity of discussing their problems amongst themselves without fear or restraint occasioned by flic presence of their superintendent. AU suggestions sub mitted by individuals on the sub-committees arc considered by the central committee of each mill and finally passed upon or approved hy the null management. Sanitation and fighting conditions in the mills have constant attention and many improvements have been effected. In this comicction, within recent months, clean liness committees, consisting of from three to six superintendents, have been ap pointed by tire respective mill managers, who make a special inspection of the plant once cadh month and report conditions fuuml with regard to safety, cleanliness ami general conditions- Tin? idea has been instrumental in educating employees to report poor conditions and a notable response has been made. The fullest cooperation with the Medical Service is maintained, particularly in respect to educating employees to avail themselves of the first aid service. To stimulate use of this first aid service, bulletin Itoards `have f)cen installed showing the departmental dislrihutum of the plant, tlvc number of lost-tune accidents sus tained by each department since the first of the year, another column showing the names of employees off on account of an accident, and a further column designated "Unsafe Workers'* where the names of men arc given wlm have met with an accident which also caused injury to a fellow' worker. In this last column, too. appears the names of workers who failed to properly report to the first aid office for any minor injury that they had sustained. Obviously, no man want* to see Ins name classed as an unsafe worker, and this method has proved of great value in furthering an altitude of safely tnindedness throughout the mills. Naturally, in the cnrlv days of our safely service, a great deal of attention was given to the safeguarding of machinery and eliminating hazardous conditions about the mills. At one time this was considered almost llic whole function of the accident prevention program But now. with all known physical conditions adequately safe guarded ami correctly maintained, we realize that thiv phase does not continue to l>e the most important. Our chief problem is concerned with the employee in directing lu`s mental attitude away from thoughtless, careless and negligent methods of working. In this ptoxnuu. safety signs, pesters and bulletins piny just as important a |>art as advertising doe* to a commercial, concern in promoting a maximum sales pro duction. To obtain best results, we design or select our signs, posters amt bulletins, first to attract the attention of the readers, and then to urge his definite action by creating a desire to c.urv out the message they convey. Proper placement of post ers is also important. Those pertaining to a sjicdfic liazard in condition or prac tice are placed right at the machine or oilier liazardous places, usually where dealing with generalities arc put up at other advantageous places, usually where workers concurcrate. This latter type pi poster is rotated from one department to another, while timse dealing with specific hazards are removed vvlicn the condition to which they refer has been corrected. The abusive use of signs ami bulletins is not tolerated: that is to say, we never use them as a makeshift excuse for not installing guards or making proper cor rection. uoi with the idea tliat if anything happens we wilt be clcaied and the fm1t will rest with the victim. i he mental attitude of the employee is most important and we make an opjortmiity to talk with them individually about their working conditions One result of this is that the men now pay more attention to the footweay ami clothing tliey Paper and Pulp Section 297 wear ou the job. We have greatly reduced the number of accidents previously caused through the wearing of unserviceable shoes, loose and ragged clothing, and employees no longer iecl Out any cast-off clothing is good enough to wear while at work. It is false economy to increase the hazard ut accident by wearing unsafe clothing. TUESDAY LUNCHEON SESSION October 2, 1934 After spending a pleasant luncheon hour, Chairman Gilson announced that the principal purpose of this meeting was the formal licstowal of trophies won by unit companies in the various contest* conducted during the vear among paper nulls He called upon Mr. A. Scott Dowd, Editorial Director, the rater huiustiy Mu-mzme of Chicago, Chairman of the Contest Committee, to pretext! the "Data on the 1933-34 Safety Contest," as follows: In the Paper Industry Annual Safety Contest, which extended from July 1 1933, to June 30, 1934, 105 paper and pulp mills participated. During the contest 34.132 employees worked a total of 71,463,322 man hours. Tliev suffered a lolai of 1,402 disabling iujuucs which occasioned 102,099 davs of lost lime. The average frequency rate of the contest was 19.626, and the average severity rate ua> 1429 Fifty-six of the mills completed the contest with a frniucncv rate tielow the aver age. Out of the total, 6 mills went through the contest with'perfect safety scares. Chairman Gilson then introduced C B. Auel. Manager, Employees' Service lie- partroem, Westinghouse Electric and Manufacturing Company. 'East Pittsburgh, Pennsylvania, and past president of the National Safety Council, who presented the handsome trophy, awards to the eight winning companies in tlx- contest. Mr. And congratulated the entire section membership mi its good accident prevention ctToris and called particular attention to the fact that it was the Paper and Pulp Section which first instituted a Sectional Safely Cwttwvf--an innovation to lie taken up later and followed successfully by other sections. With a tew well chosen and crujt- plimcntary remaik*. Mr. Aiwl presented trophies to the following companies: International Taper Company, Hudson River (winner in Division I--Group A): 7 disabling injuries, 258 days of lost time; frequency rate 3.598 and severity rate .133 St. Croix Paper Company (winner in Group B); no disabling injuries. _ Bryant Paper Company, Paper Division (winner in Group C>: 1 disabling in jury causing ten days of lost time; frequency rate 1.973 and severity rate .002. Bird and Son, Tnc.. Chicago (winner in Group D); ih. disuhtinu injuries. International Paper Company, Riley, Maine (winner in Group I'D: no dhahiuig injuries.. ' Hollingsworth uml Whitney Company, Abenarjub, Maine {winner m Group D); no disabling injuries. - Container CoriKr*tioti of America, Natick. Mass. (winner in Division II); no disabling injuries. Southern Container Company (winner in Division 2); no disabling injuries. Following the presentation of the Council trophies, the special trophv awarded by the Pater Industry Mannziuc to the one outstanding pancr mill fur'safety ac complishment during the. year was presented to the St. Croix Paper Company, W-'-.f! land, Maine, hy A. Scott Dowd, representing Mr. E, 11 Fritz, publisher of the Paficr Industry KfatjuchtC- Report of the Nominating Committee Chairman Gilson then called lor the report of the Nwuiuatmfi Committee-, and new officers for the Section for the ensuing year were elected a* follows: General Chairman--H U Hofterg Paper and Fibre Co.. Green Tiav. Wts. Vice-Chairman in CUartjc oj Membership--E. E. Grant. Tlic Crystal Ti-.-sue Co. Middletown. Ohio. ' Secretary ami P> eyiitoi Coiitmitii c cVkwwkih--T\ L. Irvin. St. Croix Paper Co.. Woodland, Maine. 29& Twenty-third Annual Safety Congress--National Safety Council tVews Later Editor--T L. Christensen, Continental Paper & Bar Curp., Mari nette, Wis. Iitttfinccrhif] Committee Chairman--"T. H. Turner, Consolidated Paper Corp, Ltd., Montreal, P. Q. Canada. Statistics Committee Chairman--A, E. Winslow, Hollingsworth & Whitney Co., Waicrvilk*. Maine. Poster Committee Chairman--J. J. Hastings, Putt Huron Sulphite & Paper Co.. Port Huron, Mich. Contest Committee. Chairman--A. Scott Dowd, The Paper Industry, Chicago, III. Health C*owi7/cc Chairman--Dr. E. W. Paine, HoUuigsworth & Whitney Co.. Watcrvillc, Maine. , Members at Lartfc-- _ George J. Adams. International Paper Co., New York, N. Y. W. J. Brennan, Maine Department of I-ahor and Industry, Augusta, Me. Kenneth L. Fftfct. Tint Champion Coated Paper Co., Hamilton, O. W. A, Gleason, Hammermill Paper Co., Erie, Pa. M. G. Hoyiuan, Kimberly-Clark Corp., Necaah, Wis. VV. J- Peacock, Northern Paper Mills, Green Bay, Wis. Samuel Pruyn. Hnch-pnmr and Co.. Inc., Glens Falls, N- Y. J. J Pla-ak% Consolidated Water Power and Paper Co., Wisconsin liapids. Wis. WEDNESDAY MORNING SESSION October 3, 1934 This session was devoted to a special discussion entitled "Safety Exchange Round Table." It was called to order by the Conference Leader, H. T. Randall, Works Engineer, The Champion Coated Paper Company, Hamilton, Ohio, who presided. Although the subjects discussed were presented informally, and the general discussion wax participated in by numerous members who presented their ideas from time to time as the discussion developed, the following has been prepared as a concise sum mary for these Transactions * t_ Trimmer Accidents. A trimmer can sometimes be tripped by bumping it. Sev eral accidents ami near accidents have been caused in tnia way. Guards properly placet!, however, can prevent this type of accident. Several mills have installed an electrical device to control the tripping action; there are two push buttons and both hands must be used to push the two buttons at the same time m order to trip the mudiine. To protect the helper also, who ts behind the machine, rigid instructions have been issued that he must keep away from the machine*-*not only his hands, 3>ut must not even lean against She machine while it is in operation. Several years ago a special committee was appointed by the Section to investigate trimmer accidents ami possible safety devices to prevent them. The investigation showed that a number of mills were cutting small stock and they objected to any device which kept both of the operators* hands uj*m the operating buttons or lever* during the entire time t operation. They said the operator had to withdraw hi* bauds and hold them against the small stock to prevent the knife from tipping over the piles. The Nckoota-Edwards Paper Company manufactured for itself a safety device which, necessitated the hands, of both operators lreing busy during die time of operation. It was a lug on the cross bar and a lever which tripped into place the moment the bar was thrust hack, to avoid any repeating of the knife's operations. \Vith such a device, however, there is nothing to prevent the operator. after he holds the safctv lc\cr up so that he can trip with the other hand, releasing this and reach ing under the knife. No safety device seems to be universal in its application. The main thing is to recognize the hazard and take any possible steps to correct it. Cleaning Drier Piis. Several accidents have been earned when men went into the drier pits to dean the rolls while the machine was running, being caught in the rolls and almost instantly killed. It is common for paper to wind around a roll and the temptation is often great to remove it without stopping the machine. However, there is only one safe way to remove this hazard, and tlrat is to permit no cue to Paper and Pulp Section 299 enter the drier pits until the machine lias cc-nscd running. Some mills have a stand ing rule that before a man goes into the drier pits he must lock tl*e drier pros with a ciiam and padlock and take the key with him. CetufiensutiaH, Payments. In the case f a fatal accident which resulted frtnu a violation of rules. w\mt about compensation payments? U the ease icsuUrtl fatally in Ontario, Canada, it wouldn't make any difference whether it was deliberate cart Ics&ness, deblreiatc neglect or violation of the rule. If it is a fatal accident com pensation follows. In a non-fatal case, it doesn't necessarily follow. Ii they con sider the violation of the rule is sufficiently flagrant, they can di^allmv the case completely oo the grounds Ut the man was not acting in live course of hi* duties he was acting contrary to rules. In Ohio, however (it was stated), the employee can do nothing in the way of neglect that will preclude his right to collect compen sation for an accident. In Quebec, however, the opposite is again the case ami the employee can collect (or his family can collect) compensation payment. Their law was founded oil the Ontario law. ` Compensator Tires. What is the proper way of nutting out a lire in a com pensator box? In one mill the instructions arc to let the box burn, get away from it, get a fire hose ami, staying at least 20 feet away, squilt the fixe down with the hose. This mill is convinced that an operator of a two-and-one-half inch tire 1k;sc twenty feet away from 2300 volts, even with his feet grounded, will not be shocked. The mill, however, internets its men to let the box hum until tlwr Using blows up. and tlien turn the fire, hose on, because by the time It is blown up, it kicks the main breaker in die generator room, so that the lines arc dead. Definite Instructions h;ie been given to all men that they are not to touch the safety box or compensator ix-x when it is on fire, because tire chances are it is stuck. Wlren a ninn toucher, the safety box it will blow up in his face. It is important to educate nil cmplovcc* in the well known standard rule or practice to opiate compensator* with tire ];ft hand and always keep the face away from the front of the compensator. It h the only way to get away from serious burning accidents in electrical equipment. ' Safety ^Switcher The following experience is quoted verbatim: "It has been our experience that some so-called `safety switches' are the most dangerous nieces of equipment hi a paper mill. It might be well for you to go Isick and 3uok over your safety switches. If they arc cf the same type as ours, it would he well to take the steps wc have taken. Most safety switches have & cross bar that operates tire phase knives. That cross bat is fastened on wiih a liille linkage. If the Utile linkage mechanism should break, all three phases will he short circuited We have had that happen several times. We have corrected it by insulating: the cross bar with hake!lie tubes, and, in addition, welding an angle inside the box. so that if the linkage mechanism breaks, the handle can't be thrown far enough to short circuit the phases with the cross bar." Goggles. What are mills doing to enforce the use of goggles? Nothing but continual harping on the subject will make a man realize that his eyes are invaluable property to him. Discipline for violation of the goggle rules frequently includes a layoff for one or two weeks. The Pullman Company follows the rigid rule of mak ing cveiyone in the shop, whether messenger, worker, or the president of the com pany himself, wear goggles while in the shops. A similar plan is followed hv tire Kalamazoo Vegetable Parchment Company, Kalamazoo. Michigan, the goggles being fitted to each tndividnaf by a capable optician. Experience shows that to enforce such a rigid rule requires the thorough support of th< supervisory force. Goggles of many types are required, to fit the individual to the job and the job to the indi vidual. In short, no single type of goggles can Ire used throughout the plant or throughout the department. Thee is a certain adequate type of goggle for each occupation. ' S7i/<r/v Rules Enforcement* Whether the problem is enforcement of the rule about the wearing of goggles, or some other safety rule, it is of the utmost im portance that management back up an adequate enforcement of the rules. In one case, after posting of and ordering that a ten-day lay off would be given to any man who was found working on a dangerous machine without h's guggles, the next Jay the foreman of the department was found working on grinding wired without goggles. In this case, as in all others, the management, if it is sincere, must enforce 300 Twenty-third Annual Safely Congress--National Safety Council the rule. It is often well in making safely rules, to give the workers an oppor tunity to assist in their formulation. In out: cum; workers to a department were given a number of types of guggles aixJ asked to wear them and express tltctr private opinion as Its their scrvicahility. in this case the workers picked out a certain type of goggle of the wide vision kind and no trouble was found in getting them to wear them. When management lias thus carefully covered the situation, decided upon the necessary rules to be followed, aiul considered the comfort and perhaps even the opinions of the workers, then there is no reason why the enforcement of the rules should not be regularly carried out. Although rules and regulations may not wholly solve the problem eh safety, itay have their importance in convincing the workers that the management is sincere and that it is going to back up the safety program 100 per cent. THURSDAY MORNING SESSION October 4, 1934 Trend of Occupational Diseases and Compensation By A. G. CRANCH, A.B.. M.D. National Carbon Co., Inc., Cleveland, Ohio Tlie speaker said in part: The view that Workmen's Compensation represents the recognition of a social principle is probably generally accepted today, and forms the basts upon which such laws arc administered and should form the basis for further amendments. This social principle, that the consumer pays the cost of production. involves charging the costs resulting from payment of compensation hark on the product and therefore such costs sltoutd be kept low. This should he done not primarily through lowered payments as such, but through more efficient prevention and treatment, therefore amendments should insure especially more atte nuate safety work, and shortening of disabilities through improved medical care. But during the years of change* hi these laws, we find too often that most amend ments have been tire result of compromise between two groups, one trying to keep down costs by limiting all payments to the Imvcst figures, and the other trying to increase the coverage and cash returns to workers injured Too little attention would seem to be paid to simplified administration, preventive work, and more adequate medical care. Today the really interested parties are the various Labor Departments with their hoard* of commissions who must administer the law, the employers, the employees ami the medical profession. In addition to these tftere are two groups who arc in jecting their mfluviu-v into this Held---propagandists for various forms of "social legislation" and the legal profession. The first of these seem anxious lo engraft upon the compensation system increased coverage which would make of it prac tically a general health insurance. As for the second, many of its members seem anxious to develop methods of ailmmisir.iliuii sucli as might require a great increase in legal services: this notwithstanding, the fact that otic of the essential feature* of the system was to make it possible, for the injured workman to receive payments without neresMiy for e*|eijsc of litigation. Unfortunately, as already mentioned, clmugcs In these law* are too frequently brought about, not on their merits or in the real furtherance of what seems generally recognized as the basis of the law. but through compromise between two groups striving with one another over many meas ures which may be Iwforc the legislature. The trend ever since these laws came into effect has been toward increased Kljcrality. Cash livnehts have been increased for temporary and permanent disahilitkx, and for death claims: "waiting periods" luivc Wen reduced: periods dur ing which medical care h given. and amounts available therefore, lave been in creased : cm-crage has Wen increased, and in twelve state* occupational disease*, as well as accidental injuries, have been made cornpcnsaWc in one way or another. Paper and Pulp Section 301 This trend toward liberality up to the time of the depression was largely rrflecud in tlic administration of the law. As tl>c chairman of tlic Coinnm.dou in one nf .m ,SulSs said l,uWcl> a few years ago---"1 consider the fund a fund crated lor the benefit of the workman, ami if h is humanly jxvssiblr to make a pavnwut to a claimant without direct violation of tta law. it dmuld lc done." The result vi this attitude, which at the time seemed not at all unique, was that many claims were awarded on what seemed to be entirely insufficient evidence and for con ditions so remotely connected with the alleged cause as to he almost grotesque. Pay ment of claims based on the theory of "aggravation of n pre-cMsting condition" was common, juk! utteu seemed very tar fetched. In prosperous times it ua* possible to carry uu with these extremely IkU-ral interpretations. With the depression the picture changed. Reduced employment brought reduced collections for the funds mid this in spite of frequent increases in premium rates. Reserve funds became "frozen" and tanking conditions, .played tavoe with suite funds as were supposedly entirely available. Although employ ment fell off and with it tl>c number of accidents, this was far from true with claims--at least to ize and frequency in prufKirtiun to the munber of accident.*. Today there is * flood of "not allowed" claims, because baseless, also many old claims are being revived, but all claims of this sort must be investigated, greatly increasing administrative extreme and delaying the work of the boards an.; com'- mtssions. Thai, too. many absences from work lave Income noticeably Oisptn|rf>rtmatc in length for the apparent severity of the injury. Appeals from adverse decisions are far more frequent and in states where appeal' to a court can lie made, juries arc making awards in many eases on what seems insufficient ground* The result of these trends has been greatly increased cost of insurance, ami hi some cawactual threatening oi the financial stability of the insurers. Present trends in compensation may then he .summed up as follows: In claims--far more groundless and "horder hue" claims are tang hied, appar ently m an effort to stretch the coverage of these law? >< include wlut might belong- to health or unemployment insurance laws. ' In administration--an increasing tendency to make u*c of legal service* in pre senting claims: more appeals: more complication in procedure ami delay i pay ments; a marked tendency to interpret the law more strictly. ' In scope---a steadily growing tendency to include coverage for i>ccu|>aiioiial diseases as well as accidental injuries. In spite of its ancestry, I believe we will agree that Workmen's Compensation is now recognized generally as based on a sound social principle. Costs of the care of injured workers are legitimately part of the cost of the product. If this is true iu the ease of accidental injuries, it is only logical that diseases dirtcily resulting from occupation should also be comj>cusable. This was recognized in Kurojie fifty years ago by some governments, and inclusion of occupational diseases is now very general in European compensation schemes In this country practically all nm com pensation laws, when first pussed. wholly ignored occupational diseases. Usually coverage was limited specifically to accidents. In some states only the word "injury*' was used, so claims for injury due to disease and not accident were presented. This called for court rulings and in this way rather than through any apparent intention iu live law, occupational diseases were included. In some states bv amendment tlx: wording was changed so as to allow compensation fnr disease in this way. In oilier states amendments wete adopted jwovidmg compensation for certain scheduled dis eases. The movement for inclusion of diseases under compensation began some fifteen years ago, but even after this lapse of time they arc o*n|>cnsablc in one way or another hi only twelve states, and also bv the federal Government: teuitories- "" Along with the definite trend toward inclusion of occupational disease, has always lec some considerable argument as to seoj* and method of coverage. Thcmvlicalfy just as any accidental injury arising out of and in the course of employment `is coitipenMlde. so should any disease. This idea is reflected in the legislation where the act applies to "injury" and may so include any disease a* well as accident. This is the s*>-called "blanket coverage." Tiwt other metlH.nl is to adopt a schedule of disease recognized a* occupational, making them cnmprmahlc Iqit excluding uihcrs This limited coverage is known us the '`schedule" method. There arc valid argu- 302 Ttventy-lhird Annual Safety Congress--National Safety Council menu for and against each method. To present these briefly and with as little bias as possible, would summarize as follows:-- "Blanket Coverage" white theoretically sound and the method presumably most just to the workman, presents so many practical difficulties in administration that it nay often fail to give the protection desire. It is also far more likely to be abused if liberally interpreted, until it could tu effect become almost general health insurance for workmen. If any illness attributable to a man's work is supposed to be covered, almost any illness may be the basis of a claim. To letermine the occu- pattotal connection would often become a highly complex medical question. Already under this system so much litigation is often required, and court rulings must be followed, that the purpose of tlic law in aiding those disabled is not infrequently defeated. The "schedule** method was the first method tried and has stood (lie test of half a century's jtracticc in some European countries!: The schedule should be carefully prepared to cover the outstanding recognized occupational diseases apt to occur in die state. It should not follow blindly some earlier schedule which may include many diseases never likely to occur, and possibly omitting others quite likely to be found. It sliculd be limited to recognized conditions known to be of essentially occupational origin and capable of definite diagnosis. Provision should be made for some form of competent medical board of review, officially connected wtih tlie body administering the compensation law and the decision of this board should be final on medical matters. Provision should also be made for inclusion of additional occupa tional diseases as experience indicates. With a properly prepared scliedole and proper administration, certainly 90 per cent of occupational diseases should be cov ered. In extending compensation coverage to occupational diseases it must be recognized that whatever method is pursued, vve are dealing with a much more complex subject than with accidents. Expert medical information is essential in administration and must be available from an impartial source to the board or commission resjionsiblcThe ultimate cost of such coverage is also quite a problem. Some ridiculously low figures have been given from time to time in comparison with the premium figures for accident coverage, but so. far the surface has only been scratched. We know that costs have steadily increased for coverage of accidents, despite the presumed dear cut nature of an accident. We can only guess what the relative increase in costs would he for occupational diseases when such coverage becomes more general and information regarding its possibilities is more widespread. This is especially true if "blanket coverage1' is attempted. No insurance company or state fund knows how to estimate the cost. As an illustration of this we have only to cite the present appalling situation with regard to silicosis, and this same problem of silicosis shows the vital need for a special set up in dealing with occupational disease as eouqwrcd with accident- To attempt to do justice to the silicosis problem by including it as an "injury" and dealing with it through present laws designed only for accident cov erage would be almost impossible. Compared with accident compensation our experience with occupational disease coverage is small indeed. The first compensation laws were often very poorly framed, precedents were often too blindly followed and basic needs seemed only partially appreciated. This is largely true of our first efforts to include occupational disease, hut a new trend is noticeable, and I believe further advance in this field will show a better appreciation of the important features of such legislation. In Pennsylvania and Massachusetts, for instance, some outstanding studies have been made by well qualified commissions. . The report of the Pennsylvania Commission contains one of tlie most masterful analyses oi the problem of compensation for occu pational disease so far published. Through such studies it should he possible to thaft a law accomplishing its purpose with essential justice and with the possibility of efficient administration. To sum up the trend in tlie field of compensation for occupational disease, I would say that there is a definite increase in recognition of the justice of such cm*crnge: that haphazard methods of approach are giving way to intelligent study of the problem: that such study seems to show clearly tire value of a schedule method ratlter than blanket coverage, and that there is increasing recognition that a different set up is required for efficient administration with provision for adequate medical advice in handling claims. Paper and Pulp Section 30i At present two tendencies are very noticeable--one toward broader vuvera^e, tlie other toward a return to methods ot administration involving more legal aid and the courts. The first might lead to inclusion under a compensation law of much that should not be covered in such laws. The teal purpose of the law should always be kept in mind and the law administered accordingly or else the whole 5>Uhsuc may be endangered through excessive costs. The second seems likely to defeat two of the importaitt features of the law, namely, lo make ti possible for an injuud workman to obtain payment for his disability without the added expense of kp.ii aid. and without the hampering technicalities of court procedure. In closing this review we might list as objectives which could well be considered in further amendments die following: 1. Carefully considered provision lor occupational disease coverage, with special coverage for silicosis. 2. Better recognition of the essential medical features of such lawn, especially a* affecting occupational disease coverage, through the formation of mm-pi]itical, non partisan. competent medical boards with official status and with imwcr of final decision in medical matters. 3. Provision for more effectual preventive features. 4. More recognition of the value of high grade medical treatment. as compared with cash payment for disabilities. 5. Simpler methods of administration, requiring less legal service and court procedure. 6. Provision for final decision of claims by the boards or commissions charged with administration 7. Adoption of some method for more just handling; of claims involving '*:orgra- vatton of preexisting condition," as in two stales now, through, apitortionmcnt of amount of resulting disability, logically attributable to the "aggravation,'1 Putting Safety Engineers Under the Microscope By W. GRAHAM COLK Director of Safety, Metropolitan Life Insurance Company, New York City *1 he speaker said in part: Aside from the responsibility oi a safety engineer to a given industrial property, safety engineers generally have the responsibility to emphasise the need of organized effort wherever human beings are employed They arc also in a position to stimulate the active leadership of the cniplovrr* <if small plants in their communities, because nf the general effect of all types of occupational accidents upon the national rate and upon insuiauce premiums. In the industrial plant which, because of its size or mtciest of management, has been fit to employ an individual to serve as safety engineer, either on full or |iart time, this individual becomes the pivot man in the resulting safety program. Upon him rests a direct responsibility to develop policy, leadership and organization which will result in a reduction of accidents and a decrease in the waste and inefficiency, incident to the occurrence of accidents. When the need of safety work was first accepted among industrial employers, the prevention of accidents was considered very largely in terms of mechanical safe guarding. The safety engineer was frequently selected because of his knowledge cl mechanical engineering, for ability to foresee mechanical hazards, and to design and build proper safeguarding devices. Experience soon indicated, however, tliat only a relatively small percentage of occupational injuries resulted directly from median* ical imperfections, and that, on die other land, personal habits of the employees resulted in tlie larger percentage of accidents. At this step in the evolution nf safety engineering as a profession, considerable attention was given to Umi need of training employees and of stimulating their continual interest in accident work. The work of the safety engineer then became very largely that of a promotional or educational agent In this regard safety committees werfc organized to interest employees and obtain their cooperation in discovering and correcting unsafe conditions and practices. 304 Ttccttly-third Am mud Sajvly Conyres* --JVat tonal Safely Conned Safety rallies were held to stimulate group interest. Contests were conducted to encourage the production of improved accident records of departments or entire industrial units. In some instances, a form of bonus was paid for the accomplishment m exceptionally good records. Advertising principles were utilized and attempts were made to develop interest through various publicity methods. Bulletin boards were erected and used to display safety posters and at times to present special mes sages from live local manager. Cautionary and instructive signs were placed at important places to attract attention to a probable hazard, or to jorcsem safety advice. Pay envelops aiul other means were used to distribute pamphlet* and other printed messages about safety. These various promotional activities were, in most instances, designed to reach the employees as a group or. in other words, they followed the line of mass ap proach, The results of these efforts were apparent inj many industrial properties and marked reductions in accidents were noted. Several years ago it became ap parent, in some industrial organizations, that the ultimate in accident prevention could not he obtained entirely by mass appeal to all employees. It was appreciated that this type of appeal would have considerable effect ujon certain groups of employees but that there were, in practically every industry, other groups who would not react to general educational activities, even though they had the same opportunity to come in contact with these activities The appreciation of this fact led to the adoption of more direct methods of reaching certain groups of employees. ( Disciplinary measures were found necessary in some cases. In others, it was conshlered advisable to study the individual habits ami characteristics of certain emjdoyces and to take individual steps to overcome lack of interest or indicated accident proneness. Increasing attention was given to a review of applicants' fitness for the work to which they* were to lie assigned, to the study of the actual requirements of specific jobs from die accident viewpoint, and to t!c need of closer supervision and special training (of certain jobs. During this period also, the position of the executive and tle supervisor in the program a> given greater cmirfiasi* and increased attention was given to the need oi convincing managements of their responsibility m the safety program. Methods were also developed In cmpliArize tlie imjiortance of the supervisor. and in some instances foremen's safety conferences were organized and conducted. The recent period of business depression in the United States presented a means of measuring, to soiik* extent, the results of organized safety activities in industrial organizations. To be sure, the numbers of industrial fatalities or serious accidents show a decline during this ittriod. hut it is doubtful that this decrease was as great as the decrease in enqdoymcnt or, in other words, as the decrease in exposure. In some outstanding instances, industrial safety programs lave been continued during, the (ktwcssuHK diminishing only to an extent comparable with the decrease in indus trial activity and employment. In many other instances, however, the industrial safety program suffered materially, even to tlie extent of the total elimination of wifely departments or the coordination ot the duties of the safety engineering with tliosc of some other executive *l*hc experience during a number of years prior to tlie depression has emphasized, by many studies which have been made including specifically a study conducted by the Engineering Council, a definite relationship Iictwcen accident preveut and plant efficiency. Those who have had the privilege of close contact with safety work realize that the frequent occurrence of accclcnts is a measure of inefficiency, and that safety programs are an essential phase of economic operation. Rased upon this fact, it is reasonable ! stipjxisc that industry would not decrease its safety activities <hiring a period wlieti ti was suffering from business depression but rather would increase it* interest in thusr activities which aided to decrease wastage ami to over come inefficient and uneconomic operations. It is apparent, tliercfore. that tlie diminished interest m safety evidenced on some j>mi>crtit'S. was but an indication of the fact that the management of these proper ties had not l>ccii m4<1 cffcctivclv to the value of safety work hom an economic as well *< a humane viewjioim. 1 his statement should not be construed entire!* as a criticism of liic safety engineer of tliesc specific projects, but rather a* an indication id the failure of the safely engineering profession as a whole to teach and impress Paper and Pulp Section 305 business executives with tlie value ot safety activities and their rcspuimlnht;, for tlie conduct of prevention programs For more than a icar, steps have been taken by the National Oovcn.im.ut de signed to aid American business to overcome tlie depression. In tins recovery program It seems very piobable that the profit making organization will be the omwhkrh is able to produce, distribute and sell its merchandise in an economic maimrr. This will require the elimination of wasteful and uneconomic practices which in volves, in very large part, the elimination of those conditions which are productive of accidents. In the past, accident prevention was cousidix :d very largely as a humane respon sibility and accidents were considered usually as those incidents which resulted in human suffering. Recent studies have indicated, however, dial industrial .\crideuts also result in the destruction of projicrty, the damage of machinery, the spoilage \n raw and finished product, and tire loss of valuable and trained workers. In many instances tliesc conditions result where no personal injury is experienced. The pre vention of all types of accidents would thus serve to decrease many form* of w;isie and in a number of instances will mean the difference between loss and profit on the annual balance sheet. We have thus reached a step r. tlie evolution of safety management never before reached, when the safety precession has an outstanding opportunity to indicate it* projier place as a part of economic industrial management. In this position, the safety engineering profession is aided by the National Government which has required the insertion of a clause in the various industrial codes and lias called uiou organized industry to develop definite safety programs. i Furthermore, the government has shown an example and taken the leadership in developing organized safety work among the thousand* of individuals who have been added to government payrolls through C W. A., P. \V. A., T. K. 1?. A. and other large governmental recovery activities i The safety engineer who will, therefore, capitalize upon his present opportunities is tlie one who will uke active steps to analyze the reason* executives have not been, in many instances, tlmrnughly sold oil the advantages of safety piugramv In doing this, he will analyze the past activities oi the safety profession and will en deavor to develop himself and hi* safety program as an essential to the conduct *n the industry. It has been easy for the safety engineer to present perhaps an alibi, and to presume or say that better results could liavc been obtained if it had been possible to secure the more active leadership uf the higher executives, and tlie criticism that management had, in many instances, not visualized the importance of safety procedure. On the other hand, lie placed the responsibility for this lack o{ interest directly upon tlie safety engineering jwofession. He etnpliasized the fact that executives were responsible for many other activities and tliat unless their attention was continually and force!ully called to the need of their persona! partici pation in accident prevention work, they were prone to lose sight of this rcsinonsi- hilitv. If it is granted that accidents are a form of economic waste and that the pre vention of accidents is an economic necessity, it can be assumed that the entire responsibility for the safety program Is one that naturally rests on the chief operat ing executive, and further, that the safety pragiam should not lie cousidctcd purely { as a welfare activity hut as a phase of industrial management and supervision. With ' this conception, tlie safety engineer is not an independent force attempting to instill safety consciousness and prevent accidents through bin own ability On the other 3nd. he becomes an assistant to, not a substitute for, the operating head of the imvities*. In this |volition. it is his responsibility to keep the o;>erat:ng Iwad tlioroughly advised of the accident problem and as a representative of the otverating head, to see that the safety policy of the comjiany Is carried Out. In following such a procedure, the department supervisor or foreman naturally is tlu* man held re<pou- sildc for tlx* prevention of accidents among his particular group of employee*;. The safety engineer has the responsibility, not to prevent accidents in a department, hut to aid the department head to visualize his responsibility ard to develop and carry j out necessary activities. Iri this capacity, the safety engineer is in a position to coordinate the activities of the various department?. t The departmental supervisor requires the cooperation of the men who are work- 306 Twenty-third Annual Safety Congress--National Safety Council uiB for him. To accomplish this it is necessary that he impress his workers, both by example ami conversation, with hi* sincere interest, and encourage them to aid him m the conduct of plain activities, unmarred by either personal injury or non personal injury accidents. The appointment of certain employees on safety commit tees will undoubtedly aid the supervisor in meeting his responsibility, if the committee is organized with this purpose in mind. Too frequently in the past committees have been organized wholly for the purpose of securing insurance pre mium reductions. In many instances, these committees have been effective on paper om>. mid m some cases they have resulted m a group of men authorized to criticize delects in safeguarding and in 0|ierating procedure. To be sure, there may still he conditions m industry where safeguarding is essential. On the other hand, there are many instances where accidents can only be prevented by the personal actions and practices of the employees The effective safety committee is one which recognizes the entire situation and serves as a means of securing emplnvre cooperation with tlic saicty program. '' In summary, therefore, may we emphasize the fact that the safetv engineer has at the present moment, perhaps the most opportunity he has ever had to'analyze the delects in past procedure and to develop himself as an integral part of the oper ating procedure of his Industry, and as a real assistant to the chief operating ADJOURNMENT TWENTY-THIRD ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Petroleum Section Officers 1933-34 Gctiorai Chairman--R. W. Black. Standard Oil Co. of N. J-, Elizabeth, N, JVicc-Chairuian--A. W. Breeland, Lone Star Gai Co., Dallas. Texas*. Chairman, Atlantic Division--J. H. Brown, tide Water Oil Co.. Nvw Votk, N. V- Chairman, Great Lakes Division--J H. Standard Oil Co. (Ohio), Cleve land, Ohio, Chairman, Mul-Candncitf Division--A. A. Obfjx. Barnsdatl Refineries,. Inc.. Tulsa. Okla. Chairman, Gulf Division--W. P. Rrymoxo, Jr., Standard Oil Co. of Louisiana, Baton Rouge, La. Chairman, Rocky Mountain Division--B. V. Osborn. Standard Oil Co. (End.), Casper, Wyo. Chairman, Pacific Division--}. K, Roberts. The Texas Co., Los Angeles, Calif. iVVttw Letter Editor--G O- Locknvooo, Tile Empire Companies, Bartlesville, Okla. Engineering Committee Chairman--li. EL Roaper, Humble Oil and Refining Co, Houston, Texas. Health Committee Chairman--Dr. R A. Jewett, General Petroleum Corporation of California, Los Angeles, Calif. Paster Committee Chairman--H J. Wilson:, Associated OH Co., San Francisco. Program Committee Chairman--C. L. IIicutowkk, United Gas Company, Houston, Texas. Publicity Committee Chairman--J. L, Ktsixcctt, Magnolia Petroleum Co., Dallas. Texas. Statistics Committee Chairman--]. W. Myers, Standard Oil Co. (N. J.), New York, N. V. Past General Chairmen-- R. S. Bonsib, Standard Oil Co. (N. J ), New York, N. Y. V. R. Currie, The Texas Co., Houston, Texas. R. E. DoxOVAM, Standard Oil Company of Calif., San Francisco. Calif. C. L. Hightower. United Gas Company, Houston, Texas. Geo K. Prussing, Union OH Company of Calif.. Los Angeles. Calif. E. J. Senne, Soeony-Vacuimi Corp.. New York. N. Y. C. VV. Smith, Standard Oil Co. (Itvl.), Chicago, 111. D. J. Wallace, Petroleum Safety Council, Tulsa. Okla. Secretary--H. N. Blakeslie, American Petroleum Institute. Dallas, Texas. 307 308 Twenty-third Annual Safely Congress--National Safety Council TUESDAY MORNING SESSION October 2, 1934 ,, T,lc DpS''" `c"io" ,llc Petroleum Section ai cailed to order by Gold*! Chairman R. W. Black, Standard Oil Company of New Jersey, Elizabeth, N. j., who presided. He introduced Mr. W. C. Holliday, President, Standard Oil Com ,KUG f Cleveland, who made a brief welcoming address to the delegates on behalf of the Convention City. Chairman Black presented a brief resume of the activities of the Petroleum Sec tion durme the (last year, outlining the work of officers .and praising the work of standing committees. He then introduced the first speaker. The Statistical Picture By J. W. MYERS Secretary, Annuities & Benefits Committee, Standard Oil Co. (N. J.) New Yoric City The speaker said in part: The study I have just completed of experience in the petroleum industry shows the following significant facts: (a) While the general trend in frequency has been downward for all industries, the petroleum industry reduced its frequency ill iclatiou to that of 1926 at a slower rate during the years 1927, 1928 and 1929 than all other industries. ' (b) In 1930 our rate of improvement in relation to 1926 was accelerated to the point where we almost equaled the rate of improvement for all other industries. (c) During 1931 and 1932 onr rate of improvement in relation to 1926 not only was further accelerated, but onr rate of improvement exceeded the rate for other industries. (d> In 1933 tlse petroleum industry, in common with all other industries re versed the trend of it* ruc-derit frequency but we have lost relatively less ground than other reporting industries. '' (c) A* a result of the downward trend of our accident frequency, and particu larly as the result of the relatively favorable showing during the past few years, cwr industry in 1933 ranked thirteenth in .frequency, whereas we ranked twenty-first in 1932 and forty-first in 1927. When we consider that our industry is engaged in the production, distribution and sale of flammable material, we can be proud of our rank w the bttsiuess of saving life and limb, even though much room for improvement remains. In explanation of the reversal in the trend of accident frequency iu our industry four recent developments may be cited: (1) The adoption of the petroleum code, together with the problems in connec tion with its administration, as well as other difficulties incident to the Government program, has required so much of the time of the executive and supervisory forces as to have resulted in a relaxation of management pressure against accidents. It is especially significant in this connection to note that the upward trend in accident fre quency lias been apparent for about one year. (2) The emphasis given to collective bargaining under Section 7-A of tlie Recovery Act has led to labor unrest--a fact which, no doubt, has in sonic degree diverted tlie mind of tl>e working man froui the safe performance of his daily tasks. (3) A moderate degree of recovery may possibly hare speededupthe business processes, and hence, diverted a certain amount of attention which Ha* been given to the work of accident prevention during the earlier years of the depression. td) The adoption o? the code and the moderate recovery in the volume of our Imsiness has resulted in the employment of new personnel. This may have con tributed to the increase in accident frequency, especially in those units which do not make t a practice to give serious safety Instruction to new employees. Another phase of this situation is the fact that the recent working schedules cause more moving between jobs nod more frequent change of shift. Petroleum Section 309 Of the four factors, (he first aud second arc tlm most important. To counteract the firit factor we need at every opportunity to remind our managements that to relent in our accident prevention efforts for even a few months means an increase in accidents, with consequent loss of tile ami limb and its concurrent financial loss. To overcome the second factor is admittedly difficult. It might not, however, be out of order to suggest that certain conditions demand, as never before, a wcll-coiisuleicd program of friendly cooperation with employees, and llut one item of such a i*rogram might well be to give our wage-carnets a vital part in the program of accident prevention. My study of the trend m severity of accidents shows that in the years 1927, 1928 and 1929 accidents in the petroleum industry tended to increase in severity while other industries were making a moderate improvement as compared with 1926. Beginning with 1930, our industry, in common with others, evidenced a cumimunR decline in the severity of accidents. This decline has been somewhat greater in our industry than in all other industries. As a matter of fact, during 1933, you will note that while the severity rate for all other industries remained unchanged m relation to 1926, the rate for the petroleum industry showed a further slight decline, -notwithstanding the 10 per cent increase m frequency. Nevertheless, the petroleum industry ends this seveu-ycar period with a severity rate of 1.89 as against a rate of 1.54 for all other industries. In my reports of previous years I have expressed the conviction that the severity rate' is a better indication of the control of the inherent hazards of an industry than is tl*c frequency rate. We know only too well that our industry presents serious accident hazards wnich arc not common to other industries and which justify, at least, in part, the higher severity rate which we experience. We also know, on the other land, that fluctuations in the frequency rate are very apt to record increases or decreases in those cases of man-failure which are more or less comtuon to all industries. It would seem, therefore, that our picture is not necessarily discouraging for we know that the recent increase in frequency can be controlled and that we are xtill moving in the right direction in the control of those inherent hazards which produce the serious injuries and the high financial losses. This does not meats, however, that ive can afford to divert our attention from those hazards peculiar to our industry which produce tlie serious injuries. Ob ' solcwicucc of equipment and processes is extremely high in our industry and with the use of each new process and material we find ourselves confronted with new and special hazards; which require prompt and adequate control if wc are to make fur ther progress in the prevention of serious injuries. This word of caution applies particularly to tlie refining division of our industry. The Industrial Physician's Place in the Accident Prevention Program ' By DR. JAMES M. ADAMS Medical Director, Standard Oil Company of Da., New Orlaana The speaker said iu part: The principal methods used by Hie Medical Depart ment in accident prevention may be said to be: 1. Selection of new employee* by physical examination to exclude those who, from a physical standpoint, cannot work safely. > 2. Periodic examination of employees to discover increased accident hazards in tlie individual worker arising during his employment. 3. Cac of minor illness and injuries to prevent their causing more serious acci dents. 4. Care of injured workmen to shorten the period of disability and minimize permanent disabilities, 5. Study of the-employee's environment to eliminate conditions predisposing to the development of accidents. The financial waste n industry resulting from tlie acceptance of all applicants for work without physical examination lias been estimated at more Hun half a billion dollars. Some of the sources of waste are: 1 Labor turnover; 2. increased liability 310 Twenty-third Annual Safety Congress-National Safety Council to accidents. 3. absenteeism due to accidents; 4. liability to long disability compen sation. '~ To successfully conduct the employment examination the physician sliuultl lie as familiar with the duties of the position to be filled as the employment manager. Practically all disabilities have cither a direct or an indirect bearing cm the accident hazard and the degree of the hazard varies m the same individual with his occupa tion. A large, old, complete inguinal licriiia in a man of fifty wearing a well-fitting truss und employed as an engineer is much less of an accident hazard than a small, recent, incomplete hernia in a man of thirty employed as a laborer. High blood pressure in a rig builder would be more hazardous than for a pumper. A man with one eye is much more likely to he injured as an oiler around moving machinery than as a fireman. Among the disabilities presenting accident hazards, visual defects cause the most accidents. About 70 pei cent of our muscular activities are initiated in response Lq impulses induced by our sight sense. Focal infection resulting from infected teeth anti tonsils often cause slight sprains and strains to result in prolonged disability. Defective hearing may be a grave hazard in working with gangs using cranes or similar machinery. A deformity of the limbs may not be hazardous in a pipe hoc laborer, but be very dangerous for a rig-builder helper. Diseases of the heart and high blood pressure which may cause spells of dizziness or even unconsciousness are dangerous in most jobs. These individuals are also more liable to heat prostration. There is hardly any place in the petroleum industry where an epileptic may be safely placed. Results of injuries to persons with latent syphilis are usually much more serious than to healthy individuals. Physical examination of an applicant should include.the whole body. The appli cant is entitled to privacy during the examination and only the doctor and tl*e man to i?c examined should be present in the examining room. It is usual to have the applicant present himself completely stripped. However, even the lowliest have a sense of modesty with strangers and in order to avoid the resentment that will be felt by many, it is preferable to have the applicant enter with only his trousers on. Taking a medical history is of little value because tle information the applicant gives cannot be dt'ixnidcd upon. Above all it is necessary to make accurate records of the findings. Especial cafe sliould he taken in estimating tlc applicant's vision. Physical examinations are usually made of applicants for regular employment and persons employed for temjK>rary construction and repair jobs arc usually not exam ined. From an accident prevention standpoint, it is surely us important to examine a man for a s-hort period of employment as it is for permanent employment because an injury to a man working one day costs just the same as if he had been on the job ten years. The cost of these examinations is small in comparison to the com pensation costs in a single case. *' It has been estimated that 90 per cent of accidents are doe to individual workers and that 90 per cent of these workers have physical impairment or defects ranging from moderate impairment to serious defects, and that 75 per cent of these defects can be cured or benefited. There has been a trend in the last few months on the part of the medical profes sion to cast doubt on the value of periodic health examinations. Tlteir worth in industry lias been and is daily being |oved and they arc especially applicable ill the field of accident prevention. Many of the objections being raised by physicians to these checkups refer to their briefness. But it is especially necessary in industry to make them as hirt as may be consistent on account of expense and the time lost from work. It is possible, itowever, by the development of a routine to make a sat isfactory examination of all regions of the body including a urine examination and brief advice, in twenty minutes. This will suffice in 90 per cent of the cases and the other ten per cent can be called back for further investigation and advice. It is Questionable whether an examination of every employee annually is a justi fiable exjieJb-c- A checkup of employees under the age of forty every two or three years is probably sufficient: from forty to fifty every one or two years: from fifty Io slxtv >v scar, and above sixty every six months. Employees witli shouid'he cheeked over *t periods varying with the nature and extent ot the disability from one to twelve months. There is- the additional problem in making periodic examinations of placing those Petroleum Section 311 employees presenting serious accident hazards in occupations where the hazard i* greatly reduced or absent. Most of the work in the petroleum industry b cithvi laborious or technical. There are enough duties among the non-technical job*., how ever, which do not require much physical strain or activity to make it possible to group them in separate light ami moderately heavy duty jobs which may be utilized for these handicapped men. In large plants it is advisable to luivc a survey made and such light tasks segregated from existing jobs- This docs not mean the creation of new jobs--only a redistribution of the duties of existing jobs. A tank wagon salesman, with, a serious visual defect which could not be corrected was transferred to a position as tank wagon filler. A rig builder with beginning heart failure wa> given work in his own craft where he has no climbing or severe strains. In addition to the periodic examination of employees, all men transferred to other occupation* should be examined. As previously outlined, a disability which presents a minor hazard in one job will become a major hazard in another The personal qualifications of !l*c plant physician arc as important as his pro fessional competence. H must be able tu inspire and maintain the absolute confi dence of the management, the supervisors uud the workmen. lie must he an idealist and a diplomat. He must have executive ability and good judgment in business affairs. He must be non-partisan, but must have the employees' welfare Indy at heart and must be ready to do battle for them and for the individual workman when necessary to secure justice. He must be capable of judging when suggested re forms arc compatible with die interest of the company and when the costs and other considerations are too excessive to expect reasonable returns from the investment. He must know' tvhco to follow red tape, when to go direct to the general manager and when to the supervisor to get the most satisfactory results. First impressions are the most lasting and repetitious dcc;>cn these impressions. If the new employee is told by the employment manager that an inijiortaiu part of hix duties is tu wotk safely, and if He passes from the doctor's examining room to the SatcU Department, the doctor can also help tc* fix in id* mind the ideal of safety. Safety posters in the doctor's waiting room wilt he read while awaiting examination and the doctor should mention the importance of working safely, the importance of first aid treatment for minor injuries and explain to the employee the services offered by the Medical Department. By the time lie Is n.s.srnc<J to hi. job and is instructed by his foreman in the safe way of per forming his work, he should be thoroughly impressed with the company's policy that it is just as impor tant to do his job safely as it is to do it accurately. On the first visit of the employee to the emergency Itospita] for service he .should be received courteously as an individual and not AS just one of a mol). It is advis able that Ihe doctor see every man applying for treatment no matter how trivial the condition may be. When inquiring into detail* of an accident he can often slip in 51 word of warning or advice which may help to prevent another Accident. No effort should he spared to secure tfie employee'* complete confidence. At the time ot the periodic examination, accidents since the Inst examination should be reviewed. If the employee is accident prone, and especially if Ik: 5s sub ject to A particular type of accident, a tliorough search should (>c made fur a cause either in his physical or mental makeup or in his environment. U the tj'pc of accident is common In hi-, department the cause is environmental and a job for the safety director. Tf it t* peculiar to the individual, it is a physical nr mental cause and should be determined by the doctor It is often a case of a square peg in a round hole and the only remedy is transfer to other work until his metier is discovered. No opportunity should he lost to impress, on the employee the importance of first aid treatment immediately lor every injury however trivial He should le given definite insttuclions when to return for further treatment and called in is" he fails to report. Infections will become almost unknown amt minor injuries will not develop into major ones. It* tl* treatment <>l injurtc* Involving lost time much can he done by the plant physician to Shorten the disability period. Die best hospital and surgical attention is usually the most economical It desirable, though nor csseolia!. that the plant physician do his own surgery The morale of the patient must be maintained at all 312 7 witty third slnnual Safely Congress--National Safety Council cons and the injured man returned to work in his own department as soon as it is safe, even though Hi* **rr\kc* may l* rwB-pcudoctlve for a period. First aid training is. m m> .ipinkm. the mut potent means we hate for safety education. A chan imrnnjt a jktwxJ i .ear* m uoc refinery showed a consistent drop in the accident rate durm* and rnmwdiately toHowtnx periods *>f first aid train ing. I tclc\c rt i* a *!*- mvc-*tt*wm i. jjiw* att employees ths> training. I the )4anu treatment I*.* the**- Dwtoni rrawHo m ftr^t aid > limited to strictly emergency measures but hi tlx twki tin tiwmd\e>t are >f hsestimabk value. Details ttf the Iranians ar unualh .*<ulw'wM l<. tW >-uet> iHrjianment, but the Medical J>epartmcrtt i* r**-|,x>*>li hwrf m* n>eer*-a-d. that the training given is cor rect and that tlw trait**** wma-r ****! time their instruction covers only first aid irrattuctm am! i*>- ?i hiitw*. , *t:i t-> mjwr k- " Every cmpl-*>-c i. lncnr doc to either sickness nr injurs should lc i-.uNuttwl u*. iii hrt>ire being permitted to resume his dutk-s bl*n> will w- ( at>n iho)Hi>i*o. wlterr their continuing disability might result in injur> i- n>< i..vU.-- * Min-v*. Many new chemicals arc being intn-dnerd >nt* tl* omiom-i v .Viao.v tiwse have poisonous qualities ami vnipVscc* who avi- i*i n twain- *\ . m*>r* nu.tcriaihlc to the jwtRon effects than tlx* lieaHht \t: m,).;,.i .* haitdlitig uch materials should liavc a preliiuiiiarv Jutmujti M' if* jtuiu pii. *-. mu atul thereafter be examined at regu lar interval*. Tlie iudu-trial *..- +i. >iivoiuai>u **1 io the plant jibysscian. She can help maintain iimfe ifttgucn! Ui^wii the <luud4cd etii].4<ncr and the busy doctor than can the d- <*t*t a'.-.**. >lw odd* tU* rr avtc|*taS4e winaii's touch to the care of the injured matt Sin- itch-M ntauttain !.* KforaSc atul. equally as imjMrtant. that Jiis family. The win mill a*! quraimp*. of the mir*e that she would hesitate to ask of a doctor atui tin; rta>suratKC liw nurse can give will be of great service. She can instruct the wiir tn the art .f cartin' for tlw invalid ami she can often detect di-mc.-tic situatfns tlutt interfere with tlte laikm'* progress ami which may be hidden from tHi- dmior Treating tin- injured employee, rathe* than treating only the employee's injury ts a>- jmjiortajit in uettint: tlx* man lack .wi the job as it is in keeping ins mental status satisfactory. Too oiten tlie surgoai's interest is in the technique of treatment of the injury and a satisfactory mechanical result and too little attention is paid to lUc early rclvalnlitation of the individual. Until recently tin* employers* interest in accidents lias been in prevention, coinpensatiou ami adeijuatc medical care. lately they arc concerned also tn the rclialiililation of the injured rmplovre an<J his return to productive work, wot as a cripple, hut as ait individual wJkj may 3>e suitable for only certain types of work. The. medical care and supiairt of injured w<rrkmeti was forced mi employer* by comIKmsatirHi lioards but is mm accepted willingly a* a justifiable cxjtensc. The exist ence of our social order and the welfare of industry demand llmt luuultcapped workmen may return to gainful occu|iations and not he set adrift as helpless derelicts io Ik* cared for by voluntary charitv or by tint xtatc. These handicaps sometimes result in actual increaiir in the value of the workman's Service to his couipaoy. and in the large majority' of cases the handicapped indivldtKil can he tclaiucti iu service and given wvrk which will produce * greater profit to the com pany than may 3ic cxpcctctl of a new employee after the cost of his training has been cosi(k*rcd. Uriiahnitatioo sliould liegin at the time <if tin* injury hjr building an atmasplierc i.i* lio.oc and cneourageiuent around the jiaticnt, thus mamtginhtg a good morale Hours of idleness breed discouragement and resentment an<[ norite form of occupa tional {l.t.apv slionhl ttc instituted a* sixin as possible. As soon ns he is able to do any khwl of w*>rk safely lie .should l>e returned to thiti. The physician sltonld dh* ins^s with lu's foreman the injured workman's disability and lx* sure that be under stands the lirnitatiomi of fii. ability- There re some miurfes hi which it is not advisiiblc to return the patient to the info early--*uch as head injuries, tracturcp oi the bodies of vertebrae, fracture? of the foot, severe injuries to the chest and ahdomiual injuries. After his return to work the dtsabltil workman must he followed up closely ^on Siis job. KctfOrt*: from tW ioremau should l>c secured frequently. As soon as tm- Pctroleitm Sfdivn 313 provemetit luw jsrogres - utficivntly, advlhu.cial duties should be assigned to the disabled man. Thi> will be c>crtc evidence to him that he is improving, j as soon as he is able he should be returned to his regular job. The tor<ni:m ^nd tlie jKrrsooiici man can be i great a-*tNtan<."e at this ttmc in ciicunraging him it is often necessary to enlist the Ox/peratiun <ft his fellow* wotkuwu. not to help him in work, bur to cucoufage h*m and to rrpitrt if there are any operations among his duties thsu the patient successfully ixriorm or are earned out wiSi iuo much effort. The s**rKeou` er>}Ni*<al>thty etsds .l> ben the patient has attained maximum /jBjeovenxTtt. been aatjjtarii'ril> adjusted and |ax|. the i-'olicu! ha> been r*ehal*ilHated ^ikI >n* lca>< a Aatisctet-try nsental adjustment to Ids job .** Ixrfore the injury 1 iu-rt i* cUn^rr ia m.uffwicin fdl<m-ut> and there is danger in too i^Xr \ Utedtum U\n>t U; -- Orgtftmof Ftenl Rcfacf Projects for Accident Prevention lyia MUXPHEY teftcy TufMiaMr. Hi Cubbusw Prtrolum Coep^ Tulsa, Okla. Tlie ptiikcf vk] hi pan . luuc<iiately after tlie inception of a national L\ W. A. >afet% urgaHicauoti. i aa ak(.d io take over and direct ilxr atVtv program for the Ute oi JkUiwma. M> com\#uy. tlw Mid-Contiuent Ptirokuui Corp.. jatm^icahy accvde<l to t)u request and gave me leave of absence to organiae sajety on Federal projects in the t**e. 1 atteuded the conference oi ume fifteen safety directors ;<t Chicago oc December A*. IVSJ. where wc pooled our ideas and experiences, and received utr mstrtxiknis. Kcttmiing to the state, we established >atcty hcaikiuarters in the Federal Building in Oklahoma City ami immediately proceeded to appoint eight District Safety Hugi livers, these appointments being* made from professional men u ho were available ami wlu were experienced industrial or insurance company safety men, or who xvre {metical and experienced mechanical and c-m*ti uctioii enguteeis. Because of the mpidlv mounting toll of accidents over the nation and m OkiaIxtma the work of organizing wn* made an emergency measure and safety stair literally worked day and night, Sundays and holidays, for one month tn get the very best organization in the field possible With the cooperation of County Administrators and .District Safety Engineers, part-time Safety Inspectors were ajipoimed on every project employing ten oi n*-*v_ men. These part-time men were to put in at least one hour per day on the job. inspecting the job frequently for safety, and had the additional duties of giving hist aid treatment to all injuries immediately after the accident occurred. Problems of safety in transportation of those working on C. W. A. jobs were taken care of; an accident reporting system arranged fur; safety posters distributed and posted on every job; rules and regulations for handling and usage of explosives promulgated; first aid supplies delivered to every job; first aid training oi hundreds, and even thousands of workers was soon started under the joint sponsorship of the American l\ed Cross and other agencies; rules and regulations on such subjects as excava tions, gravel pits, hospitalization were, put under way, in a very >loi t time. In tbe latter part of January a. health program for C. W. A. workers was pro mitigated from Washington, borne of the principal items of this program were sanitary conditions at cumps, providing safe drinkm* water, adcauatc toilet facilities, and mosquito control; protecting woikers against poison ivy and poison oak; seeing that men were projicrly clothed during cold or wet weather, protecting men against frost bites, sun stroke and heat exhaustion; tlt workers wen* instructed >u the proper manner of lifting heavy weights to avoid back strain; to isolate workers having contagious diseases; seeing that men with physical defects were placed on proper jobs according to condition; and seeing lhat sick men were not allowed to work. Tn the larger comities it was soon necessary t*j appoint full time Counly Safety Inspects* where lar^c quotas of men were at work. Oklahoma'* quota alone in January, 1034, ran as high as 114,000 men at one time. All kinds of trades ami 314 Twenty'third Annual Safety Congress-National Safely Council occupations and classes oi work were icpresented in the personnel and the projects which were operated. Within four weeks of Use inception of the safety work in Oklahoma, results in reduced accident raxes began to be apparent to a very satisfactory degree. For die week ending January llth, 179 lost-time injuries were reported with 94,768 men working, giving a rate per HO men of .1889. For the following week ending Januar.V ^otn. 119 lost-time injuries were reported with 106,622 men working; a rate of .1116 per 100 mu. The following week ending January 25th, we had 101 lost-time injuries with 112.181 men working; a rate of -0900. These rates rau still lower m March. As a result of C. W. A. safety work and later extended into the E. R. A. of Oklahoma, the state now has from ten to twelve thousand trained first aiders and Jrom ctgiuy to one hundred thousand inoculated with the safety idea, who would perhaps, otherwise never have come in contact with these two important phases of work-a-day hc. Other Experience on CWA Jobs Mr. K. F-. Donorail. Chief Safely Engineer. Standard Oi! Com[ny of California. San Francisco. Calif., also gave an outline of experience in organizing safety work on the CWA jobs in the Southwest and oh lire Pacific Coast. Mr. Donovan had been dratted mr tins work in a manner similar to that described by Mr. Murphcy, a,, 'l,s experiences were quite similar. He spoke extemporaneously and no record of his rennrks is available. He placed considerable emphasis on lire good that the C\\ A safety work did in advertising safety to foremen who had never known that there was such a profession as safety engineering. WEDNESDAY MORNING SESSION October 3, 1934 A Practical Safeguarding Program for the Field By M. B. HECOX Standard Oil Company of California, Taft, California Speaking extemporaneously, Mr. Hccox called attention to die fact that me chanical safeguarding was tire first step undertaken in organized safety work. In the years following the inception of the safety movement, safeguarding has continued to be an all-im]>oriant feature of any accident prevention work, and its importance has been accentuated hy the aid of Slate Industrial Accident Commissions and the willing cooperation of many companies, who have sought to make their physical plants safe places in which employees may work. He emphasized that while mechanical safeguarding has come to be only a small part of the usual accident prevention program in any progressive industrial plant, it continues to play an important part in that program. Not the least important phase is the fact that where a well organized safety program is carried out, safe guarding is conclusive evidence in the tfliuds of employees tliat management t* sincere iii its desire to stop all accidents. When safeguarding is thorough throughout the plant, it is usual to find the employees sincerely cooperating in their part of lire saiety program. We conceived, said lie, tlmi the first safety step in our organization wus the establishment of standards to bo followed in all construction work. Before these standards could be established, a study lad to be made of tire operation of various mechanical equipment in field use, and particularly the relation of the work it per forms iu the hands of tire employee whose riutv it was to operate it. After months of study, two manuals were prepared and printed. One of these was a manual of safe rules for the guidance of Design Engineers; and the second a manual of Infor mation for Construction Engineers and Construction Foremen. Petroleum Section 315 (The speaker then, with the aid of lantern slides, showed some thirty-six pic tures on the screen, illustrating types of safeguards and mechanical devices, as well as many safe practices followed by his company in carrying out their practical pro gram of safeguarding employees in the field.J Report of the Nominating Committee At this point the Chairman called for the ii>vrt of the Nominating Committee, and new officers for the sectiou were nominated aud elected as follows; General Chairman--G. O. 1-ockwood, The Empire Companies, Bartlesville, Okla. Vice-Chairman--R. B. Reaper, Humble Oil & Refining Co., Houston^ 1 exas, Chairman Atlantic Division--R. Murphy, The Atlantic Refining Co., Phila delphia. Pa. ^ ... . Chairman Great Lakes Division--H. L. Hcrshey, TSie Hast Ohio Gas Co., Cleve land, Ohio. .. ,- Chairman Mid-Continent Division--J. H. Savage. Mid-Coutment Petroleum Corp.. Tulsa. Okla. .... Chairman Rocky Mountain Division--B. V. Oslxirn, Standard OU Co. I Iml. >, Casper, Wyoming. _ Chairman Cull Division--A. W. Breeland, Lone Star Gas Co.. Dallas, Texas. Chairman Pot ijic Dilution--R. B Hccox. Standard Oil Co. of Calif.. Tan, Calif. , Ncios Letter Editor--C H. Martin, Phillips Petroleum Co., Bartlesville, Okla Engineering Committee Chairman--W,, P. Rcymond, Jr, Stamford Oil Co. of Louisiana. Baton Rouge, I.a. Health Committee Chairman--Dr. J. M. Adams, Standard Oil Co of Louisiana, New Orleans, La. Poster Committee Chairman---J. L. Manes, Sun Oil Co.. Dallas. Texas. ^ ^ Prnt/ram Committee Chairman--R- TV. Black, Stamford 0*1 Co of N. J . Eliza Iteth. N. J. v- PuMicitx Committee Chairman--H. J. Wilson, Associated Oil <. n., San Fran cisco. Calif- .. , Statistics Committee Chairman--J. W. Myers, Standard Oil Co. *A N. J., New York. N. Y. Past General Chairmen-- R. \Y. Black. Standard Oil Co. of N. Elizabeth. N. J R. S. Bonsih. Standard Oil Co. of N. J., New York, N. Y, Y. "R. Currie, The Texas Co.. Houston, Texas. R. E. Donovan, Standaid Oil Co. of Calif., San Francisco, Calif. C. L. Hightower, United Gas Co.. Houston, Texas. _ Geo. F. Pnissing, Union Oil Co. of Calif , Los Angeles. Calif PL j. Sennc. Socony-Vacuum OH Co.. Inc.. New York, N. Y. C- W. Smith. Standard Oil Co of Ind.. Chicago. IU. D. J. Wallace. Sinclair-Prairic Oil & Gas Co., Tulsa. Okla. Secretarv--H. NT Blakeslee, American Petroleum Institute. Dallas, Tcxav Reconditioning Oil Pipe Lines By H. J. HANLON Safety Inspector, Standard Tipe Line Co., 2nc,, Shreveport, La. The speaker said in jk*rt: The pipe upon which oor work has been done is of tire scicwed coupling tvpc. 8 inches and 12 inches In diameter.The lines arc from 10 to 25 years old. In the past two years we have reconditioned about 42 miles of 8-inch and about 40 miles of 12-inch pipe. Practically all of our reconditioning is done with pipe under pressure ranging from a lew pounds per square inch tn rtlfl pounds per square inch. The 12-inch pijre is worked at pressure* under400 pound" tier square itreh. . ,,.. , Practically all of our work has been done m flat land country, flic general 316 Tvjcnly-third Annual Safety Congress--National Safety Council depth of the pipe lines will average about 36 inches to the bottom oi the pipe. E.wavatkm to the top of the pipe in flat country presents no unusual hazards, but where the pii>c line crosses livers, bayous, railroads and highways, and under cir cumstances of uncontrollable soil, or when the depth oi the ditch reaches lour feet or more, serious hazards arc- encountered. At such crossings excavation ri done by liaixl. Wr Iwive found that It is the safest practice to sliorc all ditches having a depth of four feet or more. Especially is this true whine the ditch is adjacent to any vibratory source such as a railroad. We consider ditch depths m excess of four feet a& unusual excavation ami extremely hazardous regardless of whether the soil looks selt-supj>or!mjt or not. For thi work we use our most careful and experienced foremen ami laborers. Stripping of the line is done by hand and is the process of preparing tite pipe to he raised out of the ditch. No exceptional hazards are met with in tins process. When the line is exposed, it must he loosened and prepared to be raided in such maimer that no undue strain wilt be placed on the collars. The line is stripped on one side only. Fur this work long-hamUcd shovels, sliarpshuoters. and mattocks are used. In this process colored workers arc employed and the most troublesome hazard to overcome is the poor shoe* worn by the strippers. It seems to be the colored man'* failing to neglect his footwear. By patient and close supervision we have almost entirely overcome this objectionable feature in the colored worker. Poor shoes, however, have had tlieir redeeming features, for they have made us broVenglass and isatls-in boards conscious. It is our habit now to remove nails from alt boards, hox lops, barrels and the like at the time such nails are expqscd ot found. Bottles or glassware found about the job arc deposited in a safe place hefore they are broken. Strippers arc provided with shoe plates to avoid jar and bruising of the foot. All tools uml equipment used for the work are inspected daily. Shovels and sharp shooters with split tops or in otherwise unsafe condition are thus detected arid are rcpuiied or scrapped as the case may require. When not in use all sharp edged tool* are placed well out of the passageways along the ditch and their sharp edges laid flat or buried or otherwise place'.! in suds a manner that workmen will uot stumble over them or fall on them. One Isazard encountered in both excavation and striding work is that of heat cxliansttoo. It is our opinion tlt heat c-vtuiustiori in practically every case is due more to faulty elimination and temporary poor physical condition tiian to the fore men driving their men or otherwise overworking them. But since such cases arc cliarged to the safety record when they occur, we have provided some safeguards to prevent them. Green hand* are slowed down below normal until they get a little experience.. Sodium chloride tablets for the workers arc handled by the water boy. and some supervision is exercised over the quantity of water consumed and the temperature of the water. Extremely cold water is not provided. Prevention of faulty elimination u left to the workers and they are informed oi llie dangers of improper elimination. Close supervision is needed in stripping work as tn all other work inhere casual workmen arc used. Thr proper spacing of the men in the ditch, the proper sclcrtiou of lead hands and many other items fmuiUur to all pipe line men are in constant need of direct attention of the foremen. After stripping, the line is raised by easy stages and placed on skids over the ditch for cleaning. The Iwtraids of machine or hand cleaning of pipe arc controlled almost entire!* by the use of meclianical safeguards. On the cleaning machines we have a small niedi screen guard over the revolving heads to control dying objects. Ck-auing iiac'uiiw operator* and their helpers ate provided with clear lens goggle* and respirators. In land cleaning nil men so engaged arc required t* wear goggles with high strength clear tenses and sulcwaU protection, and to wear canvas gloves Our actual welding operations in reconditioning assume live distinct phase*: 1. Pit welding. 2. Solid wc'ds of two inches square and over. 3. Patch welding over places too deeply pitted to weld solidly. 4 Collar welding on line that has been turned, ami collar welding that lias formerly leaked and which may or may not have been caulked. 5. Welding sleeves over collars which are in such dupe that they Petroleum Section 317 '.iiuh.l be welded, The GciktuI Foreman is the sole judge t what type weld use. We have not adopted a standard welders fare shield, but are using two typer. One is five convention*! shield found in most electrical welding shops, and winch protects the sides of the face ami the ears. The other type k a round SA inch flat wood piece with a built-in eye piece to fit snugly about the e>.s of tin: utklci. nud is kept on the head by a large elastic bainL Ordinary workmen's clotlies arc worn by the welders, bold* in the dobing that may retain sparks arc avoided and no oily garments are permitted. High top shoo are worn and kept laced, and all part* of the body from the neck down uu covered by clothes or gloves to avoid undue skin absorption of the dangerous rays. For welder*' helpers, we supply rcgulai goggles with side walls equipped with plain dark shade lens. These lenwr* admit 35 per cent visible light while absorbing 100 per cent ultra-violet rays and 92 per cent intra-red rays. Foremen, machine operators and other employees working in cl***c proximity ot electric urc Hashes, hut not as close as the welders' helpers, are supplied with regular goggles with side walls equipped with plain light shade Icm These admit 53 per cent visible light while absorbing JOO per cent u1tra-\urfet ray> and 90 ixr cent of the infra-red rays The truck drivers are equipped with wide vision type goggles without ri<le protection, fitted with plain light shade lenses C the same vtoivctiug a-. ju>t mentioned. . The explosion hazard has been practically absent in welding about our oil pipe lines under pressure. Otir greatest concern i i*r an unvx]w.-cted break in die pipe line and a resultant fire. Before any welding is attempted, all line -train is relieved, all men roomed from the bell hole and bell Hole toted tor gas with a lighted torch. Torclic.*. used are long enough to reach any part (he Ml hJe rnn a safe dishmcc. TurmnjE the pipe possess*?* the pr*uhiH*ie* >i extreme danger when done while the ltoe* are tinder pressure. Wr always turn straight joints, m some cases only one joint at a time, in other caxs a* many a- twenty-five at a time. lit turning the pipe one end of the line is being ?<rcwed im>* the coupling ami the oilier end is bring backed out. If either coupling shutdd he m a -.tram, or if any other collar in the Ime being turned should have -*4*ne *-<nrealed weakness, or if we should turn a weak cross-threaded joint, the line wookl pruhahly pul! in two and a scrtoii,-^ situa tion result Our foremen inspect every cellar twfurr turning and it there is any evidence <rf weakness, the collars are welded h*f>rc turning. We haw welded sev eral thousand collars without a pull apart **r other serious consequences. While the turning operation is m pr<<rr*-, welding machine* nearby are >li down and the turning tractors are placed as far away from the Hue as possible. Safety tti extftnection with replacing the line and backfilling goes hand in hand with the good condition and the proper Handling *>t the toeds used. The tines axe lowercl m stage*, from skids down un block- and then slowly to thr bottom of the ditch. The tractors used in this work must be handled Ky skilled operators. All cable, pulleys and grabs arc inspected daily, Thr laborers who put the grubs on the pipe must know what they are doing. The man down in Use ditch who remove* the blocks must he careful not to get bound between the line and the ditch wall, AH men arc out of tike ditch when the line is in motion. BackfiUiuK is done both by liahd and with the aid of tractors. Tractors and the nwiwm b.*ard with cables constitute the mechanical means of backfilling. Men guide the marjnmi board whiletlie tractor pulls it by the cable*. These cables are inspected daily. The men arc warned not to stand un the board or in front of thr handles of the board to weight it down while it fs in motion. Close supervision oil! take cave of mot hazard* in this process. Our pipe lines follow a main highway through l.tmixiana for quite a distance. We Itave done considerable welding adjacent to this highway and through uniat! communities. Protection of the public become- necessary when we have tlar highway blocked and in connection with our welding uj>erations. In ease of blocking the highway we have two flagmen on each side uf Hk* blocked point. Two arc quite a distance from the work jo enable high speed cars ample time to come under con trol. TIk* other two flagmen arc nearer the work in case the either flagmm arc ignored. No work is done on tlte highway tvhhnut this precaution.. In cases of 318 Twenty third Annual Safety Congress--National Safety Council flashes from the electric arc. we rely on signs, "Do Not Watch Flames," and the alertness of the supervisors to warn the curious. Safety meetings arc held each month by each of our two mam line district? Hie services of the National Safety Council and The American Petroleum Institute arCt U5<* a,K* have proved valuable allies in preventing accidents. Practically all of our supervisors have had the U. ,, Bureau of Mines first aid training. Our foremen and regular men have been familiar wtih accident preven tion methods since 1927, and while we are safety conscious, we still find new ways to do old traditional methods with greater safety. Wc have equipped cur trucks with removable seat boards to haul men. Only one man is allowed in the seat with the driver, and no one is permitted to ride (Hi trucks with his feet hanging over the sides or ends nor is fender riding permitted. No mobbing of the trucks to get a seat is allowed, and loading and unloading are done in an orderly manner under supervision. For a night breakdown emergency each truck is equipped with a set of three kerosene torches . Accident prevention is handled by us as a normal operating problem. The' sus taining influence behind nur safely program is lodged in the engineering division, w`*h * safety inspection of the system made twice cadi year by the safety inspector. Since June. 1932, wc have had 500,000 man-hours experience in all phases of reconditioning work. 43,000 0f which were worked by the welders. We have had no disabling injuries from our welding operations, and but few disabling injuries in the other processes, only one of which was of serious import. Our frequency, rate so far this year for our system is about 3.00. while the severity rate is about 0.05, which makes a reduction of about 90 per cent in both rates since 1930. the year our .vafety efforts IttfK*" to bear fruit. Investigation of Accidents The final feature of this session was a Group Conference on t>roductton and pipe line fMvdvlnm-. led by Mr. L. K. Covelle. State Supervisor, Trade and Industrial Education.. Oklahoma. The problem selected for analysis was "Investigation of Accidents.*' Since the discussion was extemporaneous throughout, no report is available-: but '.He feature served to acquaint main will* 0c conference method oi analyzing piuldcms. THURSDAY MORNING SESSION October 4t 1934 Controlling the Fire and Explosion Hazards in Refineries By GLBNN BYERS Safety Director, Shell Petroleum Corporation, St. Louis, Missouri The speaker said in part: Annual statements of fire losses for all departments of our organization show substantial reductions each year since 1929. The experi ence for the first six months of this year (1934) shows a reduction of 76 per cent compared to the experience for the year 1929, And for the entire year of 1933. we sltow a reduction of 7? per cent compared to the year 1929. ' The success of any program to control fire anti explosion hazards depends con siderahly upon Uic interest displayed by management. The refinery manager should let it be known that lie will not countenance hazardous conditions or unsafe prac tices and lie should make it quite clear to all supervisors tliat it Is their responsi bility and one of their chief duties to see that hazardous conditions are remedied and unsafe practices abolished. The interest of plant officials must also be apparent lo the rank and file employees. This can he done through (tic medium of memo randa posted on plant bulletin boards ami by the plant manager and his immediate assistants taking an active interest m flic drills, etc. Petroleum Section 319 Many serious fires and explosions can be attributed to errors on the part <>t operators. Tlicse may be due to failure of the supervisor to pi utterly instruct tlu* operator in the correct operating procedure, or through neglect on the part ol the operator to follow instructions. Safe operating procedure and precautions to tx* taken should be determined by die management and issued in writing to all operating employees. These instructions should be available for reference at any time. A loose-leaf binder might be provided for each operating unit. The instructions and precautions so issued should include the pro|K*r procedure for operating tlie unit under normal and emeigeney conditions, together with general safe practices and instructions pertaining to special hazards which may be encountered. Some of the fire and explosion hazards, together with precautions that should be taken, are as follows: _ 1. Water admitted to high temperature, high pressure units, such as .i cracking unit, may rapidly change to steam and create excessive pressures. 1 iicrclorc, water should be frequently drawn from all durging stock tanks, and no tank should lc pumped to the units until the per cent of water has been determined by tests to lc within the prescribed allowable. 2. Wherever feasible, valves, fire doors, etc., should l>c so arranged that they can be remotely controlled in the event of an emergency 3. Before lighting fires in combustion chambers following a shut down, the furnaces should be purged with steam. 41 Gas lines to burner* should be provided with caps or plugs to be used in dosing these lines when burner assemblies are removed. The valves in these hues should not be relied upon. ... *. 5 The carrying of strike-anywhere matches, or smoking within a refinery is hazardous and should be strictly prohibited. 6. Before permitting a mechanic to cut into or break any line about a unit, the unit operator should carefully check and satisfy himself that work may be safely performed am! then issue a permit to the repairman indicating that the line may be broken. . ., 7. Gas leaks and oil spills *l>ould receive prompt attention. All fires in the immediate area sltoidd be extinguished and the area j>olicd until the repairs or cleanup are made. Daily inspections should be made of trenches to insure that no oil or gas leaks are present. 8. Operators frequently use steam hoses for thawing lines or for playing steam on a gas or vapor leak. A* a precaution against static, alt steam lioscs should be wire wrapped, with a good contact between the wire wrapping and the hose connec tions. or liave a suitable ground wire between the hose connections. Static is in creased with higher velocity of steam, or the amount of steam discharged front the nozzle: in using steam to dissipate vapors or gas, therefore, the steam valve should not be opened wider than necessary. _ 9. Electrical equipment should uc installed and maintained in accordance with, the National Electrical (Fire) Code. 10. Portable electric lanterns sltould be provided for use by operators when power service is Interrupted, and for gaugers in the gauging of tank*. Such lanterns should be of a type approved by the Board of Underwriters. 11. When there is an indication of a tube rupture in equipment operating at high pressures and temperatures, operators should not investigate at the furnace tccp holes until the fires have been "cut* and the feed reduced. 12. All employees should be thoroughly Instructed in the use of fire extinguishers and the location of each, so as to be prepared to act correctly and promptly in an emergency. 13. The use of light distillates as a cleaning cr scrubbing agent should be pro hihited. ... 14. It has been determined by laboratory test* that woolen clothing is very slow to ignite in comparison with cotton clothing, and employees should be urged to wear woolen clothing while at work for the Rveatc* protection afforded It is important that a definite system of equipment inspection he developed and that records of such inflections be maintained. First in importance is the inflection of equipment oi processing units. Men performing this work should be made (* realize the responsibility vested in them. They should have a knowledge of metals 320 Ttvcniy third Annual Safety Congress--National Safety Council and bow they react to high temperatures, pressure, and corrosion. At our refineries, jve have an inspection department consisting of a head inspector, assistant bead inspector, and field men. The head inspector and his assistant arc eradiate engi neers ; the field men arc usual!}- men having practical experience as mechanics. Methods of ins(>cct>on should consist of visual, hammer and drill tests.. When a hammer test gives indications that a piece of equipment may be weak or thin, tile weakest point should he located, drilled, and measurements taken to determine its condition and thickness. Corrosive limits, beyond which no equipment is permitted to remain in service, should he definitely established. The A P. I.-A. S. M. E. Code un unfired pressure vessels for petroleum liquids and gases should be followed. * .During each shut-down period a definite procedure should be followed in making inspections, and a standard form used on which to* record tl*e condition of the equipment. This form should be filed and become a permanent record. The inspec tions should include Hues, valves, vessels, tubes. Heat and pressure recording instru ments. pumps, etc. An insjiecUon chart or record should be maintained on all vessels and lines subject to severe corrosive action. This chart should show the date the unit was installed, original specification, renewal limits, last inspection date, type of inspec tion. and condition or measurements of each individual piece of equipment. Having established definite corrosive limits for the various pieces of equipment and by projicrly maintaining the inspection chart or record, the inspection department should Ik: able to determine definitely the rate at which the equipment if deteriorating, and thus establish an approximate renewal date. Visual inspections with tire aid of flash lights should be made of the entire length of tubes to determine tluit no coke deposits have remained following tube cleaning. Such deposits remaining in the tubes may cause Failure due to over heating and oxidation of the metal as a result of poor heat transfer. Tube cleaners should never lie held stationary in the tube, as this may result in tlte wearing away of the metal and weakening of the tube. Tank conservation vents and flame arrestors should be inspected at intervals of not less tlum cue month by ntcciiaific* trained iu this work. More frequent inspec tions are often advisable Tlc valve meclumistn* in the conservation vents should be inspected carefully to see that they actuate properly hi the vacuum and pressure control of the gas space within the tank. The flame arrestor dements should also lie inspected for any foreign matter or corrosion. In addition, a tank inspection should be made bv the safety inspector in company with a boilermaker at least every three months. The condition of tank roofs should he determined, hy hammer testing if necessary, and accumulations of oily rags, pajier, or anything that might create a fire or safety hazard should be disposed of. The safety department should make a detailed inspection of all departments monthly. Fire and safety hazards should lie reported in writing to the department concerned. Good housekeeping conditions, which arc of vital importance, in the prevention^ of fires, sitould receive consideration during these inspections. Unfavor able conditions should lie immediately called to the attention of the department officials. - Before msi>ccton or repair work of any nature is permitted on any equipment containing or having previously contained flammable vapors or gases, the vapors or gases should be dissipated, following which tests should be made to determine whether or not it is safe to enter -ami perform the work required. Fractional towers anil chamber.' of operating unit.' should he purged with steam and cooled with water just prior to tlie cleaning period. This completely frees the units of gases and vajKirs; however, to prevent the possibility of hoi oil. gases, steam, or vapors entering the chambers or towers after workmen have entered, it is advisa ble to disconnect such lines and blank them bv the use of bliud flanges or blind gaskets, thereby completely isolating tlc unit. Disconnecting lines or the closing of valves dues not afford adequate protection. Blind gaskets and flamte* should be fashioned of material strong enough to withstand any pressure to which they may lie subjected, am! should be so fashioned that they arc conspicuous when installed. The responsibility for the installation of Mind flanges or Mind gaskets should be definitely assigned to a responsible individual and there should be a definite time established for their installation and removal. Petroleum Section 32: Storage and run down tanks containing crude petroleum or its products should be made gas free, and $0 isolated by the use of blind flanges or blind gaskets that they will remain so, before entrance for cleaning or rejwdr work is permitted. The general practice is to steam the tanks, ventilate thoroughly and then make tests with au approved indicator before permitting entrance. Tests should be Con ducted at frequent intervals during the cleaning process to assure that a flammable vapor-air mixture has not formed. All supervisors of tank cleaning operations should have a thorough knowledge of the contents of the A. P. I manual ou "Cleaning Petroleum Storage Tanks." It is very important that small containers such as drums, floats, hollow castings, etc., be made gas free before repair work is started, as explosions, producing painful boms and severe injuries, may occur from this source. All hollow castings or other hollow metal objects, which arc to be subjected to heat in connection with repair work, should first lie drilled to permit purging anti draining of liquids or gases which may have accumulated. In maintenance work, to assure that our craftsmen comply with all safety pre cautions, we have a permit system whereby written permits must be obtained before doing certain kinds of work at certain locations Permits are issued in triplicate by the Fire Inspector or his assistant. The original copy is Im?UI in the office of the general foreman of the craft represented; a duplicate copy is issued to the indi vidual performing the work or in direct supervision over the work. If there 5* more than one workman involved, each should sign or initial the permit. 'Hie third copy is retained by the inspector issuing the permit. This permit states sittcifically the type of work that is to he performed and the time at which the permit expires. Before fires of any description (except customarv fires under boilers, etc.) can be lighted and before welding equipment can be used on refinery properly, a permit must first be obtained. Permits must also be secured before driving automotive equipment into certain areas, before entering tanks or vessels, and before using jkavcj' tools in certain areas. The Fire Inspectors should make inspections of the area or equipment where the work is to be performed, and issue instructions if necessary regarding the pre cautions that must be taken before the permit is issued. When permits arc issued to craftsmen to pet form work around an operating unit, the Stillman or operator of the unit should he required to initial the permit held by the craftsman to assure that He knows what work is being performed. Permits should also be issued to pipefitters hy stillmen or operator in charge before the pipefitters break into any line about * unit. The permit should state that the line can be safely opened. Upon completion of the work the pipefitter should indicate that the line is ready for service hy writing his O. K. on the permit, initial ing same and returning it to the operator or stillman. At refineries, especially in the metropolitan areas, which are subject to stray D. C. current, the spark Fazard of breaking line connections is ever present. For example, at one of our refineries, there is approximately 150 amperes of current flowing to tlie refinery proper which is passed to the tank bottoms or to our pipe line system. The management 01 this refinery has issued instructions that all line* be bonded together around any joint which is to be broken, to eliminate to a largo extent the possibility of a flash from die spark hazard which exists when the lines are broken. This hazard is also being eliminated by installing insulated Hanged joints in the piping, and by installing insulated rail joints on spur tracks adjacent to electric railroad systems, or by the use of ground plates. While the prevention of fires and explosions is of first importance, adequate and proper fire extinguishing equipment should be provided and the personnel must be thoroughly schooled in the locations and uses of the equipment. The foam system is of indispensable value an fire extinguishment. In addition to a permanent foam system, we have portable powder units and portable mixing towers which can be connected to the foam solution lines ami raised to the tops ol floating roof tanks nr any tank not "hooked up*' with the permanent foam system. In addition to the foam system, hand extinguishers should be distributed about tlte plant in accordance with probable hazard* to be used in the extinguishment of incipient fires. A rigid inspection system should be maintained to assure that this equipment will be in proper operating condition Our policy is to inspect all mixing chambers 322 Tturn*x-third Annual Safely Congress--National Safely Connell monthly. A hydrostatic test i, placed on ail loam and water systems everv three months. A weekly test is. wade of foam and water pumps for* Cl) sh'pjagr. ( ) pressure release. <3) capacity, and (4) pressure gauges tor accuracy. Foam solu tions arc tested weekly by a chemist to maintain the projK-r strength of the two solutions, to produce s uniform, stable high quality loam. A monthly inspection h made oi all hand extinguishers. The training of the Operating personnel m the use of extinguishing equipment and the organization ot fire fighting crew* within the ranks of the personnel is of much imiMjrtance m assuring promt* ami efficient extinguishment. Proper operation of liatul extinguishers and the characteristics of the chemicals used stioukl be explained thoroughly to employees in small groups until all are familiar with the equipment F:re fighting crews should lc organized among the operating personnel to handle tl*e foam and water .system, etc., for all major fires. Eliminating Accidents in the Marketing Department By }. L. RISINGER Manager, Accident A Fire Prevention Department, Magnolia Petroleum Company and Magnolia Pipe Line Company. Dallas. Texas Tfe sjK-akcr said in pari: The Marketing Department occupies a peculiar place m a coiniaity. Its |Km-oimcl is charged in its regular ujK-ratkKi* with dual responsi bilities. In retail marketing cqtecially. the primary .Ji-jeei is u, xll. and the cwMatu ration. front its naiuitrr down to lihr iwm on the driveway, is kept m a high state f enthusiasm ii selling. In a majority of cases, the service -.talk*! salesman is efficient in hmv to li> hi.- cap and in wlwt to nay to the customer, hot r*< efficient m the <* eraiioti of the ei|uii>mem in his station. The elimination of accident* requires a constant and intensive c^npaign. demand mu flic imerot. enthusiasm and thought of every individual at all time-. Every member ti the suiwrviw*-y force must keep uppermost in his svnd the *aictv of In's employees awl tlc puMIc. He is provided with iiuormalkm and rcstdatkvis with which he is. to comply and enthusiastically transmit t and jxfl into jrractice with those imdcr his snjHTvjsh*n Thus-, two highly inion-jvc camjiaigns with the same group n empkntc* must ?: carried on at the same time and hub Gtnnt l>e huccc*->jtd If carried <i separately, one will drop out of the picture inindar as results are rtNVuned * The combination of these two aurtfttiicm into **- is the *s4tak2. The elhnina- tkm of accidents to ii|4n\m and the |ulilif. t* be effective, must hcoane a major* item in the camjsai'Kti of sale- and delivery of aJkaue. Imisc of the kn-s in good will and customers as well as the direct cc*wmc cost to the corojiany and tltc suf- feriug of inilivi<lols. T!>c sales ranijaisn should I* an ira.i-m f.< mltnsfve efforts on accident preventing work. In our. c'iti|any. group managers, salaried agents and supervisors m marketing are organized along the same lines as in other dc|anmtnt>. and although scattered over a wider territory, are placed m the same lasts as supeHnlcndcnts and fore man. They are being trained to quality in leading conferences with their em ployees. to analyze and determine the cause of an accident, instruct m First Aid. hold general meetings am! to lead alw! train th**e under their sujwrvisiim in all phases of accident and fire prevention. Tlic regular ojicratmg organization n used for the traming of the supervisory force and tlte employee. They receive their training thiouch five main sources: First: Group meeting*, held at the office by the District Manager, at which all phases of marketing arc studied. including accident prevention in each operation. A representative of the Accident Prevention Department is uMiallv present and takes a (.-art in the program. * Second: Standards. safe practices, regulations. special cfTmumiication- and oper ating manuals arc furnished. the provisions ,f which the upcrtisor must studv ami teach to tho*.e under hi#, supervision. * Third; American Petroleum Institute ami National Safety Council manuals and Pctroh-inu St'ction 323 Camphlet* and the department's monthly bulletin arc provnled. Tin: department * ul'etm provides definite information to be carried each mouth by the suv-ervisor to the employees. Fourth: Accident prevention is a part oi the regular sales training course car ried to the supervisory force and employees by the regular educational division ot the Marketing Department. Fifth: A representative of the Accident Prevention Department goes out with each supervisor into the inspection of his property, assists him m holding Ins meet mgs and, in general, gives the supervisor the value of Ins training :md experience in accident and fire prevention. _ Our methods of training tl>e worker in accident prevention and providing him with instructions in safe practices may be outlined briefly as follows: 1. Due to the fact tlut the Marketing Department co\crs a wide territory, training of the worker is done principally bv the siqwrvtsory force, using the pro gram, standards and regulations provided. Tl>e manager of a group of service sta tions is charged with the training of his service station men. The supervisor over a group of commissioned agents and responsible for the accident* to them or caused by them is responsible for their training. A salaried agent is responsible tor the training of truck drivers and others under bis supervision. 2. The Accident Prevention Department trains instructors in each district, unci at points where a number o! employees arc located, in First Aid. the use ci protec tive equipment and other facts to be carried to employees. These instructors. In turn, carry this training to all employees of the location or district. 3. The retail marketing school carries training to every employee m retail stiles, a part of which is accident ami lire jwevmiion 4. The group manager holds a meeting of his service station managers once each month, likewise the salat fed agents ot their employee*. 5. Accident prevention manuals are studied by employees under the direction of the supervisor. 6. Rotating employee committees meet once each two weeks ami offer sugges tions on hazards and unsafe practices At these meetings accident prevention is also studied. 7- Cards are issued to drivers of vehicles for one year's record without being involved in an accident. Ceitihcates will >e i*surd to any sujiervisor's group tliat works one year without a disabling injury. Group Conference The last feature of this session was devoted to a group conference on refining and marketing problems. It was led bv Mr. ].. K. Covdlc. State Supervisor. Trade and Industrial Education, State Department of Vocational Educuliuu. A. & M. Col lege. Stillwater, Okin. The time available for the conference was very brief. a:i:l since all discussions were extemporaneous.. no record is vailahU* THURSDAY LUNCHEON SESSION October 4, 1934 The chief business of this luncheon hour was the presentation of Natioual_Snfcty Council trophies W the winning companies in the Petroleum Section Safety Contest. Data on the achievements of the Contest were presented by Harry N. Blafecslcc, Stcretarv, American Petroleum Institute. DaUas, 'i exas. Tiic contest extended ironi January 1 to June 30, 1034 One hundred seventyeight rniits participated in flic contest. 249.958 einnloyees working a total of 206 570,727 nianhours. During the contest period -3,388 di*abling injuries were suffered, and the average (reiiuency rate for the contest was 12 710 Thirty units completed the contest with perfect safety rccoids, and up units completed the contest whi tre* quenev tates below the average. The National Safety Council trophies cmiMvted <>S handsome hr<nze plaques, and these were presented to the winning companies by* D. D Fennell, Industrial Con- 324 Twenty-third Ami ual Safety Congress--Motional Safety Council sultaiU, Chicago, and member of the National Safety Council Executive Committee. Mr. Fennell, with a lew gracious words of appreciation and praise, awarded the trophies as follows: Manufacturing Department Group A Socony-Vacuum Oil Co-, Inc., New York, N. Y., 1.957,616 hours, injuries. Manufacturing Department Group B Colonial Beacon Oil Co., Inc., Everett, Mass.; 505,978 hours, no injuries. Lincoln Oil Refining Co., Robinson, 111.; 391,180 hours, no injuries. Wadhams Oil Company, Milwaukee, Wis.; 214,590 hours, no injuries Texas Pacific Coal and Oil Co.. Fort Worth. Texas; 209,352 hours, no injuries. Pasotex Petroleum Company, Texas'; 87,184 liours, no injuries. Stanoiind Oil and Gas Co, Tulsa, Okie.; 62,938 hours, uo injuries. Marketing Department Group A Union Oil Co. of California, I-os Angeles, Cal., 4,322,073 hours, 13 injuries. Afarketing Department Group B Texas Pacific Coal and Oil Co., Fort Worth, Texas; 854,672 hours, no injuries The Ohio Oil Co., Findlay, 0.; 297,056 hours, no injuries. The Derby Oil Co., Wichita, Kansas; 111.280 hours, no injuries Wirt Franklin Petroleum Corp., Ardmore. Okla.; 110,268 hour*, no injuries. Producing Department Group A Continental Oil Co., Ponca City. Okla.; 1,816,824 hours, 4 injuries. Producing Department Group B Hope Construction & Refining Co., Pittsburgh. Pa.: 347,840 hours, no injuries. Natural Gasoline Department Group .4 . Union Oil Co. of California, Los Angeles, Cal.; 149,857 hours, no injuries. Ohio Oil Co.. Findlay, O.; 137,552 hours, no injuries. Natural Gasoline Department Group B General Petroleum Corj*. of California, Los Angdea, Cai.; 128,732 hours no in juries. Shell Oil Co.. San Francisco, Cal.: 120,110 hours, no injuries Hope Construction & Refining Co., Pittsburgh, Pa.; 106.950 hours, no injuries. Lone Star Gas Co., Dallas, Texas; 66,801 hours, no injuries. Mid-Kansas Oil * Gas Co. Tulsa. Okla.; 54,834 hours, no injuries. Continental Oil Co.. Ponca City, Okla.; 51,648 hours, no injuries. Pipe Line Department Gtoitp A Lone Star Gas Co., Dallas, Texas; 735,869 hours, 1"injury. Pipe Line Department Group B General Petroleum Corp. jurie*. California. Lor Angeles, Cal.; 534.044 liours no ln1 Ajax Pipe Line Company. Tulsa, Okla.; 151.278 hours, no injuries. While Eagle Oil Corp.. Wichita. Kan.; 61.217 hours, ro injuries. ADJOURNMENT TWENTY-THIRD ANNUAL SAFETY CONGRESS' NA TION IL SAFETY COUNCIL Power Press Section Officers 1933-34 General Chairman--A. L. Kaems, Simmons Company, Kenosha, Wis. Fice-CfiariM*H--H. L. Vns, Aluminum Goods Manufacturing Co, Manitowoc Wis. Secretary--G A. Kuecba.vw;uit ek, Dominion Forge and Stamping Co., Walkerville. Cnt., Canada. Mews Letter Editor--C. E. Ltdby, Scintilla Magneto Co., Sidney, N. Y. Engineering Committee Chairman--Louts Borajcs, Liberty Mutual Insurance Co . Boston, Mass. Exhibit Committee Chairman-- B. F. Rockhoff, Detroit Steel Products Co. Detroit, Midi. Health Committee Chairman--Da. Geohge R. Nichols, .American Can Co., Chi cago, 111. - Membership Committee Chairman--H. W. Howsam, Hubbard Spool Co, Chicago 111. Poster Committee Chairman--G S. Tmomi'sox, Gnau & Company, Detroit. Mich. .Program Committee Chainnatr--GhoxGE. H. Behky, Western Electric Co.. Chicago 111 Publicity Committee Chairman--R. M, Zelbem, Edison General Electric Appliance Co., Chicago, 111. Statistics Committee Chairman--J. D. Lyle, Fisher Body Company of Cleveland, Cleveland, Ohio Slides and Safety Kinks Committee Chairman--E. J. Wallmaft, Great Lukes Forge Co , Chicago, 111. Members at Large-- T. Q. Weisses, American Can Co., Chicago, Id. J. W. He.vk(nc, Automatic Electric Co.. Chicago, IH. John B. Gissox, Western Electric Co., Chicago, III. S. H. Slavmake*. Fairbanks, Morse and Co., Beloit, Wis. W. J. Graves, Michigan Mutual Liability Co, Detroit, Mich. E, J. Smith, Western Electric Co., Chicago, 111. 325 326 Twenty-third Annual Safely Congress--National Safety Council MONDAY AFTERNOON SESSION October 1, 1934 The owning session of the Power Press Section was called to order by Gen* era! Chairman A. L. Kaems, Milwaukee, Wis., who presided. Mr. Kaeim first introduced Mr. Lincoln R. Scale, General Manager, 1-isher Body Company oi Cleveland, who welcomed the delegates u the name of die Convention City, lie then presented Mr. E. J. Smith, Western Electric Company, Chicago, who, under tJic title heading. 'Our Section--Its Past, Present and Future." gave a resume of die activities of the Section, especially dwelling upon the work of officers and chair men of standing committees during the past year. Chairman Kaems then introduced the first speaker. Trend of Power Press Accidents The first feature of the program was entitled "Trend of Accidents in the Power Press Section." ami was presented by J- D. Lyle. Personnel Director. Fisher Body Cleveland Division. General -Motor* Corp. Mr. Lyle illustrated the trend of acci dents by !x>wmg a scries of lantern slides depicting macluuert and mechanical device* with outstanding safety features. He accompanied the slides with pertinent description* of the safety features. Since he spoke extemporaneously, no record is available icr these Transactions. Report of the Nominating Committee Chairutau Kaems then called for the report of the Nominating Committee and new officers for the ensuing year were nominated and elected as follows: General C7ioiVm--T O. Meisner, American Can Co.. Chicago, III. yicr-Chairman--E. J. Wallman, Great Lakes Forge Co., Chicago, 111. Secretary--R. M. 2ek!er, Edison General Electric Appliance Co., Chicago, III. A'ctos Letter Editor--H. C. Howsam, Hubbard Spool Co, Chicago, II). Engineering Committee Chairman--Louis Boraks, liberty Mutual Insurance Co.. Boston. Mass. .rA/bt7 Committee Chairman--G. H. Berry. Western Electric Co.. Chicago, III. Health Committee Chairman--Dr. R. M. Kelly, Western Electric Co.. Chicago, III. Membership Committee Chairman--A J. Holme*:. Cutler-Hammer, Inc., Milwau kee. Wis. Poster Committee Chairman--E. C. Schultes, Jr., C. Hager >1 Sons Hinge Manu facturing Co.. St. Louis, Mo. Program Committee Chairman--V>. E. Rockhoft, Detroit Steel Products Co., Detroit. Mich. Publicity Committee Chairman--C E. Libby, Scintilla Magneto Co.. Sidney. N. Y. Statistics Committee Chairman--G. S. Thompson, Gtvau & Company, Detroit, Mich. Slides and Safety Kinks Committee Chairman--J. D. Lyle, Fisher Body Com pany of Cleveland. Cleveland. Ohio.. Members at Large-- J. B. Gibson. Western Electric Co.. Chicago. HI. \V. T. Graves. Michigan Mutual Liability Co.. Detroit. Mich, J. W. Henning. Automatic Electric Co.. Chicago. 111. A. L. Kaems. Employers Mutual Liability Insurance Co.. Wausau, Wis. G. A. Kuccheumeisfer, Dominion Forge and Stamping Co.. Walker villa, Ont., Canada. V. G. Pendleton. West Lynn Plant, Genera! Electric Co.. West Lynn, Mass S. H. Slaymsker, Embanks. Morse & Co.. Beloit, Wis. E. J. Smith, Western Electric Co. Chicago. 111. H. J.. Vits, Aluminum Goods Manufacturing Co., Manitowoc, Wis. Potent' Press Section 327 Training the New Power Press Operator By HARRY L. SAIN Special Representative, Industrial Commission of Ohio. Columbus, O. 1 he speaker said in part: In the training ot a new employee it seems u> me that we should consider three most important factors, namely: 1. The responsibility of management; 2. the resimnsihility of the employment department, J. tin- re*|nnsibilily ol the foreman. It is apparent that in any type of an organization, whether militarv, religious fraternal, industrial or commercial, the attitude of the nun at the head'is reflected throughout that organization. Show me a plant, and l will tell you just ahut ita type of nwn you can expect to see at the head oi that plant. Show me any depart ment in that plant and I will tell you the type of foreman you can exjiect to vr in charge of that department. In start, the employee reflects more or less his surroundings and immediate environment; and the type of foreman above him and the type of management over the entire plant will indicate pretty closely the kind of training he will receive and the kind of employee worker lie will eventually become. Now. the quickest way anyone can demonstrate that another can follow him to advantage is to be of help to him. The desire of any new employee to do well hi life is as basic as life itself The man you nick for foreman should be quick to pm himself in line will* dvis basic impulse, and the quickest way tot a manager to help his foreman is fur him to read* prove himself a good manager. This means, undoubtedly, that he should provide his foreman with. 1. an orderly plant; 2. proper lighting; 3. proper machinery; 4. propci materials: 5. premier in structions: and 6. proper supervision. It is unnecessary for us to go into details to indicate how these factors influence the plant spirit, emphasize safety, and help radically to tram the new employee to be a giKvd worker. ^ It seems to me that of all places in an industrial establishment where the "spirit of tta plant" should be exemplified, it certainly should he in the employment office. For some unknown reason, however, the employment offices of tta country arc filled with sophisticated, self-opinionated individuals who would cause any new employee to gain a false Impression of the company's sincerity. AH one should expect of tlie new employee under such circumstances would be antagonism to his foreman and unlimited tioubfe upon the least provocation. In many cases the perversity of the workers and many labor troubles have arisen out of the discout teous treatment received in tta employment department. The spirit of the plan! is such a vital subject that I hope all of our Industrial managers will realize what mighty things can be done by spirit and how little can be done without it. Teaching in a certain sense is done in the hope that' we can develop the new employee's mental equipment, teach him to understand the manapemcitt'* attitude on safety, on the use of mechanical guards, the necessity of reporting all minor injuries at once and tta right way of performing the operation because the right way iN always the efficient and the safe way. Then, after he has the rieht way of doing the work firmlv embedded in his mttul, he naturally forms a habit which in my mind is developed by constant train ing or repetition. After all. don't we all do things because of habitual perform ances. learned iexpenses, acquired reflexes--habits--otherwise the allotted time w<have each dav to do our work would not suffice. I wonder how you stack up on this question. *'How do you get along with other people-''* There arc .sorue general signs that will give us the.answer. Here is one and I think it is almost infallible. "It there are u few people whom y<-n cannot get along well with, maybe it is their fault; but it tlxrc arc many people whom you cannot work well with, it is always your fault." I know safety engineers and foremen who are outstanding as to their knowledge of machinery, tools am! equipment; they seem to have a periect knowledge of atS the modem safety appliances, and they can design ami make a safety device to lake care o almost every hazard. Still, in their plants, they have a very poor safely record. 328 Twcntyth'trd Annual Safety Congress--National Safety Council Your value to yuur company is measured aln>ost entirely by the amount of safety you accomplish. You may have some splendid ideas, but as long as you are unable to sell them to the employee they do not amount to much. The following six things, I find, keep a foreman from selling his ideas of knowledge to others: I. A nasty disposition. 2. Talking too much. 3. Finding fault. 4. Egotism. 5^ The wrong job. 6. Laziness. My experience lias proved to me that many of our safety director* and executives are past masters on several of the things mentioned here. How. them, can foremen best approach this problem of training the new employee ? I am sure we must first consider our relations to those about us. We might say nur industrial relation*, for industrial relations are just simple human relations in the plant. Every foreman should ask himself these two question^: 1. "Is my department a place where people like to work:" 2 "What does my department mean to my men aside from the pay envelope '' How many times have you been a guest at some party, everything perfectly appointed, all set for a good time, but which fell flat because one or two people were disagreeable ir Again, perhai* you were in the woods in an old shack, no conveniences, and yet you had a wonderful time because everybody around you was agreeable. This may explain to us a good deal how the new employee feels when he comes into your department. You can set this down as a positive fact that unless the atmosphere of agrceabJciiess is in your department, men #re not going to want to be there, and the first element necessary for good work ha* been destroyed. The foreman must. treat all with whom he conics in contact in an agreeable manner. A mood or attitude is handed down through an organization just like a production order--sometimes more speedily. Of all arts involved! in human be havior or in making die new employee feel that someone is interested in him, agree- ablcness ranks among the highest, aud yet, because of a confusion of ideas regarding it, wc rarely find it in cur workshops. Why arc so few foremen thoroughly agreeable? The answer is probably found inthe fact that so many of them think that if they are agreeable they will showr tliemselves weak and wabbly and if they arc disagreeable and haughty they show their strength. You will find that m the training of the new employee, agreeableness is one of the fine art* and must be practiced by all. It must became an actual policy of the plant. Any foreman who gives this fundamental sufficient thought must come to the conclusion that agrccablcnew is one of the most constructive forces that can be set to work in his department, and that disagreeableness is one of the most destruc tive forces that can be found anywhere and represents one of the greatest -wastes in industry. The psychology by which people are being moved to do the things we want them to do ts becoming such a common property that it is reasonable to con clude that this knowledge will be used in countless activities of life, including die training of the new employee. Handling and Piling Sheet Metal By G. S. THOMPSON Gnau A Company, Detroit, Mich. The t^i-cakcr said in part; After contacting sonic twenty manufacturing con cerns. I find {list there arc tew, if any, standard methods of handling and piling sheet metal. I do find however, many excellent suggestions; and it is fair to assume that if a method has for a period of years been productive of no accidents, while other methods have an accident record, then the method with a clear record is at least worthy of consideration. I do not want to be misunderstood, as I do believe an effort ha* been made by many concerns to reduce the hazards of handling and piling sheet metal as much as possible. Let me pay tribute at this time to a paper by Mr. DUman of the Westmghonse Manufacturing Co., of Pittsburgh, who made an address before this Power Press Section 32y body some years ago. In his plant they even protect the corners of the slacks with an angle iron guard which prevents those nasty lacerations, caused by striking the hands against the uneven edges of the stacks, when men arc pa>smg down the aisle-.. What, briefly, are some of the fundamental* to conskkiFirst, we must luve space because I find material stored everywhere. Why? Well, as you know, the old order of things is all clumged. Jt used to be common practice for the manu facturer to order 25 or 50.000 tons of sliecl metal aud release as needed, now the steel mill does not care to "hold the bag." and if tl*c manufacturer is to get the price he must also take the stock when it is finished by the mill, wluch means he must in flic future provide the space required to store this material when it i.-i received. Second, we must have equipment lor handling this stock, and it must be b> crane, or some sort of hoist, with tl*c required fittings, such as chains, cables, frames, etc. But our troubles have only begun, as we must not only provide space and equipment, we must aiso sub-divide our material, for if we are to have uniformity of methods, we cannot afford to have equipment for one size of stock and not for another; wc must provide lor stock received in bundles, which i* shop practice i the steel mill; also wc must again sub-divide, as we find some bundles arc fitted with skid* and some are not; then again, wc enter iuto difficulties, as some. Muck is narrow and some is wide, some is loug and some is short. Then our problem is also made more difficult because we roust handle narrow stock put up in bundles. I have aibitranly set up the following division; 30 indies or less we will call narrow--32 inches or more wc will call wide. Since should be light, with even floor and lots of both. A good concrete floor is preferred. Hardwood over concrete is good but not us good a* reinforced c cmcretc. As for equipment, overhead crane is best. Wc cun u*c a hoist and tram car. or if we mud a factory tractor or liighUftv. But to my vtmul, a most important factor is tlie appliance used for contacting the load. I have divided these into three types, namely: Rigid--which means frames ami lazy hinges. Semi-rigid--beam and hooks which arc commonly used in steel mills Flexible--chains--cables--straps or a combination of both. It has been found tliat all ot these have failed at some time or another, so I present what in my mind is a happy medium, and that is chains for unloading from box car or gondola, and a combination of a hook with a spreader bur ami chains for handling loose sheets I luve found that while cables, both single aud braided, have their place and arc made for their purpose, the severe bend tliat is ever present and the strain imparted at the corner of the bundle is conducive to crystallization of the strands in the cable and failure is bound to occur. Recently a steel merchant who used cable slings, was stacking some material and swung a lift to make tlie top ot the pile 'flic cable slings failed, Uie bundle struck the tup of the pile and the material slid, taking out the rear of the building;, crossed an alley, cutting out the foundation wall of a dwelling across the alley, and it cost over $,000 to repair the property damage that ensued. In using chains, the links provide a hinge action, the rod from which the link ;s made is heat treated awl made to stand severe usage, so 1 can feci more security and safety in using them; also, as we are handling a compact body cl steel sheets, it wc use ordinary precautions in the application of our load, we will have .i rea sonable factor of safety. Inasmuch as theie ate no real standards of height established, I suggest thut bundles Ik stacked if skidded 4 bundles high, assuming that the bundles are at least 24 indies high over alt; If they arc not skidded ami are approximately 24 inches high. 5 bundles would be safe. This does not apply, however, to loose siveets. par ticularly if they arc oiled sheets, as this material so treated presents an entirely different hazard, and one that must be handled In a different manner. Now, we must consider aisles, spacing and cross spacing. These arc also prob lems for our consideration Wc must bear in mind that we are going to put this material into production and these bundles are going to be opened, not on the 330 Twenty-third Annual Safety Congress---National Safety Loaned ground, but up on top of tlw stack, and we must provide a safe amount oi space for men to operate in. Hence, we will provide not less titan four foot main aisles with three foot intercepting aisles nr back aisles. This wilt give the man a chance to work freely, and also to get away from a falling stack if this should occur. Solid stacking it to be looked upon with disfavor and should be avoided if at all possible. ' What, then, are we going to do with open bundles and loose stock? I suggest that these foe stacked with spacer bars few every 12 inches of height. These spacers lo be placed one in the center and one for every three feet, of sheet measuring from the center and the piles or slacks to be not over lour feet high. ` If stacks are made secure, men will be more efficient, as it makes the work easier. Also, if we use the chains and hooks with a spreader bar, spaced stacks are very easy to get at and move net only full bundles but also any part of a bundle. When transporting loose sheets on truck or trailer, please chain them to the !>ody of the vehicle; log chains arc cheap, much cheaper than broken legs and lacerated feet and hands. TUESDAY MORNING SESSION October 2, 1934 Joint Session with Automotive and Machine Shop Section Methods Other than Commercial Safety Devices for Preventing Power Press Accidents By R. A. SHAW Safety Supervisor, The Murray Corp. of America, Detroit The speaker bait! m part: 1 suggested this subject to our Program Committee for the simple reason that it is easy to obtain a good no-accident record when power presses arc supplied with all possible safety devices; but during the past few years many of our comi*anies and corporations have not been aide to appropriate the usual amount for safety devices, due to a falling off in dividends. If a good no accident record is to be obtained, therefore, the immediate problem before the Safety Engineer is how ? . I-et me first cite some of the experiences of The Murray Corporation of America in its accident prevention work. Our corporation's activities include general stamp ing operations, auto body building and manufacturing of beer barrels; also the work of a large rough and finish wood mill in Memphis, Term. We also operate an auto frame stamping plant at Ecorse, Michigan, and anotlier factory manufacturing seat springs. A heavy ^ loss in fingers was noted in 1929. This was reduced by SO per cent in 1930. ami in the next year the 1930 experience was reduced by 74 per cent. Still anotlier reduction of 30 per cent was accomptisiicd the following year. How ever. last year. 1933. our finger accidents increased three times the number of the previous year, due possibly to the necessity of putting inexperienced men rm punch presses, and working three shifts. There arc several important factors that have to do with the prevention of such accidents. First, safely designing on all prints of dies should indicate the proper clearance at the sides and especially near tlie guide pins. It should show' the casting eilp.es rounded off instead of the usual sharp square corner. Chain slots should also l drawn in and holes in corner lugs directly over the guide pin section into which the leather guards are installed. The second important phase of this activity is the educational. I refer to Safety Committee Reports on hazards about the machines; also warning cards hung on cacti press, with framed instructions uu safe operation placed directly in front of the operators as a constant reminder- Such educational features also have their psychological effect. Power Press Section 331 On all large presses where groups oi three or four are employed the operator is made responsible for the safety of the group. In our plant we also make a cash payment each month to those who produce tlie best improvement on the die which will assist in removing tlie workfrom the dieand thus eliminate the necessity of putting hands between the dies. Our Safe Housekeeping Charts and the publicity given to ocr Safety Contest help materially in keeping safety constantly before the minds of our employees. The last factor is the mechanical, and has to do with all mechanical additions. There is a certain standard position for all hand levers so that they may be readied quickly in case of emergency. Guards over loot levers, the use ol pliers and tweezers, a safety block chained to each press, installation of leather low bridges attached to each corner of the die about tlie guide pins, are all suggested features. In oar plant on each press \vc have an instruction card outlining definite rules for safety operation, and the operator and helper are expected to follow these rules closely. The card is enclosed in a metal frame attached to each press, and on the large presses the card is placed on both front and rear, where all operators can constantly see it. In other words, instead of safe operation rules being carried in the workman's pocket, they are placed hi a position where he will be constantly reminded of safety. I remember rnding tlie opinion of a certain editor who stated that safety edu cation is sometimes thought by management to be cheaper than mechanical safe guarding. He says that In the end it will be less expensive to install safeguards. When joining our corporation some five years ago, $10,000 was appropriated for safegtardinjr. and instead of devices for power presses only, we provided guards for open gears, conveyors, pulleys, etc. I can testify from experience that it is a gigantic problem to keep the educational plan effective and also a big Job to keep the safety device* added to the power presses in proper working order, especially in these days of reduced budgets. I am of the opinion that the greatest results can be obtained in safety by not urine kurry-ttfi methods: instead, it is quite possible to s^erd both production and efficiency by showing the operator how to eliminate useless and wasteful motions. This, you wlH find, is a very opportune subject for time study. *.< well a? for foremen and superintendents I am still a firm believer that our machinery and especially our power press manufacturers should so design their presses that all the safety features will fie incorporated when designed. Building greater safety into tlie machine will become increasingly more important as time goes on. Supervision and its Relation to Accidents By A. D. BYLER Vice President and General Manager, Edison General Electric Appliance Co., Chicago Tlie speaker said in jiart: Perhaps an approach to tlie underlying causes at accidents may be made by giving thought to the attitude of mind of die worker, varying from alert to inert, and from attentive to thoughtless: from an active inter est in what he is doing to a dreamy reverie; from last night's party to tomoirow's installment on the family debt; from an aching corn to an itchy nose, from the hope of a raise to the fear of the loss of his job. Hopes, fears, likes and dislikes, iutreds, jealousies, civvies, ambitions, sense of duty and loyalty, all struggle for a place in his mind. Someone has aptly said that the best safety device is a careful man--but how can we have careful men? ' Eel us grant at the outset that a shop is equipped with all reasonable safety devices You must still deal with the human factor, the same weaknesses which cause hath tub, cellar stair, and step ladder accidents--worries, absent -mindedness, lack of judgment, awkwardness or what haw-you. Supervision cannot rectify all the inherent human faults which lead to accidents but supervision can and should foresee their possible culmination when certain courses arc followed. Supervision can educate by precept and example, by kind 332 Twenty-third Annual Safety Congress-National Safety Councii words of caution and. to a marked extent, by suggestions of which the worker may not be wholly conscious. In the Smith \vc have heard the negroes singeing at their work and by the very rhythm of the song knew just when the hoc was raised and when it struck the ground. This developed an automatic movement of bodies and muscles which, though jmssilrJy not efficient, was at least of such uniformity as to be wholly depend able--thu* the minds and muscles were coordinated. ' Tlic singing mind is usually a happy mind imparting to the muscles a rhythm free from such nervous twitches and spasms as are often disastrous. The foreman wl can help his worker to create and maintain a happy mind has made his first major step in creating that best of all safety devices--a careful man. Let us, then, consider the attributes of supervision by which conscious or sub-conscious safety mjndedncss may l>e imparted to the worker. ' THURSDAY MORNING SESSION October 4, 1934 Safety in Forge Shop Operations By E. J. WALLMAN Safety Engineer, Great Lakes Forge Company, Chicago The .speaker said m part: lu analyzing the injuries at our plant, we found the following* general causes or accidents. 1-Iamlling objects and steel. 33 per cent; machinery, 20 per ceut; living objects, 11 per cent; heat, II per cent; falling objects (other than machinery), 9 per cent; falls from tripping, 8 per cent: anil miscellaneous, $ per cent. These figures include all cases, both lost-time ami no lost-time. In considering safety for all types of hammer*;, the following seven rules should be followed; 1. Goggles sliould be worn by everyone in the forge shop. 2. Treadle guards. 3. Scale blowers and oil swabs. 4. Scale guards in back of hammers to catch all flying* pieces. 5. Blocking for hammers when changing or repairing dies. 6. IVo|*er tools should f>e supplied, so that the opeiatcr's hands need at no time lc placed muter the ram.. 7. Screens above hammerman's lurad to protect against failing materia!. * Every steam or air hammer should have a sufficient steam or air cushion or an equally effective spring head to prevent the piston from striking the top cylinder head. This is necessary m case of rod breakage or sliould rod leave ram. Power control valve should be placed in a position so that power can be turned off at once should something go wrong with the valve. All board drop hammer* should be equipped with the following guards: 1. A substantial l>oard guard attached to machine or better still to building abo\c the hammer. 2. Covering to prevent man from putting luuid in between rolls. 3.. Means should he provided so `that i! front rod, damp adjusting or friction mtju-ding rod on rear of hummer should break, they will not fall to the floor. 4. Hammer treadles should he guarded so that they cannot be accidentally tripod. 5. An expanded metal screen should lie overhead to prevent operators from being struck with falling parts. 6. A scale guard should be in projier jxontkm at all times, when hammer iv operating. Board hammers need constant attention and inspection. Operators must l*e instructed not It) run the hammers unlc*s they tWmwelves have jwrsonally in s|x.'Ctcdl such parts a* roll releasing lever, clamps, tie rods. !>oards. keys in dies. etc. Hammers and guides should both he wanned up in cold weather to prevent breakage. Besides tin? operator's inspection, regular inspectors should be detailed to inspect Power Press Section 333 each operating hammer not less than twice daily to insure proper working condi tion, because the constant vibration will loosen the bolts, screw*, key?;, and genera operating mechanism. * The work is heavy and hot and care mu3t be taken when plant is laid out that proper spacing of machine!, is observed, ami placing of furnaces is also im|*ortant. Buildings should be so constructed as to afford the best possible natural lighting and vcmilatkm. Heat exhaustion is one cause of accidents in the forge sliop, and natural ventila tion should be augmented by other suitable means to keep the air in motion about the workmen in exticnich warm weather. At such tunes workmen jdtonM also be supplied with 10-gram sodium chloride tablets; six tablets should be taken during an eight-boor shift. Fatigue is another contributing factor toward accidents. Much can be done in eliminating fatigue by proper spacing of machines, proper equipment with which to set dies, and air tool* to tighten die* in ram and sowl block, bo not have hammer crews make any rcjiairs whatsoever during the operating time. Since the work is duty and greasy, clean and well-ventilated tuckers ami shower room* should be provided, and each forge shop employee should take a brisk, hot and cold shower and change all clothing after each shift. Shower ami factor twins must be kept separate from toilet looms. Both places need constant policing, and inside of lockers sliould be cleaned not less than once a month with an exterminat ing atlock. Heavy and Light Press Operations By 0. F. OLIVER G. F. Oliver, Factory Manager, J. W. Murray Mfg. Co. Division, The Murray Corp. of America, Ecorse, Mich. The speaker said in part. Pres*, operation* in the majority of cases, arc like the. fellow who tries to hext the train to the crossing.. If tlie train ami the man arrive stmuhaneously it is just too bad for tin* man. If the punch and the opera tor* Hand arrive at the die at the same tithe, it is also just too bad mid maybe it is the loss of a couple of fingers or a hand. Of the smaller types of presses, a number of safety devices are on the market and do In a great many ways prevent the opei ator from getting caught; but on the larger crank presses, single and double crank, there is not. to my knowledge, a .sat isfactory device vet devised that will protect die operator 100 j>er cent from getting hurt it he tries to beat the traiii. One of the simplest safety devices, one of the least expensive, one that accom plishes the most, and one that really starts the hall to rolling in a safety tatii{*sugn is a good housekeeping drive. But when we start a safety campaign, I wonder htnv many ox us start from scratch? Putting on a safety drive am! starting from scratch is none other than first putting your own house In order. To illustrate my point, I will tell you about a safety and housekeeping drive --not a contest--but a reai cleanup campaign, that we started and finished last spring or early summer. One of our press rooms is 650 feet long and 60 feet wide and Ims a crane way the full length. We fabricate mostly hot rolled steel and do our own pickling of materials. The steel yard is on the far end of the press room. The material is brought in from the steel yard, goes through our pickling room and finally land' m the far end of the pres* room. Bringing the material from the steel yard t*> pickle room and then to the press room is all handled hv electric cranes. Early last summer several hundred dies, were shipped to us and we had to fabri cate about a hundred or more different parts that had am where from four to twentyfouT operations. The runs were small, which necessitated considerable die setting or die changing. Heavy demand* were placed upon us and we were obliged to run three shifts. Handling the material soon became a problem. Crane service was HoMvmr op production--wc couldn't get through with electric trucks--our costs began to memt the operators' wages began to drop 334 Tu'CHty-thtrd Animal Safety Congress---National Safely Council l-ate one night I located our superintendent behind u pile of stamping, and. I said: "Ed. the first thing tomorrow morning I wan? you to Hire George up and I want an eight-foot aisle-way the whole length of tins press room. I want you to cut some strips three indie* wide by inch thick. Mark out the aisle and fasten these strips to the floor and paint the strips bright orange. Move all those small presses out of the center. Moyc the racks back, move those wiring machines around parallel to the crauc way. 1 want it all done in the next forty-eight hours.'' "Why," Ed said, "do you realize that to take eight feet by 650 feet out of this press room you are taking out over 5,000 square feet? Where will I put all this material if" However, within the next forty-eight hours Ed luul, carried out my instructions, and, to make a long story sltort, here is what happened. Our operating costs started to go down, and our men's earnings went up. We cut off one night shift. Ouc minor accidents were less and everybody was happy. Aud the thing that pleased me most wa* this. Ed came to me one day shortly afterwards and said: "Do you know tluii wc have more room than we had before. And the way wc have things lined up now. it is a much safer place to work for the men and for myself.** That's fine. I told him. Now let's see what wc can find to make it a still safer place to work. We put up signs on the presses, put our safety notices up in more conspicuous places. The spirit seemed to take hold of everyone. Wc stressed the point that the change was being made to make our plant a safe place to work in. We painted all of our detuie trucks flight orange. A few weeks ago I had our company photographer down and had him take a picture of die press room. We placed that up on the bulletin board ami attached the following notice below it: This is a picture of our press room. Tlic view was taken from the layout department. Notice how far you can see. way out to the steel yard. Tire distance is nearly 700 feet. Notice bow clear the aisle is shown. Notice how clean and orderly everything is. It is a pleasure to work in a plant where the whole spirit i. for GOOD HOUSEKEEPING. It makes for a safer place to work. Let's keep this plant looking just like this all the time Notice no one in ihe aisle, although tins picture was taken during working hours. It is evident tliat everyone was at his position. Keep your position dean and In order. The aisles are marked bv steel lines--as vou know--- Therefore Bovs-- " * "HOLD THAT LINE" This whole safety business isn't altogether a lot of talk, meetings, paf*r$ and posters, hut it is a job you must- tackle, with the spirit that something must he done. And then go ami do it. The first thing ts a general cleanup, remove lxjrsons if necessary, and clean up thoroughly. After this is done you will l>e surprised !w>w much interest will be shown throughout your organization. Previous to this cleanup in our plant, we thought for the class ..( work we did we had a pretty nice place. Everybody must work in unison. Education to safety needs criticism. Or dse we all get in a rut and the first thing we know we arc greeted by untidy appear ances. From untidy appearances. we have real obstacles and then accidents. We must invite criticism. We arc all searching for a way out of accidents. We need the vision and suggestions of all employees from the president down to tlic sweeper. It Is tlKr problem of all and not the problem of just ouc pcrson--tlic safety engineer.. Now. the piccct that our men handle in and out of the dies weigh all the way from a few minces to 350 pounds each. The handling of the light pieces * very similar t the handling of all mall stampings. The parts or pieces are brought to the press i Steel barrels or steel boxes by hand gr electric trucks. Placed in a Power Press Section 335 position adjacent to the press so tliat the man has sufficient room in which to work and at the same time does not have to reach too far. Tlic handling of the laiget pieces is somewhat different. The heaviest pieces, such as blanks for a truck frame side members, weigh approximately 150 pounds each, are stacked up either at the end ot the press or in front and are *lkl im the die and likewise arc slid out after being formed, etc. This stacking is a very impor tant job. As the sheets of steel or blanks arc oily, and if nut stacked evenly, urc liable to slide and cause serious injury. On our largest size presses, 2500 ton, we employ a man who docs nothing else but operate the clutch that starts and stops the press. On these larger presses it usually requires from five to seven men to feed the blanks into tlv die ami remove the formed members. After tlic members arc formed they are placed into steel racks. These racks hold about 75 formed members. Materials and racks weigh letter than 5 tons. This load is Uten transferred to a storage place. The racks arc de signed so they will stack one abcoe the other, jour high. In the handling of all heavy material where an overhead crane is ucccss&iy we employ a matt we call a hooker-on. His duties are to direct the crane operator from the flour. He sees to it that the material to be picked up has the proper sling around it, directs the cianc operator to where the material is to lx placed. In fact, the hoolccr-on is really a traffic man. All lifts made by the overhead crane arc moved up and down this eight-foot aisle wav. The hocker-ou has a whistle and the crane operator has a siren. One safety advantage in having a wick: aisle-way hi a large press room i>, yon can transfer all heavy objects from one end of the room to the other and only''lift the object a few feet ft the floor: you are not carrying anything over the heads of your workers- The men bkc this because they ice! safer. It is tliat feeling of safety that makes for safety. Let me repeat that It is that feeling of safety that makes for safety. When you feel safe you are safe. The pieces which weigh anywhere from seven to 37 pounds are iiandlct! from press to press on metal chutes. 1 he material is plated at tlic die at the front of tlic press and removed from the die at the back of the press and is placed on a metal lined shute which is built Uighei on one end ami with a slight push the piece slides down the shute to the next press. At tlic last ojH*ratinn the formed pieces arc trucked away to storage or to the assemblylines. Wc also transport considerable material from the press room that is directlyfrom the presses to the asuniMv room or storage by overhead conveyors. ' In setting dies, tlic smaller dies arc brought to the smaller presses on high lift electric trucks, but the larger dies arc handled to and from the presses by the over head crane*. This is a dangerous oiwiation but can be made safe if the proper equipment is used. In setting these larger dies. tl*e press !iug empty.'* steel horse is placed in front of the press, same height as tlic Iwlstcr or bed. The crane bring* the die to tlic press and the die is lowered until it rests one end on the horse and the other end on the bed of the press. Press beds arc usually wider than the ram, thereby forming a ledge. Two slings are around the die to bring it to the press after the die is placed one end on the horse and tlic other end o the bed of the prc*s, the two sliugs (which, hy the way. are chains) are slipped to the outer end of the die. The hooker-on or the die setter then signals to the crane ojwrator ami a slight lift is made caus ing the die to be lifted off the horse. The steel horse is then moved out of the wav. Then the die setter and helper ami perhaps the Iiooker-on together push the die into the press until over thrce-foui ths of its length is resting over the press bed. The die is lowered and the slings or chains arc removed. The .swinging around of the die to its proper location In the press is left So the die setters. They accomplish tins with steel bars. ADJOUKNMhNT TWENTY-THIRD ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Public Utilities Section Officers 1933-34 General Chairman--V, M. Pkj`PKr. Illinois Bell Telephone Co.. Chicago. Ill, Vice-Chairman far Tclcjnaph and Telephone Interests--11. W. Wait. Thr IU*U Ttlc- ]4tone Co. of Pennsylvania. Pittsburgh, Pa. Vice-Chairman for (7us Interests--E. J. Kittl;. Philadelphia C**mjuiv. Pitt.'huruli, Pa. Vice-Chairman for Uterine Interests and /7 uiD<im-- Roy M. GoimiN, Philadelphia Electric Co., Philadelphia, Pa * Secretary--Joiia J. Bahama. Laclede Gas Light Co.. St. Louis. Mo Xetes Letter Editor--Ray A. Eiavards. San Diego Cos<ililate<! Gas and Electric Co.. San Diego. Calif. Enumeerintt Committee Chairman--W, H Mumioav. Hydro-Fleet r?c Power Com mission. Toronto. Ont.. Canada. Health CummifitY CIuurnuin--V}\t. Ha nr F Fisifkr. Chicago Rapid Transit Co.. Chicago. III. Membership Committee Chairman--A. A. Ki.i'Xgk, Public Service Co. of Colorado, Deliver, Colo. Poster and Film Strip Committee Cbainmut--H W. Lurch. ConiimVmveaith Edison Co.. Chicago. 111. Publicity Committee Chairman--H. E. Shkdii. Apfulacinan Electric Power CoBluefidd. \V. Va Statistics and Contest Committee Chairman--W. H. Humvn, Northern States l'owcl Co.. Minneapolis. Minn. Special Representath'es-- J. M. Bcswnx. San Joaquin Light & Power Coni,.. Fresno. Calif S. C. Dickccmih. Pacific Gas and Electric Co., San Francisco, Calif. Paul R. Kni.v. Penn Central Light and Power Co.. Altoona. Pa. \V. R. T-iivu. Alabama Power C,, Birmingham, Ala. H. A. ProLKMY, Pwhlic Service Co. of Northern Illinois, Chicago, III. Jrniv Snt.wn i. Consolidated Has Co of New York. New York, N Y. \V. A. Bvoil.\v.\x. Appalachian Electric Power Co.. Welch, W Va. E. L. Bona. Niagara Hudson Power Corporation, Syracuse, N. Y. Cmwri/ors-- E. S. Beaumon'T. The Peoples Gas Light 4 Coke Co., Chicago. III. C. B, IViulrt. Wisconsin Public Service Corp. Milwaukee. Wis R B. McCulloch. Bureau of Safety Chicago. 111. 33? 338 Twenty-third Annual Safety Congress--National Safety Council H. I- M^Atte, Ohio Bell Telephone Co., Cleveland, Ohio. H. \\\ Moses. Edison Electric Illuminating Co., Boston, Mass. GKOwr.n Ori*. I>elroii Edison Co-, Detroit, Midi . C- B Scorr. Bureau of Safety, Chicago, 111. J L Vs.vnrr.kiiT. The iChesapeake & Potomac Telephone Co., Washington, D. C. H. F. U'fjip. Wen Penn Electric Co.. Pittsburgh, Pa. II. M. WeniiKk. Illinois Bell Telejtitonc Co., Chicago. III. TUESDAY MORNING SESSION October 2, 1934 The opening session of flic Public Utilities Section was called to order by Gen eral Chairman F. M. Pepper, Illinois Bell Telephone Company, Chicago, who pre sided. Chairman Pepper gave a brief resume of the activities o tlie Section during the past year, dwelling ujkhi tlie work done by officers and standing committees, which he praised highly. He then introduced Charles E. Henderson, Public Relations De|iartment. Ohio Gas Company, who welcomed the delegates on behalf of the Convention city. Chairman Pepper then introduced the first speaker. Electric Shock By W. B. KOUWENHOVEH Profes&ar of Electrical Engineering, The Johns Hopkins University. Baltimore, Maryland The speaker said in jiart: The munlier of accidents due to electricity is appar ently increasing and this is particularly true of those caused by contact with low voltage circuits. Maclacidan. in 1930, and again in 1934, published excellent sum maries ot cases of electric shock. His results show that accidents reach their peak in the summer months, and that the current path through tlie body is usually from tlic right hand to the feel. In every case of electric shock tlicre arc certain factors diat influence tlie result ing injury These are the type of circuit, its voltage, current and resistance, the points of contact with the circuit and the duratiou of the shock. It) a series of experimental studies carried out at the Johns Hop-Kins University, in which the author was associated with Dr. O. R. J-angwoithy of the School of Medicine, and Dr. D. R Hooker of the School of Hygiene, three types of circuits have !>ccn used: namely, continuous or direct current circuits, alternating currents of commercial irei)u?ncic-. am) the discharge of an impulse or surge generator. Con stant voltage circuits; were used whoever possible because they arc the ones found in both industry and the home. * The individual is subjected to lest chance of injury in making contact with a 110 volt direct current circuit than with an alternating current one of tlie same voltage. In fact the speaker has only liecn able to learn of one authentic case of death on a 121) volt direct current circuit. In this instance a man was working inside of a Scotch marine boiler at a temperature of 112 degree* F. He liad with him a defec tive.- |>oi-tahlc light supplied from a 120 volt direct current circuit. In Italy there is tt record a case of a man who was electrocuted on a volt alternating current circuit. Experiments using 110-220 volt alternating' and direct current circuits on rats gave similar findings*. At higher voltages. 1.000 volts or over, the direct current shocks produce greater injury tlian tlie alternating current ouch, inirtictdaiiy if the brain or nerve centers lie in the path of the current. A comparison of the two commercial frequencies shows Public Utilities Section 339 that the 25 cycle circuit has less effect upon the heart than circuits of 50 or 60 cycles. Must of the resistance that tlie human body offers to tin: flow ot ekcuion hes in the contacts with the skin. When the skin is dry the contact redistance is* verv high: when the skin is thoroughly wet the resistance drops. Once the current pene trates the skin the resistance of the body is relatively low. The fluids arc the best conductors. Bone, however, has a high resistance anti does not conduct current readily. Another factor not always recognized is that the resistance of the body varies with the sire of the animal. The larger tin: animal the smaller the u-Mstanec that it offers to the flow' of electric current. The sensitivity of persons to electricity varies greatly, some being nh\c P> detect a current of less than 1 millianiperc, others require three or four times th.il amount to produce sensation. A current of 12 to l5 inilliampcres through tlie ImmU ami arms will stiffen the muscles; however, the subject can still release his hold An increase of the current to 19 or 25 milliriniperes will produce a complete tetanus of the muscle* and the individual can no longer dear himself from the circuit. A 60 cycle current of one-tenth of an ampere llcnvng from the hands to tlie feet will probably result in the death of the individual. ` The current, howevci. is not die only factor; tlie path of its flow through tlie body, the current density, and the duration of tlie contact are also of great impor tance. A fat individual can carry a greater current without injury than ;i thin per son. Although a small current may cause death, it is not safe to conclude that a much huger current of several amperes will make death more certain The effect ot the current upon the heart depends to a large extent uprni it* value. The position of the points of contact with the circuit determines largely the path way of the curicnt through the body and the resulting injury. Once inside flic body, the current spri-atis out in a more ur less fusiform sltasur, assuming uni for in resistance of tlie tissues. A numticr of experiments were made with rats lo determine the resulting injury for various current paths through the body. The circuit voltage was 1.000 volts and no autmal recovered when the brain was included in tl>c circuit. When the hr,'tin contact was iemoted to one t-we-leg 42 per cent of the animats recovered. With the contacts on both fore-legs no animal survived, but when the contact* were placed on tlie hind-leg* 86 per cent recovered immediately. This series of experiments demonstrated clearly (hat tlie injury is less severe when the path of the current docs not involve nerve structures and vital organs. In industrial accidents tlie current usually flows from the right luuul to the feet and it is scarcely jxwsible that any appreciable amount of current parses through the brain. Both the heart and tlie lungs, however tie in the path. A scries, of experi- mer.ts were earned out to determine the atuo; m of current that passed through the heart for various current paths, the dog being chosen as the experimental animal. It was found tiiat when tlie current flows parallel lo (lie axis of tlie body approximately ten per cent passed through the heart. When tlie current path was from fore-leg to fore-leg, that is transversely through Ihc fliorax. approximately three per rent passed through the heart. When the current path was from hind-leg to hind-leg, no current could be detected flowing through the heart. In general, the longer the time that a man iimWh contact with a circuit, the less is his diancc of recovery. Fortunately, high voltage circuits usually throw the vic tim clear anti the duration ol the contact is very short. On the other hand. til the case of low' voltage accidents the victim often cannot release his Ik,Id. In Mich eases the current may flow for a considerable period of tune. Artificial respiration should be started promptly, an tlie greater (he time tiiat elapse*, the less is the chance of a successful recovery. In accidents where contacts are made at two points on the same leg or arm, none of tbr current flows through the brain. Such shocks, however, give rise to nerve stimuli which are transmitted to the brain. When these are very ytrooft they may produce a condition of shock to Ihc nervous system akin to (hat caused by severe major operations or injuries. Urquhart has demonstrated clearly tiiat the passage of an electric current through the bod}* may cause a block in the nervous system and inhibit respiration Ii artificial respiration is promptly applied ami continued for a sufficient time, tlie respiratory 340 'fwcHly-lhird Annual Safety Congress--National Safety Council centers may recover their functions and set the lungs again in normal operation. Our expcrin>ec4ts. confirmed these results, ami also emphasized the fact that an animal ts rot out of danger when breathing is first started. In many cases it ceased after a few breaths and artificial respiration liad to he applied a second time. In some cases repeated applications of artificial respiration were needed to save the animals. . A few of the injuries that resulted from the -electric shock experiments are dis cussed briefly below : In a number of the animals hemorrhages were found in the medulla oblongata and in the fourth ventricle of the brain. Similar hemorrhages are found in cases ol electrocution. Also in many of the animals. Weeding following" the shock was Ob served in the eyes due to the rupture of Mood vessel; in the conjunctiva, and in a few cases wltcn artificial respiration was started there appeared some blood and frothy liquid at the nose or mouth of the animal. Priapism was noted in many of the male rats shocked with the high voltage direct current circuit and also in some of tire alternating current tests. Emissions were very common among tlc males subjected to the alternating current. It was found not only nt the higher voltages, but occurred in about one-fourth of the males sub jected to a two sccmid shock at 15 volts 60 cycles alternating current. In only rare cases do individuals ulio have recovered from an electric sltock show any evidence of a permanent disability. Extensive burns may require a long time to heal ami nerve ends caught in the scar tissue may cause a lasting irritation. Cata racts of the eves arc reported in a few instances. Tins latter phenomenon was noted in only one of our experimental cases. Some individuals are nervous for a consider able time. However, it is difficult to say just how much of this vs due to actual nerve cell damage and how much should be ascribed to a wish for compensation. In electrocutions and also in accidental cases of electric slrock, the fact has been definitely established that the human Itcart may l>e thrown into ventricular fibrilla tion. The human lieart seldom recovers automatically from this state, and death ensues. Some observers of electric accidents believe that tlr majority of deaths arc caused by this tyj>e of injury, A weak current will throw the S*cart into ventricular fibrillation; while a large current will inhibit the actimi of the heart and hold it quiet as long as tire current flows. Several observations were made with the thorax of the animal open and the heart exposed. Electrodes were applied directly to the heart and it was found that a current of seven to ten milliamperes was sufficient to produce fibrillation of the ventricles; while a current of approximately one ampere would bring the ventricles to rest and that the heart would resume normal heating when this circuit was broken This latter current has been called the "counter shock current. A number of experiments were made using intact aniruais whose hearts were first thrown into ventricular fibrillation by the application of a 110 volt alternating cur rent shock. After waiting the desired length ol time a countershock of 6 to 7 amperes was given by means of electrodes on opposite skies of the chest. The dura tion of the countershock was approximately one second. Following the countershock the ventricles were quiescent for a brief period. Then contractions began, feeble at first but quickly increasing in vigor and the circulation was re-established if fibrilla tion had not continued too long. It is well known that the heart and respiratory center in the madulla ate par ticularly susceptible to injury front electric currents. It is evident from the report of electrical accidents and our experimental studies that death, may occur from a number of causes. Death by asphyxiation may be caused by the prolonged contrac tion of tlx muscles during the passage of the current or by the failure to start arti ficial respiration promptly. Another cause is the fibrillation of ihe ventricle* of the heart, as under this condition the circulation ceases. Death may be due to the de struction of nerve cell* of the respiratory Renter incompatible to life. Tl*e Joule effect of the current flow may raise the body temtrerature to a value above tlie safe limits. Burns and other complications may also result in death. Nevertheless it should always be kept iti mind that in tlic majority of electrical accidents death is often only apparent. Artificial respiration should be started immediately after the victim is cleared from the circuit, and it should be continued cither, until the patient recovers or until the cessation of life .is an actuality as evidenced by the onset of rigor mortis Public Utilities Section 341 The next program feature was a paper by Dr. William IV Yam, Supervising En gineer. Pittsburgh Experimental Station. U. S Bureau of Minos. Puhhunrh, in which lie discussed "Poisonous Gases ami Their Effect" Dr Yam sjioke vxtcinjuc raneously, and there is therefore no record of his talk available for these Ti urn-ac tions. Report of the Nominating Committee Chairman Pepper at this point called for the Kcpoit of the Nominating Commit tee and new officers for the ensuing year were nominated and elected as follows: General Chairman--11. J. Kreh, Philadelphia Company. Pittsburgh. Pa. Vice Chairman for Telephone and Telegraph Interests mid Protjram -- li. W. Wait, The Bell Telephone Co. of Pennsylvania. Pittsburgh, Pa. Pke Chairman for Gas Interests--John J. Bnrada. Laclede Gas Light Co., Si, Louis. Mo. Vice Chairman for Electric Interests--Boy M. Godwin, Philadelphia llk-i Uic C->. Philadelphia, Pa. Secretary--H W. Lueck. Commonwealth Edison Co , Chicago. IH. News Letter Editor--E. P, Durice. Hamlin & Company, New York, N. Y. Engineering Committee Chairman--VY. H. Mulliu.au, Hydro-Electric Power Com mission of Ontario. Toronto. Out.. Can. Health Committee Chairman--Dr. Hart K- Fisher, Chicago Rapid Transit Co.. Chi cago, III. Membership Committee Chairman---\V H. Brown, Northern States Power Co, Minneapolis, Minn. Poster and Film Strip Committee Chairman--H. Is. Shcdd, Appalachian Electric Power Co., BliefieM, \Y. Ya. Publicity Committee Chairman-- Ray A. Edwards, San Diego Consolidated Gas and Electric Co., San Diego, Calii Statistics and Contest Committee Chairman--C. H. Dinsmore, Wisconsin Power & Light Co., Madison, \Yii. Special Representatives: W. A. Buchanan, Appalachian Electric Power Co., Welch, W. Ya (Is. E. I.) W. G. Clevenger, Northern Indiana Public Service Co., Hammond ind A. A. Klinge, Public Service Co. of Colorado. Denver, Colo. H. A. Ptolemy, Public Service Co. ol Northern illmvis, Chicago, III. C. L. Hightower, United Gas Co- Houston. Texas Councilors: E. S. Beaumont, Tie Peoples Gas Light & Coke .Co., Chicago, III. C. B Bonlct. Wisconsin Public Service Corp., Milwaukee. Wis. B. B. McCulloch. Bureau of Safety. Chicago, IH. F- M. Pepper, Illinois Bell Telephone Co.. Chicago. TIL H. F. Webb. West Penn Electric Co.. Pittsburgh, Pa. H. M. Webber, Illinois Bell Telephone Co... Chicago, III, THURSDAY MORNING SESSION October 4, 1934 General Chairman F. Ji. Pepper, opened the session with some brvei remarks on the general subject "What Lies Ahead." He described briefly something of the progress that lias been made in the safety movement during rcccjit years, and basing His ideas upon this progress, anticipated a much more rapid advance tor all accident prevention effort in the near future. 342 Twenty-third Annual Safety Congress--National Safety Council Behind the Scenes (Dramatized) . Tlits very novel feature was introduced by the General Chairman with a state ment tljat it was planned to take tl>c place of the usual general discussion on types of accidents, their causes and remedies. It was really a playlet, participated in by numerous members of the Section, who were introduced in groups over "The Loud Speaker," as Urey were apparently overheard discussing matters of mutual interest in their hotel rooms. The inference to be drawn was that during the conference many delegates loitered in their rooms and hotel corridors to talk over many matters of real safety interest that should have been brought to the sessions and discussed there for the liencfit of all delegates. ` This "Behind the Scenes** playlet, therefore, was frequently humorous in charac ter, and presented a highly typical group of the accidents that arc common in many plants. The playlet had been written by H. F. Webb, of the West Penn Electric Company, Pittsburgh, Pa., in collaboration with E. J. Krch, the Philadelphia Com pany, Philadelphia, and D. W. Wait, Bell Telephone Company of Pennsylvania. Pittsburgh, Pa. Tlte various sketches in dialogue were presented through the cooperation of die following delegates: John J. Barada, Laclede Light Company, St. Louts, Mo. H. F. Webb. West Penn Electric Company. Pittsburgh. Pa. Paul R. Kuhn, Pennsylvania Central Light & Power Company, Altoona, Pa. Roy W. Godwin, Philadelphia Electric Company, Philadelphia. R P. Pitchman. The Ohio Bell Teleplxxte Comjiany. Cleveland. L. E. Ostryc. Peoples Natural Gas Company. Pittsburgh, Pa. C. B. Boulct. Wisconsin Public Service Company, Milwaukee. Wis. W. A. Buchanan, Appalachian Electric Power Company. Welch, \V. Va. J. F. McCal>e. Duquesne Light Company, Pittsburgh. Pa. D. W. Wait, Bell Telephone Company of Pennsylvania, Pittsburgh, Pa. H. M- Weber, Illinois Bel? Telephone Company, Chicago, 111. J. B. J. Anderson. Illinois Bell Telephone Company, Chicago. W. H. Mulligan, Hydro-Electric Power Company. Ontario. Can. H W. Lucck, Commonwealth Edison Company. Chicago. W. H. Brown, Northern States Power Company, Minneapolis, Minn. J. L. V'jmdcrgrift, Chesapeake Sc Potomac Telephone Company. Washington. DC. _ G. H. Shaw, Ohio Edisqg Company, Akron. O. Fire Prevention in the Public Utility Industry By T. ALFRED FLEMING Supervisor, Conservation Department, National Board of Fire Underwriter*. New York City The speaker said in part: The first and major subject for consideration is the construction of our buildings, the getWral layout of groups, and the relation of each unit to others. Your largest operations arc concentrated in groups of closely rdated buildings. Danger to one structure almost always means danger to all. When a Utility burns, hundreds peihaps thousands of men arc thrown out of work, and wtauir communities arc without light, heat or transportation. We should plan all building operations in an effort to control the origin of fire a welt as its spread. Group plans should be laid out so as to avoid internal exposure. Segregate hazards so as to control flames at the point of origin for at least minutes. Tle first jive minutes arc most important. All large fires and eouffagralions are determined in that period of time. Construction of fireproof material is not only desirable hewn a standpoint of fire, but offers the best known resistant against tornado, windstorm and earthquake which may seriously affect continuous and unbroken service. Good designing requires pro* Public Utilities Section 343 vision for proper zoning so that total destruction of large properties may U- avoided Open spaces of at least fifty feet should be maintained between structures Window protection should be supplied for opening?! in exposed walls, am! satisfactory cutoffs where buildings join. Processes which are known to be extra hazardous should be islaterf or separated by standard fire walls so as not to endanger other sections. In rooms ctHttismiug large amounts of oil or other flammable liquids, ample sills should l>c provided to prevent oil flowing mto other sections of titc building in an emergency. Cock] drain age to the outside and proper ventilation are essential. It is frequently found that utility properties well constructed and supplied with interior protection are subjected to dangerous exposure from nearby buildings. This becomes a serious problem when the location must be maintained in congested city districts, in manufacturing areas, and near such hazards us lumber yards, oil station*, etc. The protection supplied by public fire departments and water works systems de serves careful consideration. Frequently, for plants in outlying districts, special ar rangements have to be made- Water mains and hydrants must lie carefully located so as to be readily available, with adequate volume and pressure. A fire alarm sys tem with auxiliary boxes should be so maintained as to be efficient for l>oth the em ployers' fire brigade and the public fire department. Trained guides should meet the outside fire department at the gateway of the property so that no time may be lost in passing through yards, or near hazardous sections, in making their layout. In the purchase atd location of private fire extinguishing agciKiee, it is wise to consult the rating bureau having jurisdiction. Choice of extinguishers must always be made, having in mind the inherent danger involved. The question of location of these, when chosen, is of paramount importance. The operation of an automatic sprinkler system wUhtbc American District Tele graph service is, of course, vital, particularly in certain types of construction ami occupancy In al! cases we should use our heads for sometimes a few bags of sand are more valuable than u standpipe, and neither of these will take the place of a hand extinguisher when it is needed. Utility companies arc obliged to carry extensive slocks of equipment parts and reserve supplies in their storeliouses. Sometimes available buildings of inferior con struction arc used for this purpose. Unless very careful supervision is maintained a serious fire possibility may exist. Frequently these storehouses have large unbroken areas giving the fire an opportunity to spread and involve very valuable stocks. Prompt fire fighting and control may be greatly hampered unless adequate aisle space has been loamtained. When general repair work is conducted in these buildhips, it is wise to ' C distinct separation between storage and repair. Fire damage might be minimize" tuidy fire walls were erected to confine fire to reasonable areas. Automatic spnnKler systems apply particularly desirable piotccthm for these storerooms, which are seldom attended at night. . A few years ago we knew very little about so-called dust explosions, but we are learning fast. A few weeks ago a captain of the Buffalo Fire Department and his men answered a call from a certain brewery. When the door was thrown open there was an immediate explosion, killing the captain and sending fourteen of his men to the hospital The cause of the fire was said to lie a dust explosion. Three mal1 fires took place in the exhaust conveyor of a plant employing grinders for polrdimg aluminum products. Here static electricity was titc cause, with insufficient improper grounding. An explosion of wood dust in a chair factory in Cleveland to* March resulted in the death of two workmen. A dust explosion in a St. Louis Kras* elevator in May caused the death of seven workmen and injuries to a number Hi others. An explosion of aluminum powder In a factory in PawesvilJe, Ohio, rc stated m the death of five men and extensive property damage. Another very serious cause of industrial fires is sixmtatk;ous ignition and com- bo*kw- There are many types of spontaneous ignition Sometimes It is present in the storage of coal. Sometimes in the contact of wooden material with heating or power pipes, and it frequently originates from paint or oil products on overalls, nml cleaning or nibbing rags. The darker from faulty in<;tai!atkm of heating and jfvwer systems is vl para mount consideration. We all understand the importance of having the operations 344 S -H'CHty-Uard Annual Safety C vunul--National Safety Council confined in buildings constructed of fireproof materials with adequate venting surfaccaud with standard fire walla cutting off daiigctous sections. The complete sep aration of toiler and generator room lias frequently proved the saving of costly equipment. The use of pulverized coal for fuel with its crushing, drying and storage processes, has developed both a fire and explosion hazard which did not previously exist in utility boiler plants. Many plants depend on oil burning devices for heat which develop danger from storage supply tanks ami piping. The high pressure steam temperatures now so widely used make possible the ignition of oil which may frequently come in contact with steam mains ami valves. Doubtlcs* you have noticed a prevalence of fire caused by the careless handling of electricity. I want to emphasize that the cause is "the careless handling of elec tricity.*' The National Electrical Code contain* the eegulattons found effective in making the electrical industry safe for those who use it. Less titan four per cent of the fires having their origin from electrical hazards are found to be hi buildings wired hi accordance with the National Electrical Code. It is plainly evident that the main cause of vkuncal fires rests with the individual who uses this power agency. The Uurcau of Fire Prevention of a certain city decided to make a careful check of all electrical installation* under their jurisdiction to determine the condition of die fuses of each circuit. In a few days they had collected enough bridged fuses to fill several pock measures ard had to their credit over four dollars in pennies, nickels ami dimes, chiefly pennies. These were removed from fuse boxes. The public seems unable to comprehend the fact that the fuse of any electric current is ttothing but the safety valve of that power line and. when tamjicrcd with. Is liable to short-circuit at any time. In reviewing the fire losses in electric industry, we .find 55 per cent of the fixes involving transformers, generators, oil switches, and circuit breakers. The chief causes were breakdown of insulation, lightning; external short circuits, breakdown of coils, oil and water leaks, and faulty maintenance. Thirty-nine per cent of the classi fied fire causes iitvolved oil-filled devices. Improvement of equipment in recent years has brought result*. The installation of large capacity oil-coolcd equipment" out doors h a step in die right direction. Twenty-five per cent of the classified fires are attributable to lightning The question of maintenance or housekeeping is always of greatest iirqiortauce-- "A clean house seldom burns.*' You can usually tell the safety of an industry by its general apjjearance. Proper watchman's service during the night is very essential. Fire losses increase in frequency about 35 per cent after the closing time of the plant. A careful watchman would ha\e caught many of the hazards wturh later resulted in fire. The watchman is responsible for not only the industry itself but the pay checks of the workmen. The superintendent i& a valuable man but if he has no plant tn work in because of a fire Inns. Ik- will be of no particular value. The one man standing between the production, the pay checks and die future of the organ ization is the watchman. Development and Research and Their Relation to Accident Prevention By H.D. BENDER Engineer, Outside Plant Development Department. Bell Telephone Laboratories, Inc, New York City The speaker said in part: In our work, accident prevention is primarily asso ciated with the operating activities of the working toiccs engaged in constructing, installing and maintaining the plant. The apparatus, material* and tools involved in thi* work are the product of development and research studies, and they are made available through the issuance of specifications which cover the requirements fur their purchase and manufacture. It ap5*cara to me that a. specification embodies three important considerations Public Utilities Section 345 which influence accident prevention. Tlc one lias to do with design, the next with material requirements, and the last, but by no means the least important, is the matter of quality control. Through the careful consideration of design it Is frequcntly possible to develop new items or to provide special features on products that will eliminate known accident hazards or failures in operation or to effect improve ments tliat will facilitate the work ut installing and maintaining plant. In a sim ilar manner, the selection of proper material* together with their general require ments offer an equal opportunity tor the elimination of service failures; and for im provements m operating performance. I helieve we will all agree that (M*rfcvtk>ii in quality cannot be realized due to the variables in the material* ami human efforts that enter into tlxe manufacturing processes. Therefore, if we wi-.h to promote safetv. it is essential that the specifications for the different items of supply include suitable limits for the control of their quality, tn his connection, a great mam different kinds of tests have been developed to assist in evaluating the qualm of the work manship and of die materials in manufacture*! products Time permits only a brief presvntatnnt f a few of tlic development and re search problems. Therefore, it is planned to Until our discussion to those activi ties which are most closely associated with the construction, installation and main tenance of the outside plant. We offer the following illustrations a* typical examples of dcveUvmetil prob lems in which the solution ha* an influence on accident prevention. I believe that all of us are familiar with the work and duties of a Imeui.m and know that his safety is dependent, to a large extern. upon certain tool* mkIi as climbers, body belt*, safely strap*, rubber gloves, etc. In die Hell System, all of such tool.* are custom built under complete specifications and tlvey arc carefully inspected to safeguard our workmen against defects which might be the cause of service failure. Linemen's climbers are subjected to a fiend test to insure tliat Urc materials used in manufacture have the desired bending properties or that these projicrties have not Ikcu destroyed hy the manufacturing processes. Sucii a test will iletect brittle steel. Rockwell hardness readings are taken to cheek die uniformity and the degree of beat tieatment that is given to the gaff atid leg iron of the climbers. Too much hardness is indicative of brittleness while the oilier extreme may cause excessive bending. In general this kind of a test has a very wide application wherever the hardness or the heat treatment of metals is involved. A drop test is given to every climber for the purpose of detecting any hidden defects in the gaff. In making this test the climber is clamped to the free end of the beam and the beam is allowed to fall of its own weight from a vextical position to practically a horizontal position, where the gaff strikes a metal anvil. A fatigue test for climbers involves apparatus for supporting a climber hy the gaff and leg iron and a motor actuated arm which applies a predetermined and repeated load to the stirrup. The loading and method of support approximate closely the actual service conditions. This test is a reliable means of checking different design features or determining material requirements. A drop wire reel was made available several years ago to facilitate paying out and recovering the wire used for the subscriber'.* service connection. There are two design features which are particularly important from the standpoint of opera tion. The reel performs satisfactorily when the wire is removed in almost a ver tical direction. Furthermore, the reel is provided with art adjustable brake to prevent the wire from sagging excessively when it i* being? paid out over high ways having heavy traffic or trolley lines. With the adoption of light trucks for installation work it was found desirable to mount the ltd permanently cm the top of the body immediately hack of the cab. Experience with this arrangement de veloped several objectionable features from a safety standpoint. It was difficult tv service the reel at this location, the reel partially obstructed the view from the reax window of the cab and it could not he used at locations which were inaccessible to tlte truck. In order to overcome these objection.* the reel ivos completely rede signed It is mounted on the aide panel of the truck bodv where it is eauik serv iced and does not obstruct the vision from the cab It is readily demoimtahh and is designed that it will 0[ierate satisfactorily tn either a vertical or horizontal position. 346 Twenty third Annual Safety Council--National Safety Council Several years ago the citation of unloading poles from flat cars was given careful consideration from a safety standpoint. As a result of this study a number ol special tools and a method of procedure were made available which resulted in important advantages from an accident prevention standpoint. The first step in the unloading job is to install the binding line ami the safety stakes on the un loading side of the car. The binding line is then adjusted at the rear of the load and pulled tightly. The guy ropes of the safety stakes are next anchored at the cuds of the load. After the tools are in place the lower tie wires are cut in proper order, following which the stakes arc cut off immediately above the stake pockets. With all hands dear of the load the gu* ropes are released and the safety stakes arc allowed to fall free of the car pockets. The line is slacked off slightly and the load breaks or is made to break and, as the poles foil off the car, the binding line keeps them under control. This operation, from beginning to end, is carried out completely from the ground without any necessity for climbing on the load of poles. A cable suspension hook was developed to facilitate the construction and main tenance of cable plant involving long spans of the catenary type of construction, l^ifwratorv tests ior checking designs and material requirements are resorted to frequently in such developments f the early type of catenary construction, the method of attaching tins vertical linkage* to tins lower suspension strand inter fered in riding the strand and cable with a cable car. The use of the cable sus pension hook in the vertical linkages, permits the construction and maintenance forces to ride llic strand and cable in a cable car without the need of maneuvering anyone' the vertical supports in the span. A number of new hardware Items were developed- to effect improvements m the methods of dead ending cab!c suspension strand and guys to poles. Labora tory tests were made for dwcktnj? their behavior under different service conditions. One method of dead-ending strand and guys is known as the wrap method. The wrap method still has its place in the plant but the eye-bolt method provides the maximum practicable separation on jointly used poles between suspension strand and vertical runs of electric light wires, power wires, or ground wires. Although of relatively infrequent occurrence, it has been found that the atmosjdiere of a manhole may be contaminated by foreign gases, in such occasional in stances, the type of hazard involved is dependent upon the source and extent of the contamination. The atmosphere may ! explosive due to the presence of a suffi cient amount of combustible s&s, it may be poisonous due to toxic constituents such as the carbon monoxide in manufactured gas or if may be suffocating because of the deficiency of oxygen. This problem was given considerable attention from a development and research viewpoint and resulted in making available equipment for the detection ol these hazards in the underground atmospltcres ami thereby determining when ventilation is necessary before entering the system for work. ' A carbon monoxide detector is intended for the detection of carbon monoxide in territories where manufactured gas is distributed. It consists of a cotton covered ampoule and a color chart. The ampoule is made of a sealed glass tube filled with a chemical solution. The test is made by crushing the glass so that the cotton becomes saturated with the solution. The ampoule is then lowered into (lie almosiihcre of the mauliole and if carbon monoxide is present it reacts chemically with the solutinn aud discoloration of the cotton results. The degree of discolora tion is a measure of the concentration of the carbon monoxide in the atmosphere. Tins amount is determined by matching the color of the ampoule with the cali brated color card. The chemical reaction between the ampoule and carbon monoxide Is retarded by low' temperatures A chemical heater was developed and made availaide to facilitate making the tests during cold weather. The oxygen deficiency indicator is provided for detecting combustible gas in natural gas areas or for detecting the deficiency of oxygen in any system. This device gives its indications tn n manner similar to a turner's safety lamp in which tire behavior of the flame is tlc ini|K>rt:int indication. A mirror on the side of the lamp facilitates observing the action of the flame when the atmosphere to be tested is forced into the tombullion chamber by the aspirator in the hose line. In order that first aid inav be promoted on an effective basis, a variety of mate rials and supplies are made available in convenient foim for the u&c of the field Public Utilities Section 347 forces. These different items are packed in such a manner that adjustment* and substitutions can readily be made to fit in with local field conditions. As the final example of development and research activities, we have selected a problem that was undertaken with the idea of developing an improved joint lor line wire. The twisted sleeve illustrates the type of line wire joint which has been used for yeaiv in the telephone plant. The joint is made by inserting the ends of the wires to be joined into the bores of a double lube sleeve and the sleeve h then twisted the proper number of turns by means of these tools. The free ends oi the wire at the joint are trimmed and bent back. Tire difficulties encountered with lids joint were both mechanical and electrical. This typo of joint did not develop the full strength of the wire and troubles were encountered from the development of high resistance joints iu the line. To overcome this latter feature it becomes a quite common practice to solder the wires to the sleeves in the more important circuits. As a result of the development study a single tube sleeve and a tool for rolling the sleeve on the end* of the wires was made available. The joint is m.idc by inserting the ends of the wires to be joined into the sleeve which is provided with a notch at the midpoint in order that the wires arc properly centered. The rolling tool is then placed on the wire with the sleeve opfxifcite the pro|>cr sire of groove and by cranking the liandle the rolls pass over the sleeve and roll it down to make an intimate union between the sleeve and the joint. Several years oi plant exjurriepce with this joint indicates that tl*c shortcomings of the' twisted joint have not developed in the new type of joint. Approximately the same working conditions ami effort are involved m making both type* of joints However, the rolled joint is more compact and the cut ends of the wire are protected by die sleeve. The joint develops the full strength of the wire. This factor tends to reduce service failures and maintenance work in restoring service. The line wires iks not overlap in this joint- Therefore in repairing breaks or in making dtauges in existing cir cuits, the wires may be spliced without inserting an additional length of wire and making an additional joint Soldering of wires is not necessary with this joint. Since the now joint eliminates certain work and simplifies oilier work operations, which are mainly perfotmed aloft and frequently under emergency conditions, the advantages from a safety standpoint arc obvious. The Public Utilities Section Safety Contest Tlte final feature of this program was the bestowal of trophic* by the National Safety Council to the winning units in the Public Utilities Section Safety Contest, The data on the contest were given by W. H. Brown, Director of Safety, Northern State Power Company, Minneapolis. Minnesota, as follows.: The content continued from July l, 1933, to Tune 30, 1934, a full year, and 124 unit companies participated. In all, T 12,346 employees worked a* total of 243,313,164 man-hours. During the period they suffered 1,81$ disabling injuries, the average frequency rate for the coolest therefore being 7.472. Two contest units completed the entire period with perfect safety scores, and 03 unit* com pleted the contest with frequency rates below the average. The handsome bionze trophies awarded by the National Safety Contest were presented to the winning companies by General Oiairnwm F. M. Pepper, a*, follows: Combination* Gas &. Electsue Division--Guoct* A Central Illinois Light Co., Peoria. Illinois: two disabling injuries while working 1,895,710 man-hours, frequency rate 1.055. G * BCombination Gas & Electric Division-- koui The Connecticut Power Company, New London, Connecticut; no disabling in juries, while working 417,376 man-hours. Panhandle Power & Licht Company, Burger, Texas, no disabling injuries, while working 326.993 man-hours. _ Michigan Gas & Electric Company. Northern Division, Ashland, Wisconsin; no disabling injuries while working 168,000 man-hours. MH Twenty-third Ahnnal Safety Congress--National Safejv Council . ,, Superior Water, Li^ht & Power Company. Suj*crIor, Wisconsin; no disabling injuries while working 159,50-4 man-hours. Eatern Oregon Light * Power Company, Baker. Oregon; no (Isablinr injurits while working 146,4-16 man-hours. Marysville Electric Light & Power Company. Marvsville, Missouri; no' Jisahhng injnncs while working 114.013 man-hours. Moncton Electricity & Gas Company, Ltd.. Monct.ni, Jj. B ; no disabling in juries while working 110,017 man-hours. Electric Division--Gauur A Ihc 1 oledo Kdisou Company. Toledo, Ohio: five disabling injuries white work ing 2,553,754 man-hours; frequency rate 1058. ` Electric Division--Group B Nebraska Power Company, Omaha, Nebraska; iw disabling injuries while work ing 1.207.530 man-liours. Fall Kivcr Electric Light Company, Fall liiver, Mass., no disabling injuries while working 432,569 man-hours. ' Mississippi Valley Public Seivicc Company. Winoun. Minnesota; no disabling injuries while working 358,838 man-hours. Gloucester Electric Company, Gloucester, Mass.; no disabling- injuries while working 159,039 man-hours. Worcester Suburban Electric Company, Uxbridge, Mass.; uo disabling injuries while working 156,539 num-honrv * Houghton County Electric - Light Company, Houghton. Michigan; no disabling injuries while working 143.869 man-hours. I_ow-er St. Lawrence Power Company, Ritnou.vU, Quebec. Canada; no dis abling injuries while working 126,685 man-hours. Citizens Power & Light Company, Council Bluffs, Iowa; no disabling injuries while working 123,418 man-hours. Gas Division--Group A Hope Natural Gas Company. Pittsburgh. Pennsylvania; three disabling injuries while working 3.065.169 man-lionrs; frequency iate .979. Gas Division--Group B Reserve Gas Comjiany. Pittsburgh. Pcnvlvauia; no disabling injuries while working 317.912 man-hours. People* Gas Company, Port Arthur, Texas; no disabling injuries while working 144.753 man-hours. ADJOURNMENT TWENTY-THIRD ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Quarry Section Officers 1933-34 General C7i mjiw--Qvmo M. Graves, The General Crushed Slone to., Easton, Pa. l-'ice-C/iairwitfii--'William H, Baker, j. E. Baker Co. York, Pa. Seaeftuy amt Nexvx Later /<///<--V. P. Aiikaun, National Sand and Gravel Association, Waslnntgou. D C Poster Committee Chairman --hi- F. Yvnrnt. The General Crushed Stunc Co , Easton. Pa. lUthihity Committee Chairman--J. K. Buvn. National Cmshcd Stone Association. Washington. D. C Statistics Committee CJml.-nunt -- \V Yv, Ai.i.m>, United State* Bureau of Mines, Washington, D. C. Members at Lttffe-- Normax G. Iloucu, The National Lime Association. Washington. D. CH. V. OwEN'S, Eastern Rock Products, Inc, Utica. N. Y. John* Pbixce, Stewart Sand ami Material Co., Kansu* City. Mo. A. L. WoKTiiF.rt, The Connecticut Quarries Co.. Ijk . New Haven, Onw. WEDNESDAY MORNING SESSION October 3, 1934 The opening session of the Quarry Section was called to order by John Camp bell, Director, Bureau ot Inspection. Pennsylvania Department of Lalmr and Industry, Harrisburg, Pa., who presided. This was scheduled to be a joint session with the Cement Section, Chairman Campbell iutioduced P. A. Mori, Works Manager, Cleveland Quarries Company, Amherst, Ohio, who made a brief address of welcome to the delegates on the part of the city of Cleveland. In lieu of the annual report of the general chairman Othn if Craves, who was unable to be present, a lengthy wire was read from him expressing his regiets. Chairman Campbell then introduced the first speaker 349 350 T;cnty-ihird Ammal Safety Congress--National Safety Council The Dust Hazards in Industry By DR. R. R. SAYERS Medical Officer in Charge* Office of Industrial Hygiene and Sanitation* United States Public Health Service, Washington, D. C. . Tire speaker said in part: Realizing the inifx>rt*tnce of the dust problem in industry, the United States Public Health Service in cooperation with the Buicau of Mines began its first study ot the health of workers in dusty trades in 1914 m the mines of Joplin. Missouri; and later, m iy23. the Public Health Service inaugurated a scries of du*t studies. These later studies were all conducted in the same manner in order to permit as detailed a comparison as possible bet ami the different investigations. Briefly, these methods of study may be divided as follows: (1) examination to determine the general physical condition of the workers under observation; (2) special physical examination to determine the prevalence of specific diseases of the respiratory system and the lung pathology resulting from exposure to the particular dust hazard; (3) record of the nature and severity of the disabling illnesses; (4) analysis and detailed study of the oceujiatujn.il environment; (5) occupational mortality statistics relating to the specific dust; and {6} autopsies. : The first six intensive investigations carried out by the Service dealt with the health of workers exposed to dusts in a cement plant, granite cutting industry, anthracite and bituminous coal mining, silverware manufacturing plant, cotton cloth manufacturing, and m municipal street sweeping. Brief Studies were later conducted in certain slate, granite, marble and talc quarries, while more recently a rather extensive study of the Iiealth of anthracite coal miners was completed. These six dust studies showed that the workers in the granite cutting plants who were exposed to the highest dust concentrations were found to suffer from an excess of pulmonary tuberculosis after 15 years or more of exposure and developed stHcosh from 2 to 19 years; I the group exposed to a lesser amount of dust, silicosis developed only after prolonged exposure, with no excess oJ tuberculosis. It was found that a dose relationship existed between the degree of dust exposure and the extent and severity of the pulmonary damage. Anthracite coal miners suffered from dyspnoea and other signs of pneumoconiosis and experienced a high rate of respiratory sickness; in addition, an excessive mortality from influenza- pneumonia and txMsibly tuberculosis was found. Bituminous coal miners experi enced a Koicralizcd fibrosis of the lungs and an excess mortality from influenza ami jmcumociia. Cement workers showed some signs of early pneumoconiosis with an excess <f diseases ot the upper respiratory tract. On the other land, workers in the c*ton cMh and silverware manufacturing plants and municipal street sweepers Were negative for respiratory conditions and other illnesses wlieti compared with the general industrial population. Rock Unitinn. Tor five years, the United States Bureau of Mines studied lead and 2mc miners in the Tri-State District, Oklahoma. The ixe here is high in free silica. Of the 7.722 men examined, a group of 1,647, or 21.3 per cent, was definitely diagnosed as Iwvinj? silicosis, not including those diagnosed as having tuberculosis. All tlxr mat diagnosed as haying first-stage silicosis had worked an average of 13 years, but those men starting in the mines after 40 years of age worked an average of only 8 years. . < The work of rock drilling in subway and tunnel construction m New York City is in some respects similar to that of some oi the activities in the hard rode raiucf. at least hi so far as the manner in which dust is evolved, the type of dust and the rcsulunt Imzmxi. Recently the result of a study of rock drillers, Waiters and excavators uxa reported by the New York Tuhcreulosi* and Health Association. _An examination of 208 rock drillers, blasters and excavators sltowcd that 118. or 57 $>cr cent of the men had silicosis in various stages of progression. The exposure of most of these men (75 per cent) had been for 20 years or uorc. Sandblasting. No study of the itealth of sandblasters has been reported in the United States; however, a study of Uw dust exposure of sandblasters was recently completed by the United States Public Health Service in cooperation with the Quarry Section 351 National Safety Council. This investigation indicated that, judged by the nature of the dust and degree of the exposure, a real liazard exists in this occupation. This study also brought out the fact that it is possible to conduct sandblasting with safety, provided properly designed and well maintained equipment is used, Diatomuceons Silica Workers, Most of the data on silicosis have been gathered from studies made both in industry and experimentally on dusts containing free silica m the form of quartz. Such studies have been made m the granite industry, pottery trades* hard rock drilling, etc There arc other free silica minerals m existence that are not crystalline m nature but of an amorphous composition. In Santa Barbara County, California, there exists the largest and purest diatoinaceoiH silica deposit in the world. This substance consists of alvu't 85 ;kt cent free silica. Recently an examination was made of ICS workers selected among. those employed less than 1 year, 1 to 2 years, 2 to 5 years, and more than 5 years. All of the workers were Mexican laborers and the examinations consisted of x-ray determinations, social and medical histories, and clinical examinations of the chests. Dust determinations were also made but these were not reported. The outstanding feature revealed by the examination was the splendid physical condition ol the men ,7. Eighty-four per cent of the workers were reported in excellent physical condition. It was found that 60 men showed signs of early pneumoconiosis; 15 were in the moderately advanced stage and 6 in the advanced stage. Thi*. latter finding was jynong workers with a history of exposure of more than 5 years. Dust Maraid in the Granite Quarry Industry. If is a common belief that granite quarrying is not so dangerous an industry as granite cutting in enclosed sheds; quarry work is done outdoors and hence may not he attended with very much dust exposure. However, certain quarry ojierations require the use of jmeunratic tools, which are usually associated with the formation oi cimMtlerablc quantities _ of dust. It was thought that a study made in a representative granite quarry might cast some light on our problem. Accordingly, a study of a clinien- radiographic nature of 63 quarriers was matte and occuittional dust exposures were also obtained. The dust determinations show that nearly 38 per cent of the workers (drillers.) were exposed to many times the amount or dust considered safe at the present time. Drillers were the only iwrstms showing pathologic changes. Half of these workers with an exposure of 5 to 19 years had silicosis., ami 4 of the 5 men with more than 2(1 years of such trade life showed tbit, condition. This study suggests that quarry drillers may experience a high n death rate from pulmonary tuberculosis as do pneumatic-tool workers in granite rutting sheds Effect of Inhaled Marble Dust. The pulmonary fiOrotic changes due to the inhalation of marble dust appear to be alight in comparison with those caused by stone dust containing a high percentage of silica in the form o quartz. A recent study made by us among marble workers showed that although marble dust, when inhaled in concentrations averaging about 25 million particles per cubic foul of air. produced a mild bilateral, linear fibrosis hi a certain number of the 80 men examined, no serious lung changes were noted and there was ivo disability due t the (hist, even after many years of exposure (more than 40 years in some cases). The marble dust under consideration consisted of 98 r*cr cent calcstc and 2 per cent dolemitc, with no silica present. Dust Harare? in Abrasive Industry. Artificial abrasives arc widely used in industry and for this reason tlxs effect of the inhalation of dusts produced in the manufacture 01 preparation of these products h of great importance. In 1925, 1929 and again in 1931, Dr. Clark of the Norton Company at Worcester, Mass., made investigations of workers exposed to aluminium oxide am! silicon carbide dust produced in llte manufacture of grinding wheels, which showed that during a period of 13 years there were proportionately twice as many cases o; pulmonary tnbercnlosis*among those working in the abrasive dust departments as in departments where no abrasive dust occurred. In 1931, Kessler, of New Jersey, reported the occurrence of over 100 cases of alleged silicosis in the abrasive powder industry, in which the dust consisted of 99 per cent free silica. \ Exposure to Silicate Dust. It lias been the belief that the inhalation of dusts \ composed of silicates (combined silica), in comparison with silica (free silica in \ the form of quartz), was innocuous. Of recent years many investigators have \ become cognizant of the hazards of silicate dust exposure,. Asbestoses, a fibrosis $52 Twcniy-ihird Annual Safety Congress--National Safely Council a{ the Jungs caused hy the inhalation oi asbestos dust, has already bccJi described botij in its clinical and roentgcuograpbic manifestation* hv investigators in other countries.^ but to date no studies have been reported in the United States. Cement dust, which contains about 22 per cent combined silica, has been studied, and the effects of the inhalation hy workers has been discussed here. In March 1933 Dreessen, of the United States Public Health Service, reported the result* of a study conducted among trernolite talc and slate workers. The slate dust to which these workers were exposed consisted mainly of silicates, there being less than 3 per cent of quartz in the dust. The talc was a hydrous calcium-magnesium silicate. Ijcing 45 i>cr cent talc and 45 per cent trenudste, with no quart* present. The results of tltc study seemed to indicate a relationship between the amount of rftis? inhaled and the effect of this dust on the lungs of workers. Statistical Studies. Recently. Lanza and Vane estimated that there are some 500,000 workers engaged in the mining, quarrying and manufacturing industries in this country in which an exposure to silica dust to a harmful degree is en tailed. Their analysis oi mortality experience of twelve life insurance companies fur the period 1915-1926 stowed that the actual mortality from respiratory tuber culosis among the silica exposed persons was about three times that T a nonsittca dust group. If one considers their data for certain occupations in metal mines and granite and sandstone quarries, occupations known to he exposed to high concentrations of hazardous dusts, then the comparison more striking, since die actual deaths among these workers was found to be ten times that of the ex pected deaths. More detailed statistics on occupational mortality as reported by the Registrar-General of Kngland and Wales (1921-1923), and summarized by Britten, show tire high rate of 1.R86 per 100,000 lor tin and copper miners, while the rate for "all occupied and retired males" was only 150. Other occupations with silica exposure showed an excess. From the evidence just presented concerning the injurious effects produced hy tl>e inhalation of certain dusts, it Is apparent that a knowledge of the properties of a given dust which determine its capacity to produce pulmonary pathology is essential. Numerous investigations of the industrial dust swoblcm indicate that these properties are the chemical and mincralogical composition of the dust, its concentration in the industrial atmosphere, and its particle size. In an earlier jiortion of this discussion evidence was presented which indicated that a close relation existed between morbidity and mortality rates from various respiratory diseases and the exposure to certain dusts in industry. In the study of the dust hazard in tltc granite cutting industry, it was definitely proved that tliere is a direct relation between the magnitude of the dust cxjiosure and sickness, and death icsulting from tuberculosis. It is quite evident, as a result of these studies, tliat the remedy of the dust evil lies hi tlw effective removal or suppression of the dust to concentration considered safe. However, no set rules may be estab lished for the mechanical protection to be instituted in an attempt to control indus trial dust. Specific conditions encountered in a plant will determine the type of protection to be employed. ' The protection of workers against certain dusts known to be toxic may at times be accomplished by the substitution of a non-toxic material for the toxic"one. One example of such a procedure is the possible use of a metallic or other type of artificial abrasive for sand in the sandblasting process in those operations in which it is itot essential to use sand, a substance high in quartz content. Again, the mechanical enclosure of the duxt:creating process also serves to protect the worker. An excellent Hiusiration of this type of projection is afforded by tins modern sandblast ban el used in the cleaning of small objects. Sometimes it ts possible to protect tltc worker hy the substitution of wet Cor dry processes, as wet 'drilling instead of dry. In one instance, in the granite cutting study previously mentioned, rui operator using a. diamond fioint ti>ol worked the stone wet; the resulting dust amounted to 22 million particles per cubic loot. The same operator was then requested to work the stone dry ; as a lesuti, the amount of dust reached the high figure of 45 million particles per cubic In the weaving of asbestos cloth t has been possible to ieduce the amount of dust in the air by wet weaving to one-fourth of the amount present svlwn the process is conduced by dry methods. Another example of this procedure 5 allaying dust 5* the use of a spray of water Q tintry Section 353 in leyncr and jack-hammer drilling iu hard ruck, although the new type <>i Kell', du&t trap is now* finding much favor for tin* kind of week. The Kelly trap consists of a metal chamhci designed tw enclose tin- drill vied at the rock surface. No attempt is made to secure a mechanical seal with the rock or between the trap and the drill steel. The dust is removed by an air stream and is carried into an exhaust system connected to tlw trap hvcapc of dust particles through openings between the uneven rock surfaces :m.l die trap is prevented by the air seal produced by the mlkmuiir air. Tot* made on this trap under actual working conditions show that the dust concentration at the worker's breathing zone may tie kept down to less titan 10 milium particles per cubic foot with a 60 cubic foot per minute rate of air flow through the hood. This trap is a step forward in the program or dust removal; however, in underground work, such as in mines and subways, there is still the need t* solve the problem of compact dust disposal equipment. In certain cases, such as in the sandblasting of large castings in sandblast rooms., the practical safeguard to the worker is to provide him with a mask or helmet of the positive air pressure type. In the sandblast investigation previously men tioned, it was found that when from 5 to 6 cubic feet of practically dusl-frec air per minute are supplied to the helmet, the w.irkcr receives ideal protectimi. How ever. one must always bear in mind that tlie ultimate criterion of protection should be the dust determination of the air within the helmet during blasting and not the quantity of the air supply itself. In most dusty processes. Itowever, the most effective means oi dust elimination are by the use of properly designed exhaust ventilation systems. Since in many instances it is difficult, costly, and at times an unnecessary procedure to remove all the dust in the vicinity ot a worker, we need lust to determine the minimum amount of a certain dust which the worker can apparently tolerate with impunity. Such information can be made available hy the type of studies carried out by the Public Health Service. For example, in the granite study already referred to. it thist at the Ijceathlng level of about 10 million particles per cubic foot (35 jier cent free silica). - Studies of Uust removal devices used in granite cutting plants a! the time this work was conducted showed that a linear velocity u( 1.500 feet j*vr minute measured by an anemometer at the face of the dust-removal hood, would keep the dust at the breathing level to an amount less than 10 million particles jKrr cubic fuut A word should he said concerning personal respiratory protection agamst dusts. It has already been slwwn that in the use of positive pressure respiratory devices in sandblasting. *t is important to have a well-designed device supplied with about <i cubic feet of dust-free air per minute to give full protection to the worker With reference to respirators of the filter type, there is still much to tie accomplished in the design of an efficient and comfortable musk for continuous use. Of great value arc standard mctiiods for the testing of the efficiency of respiratory pro tection devices. Drinker advocates testing a device against the particular dmt which the respirator is to cncountei, these tests to be made Ivuth m the lafxratory and under actual industrial comfitions. He further suggested that some impartial agency should conduct such tests and certify the devices for industrial use. the work being done on a co*t basis. The U. !v Bureau of Mines has prepared such a schedule for testing and approving respiratuis I wish to stress the imixirUuce ot good housekeeping in the effort tit combat the dust liazard. Good housekeeping slionld not only imply the removal of accumu lated dmt about a workroom but should also embrace efficient maintenance dust removal`devices and lespiratory protective equipment Systematic inspection of all du*t oppression equipment should be an axiomatic principle ia evyiy dusty industry rather than the casual attention u-lncb it now receives in many instance*. Report of the Nominating Committee The cluirman called tor flic rejKirt of the Nominating Committee at this imintand new officers for the section to serve during the ensuing year were mnniiufcd and elected as- follows. 354 Twenty-third Annual Safely Congress--National Safety Council Genera) Chairman--William H. Balwr, f E- Baker Co.. Vork, Pa. I-he chairman-- William E. Milliard, New Haven Trail Rick Co, New Haven. Ctmn. Faster Committee C/iairutau--ll. F. Voltcr. Tlnr General Crushed Stone Co., hastou. P;i, ... WIMy Committee Chairman--$. It. lkd, National Crushed Stoue Asr-iu V\ .lslilKtoi>, \>. C- Statistic! Committee Chairman--W. W. Adams. U. S. IJnrcau oi ilmes WashIIIgtlMI, D. C. Members at Liirf/r-- \. P. Ahem, National Sand and Gravel Assn.. Washington, D. C. \\rmun G- l lough. The National Lime Assn., Washington, D. C. O- St. Claves, The General Crushed Stone Co., Easton, p,, A I.. \Yerthea, The Connecticut Quarries <_u., Inc., New Haven, Conn. The Foreman's Duties and Responsibilities in Preventing Accidents By GLENN GARDINER Foritmann Wooln Company. Passaic, New Jersey The speaker said in part: On my first job in die'clay pit of a bride works, l witnessed a disastrous cave-in which so injured one of my fellow workers that he was totally disabled ftir life, The accident was x> plainly the fault of the foreman in charge that he was discharged for lus carelessness. That accident made an indelible impression upon my mind, and let >e understand as nothing else could what the resj*osibility of the foreman is in accident prevention. The foreman who is responsible for getting out tle work is also responsible lor the control of those conditions immediately surrounding the worker on his job. lie has an unexcelled opiKwtunity to observe his workers and their habits. If he is a competent foreman, he can detect those working habits which may result in acci dents. He should cotue to know his workers so well that he will understand when worries aiul outside problem* are taxing their minds and powers of concentration. He may not be in a position always to do much about the outride problems, but he can. at least, govern conditions on the job. " The foreman is the otic wlto is most likely to set un conditions on die job which cause job anxieties lor the worker. He can do much to case the worker's mind by keeping linn informed about conditions which affect his job and ihe steadiness o! employmeat. He can help to reduce the fatigue his men experience and in so ki directly influence accidents which are related to fatigue. Every intelligent foreman realizes the importance of the safety functions, and that .safety should be put npou tlie same plane of importance as the other duties his job includes. If the worker is indillerent to safety, it is usually merely a reflection; of the foremans attitude. On the oilier hand, if die foreman will *tand for nothing but safe working habits, the worker -will proceed very rapidly to develop safe working habits. Of course. I recognize that certain workers lave an altitude of recklessencss and bravado about them which makes them slightly contemptuous of the dangers of the job. But it is up to the foienuui to puncture this attitude and bring such workers down to earth, A recent study >t a company employing <3.600 workers indicated tliat 48 out of the 6.600 hat! had 10 per cent of all the lost-tune accidents for the entire organiza tion, The accident frequency among these 48 men was fifty times as great as that of the average for all workers. The record also indicated that those men having the largest number of minor accident*? were also the same men having the largest number of lost-time accidents. Thus minor accidents are of real significance to the observing foreman because they point out to him the men who will most probably have the lost time accidents. Quarry Srciivit 355 Foremen liave the duty and the responsibility of enforcing safety standards. Failure to do s,o increases the number of accident*, and the same laxhv that in creases accidents lowers efficiency. We can almost judge the general emviency of a foreman s department by an examination of bis >atcty record. Here are some points at which every foreman should check his own methods oi enforcing safety standards- Let each foreman a*k himself these questions: 1. Are safety standards clearly and completely understood by cadi ami every one ol my wockers? 2. Do I give careful safety instruction* to cicry man I hire ami to every man whom I put on a new job? 3. Do I conscientiously attempt to assign tlie least hazardous job to those workers who arc most accident prone? 4. Have I ever attempted to sell safety standards to my workers by arousing their pride on the basis that the safest worker is also the most efficient one? 5. Do I rigidly enforce the regulation that each worker should report every accident, no matter how slight? , In tlie last analysis, however, management itself is resjionsibk' for tlie attitude of its foremen on the safety question. Just as the indifference of the worker can be traced to the indifference of the foreman, likewise the Indifference of the foreman can most often be traced to a certain indifference on the part of the top management with reference to this important safety and accident prevention function. The Value of Competent First Aid By DR. W. J. FENTON American National Red Cross, Washington, D. C. The speaker said In part: The definition of First Aid as given in the Ret! Cross First AhI Text Bunk, is "First Aid i* the immediate temporary treatment given in a case of accident or sudden illness before the services of a physician can lie secured." This, definition, in itself. immediately disapprove* auy thought what ever that a First Aider can ever take tlie place of proper medical attention. A further study of Ihe definition, it appears to me. should impress upon the mind of am thoughtful person the necessity of proper First Aid training luring given to just as many people throughout tlie country as is humanly possible. Remeniber. that the medical man is not sitting around at the scene of the accident with hts equipment bandy, waiting for a chance to do something. He is either busy with his practice or may be in his office or' laboratory studying out some baffling case, and many miles from the scene of trouble.. In ease of severe bleeding, fatal results may follow unless some qualified First Aider appears at the scene ami immediately applies proper methods of control, long before the physician can he secured Imagine a crowd at a scene oi an apparent drowning, or standing around the lifeless form of wmo victim just removed from a gas filled room or garage-- hut mly standing there and looking on. There is seldom anv excuse in this day and age fur anyone finding himself or herself standing helplessly about in such a predicament, because f vear* now throughout the:"length arid breadth of cur land there have liecn First Aid Courses taught. First Aid demonstrations given to literally thousands of audiences, and in each demonstration as well as in the standard courses simplified, methods of emer gency first aid have been shown so that all who saw and alt who heard might be able to render competent first aid at the scene oi an accident. I wonder how many of you really know Ihe proper way to summon your jjhysician in case ol accident or illness? Remember it is always welt to tell the phvririan wlo it is tliat is calling, giving definite location where the patient is ami what vou think is wrong with him. as well as what materials might hr- at hand that a physician may me; nr.d last but by no means least, it is always advisable to tell what h being done to relieve tlie patient ami also ask the physician to advise you what fuither to do while awaiting his arrival. 3S6 Tmcnty-third Annual Safely Congress--National Safety Council Another thing I have learned in my travels thrcuuhout the country is this, that it IS highly important it you are calling an ambulance to tdl them how many >jctims they arc expected to care for; and also if sending a patient or patients to the hospital it is wise to give the hospital a little advance notice, if possible, as to the number being sent in ami something about the condition of the patients. This will often prevent delay at Ue Hospital in getting the injured to bed and under proper treatment. Should you or some member of your family develop quite suddenly a pain m the abdomen, would you know what to do while waiting for your physician? I fancy I hear you say. "Oh yes, I always know what to do; l would take a physic immediately and then if I do not show improvement within a few hours I will phone my physician for advice.*- ;. Do you realize that ii you pursue that course you aye running a very good risk of being the principal party to the next funeral in your neighborhood? It is true, the case may be nothing more than green apples. But if you ever have to give advice for a sudden pain in tire abdomen, my strong opinion as a First Alder is, to put your victim to bed at once, give him no food, give no laxatives and call a physician at once. A great many of us who have been m the first aid and safety work for a number of years, those of us who have given a great deal of time and study to it. have long since arrived at the conclusion that the prime object of first aid instruction should be to prevent the accident- I can imagine some safety supervisor saying to himself at this point, "Now. Doctor, you arc Beginning to talk along the line of my thought*. We Ivavc a fine safety organization iu our plant and we have a doctor and a graduate nurse and a well equipped minaturc hospital, and we <fc not need to train our folks ii first aid If we do. then the First Aider will try and show bis stuff out in the plant and our employees will soon cease coming to the First Aid Room." I might agree with you in those last few words: "Our employees will soon cease coming to the First Aid Room" We have abundant evidence to show tliat where first aid training has been incorporated in the safety program of large indus tries, the employees who have the standard fifteen hour course in first aid training have fewer accidents than lle untrained employee, and if there is no injury, then why come to the First Aid Room unless it is merely a visit. * Neither we of the Red Cross nor any other sane person, would ever attempt to lay claim to the fact tliat first aid instruction alone can ever entirely rid industry of accidents; hut there is accumulated evidence now ou hand which does prove that first aid training, when given by well trained instructors who follow standards and teach from texts that have been prepared by men who know their field, will materially assist any organization in a more efficient safety movement. It has been demonstrated time after time tliat the well trained First Aider does develop that "safety consciousness" which wc hear so much about, and the fact is self-evident that he is a safety tnan. though he may not be the safety supervisor, or even he may not be s member of the Safety Committee. ADJOURNMENT. For the record of the joint session with the Cement Section, held on Thursday morning. October 4, turn in this volume to the general division entitled Cement Section, TWENTY-THIRD AN NUAL SAFETY CONGRESS NATIONAL SAFETY CO UN CIL Refrigeration Section Officers 1933-34 General Chairman--L. W. Dawley. Southern United Ice Company, Jackin, Miss. Vice-Chairmen-- T, A. Adams, Union Terminal Cold Storage Co., New York, N Y. Cam. C. Clements. National Dairy Products Corporation, New York, N. Y W. S- Wilcox, E. B. lligley & Co., Xfason City, fa. Secretary--Epwarp H. Fnx. Chicago, III. News Letter Edtior--W. O. Ham, Southern Ice A. Utilities Co.. Dallas, Texas. Engineering Committee Chairman--A. Braxih, National Association of Ice Industries, Chicago, III. Membership Committee C/iaiVni--Col. P. A. Wkathrrkep, Houston, Texas. Paster Committee Chairman--B- C. Sklok, City Ice Company of Kansas City. Kan sas City, Mo. Publicity Committee Chan man--O. J. Willoughby, Refrigeration Publishing Co.. Atlanta, Ga. Statistics Committee Chairman--Herman Hu.i.enuacii. American Ice Company, care of Knickei bocktr Ice Company, New York, N. Y. Members at Large-- A. J. Authenrieth, Chicago, III. A. H. Baer, Carbondale Machine Co.. Carboiwialc, Pa. George B Bmicut. George B. Bright Company, Detroit, Mich. G. H. Gencf*, The City Ice & Fuel Co., Cleveland, Ohio. J. Albert Greene, Geyser Ice Co., Waco, Texas. H. F. Hirschfikld. Wisconsin Icc & Coat Co., Milwaukee, Ws. E. G- Hitt, American Associated Mutual Insurance Go, Atlanta, Ga. II. L. I.ixcot.x. The Union Ice Co., San Francisco. Calif. L. T- McAkthur, Peoria Service Co.. Peoria, lit. B. R. McCuij.och, Bureau of Safety. Chicago, IU. Joseph Mqumv, Chicago Ice Producers Mutual Liability Co., Chicago, HI. J. F. Nickerson. American Institute of Refrigeration, Chicago, III. W. M. O'Keefe, American Warehousemen's Association, Chicago, III. Gahuner Pools. American Institute of Regriferation, Boston, Mass. II. I,. Trask, United States Cold Storage Company, Kansas City, Mo. 357 358 TtL'cnty-tkird Annua! Safety Congress--National Safety Council TUESDAY MORNING SESSION October 2, 1934 Ihc opening session of the Refrigeration Section was called to order by Acting Oiairman H. B. Harper, treasurer, the Southern United Ice Company, Jackson, Miss., who presided. He introduced Mr, H. C. Miller, executive secretary. Ice Distributing Lonmiittcc, Cleveland, who welcomed the delegates in the name of the city of Cleveland. Chairman Harper spoke briefly on the subject "Our Sectional Accomplishments/' crediting the officers and standing committees o! the Section -with good work and many safety accomplishments during tlic past year. He then called for the report of the Nominating Committee, and officers for the section for the ensuing year were nominated and elected as follows: . General Chairman--Carl C. Clements. National Dairy Products Corp., New York, N; Y,, l^Jcc-Chairiiian--'W A. Adams.. Union Terminal Cold Storage Co., New York, Vice-Chairman--A. W. Oakley, Merchants Refrigerating Co., New York, N. Y. Secretory--Edward H. Fox Ice and Refrigeration, Chicago, III. Sties Letter F,Jitor--\\r. O. Ham, Southern Ice & Utilities Co., Dallas, Texas. Enttinecrinff Committee Chairman--Emerson A. Brandt, National Association of Ice Industries, Chicago, III. Membership Committee Chairman--1-. T. McArthnr, Peoria Service Co.. Peoria. Ilf. Poster CoMtuitfre Chairman--Hurley G Hust, City Ice Co., of Kansas City, Kansas City, Mo. Pitblitily Committee Chairman--~'K. T>. Knobiock, Federal Public Service Corn., Chicago, 111. Statistics Committee Chairman--Herman HHlenbach, Knickerbocker Ice Co.. New York. N. Y. SfcmVe-rs at Large-- G. D. Allman, United States Cold Storage Co, Chicago, III. A. J. Autlienrieth. Consulting Engineer, Brownsville, Tex, C, A. Bowen, Cutler Ice Co., Ringhamton, N. Y. George B. Bright. George B. Bright Co., Detroit, Mich. L. \V. Davvley. Southern United Ice Co., Jackson, Miss, G. H. Geager. The City Tcc & Foci Co., Cleveland, Ohio. EL G- Hitt, American Associated Mutual Insurance Co., Atlanta, Ga. Guy \\r. Jacobs. Tire Stuebenville Tcc Co., Steubenville, Ohio. S. R Kallins, C. Hoffberger Co., Baltimore, Md. II. L. Lincoln. The Union Ice Co, San Francisco, Calif. J. F. Nickerson, American Institute of Refrigeration, Chicago, Til. \Y. M. O'Keefe, American Warehousemen's Assn., Chicago, 111. Gardner Poole, American Institute of Refrigeration, Boston, Mass. \Y H. Senvard. Louisiana Power <5r Light Co., Algiers, La. HLsold M. Tombs, Armour & Co.. Chicago. III. Where and How Accidents Happen in the Cold Storage Industry By H. M. TOOMBS Armour & Company, Chicago, Illinois The speaker said m pail: The cold storage industry is in unique contrast to moat other occupation.*. 95 l*rr cent of the work bring manual The bulk, of the labor is performed under low temperature to which the men are necessarily exposed oviT (MTolongcd periods. Protective clothing is naturally cumbersome and reflects in the sttecd of all iterations. Alternate exposure from cold to hot temperatures, csi^eially during stmrmcr loading operations, precludes* the employment of any other than those of unusually sturdy physically. * Refrigeration Section 359 On the other hand, owners of cold storage warehouses arc at all tunes faced with the necessity of good preservation of their physical properties This fact eliminates the hazard of the so called accidents, caused by abbreviated mainte nance schedules. Floors must be repaired. Deterioration ot concrete exposes re inforcing bars to the action of frost and ice which rapidly disintegrates the structure. Arbitrarily setting up & classification of cold storage accidents, reveals the following: Falling objects, 30 per cent, scratches and slivers, 28 per cent; trucks. 12 per cent; slipping and striking object.*, 12 per cent; handling objects, 10 per cent; falls to different levels, A per cent; frozen extremities, 2 per cent; *hcr acci dents, 2 per cent. * The first class, falling objects, covers a large group of accidents in the toes and feet. Frequently employees let boxes or cartons slip from their hands ami because the material is frozen and nou-rcsilicnt it will readily crush . toe. Frost adheres to die metal and makes packages slippery. The packages arc piled four high and unloaded from storage space onto trucks. Special precaution must be used and insistence is made that men wear approved tyjHrs of safety shoes ns a preventive ot accidents in handling. Scratches are tlic result of nails protruding from wooden or fibre boxes. Here the shipper can materially aid the warehouse man by proper attculimi u* nailing of barrel heads. Both the checkers and the foremen should be coached to insist that all projecting nails he removed. Wire hound crates and strap-trim L..\c present a serious hazard because infection sets in quickly following a puncture wound. Most such accidents arc directly traceable to defective box production or loose box inspection by inexperienced shippers. Tlic use of heavv kIovcs -.<r glovethat are not worn threadbare is a good preventive. One employer furnishes his men with heavy pliers so that nails and wires can te knocked out or cut off when the goods are received. Slivers are picker! up from wooden boxes and bin bracing, A good grade of lumber should be used. Knotty stock is discarded. Standard size* surfaced four sides may not be tlic cheapest, but it is the best for handling by tlic employee. While many accidents appear minor, most of the trouble develops by not report ing them promptly to the doctor's office and before infection has had time to set in Slipping and striking objects produce common injuries on flays of high humidity when stairs Ivccomc wet. Dirt rapidly accumulates on them ami forms a slippery mush. Men dad with wooden soled shoes arc apt to slip. Stairs should l>c swept clean and kept as dry as possible through literal application of sawdust or salt. One of the common causes of accidents on platforms is the use of faulty bridge plates. They arc often made from a flat piece of boiler iron and of insufficient length to properly cover the necessary space, especially cm curved docks. They easily become a stumbling hazard, and if not correctly fastened, they may slip out of place, the result being an overturned truck and sometimes a serious injury to the employee. Bridge plates should be constructed of. sufficient length to over lap $ inches at each end and witli angle guards or stiffeners at the sides. Special racks should be constructed to hole car plates in an upright position when not in use. In operating trucks, one very dangerous practice is that of standing on the truck and reaching for overhead loads without bracing the wheels. The worker may slip, be thrown off balance and sustain a nasty fall. Sprains and wrcnche* are quite common front this cause. Hands are sometimes pinched between truck handles and door jambs or jn clevotor cages. Employees should be instructed to keep their bauds horn the edges of push rails and the sides of loaded packages. Trucks must he regularly inspected if they are to be kept in condition. Frequent oiling is neccssar v. Handling objects causes many accident. Crushing injuries full into tlm elavnfi cation. Hooks slip from boxes. Throwing of frozen hams into trucks causes them to bounce onto helpers; thete is no cushion when the materia! x frozen. Careful and experienced men are needed in eliminating thete accidents. Slipping and falling to a differeM level is usually caused by the worker falling from the tops of piles, astd is most easily prevented by forbidding men to itnlcad in that faxhlou. Falls from platforms or loading docks occasionally occui. The surface of the dock must be kept In a good state of repair, not permitting depressions. 3<jO Twenty-thud An)\m;l Safety Conyresi--National Safety Council Cleanliness and orderliness are impurtant licrc. Broken staves, refuse and racks must not lie around promiscuously. Good housekeeping is the order of the day. The engine room also contributes its share of hazard*. Calcium brine is the cooling medium in most largo houses, the briue being carried 22 degrees below zero. Ammonia t$ used for cooling the brine, being expanded into sheil-cnolers and com* pressed with tee machines. The engines are amply safeguarded with proven devices. They afford automatic mechanical protection and it is the duty of the engineer to know that they will function correctly under emergency conditions. Ammonia leaks invariably present a hazard. Gas masks are as important to the engineer as his gauges. Each man should be provided with his own mask, as they are not readily interchangeable tor all faces. Masks should be prominently displayed and in a serviceable condition. Nothing cuts off the breath quite as quickly as docs a strong whiff of ammonia gas. Bad leaks are approached only with the aid of a water hose, as the water readily absorbs the fumes. Contact with the liquid on the bare skin will produce serious burns. Over exposure to the eyes will cause temporary* blindness. The use of standard ladders and sten ladders is highly recommended for climbmg around condensers and reaching out-of-the-way valves. Homemade ladders should be scrapped, as they arc generally defective in construction. Money spent for safe ladder equipment will prevent laud falls aud possible permanent injury. Elevators also couie in for their share of attention. They are in constant use. Accidents with tins type of equipment are frequently fatal. Safety doors properly latched at all times will prevent tails down the elevator shaft. A Study of Experience in the Ice Industry By J. L. SPEERS Safety Engineer, City Ice and Fuel Company, Cleveland, Ohio The sjicaker said in pat t: In considering Ik>w and where accidents happen, let us start at the beginning, the engine room. Here good housekeeping is at a pre mium. A stumble or a slip, jxtrhaps in a pool of oil. may precipitate a nun mto moving machinery, into an open switchboard, or iti falling he may forcibly strike a macTune base or some other solid and substantial object and be very severely injured. Guards should Ixs erected around all moving machinery and if such guards are mere railing* a center tail and a toe board should be used to complete the guard. Where the moving parts of machinery arc close to a walkway, the guard* should be solidly* constructed of woven wire or expanded metal. The engineers at one of nor plants had standing orders to shut down tin* com pressor wiieii they hud occasion to feel the end of the shaft to determine if its hearing was running hot. This was strictly observed by all except one matt. He attempted to fed the shaft by thrusting his arm in quickly and jerking it out again while Die connecting rod was down, thus avoiding the ascending arm of the con necting rod by the speed with which he moved his own arm. In fact, he did this several times successfully; but one night he was not quite fast enough, ami the result was a finger mashed between the rod aud the rim o: tlte fly wheel. Infection developed and in four day** the man was dead- Most of our engine room injuries have been received in connection with the use of electricity Up to a few years ?go. not a season went by but that two or three men were burned by electric flashes. Investigation showed that the flash usually occurred while the men were testing fuses, and it was found that they and others were using a light or scries of lights (common ordinary electric light bulbs) as the resistant unit to test these fuses. We recommended and all our engineers have equipped themselves with variable tyj* fuse tester, good on all circuits from 110 to 660. Needless to say. this has greatly reduced our flash burn cases. Going into tlte tank room, wc begin to run into die hazard of slippery walking surfaces. Tank fops are usually wet and there is not much dial ran be done to remedy that condition, except have the tank covers fit solidly so that the walking area is level. Have the icc puller walk behind the pull rather than in front of it. Have core sucking hoses and otlicr movable objects or materials kept out of the regular walkway pallia. A number ol injuries are received each year by the ice Refrit/t'ralion Section 361 puller, caused by broken wire* in the crane cables. These, especially where they are fastened on to the single tree or double tree, or can hook, should be wrapped with tape. I have always been afraid that &eme day an ice puller would step or slip into the dip tank, but so far this has not occurred. We have all our d&p tanks equipped with toe boards, which while they will not stop the man from falling in, at least will check or stop bis slipping in. We luve found that we get more economical and safe operation out oi our scoring machines when they are located just in front of the slide leading to the storage. Having them here keeps employees away from them, permits them to be operated in above freezing temperatures, and gives more light around them. Wc have had fewer breakdowns and our records fail to show* the case of a single acci dent from this source since the scoring machines were moved. In former days, injuries were received quite frequently. For tliose scoring machines which are in their old locations, we have installed tunnel* at either end so that it would be practically impossible for a perxm ever to intentionally get a liand or a foot any where near the saws. The storage room presents hazard* distinctly different from those of the engine room or tank room. Lighting conditions are far from satisfactory. Tljcreforv, good housekeeping is at a premium. Ice chip* and *pawi ice must be kept oil the floors. Flexor* polished by sliding blocks of kc arc bad enough witiiout having their sltp- peryness enhanced by ice chips and snow. In handling ice in storage, mut operators find it necessary to store the night pull of Ice on end to make room. In the ending and lowering of these blocks, we have what we believe tv be the nwt dwiinct hazard oC uur entire industry. A slip ping foot, a dull tool, a cracked block, or one with a corner broken off, will permit a block to slip quicker chan you can wink your eye, aud when it starts slipping, falling or turning, nothing can stop it. St! toed safety shoes are the only answer to this hazard, and all storage men should be required to wear them. To prevent the falling of ice blocks, we should insist that no defective Mocks be ended, and that all tongs should be kept sharp, but it only takes one slip to break a toe. -so steel toed safety shoes arc the answer. I regret to say that three employees have lost fair r. tigers >n ice cubing machines. During the holiday rush for ice cube*, one of our employees, after working all day, wanted the job of making cubes that night. Along stout mid night, just before he was to be relieved, it is supposed that tlte mechanical repeti tion of his *et<>is had dulled his reflexes For some rca?-ou or oilier, he attempted to flick a cube off the platform, his glove hit the horizontal saw, ami immediately lie was without a finger. Some five months later, on this same machine, a driver, while waiting for some cubes to be sawed, could not be inactive. For no good reason at all. he reached tip into the snow discharge chute and was pulling the -snow out, when suddenly the bottom of the vertical saw caught his glove, and presto a finger was lost. In Detroit, the cubing machine operator lipied and fdl so that his hand went into die saws. Two fingers were lost. We are trying at this time to put safeguards on our cubing machines, and some of the guards may prove to be practical. One device is a tunnel arrangement at the discharge end; another, a counter weight to keep the covers over the vaws at all time*; another a back railing to prevent slipping--but even at best they arc only makeshifts. There is a wonderful opportunity for some concern to put together a bunch of saws and have them so protected at all times that tlie employees of our icc industry need not be exposed to these maiming injuries. I want to devote a few minutes to railroad car icing operation*. We operate some 57 of these stations and are quite proud of the record our men liave estab lished. In 1928 and earlier years their frequency record was over 50 lost-time accidents per million man-hours. Of recent years this lias been decreased until it is now usually under 20. and in 1932 it was as low as 15 and a fraction. The credit for this improvement should all be given to the Safety Committees and the sujierintendents of the various plants. They have only one motto and that is, "If new employees are properly taught and older employees aie constantly cautioned, our plant will be a safer place in which to work." 362 Twenty- third Annual Safety Congress--National Safety Council Hazards here arc perhaps mom apparent than hi any other branch of our indus try. Working on platforms 20 fret or so from the ground, or on car tops 12 Jeet from the ground, where a slip or an uncontrolled tool or block of icc may cause the man to fall to the ground. is no sinecure, especially when they are out at all seasons of tlie year and in all kinds of weather. Our Safety Committees have adopted certain rules, each one of them an outgrowth or accidents lliat luve oc curred. For example: 1. No man shall board a cut of cars while it is moving, nor shall the train be given the signal to start up while a man is on the car tops. 2. Do not walk close to the conveyor. 3. While working on an ice bunker, stand with back facing the near corner of the car. . A. Buggies are to he pushed, not pulled. ^ 5. If ice rs dropped onto the ground, the man or men who caused or permitted it to fall must see that it is brought back up on the platform after the train pulls out. When we first started our safety work with this group, wc had a number of men injured by trains bumping tlie cars while our men were working on them. This has been practically stopped by the placing of white and blue lights on either end of the platforms. Blue to a railroad engineer is what red is to us. It means slop, and when the blue light is on while our men arc on the car tops an engineer would no more touch or cause that cut of cars to move than yew would crash a red light with a traffic cop twenty (eel behind you THURSDAY MORNING SESSION October 4, 1934 Safety in Ice Delivery By GUY W. JACOBS General Manager, The Steubenville Ice Co., Steubenville, Ohio The speaker said in part: Essentially, safety in ice delivery is dependent upon the exercise of identically the same tare and caution as is safety in any other branch of the icc industry. However. I want to make the unqualified statement lliat unless the management of an enterprise is vitally interested In accident pre vention, the experience along this line will be anything but satisfactory. Now, what are some of the hazards peculiar to the delivery of ice ? Really, most of the common ones are of a minor nature and therefore difficult to guard against. It is also very difficult to have the employee thoroughly understand th* serious consequences that may result from the neglect of a so-called minor injury. The majority of accidents to an ice deliveryman will fall in one of the following' groups--cuts, scratches, bruises, and sprains, The tools used--ice picks and tongs-- account for many of the cuts and scratches. At the very Lest, they are dangerous tools in U>e lumds of a careful workman, and when placed in the hands of a care less man, they become instruments of ^torture and death. When in use, they should be sharp and otherwise in good condition. When not in use they should be properly guarded--tins picks in sheaths or scabbards and the tongs in a dosed position at the side of the body--never over the shoulder. * Another source of cuts and scratches is often the equipment into which ice has to be placed--loose latches on the doors, exposed sharp edges of the metal lining of the ice compartments, as well as broken and splintered wooden racks in the larger boxes. Bruises result from many different causes. Extreme care should be exercised hv deliverymen in loading the^ kc into the delivery equipment at the plat form and he must be equally careful in transferring the icc from the wagon or truck to Us place of ultimate consumption if he would guard against mashed and bruised tf>es and fingers. Good shoes, equipped with the very best of box toes, are ati aid in preventing this form of accident. Sprains and strains are quite common. Refrigeration Section 3o3 too. The loading platiorni or dock should le kept dean, %> Uuit good solid footing may be had by the man who has to drag or otherwise handle the cukes of ire when loading them into the wagon or truck. The icc should always be handled by fongs and never with the feet or bare hands. If ice cakes have to he stood up on eml or laid down, they should be grasped securely and firmly with tlie tongs 1 and the body ot the man allowed to move with the icc so that there will !>c no straining of the hack muscles. But personal injury accidents are only one side of the picture. Another form ol accident that should be given equal consideration is that to tlie customer or some other member of the puhltc. Accidents of this kind aic always very embarrass ing to the ice couiittny am! always difficult to settle ur adjust. Children arc quite often the victims ami this makes the accident all the more regrettable. Every icc deliveryman should be taught that children ate nut rc.siJom.ibk- ami that he should therefore be doubly cautious when they arc around. An unslicathed icc pick, exposed tonj? (mint, scale hook, or any other sharp tool or piece of equipment is a source of potential trouble. Children should not he permitted to ride or hitch on to any piece of delivery equipment. This cannot always be prevented, hut the efforts of the deliveryman to this end should never Ik- relaxed- In the home and places of business where ice deliveries are made. n> spawh or water should be permitted to remain on the floor after Hie delivery is completed. In fact, the delivery should be made in such a way that the only evidence of the visit of the ice man is the icc itself in the proper eomjiartment of the refrigerator. No ice should lie piled tin against tlie door or otherwise placed so that it might become dislodged when tlte door is opened. In this wav. and only in tins way, are* you fully guarding the public against accidents. The vee delivery Hag. while not generally thought of as a safety device, is one nevertheless, Ixxausc when prop erly used it prevents all water drippage ami furnishes a means of removing all spaw-ts and broken pieces from the refrigerator, so that the new ami larger piece of icc may he placed um the bottom vvheie i! rightfully belongs. In oilier words. clean delivery is a safe delivery. Street accidents are l>croning more numerous because of the increasing number of vehicles and die speed with which they move. No piece of equipment should be allowed on the street unless it is in first-class condition. From a safety stand point. good brakes arc more important than a good motor, and figuratively speak ing. a set of brakes in the head of live driver are of more value than the set uu (In trude, Cleanliness and safety go hand in hand. Show me a neat, clean-looking See deliveryman, properly uniformed and equipped with good took, one who takes pride in himself and his work, and I will show you a careful worker. likewise, show me a superintendent or route foreman who insists on the equipment under his su(vervision being clean and n good condition, and 1 will show you an organiza tion whose accident experience is among the best- On the other hand. a. dirty plant, slovenly methods of doing things, dilapidated equipment, poor took or no tools at all. a devil-may-care altitude on the part of the management, and many other things that ro to make this picture complete are natural breeders of accidents. Refrigeration Industry Accidents and Their Prevention By w. O. HAM Southern Ice and Utilities Company, Dallas, Texas The speaker said in part: An analysis 01 the accident injury rates in the refrigeration industry for the year 1933, a* published by the National Safety Council. Indicates that our record, as compared with other industries. 13 satisfactory although there is i-till much room for improvement. The unhappy feature of it is that our frequency rate increased for the first time in five years. Nevertheless, the happy feature of the record is that although our frequency rate increased, our severity rate decreased materially.. Wc are. therefore, making progress in reducing the more serious injuries, but in order to continue to reduce them, management must give 364 Twenty-third Annual Safety Congress---National Safely Council more study, not only to the causes and the placing of responsibility, but at the same time analyze the effects oi accidents. In order that our past experience may he a guide for future activities, let me call attention to those type* of accidents most common to our industry. According to experience and averages over a period of years, it i found tll more than 90 per cent of all types of accidents in the refrigeration industry can be brought under seven classifications: 1. Handling objects, 35 per cent; 2. Falls, 21 per cent; 3. Ma chinery, 9 per cent; 4. Using hand tools, 4 per cent; 5. Falling objects, 6 per cent: 6. Stepping on or striking against objects, 5 per cent; and 7. Electricity, explosives, heat, etc., 9 per cent. It will be seen that 56 per cent of all our accidents occur on account of the handling of objects am! falls. Let me discuss the specific cause:- of a few of these accidents. , 1. Employee was dismantling the vat and coils no longer in use. In removing the coils from the vat, the coils slipinxl and the sharp edge of the agitator blade caught the employee's hand hetween the coil and the top of the vat, severing two fingers and cutting the third. Result. 350 days of lost time. This accident could have been avoided had the blades on the agitator been removed first and the coils taken out later. 2. Employee slipped on steps inside office leadiug to rear door, falling from second or third step to office floor, and breaking left arm twice and bruising left thigh badly, also spraining left thigh. The steps were wet as a result of men passing hi and out of the ofhcc after a lieaw rain. Result, 307 days of lost time. This accident could have been avoided lwd the treads been kept dry, or bad some kind of anti-slip plates been placed over Litem. Safe Practices Pamphlet No. 2 of the Nations! Safety Council on "Stairs and Stairways" gives complete informa tion as to how steps, stairs and stairways ore to be kept safe. 3. Employee was trying to pull loose a cake of ice which was hung in an ice scoring machine. His foot slipped, and the sklc of his leg hit the saw while running. Result, 56 days of lost time. The guard had been removed from tin's saw to make an adjustment and had not been replaced. The employee, rather than go around on side of .scoring machine and open guard gate to loosen block of ice, squeezed in between wall and scoring machine where he did not have room to work. He should have shut off the current on the machine and pried the ice loose with a bar, instead of trying to get it loose with hooks while the machine was running. He had been cautioned about this practice not more than two weeks before. 4. Employee was putting the purger in operation and when he tried to open the valve and let the foul gas escape, the valve stuck. When it did release, of course, it opened a little too wide, letting a large amount of gas out at one time. This gas ts bubbled off in a vessel of water to absorb the fumes of ammonia, but the vessel of water had been in use for some time and the water had become heavily saturated with ammonia. The sudden gust ot gas caused water to be blown into the face of employee, striking his eye, nose and mouth; the most serious injury being to his left eye. A small &pot was burned chi the eyeball and under the Ikl. An employee should use a large mouth vessel for purging, 1mving it located so that he will not be over it when adjusting valves; and the water should be changed regularly so that it wilt not become saturated with ammonia. 5. A vault door closed abruptly as an employee was coming out of the vault with ice for a customer. The door struck him, causing a near rupture. Result. 35 days of lost time. ' This accident occurred, no doubt, because of a *>i*m being attached to die door. The cause of the accident would, therefore, be ascribed to "haste," 6. Employee v.s *!% ins leak m boiler holding SO* sas, and in order to repair the boiler was pumping gas from boiler into receiver. He was standing over the liquid line valve when receiver at valve, end exploded, and a full charge of the gas hit him in the face, severely burning him about face and eyes and all over the upper region of bis body. Result, 25 days of lost time. In this instance the employee had a gas mask but had failed to put it on. JDfOVRMMllNT TIV E NT V- r//1 HI) A N Ar l * ./ L SA / / / V i e>.V:/c/; ss NATIONAL SAbET y cor sen. Rubber Section Officers 1933-34 General Chairman--H. \V. Lou. Miller Rubber Products C>., I tie*. Akrm. Ohio, i'ice-ChairtiHiH in Charge of Program--B. I*. Glki*heji>l, The Goodyear Tire & Rubber Co., Akron, Ohio. Secretary*---A. M. Dietz. Pennsylvania Rubber Co., Jeanette, Pa. Nctvs Letter Edita)--Ft. A. Bullock, Corduroy Rubber Co., Grim! Rapid*. Mich. Engineering Committee Chairman---W. L. Schneider, The It. F. ^Goodrich Co., Akron, Ohio. Health Committee*-- Dr. W. S. Ash. United States Tiic Co., Inc.. Detroit, Mich. Dr. J. Newton Shirley, Hood RuMicr Co., Inc. Watertown. Mass. Membership Committee Chairman--& \V,, Beck. United States Bulkier Co., New York, N. Y Poster Committee Chairman--Ownt Hockin'*. National India Rubber C". Provi dence, R. I. Publicity Committee Chair \V. Morse, The Firestone Tire and RuM>cr Co., Akron, Ohio. Statistics Committee Chairman--Jons- J. Lock. The General Tire and Rubber Co.. Akron, Ohio. Slides and Safety Kinks Committee Chairman--H. A. Walker. The Goodyear Tire and Rubber Co , Akron, Ohio. Members at Large-- ` C. F. Hokax. Hood Kubltcr Co.. Watertown. Mass. J. T. Kulnev, The Goodyear Tire and Rubber Co . Akron. Ohio. M A. Qiivkk, Samson The and Rtiithcr Co, Ini Angeles. Calif. Charles F. Smith. U. S- Rubber Kcclaintmv' C- Inc.. Buffalo, N. Y. TUESDAY MORNING SESSION October 2, 1934 The opening session of the Rubber Section was culled to order by General Chair man H. W. Low. Millet' Rubber Products Co.. Inc.. Akron, Ohio, who presided. The chairman gave a brief resume of the Rubber Section activities dmioj* the past 365 366 Twenty-third Annual Safety Congress--National Safety Council year, outlining the work of officers and especially praising the work of chairmen ol standing committees. He then introduce*! the first shaker Safety Progress in the Rubber Industry By J. J. LOGE Employment Manager, The General Tire & Rubber Co., Akron, O. Tlie speaker said in part: The Rubber Industry had an unsatisfactory acci dent record during 1033. The frequency of disabling injuries rose 11 per cent and severity was up 42 per cent over 1932. according to records from46 com panies reporting to the National Safety Council for both years. The entire industry averaged 11.7! for frequency and 1.09 lor severity in 1933, on the basis of records front these 46 plants that worked over 116 million man-hours during the year. The frequency of each type of injury rose over 1932, and the only type to show improvement in scvcrilv wax temporary disabilities. Fatalities were up 75 per cent n frequency and permanent partial disabilities rose 25 per cent in frequency and 75 per cent in severity. While the 1933 rates of the T-tnhljcr Industry compare favorably with rates in other industries, the changes in rates from 1932 to 1933 were worse than average. Rubber companies, in comparison with 29 other major classifications, ranked 12th in frequency and 10th in severity. The industry's frequency rate is 20 per cent liclow the average of 14.56 for a!) industries ami the severity rate is 31 per tent below the general average of 1.59. The increases of 11 per cent in frequency ami 42 per cent in seventy do not compare favorably with the rise of 7 per cent in frequency ami a decrease of 6 per cent in severity for ull industries- The improvement in the all-industries severity rate is due entirely to better experience with fatalities, in contras: to adverse expe rience with this type of injury in the rublier industry Plant* manufacturing nrfjbcr footwear had the best safety records during 1933. averaging 6.56 for frequency <l 0.90 for severity. in comparison with rates for dc entire industry of 11.71 and 1.09. Manufacturers of mechanical rubber goods excelled tire plants slightly in frequency, but averaged 1.65 for severity against 098 for the tire plants. Large units made the best records during the year 1933. Small units, by averaging 1.13. were only slightly worse in severity, but their fre quency rate is 26 per cent above large units. Unsettled working conditions during the year were jwobably instrumental h re tarding our progress. These statistics disclose that handling objects and machinery caused a total of 60 per cent of our accidents. Very probably the influx of new men during the rush season contributed largely to these accidents. Safety in Rubber Mill and Calender Operations By W. W. STEPHENS General Foreman, The Goodyear Tire & Rubber Co., Akron, O. The speaker said in part: Recent statistics indicate that approximately 9U i>er cent of accidents in industry today are due to three causes: first, unsafe practices: second, violation of sufetv roles.; and lliiid, chance-taking and indifference on lire part of the workmen. These statistics also emphasize the necessity of education and discipline, and our elicits therefore must be wmceiitiatcil on the educational training and instruction of tire employee. This can best be accomplished in three ways: first, by a study of the safety requirements of the job itself, second, by a plan wlicicby the nun is taught how to fulfill the job with the greatest safety and efficiency: third, by absolute discipline, so that in the course of Ins training the best ami safest way of ixrfortmng the job becomes a habit with him. Kuhbcr Section 367 To mMtre socctxs in a mmcineul of this kind there must l*c instilled iu die employee a iceimg of self-interest and self-protection This is jiossibic only through his own efforts--explaining to him that U may be his men |>er*ou or that vi a fellow worker bo may be injured. If he can be made to understand that it is his irsdnrdual dwy to report dangerous practices ami conditions, the greatest in centive for the ruotirmaiioo of safety will be recognized. The supervision *houW be made to realise that h > their responsibility to prevrnt accidents and that it is an important part *c their duty to xe to it. that all unsafe practices and violations of safety nates are avoided. Disciphnc ha* aa vmpxtant place in the safety program. Supervision should never allow an unsafe practice or a violation of safety rules to get their approval by ignoring it. The artettfion of the employee sliould be called immediately to the violation of an> aie practice and he should be adequately warned against doing so in iutme. To pa-- up a violation of this kind always gives- the stamp of ap proval. Suitable penalties should be provided for continuous violations. We at Goodyear have attacked the accident problem from this angle We have appointed safety cuniniittwi These committees arc composed of member* ut tin supervision. staff, and an industrial assemblyman. These committees meet monthly. In addition to this. c have weekly inspection committees, composed <if pave work ers, assemblymen and one member of supervision. It is by constantly keeping the subject of safety in front of the men that we liavc prevented a lot oi serious in juries. as well as a multitude of minor ones. We make a special effort to sec that all of the machinery is guarded as well as it can be guarded and that our men are familiar with all of the safety rules. Changing Industry and Its Problems This address by Mr. J. T. Kidney. Employee*' Service Division, The Goodyear Tire and Rubber Company. Akron, O., discussed some of the changes industry may expect: cmpliasized the importance of management learning something about com pensation for accidents since industry must hear its but den: and pointed out tlw im portant part education plays in the prevention of accidents. Mr. Kidney, however, spoke extemporaneously, and there is no record available for these Transactions. Dust Problems in the Rubber Industry By DR. I NEWTON SHIRLEY Arrow Mutual Liability Insurance Co., Watertown, Mass. The speaker said in part: It might be assumed that workers in tlie ruMxrr industry are exposed to the dusts of dangerous material* in large amounts; hut this is scarcely true. A very small number of employees arc exposed tc materials which are dangerously toxic. In the following paragraphs the term dust will be applied to the finely divided particles of materials which, arise when a substance is handled or when machinery or air currents may stir it up The first place wc encounter dust is in tfic receiving departments. Tlie mate rials come in various tv|>es of container!, and arrive in height cais or trucks The containers are subject to damage with loss ol materials and the opportunity h present for the handlers to inhale tue dust from such materials. 11 these materials are at all toxic, the employees may develop symptoms. Exjiosurc is variable, usually sporadic, and is of importance only in a casual way. Iu some plants considerable filler materials, such as Fullers Earth--Stoughton Earth-clays--infusorial earth-- rotten stone, etc. are used in large quantities Most of these materials contain a fair amount of free silica and cannot be overlooked as a source of silicosis. Such workers should be protected by live proper use of respirators. Silicosis is a condi tion rarely considered as an occurrence in tin* rubber industry hut one case is on record in Massachusetts as a compensable condition. To be sure tuberculosis was 366 Twenty-third A wnuU Safety Congress--National Safety Council year, outlining tin. work of officers and especially praising: the work of chairmen of standing committees. He then introduced the first speaker. Safety Progress in the Rubber Industry By }. j. LOGE Employment Manager, The General Tire & Rubber Co., Akron, Q. The speaker said in tart: The Rubber Industry had an unsatisfactory acci dent record iluiing 2933. The fret|uene> of disabling injuries rose 11 per cent and_ severity was tp 42 per cent over 1932, according to records from 46 com panies reporting to the National Safety Council for both years. The entire industry averaged 11.71 for frequency ami 1.09 for severity in 1933, on the basis of records from these 46 plants that worked over 116 million man-hours during the year. Tlie frequency of each type of injury rose over 1932. and the only type to show improvement in severity was temporary disabilities. Fatalities were up 75 per cent in frequency and permanent partial disabilities rose 25 per cent in frequency and 75 per cent in severity. While the 1933 rates of tin* Rubber Industry compare favorably with rates In other industries, tlte changes in rates from 1932 to 1933 were worse than average. Rubber companies, in comparison with 29 other major classifications, ranked 12th In frequency and 10th in severity. The industiy's frequency rale is 20 per cent below the average of 14.56 for all industries and the severity rate j* 31 per cent below the general average of 1.59. The increases of 11 per cent in frequency am! 42 per cent in severity do not compare favorably with the rise of 7 per cent tn frequency and a decrease of 6 per cent in severity for all industries. The improvement in tins all-industries severity rate is due entirely to better experience with fatalities, in contrast to adverse expe rience with this type of injury :n the ruWxrr industry. Plants manufacturing rubber footwear had the best safety records during 1933. averaging 6.56 for frequency and 0.90 for severity, in comparison with rates fur the entire industry of 11.71 and 1.09. Manufacturers oi mechanical rubber goods excelled tire plants slightly u frequency, but averaged 1.65 for severity against 0.98 for the tire plants. Large units made tl>c best records during the year 1933. Smalt units, by averaging 1.13, were only slightly worse in severity, but their fre quency rate is 26 per cent above large units. * Unsettled working conditions during the year were prnJwthly instrumental in re tarding our progress. These statistics disclose that handling objects and machinery caused a total of 60 per cent of our accidents. Very probably the inHux of new met* during the rush season contributed largely to these accidents. Safety in Rubber Mill and Calender Operations By W. W. STEPHENS General Foreman, The Goodyear Tire & Rubber Co., Akron, O. The speaker said in part: Recent statistics indicate that approximately 90 jcr cent of accidents tn industry today are dne to three causes! first, unsafe practices: second, violation of safety rules; ami third, chance-taking and indifference on the part of the workmen. Th-ese statistics also emphasize the necessity of education and discipline, and our efforts therefore must he cuucentiated on the educational training and instruction of the employee. This can best l>e_ accomplished in three ways: first, by a study of tlte safety requirements of the job itself: second, by a plan whereby the man is (aught Imu to fulfil! the job with tire greatest safety and efficiency; third, by absolute discipline, so that in the course of his training tire best and safest way of performing the job becomes a habit with him. Kubber Section 367 To insure suecc.> in a xnutenx-ftt uf this kind there must be instilled in the employee a feeling o* sdi-mtemt and self-protection. Tins is possible only through his own efforts--explaining to him that it may lx- hri own person or that of a fellow worker who may be injured. If he cm be made t<> understand that it is his individual duty to report dangerous practices and Conditions, the greatest in centive for the continuation of safety will be recognized. The suiervision should be mack to realize that it is their responsibility to pretent accidents ami (hat it i an hnpoitant part of their duty to see to it that all unsafe practices and %iolatioiu> of safety rules are avoided. Discipline has an important place in tin.* safety program. Supervision should never allow an unsafe practice or a violation of safety rules to get their approval by ignoring it. The attention of the employee should be called immediately to tlte violation of any safe practice and he sltouid be adequately warned against doing so in future. To pass up a violation of this kind always gives the stamp of ap proval. Suitable penalties should be provided lor continuous violations. We at Goodyear have attacked tlte accident problem from this angle We have appointed safety committees. These committees are composed of members of (lie supervision, staff, and an industrial assemblyman. These committees meet monthly. In addition to this, we have weekly inspection committees, composed of piece work ers, assemblymen and one member of supervision. It is by constantly keeping tlte Subject of safety tn front of the men that we have prevented a lot of serious in juries, as well as a multitude of minor ernes. We make a special effort to see that all of the machinery is guarded as well as, it can be guarded and that our men are familiar with ail of the safety rules. Changing Industry and Its Problems This address hy Mr. J, T. Kidney, Employees' Service Division. Tlx: Goodyear Tire and Rubber Company. Akron. O.. discussed some of the cltanges industry may expect; emphasized the importance ot management learning something about com pensation for accidents since industry must bear its burden; and pointed out the im portant part education plays in the prevention of accidents. Mr. Kidney, however, spoke extemporaneously, and there is no record available for these Transactions. Dust Problems in the Rubber Industry By DR. J. NEWTON SHIRLEY Arrow Mutual Liability Insurance Co., Watertown, Maas. The speaker said in part: It might be assumed that workers iu the rubber industry are exposed to the dusts of dangerous materials m large amounts; hut this is scarcely true. A very small number of employees are exjxjsed io maicruls which are dangerously toxic. In the following paragraphs tlte term dust will be applied to the finely divided particles of materials which arise when a substance is handled or when machinery or air currents may stir it up. The first place we encounter dust is in the receiving departments. The mate rials come in various types of containers and arrive in freight cars ut trucks. The containers arc subject to damage with loss of materials and the opportunity is present for the handlers to inhale the dust from such material*. If these materials are at all toxic, the employees may develop symptoms. Exposure is wrtable, usually sporadic, and is of importance only in a casual way. In some plants considerable filler materials, such as Fullers Earth--Stoughton Earth--clays--infusorial carpi-- rotten stone, etc., are used in large quantities. Most of these materials contain a fair amount of free silica and cannot be overlooked as a source of silicosis. Such workers should be protected by the proper use of respirators. Silicosis is a ecMiditkm rarely considered as an occurrence tn the rubber industry but one case is on record in Massachusetts as a compensable condition. To be sure tuberculosis was 368 Twenty-third Annual Safety Congress--National Safety Council a prcduiuuumt picture in that one case. Ordinarily labor turnover in these depart ments is sufficient to prevent such a condition developing. There has. x:cu in niv cx;ricncc eases of marked dermatitis of these lal>orcrs when exposed to the dust from coal tar pitch while unloading this material from a box car when shipped in bulk. This material is brittle and chips readily when shoveled. The dust produced causes a marked ery thema *of the skin which in creases in intensity for some twelve hours after the exposure. Along with this erythema, the men develop a marked conjunctivitis which causes intense pain in the eyes with loss of sleep. Such employees have frequently been unable to wprk the next day. In 2*1 hours the reaction has fairly well subsided In an attempt to prevent such a condition, U*e work was done at night and some success has been noted. The use of goggles and respirators has not entirely prevented such reac tions. It lias become a practice, where this is done, to work die men only half a shift on this work and distribute the work wver a larger group of men. Pre vious to starting tl>c work, die men cover all areas of exposed skin, other than the hands, with a cloth hood which is fastened about Lite neck. They arc required to thoroughly wash up after completing the job. The eye reaction is only equaled, in my experience, by the reaction noted in eyes where u man has been improper ly protected from the electric arc u^cd in electric welding. Tl*c next place noted in exposure to dti&l is in the compound room. Here die various materials are weighed out for use. The highly toxic materials are usually found among the accelerators, coloring materials and anti-oxidants. Usually these materials are weighed out in small quantities under very satisfactory working con ditions and placed in individual paper bags so tlat there will be no loss. The type of workman, on this job is usually above that of the ordinary laborer. He is told to use care in weighing cut his material and appreciates the dangers if he is slack. Tins materials here arc primarily organic compounds and dermatitis is the con dition found. Since the use of hexamethylenetetramine, safex and aniline or ani line oil has been largely dibcontinucd; toxic conditions in the weighing out of accel erators have largely disapjxared. There is one material, formerly used in large quantities, which has always given ttic industry a bad name--litharge. Lead symp toms among men weighing out litharge liave always been common. Use of respira tors, adequate* ventilation and rotation of workmen hare become accepted practices. Adequate washing facilities should be provided and the men made to use diem previous to lunch hour and previous to going home from work. Periodic check up of compound room men exposed to lead <n- its salts should be made for physical signs or symptoms of lead absorirtlou. The remaining work in the compound room consists of weighing nut the more Inilky materials. These materials arc stored In bins and weighed out, as a rule, into hatch cans or pans. The amount of <Hw*t produced <lct>cds upon the tech nique of the oj>erator. Tliesc dusts arc practically non-toxic but dirty and annoy ing to the workman. Long time service-in this work does not apjiear to have any effect on the lieahlz of the men exposed. Note should he made of certain fillers which contain small ainounts of silica and some day we may find evidence of ex posure In this work which has produced symptoms of silicosis. An tmpoved method used at tunes is to deliver the material to the mixing machine or mill in its original container, if a heavy paper bag. thus requiring only the one opening operation. This is a very common practice in handling lamp black. We should not forget the sweeper In the compound room. His job is particu lar U dirty ami dusty. He is exposed to all materials used. I was very much interested last summer while helping, in the silicosis study made in Massachusetts, to note that two janitors showed more evidcuce of dust changes in the chest than many of the workmen X-rayed. In the mill room we find u very much improved condition over what we saw ten years ago Formerly, the various compounds were dut(>cd unceremoniously onto the mixing mill wit!) a great cloud of dust arising and no adequate ventilating hood to remove it. Tin's dust contained all types of materials being compounded. Today most nulls arc rqti:p|vcd with efficient exhaust hoods which remove the dust raised and the various materials are added somewhat apart. Masticators have replaced mixing mills in most plants and m feeding these masticators, large amounts of dust arc created at times. Exlmust hoods should be installer! close to the openings of these masticators to remove tin's dust which Usually- is noted \vlcn the bursting Rubber Section 36V gum raises this dust. This is not the easiest task when one realize* hnW bate space there is for such a hood. The mill room has been further improved by the elimination of the old dusting bags used to prevent sticks or cuts ot stock from sticking together. The present method of dipping the cut into a tank of supersaturated chalk solution or spraying with such a solution has eliminated practically all dust. This lias lx.cn the cause o! good improvement in the working conditions in the mill room. The credit Itching* t the chemists, as the use of die faster accelerators has required quicker cooling of compounded rubber when removed from the mixing mill. Stock or storage bins for storing compounded rubber require the free use ot clpths or dusting powders, wlutiug, talc or chalk. The employees in this work arc exposed to large ainounts of dust, usually harmless in nature. There is a chance that tin's dust may be sufficiently contaminated with toxic materials to constitute a hazard This was once claimed to be the source of a case of lead poisoning. Dermatitis from this dust in days of Itexa was not unusual. In the cutting room, numerous spots arc found where considerable dusting pow der is used. Well can 1 remember what 1 thought when I first saw the operator of the Parsons Cutter dicing out parts of filler materials and reinforcement stays; he. was covered from head to foot with dust. Improved processes have reduced'the dust in this part of the work. Such dust is only toxic from contamination but a man with chronic rhinitis is uncomfortable and he may have to give up such work, The only control is by local exhaust located on the" heat! of the cutter and care on the part of the lay-out man in not using an excess of dusting powder. The use of wax paper between layers nf stock has eliminated this dust in stock wherever such could be done to advantage. Passing on to the manufacturing process, we invariably find cloth books or liners used to stoic tiansport cut stock Sivm one process to the next. These books or liners may become dusty from the dusting powders used or the sulphuring out of the stock in the book. Protection of the stock hooked generally requires fre quent cleaning of these books by compressed air hose. Dermatitis used to be a fre quent occurrence among the employees handling these hooks or liners One of the most stubborn cases of dermatitis I ever saw occurred in a man repairing these liners. '" There is a last place where rkrinatitrs can show up--the packing room. Here the finisled product may have dusting powder which drops off or a slight sulphuring out reaction which gives rise to a toxic dust. This incidence is rare today liecause of the elimination of tlw toxic accelerators. One of my prize patch tester* on dermatitis was once so sensitive to a certain accelerator that he could not sit ai a desk having a small de>k pad of tills material without breaking out with a rash in the sensitized area. This to a large extent covers the dust situations peculiar to the rubber indus try, as I know them. Several other processes may occur. For some work, hard rubber dust is a necessary ingredient. This dtur is explosive and where lunidled iu large quantities, special precautions must he taken. The manufacturing process re quires the use of carbon dioxide fumes to prevent fires or explosions. Several processes arc found where abrasive wheels or belts arc used in the manufacturing processes. This dust may be toxic or non toxic hut is very objec tionable and good practice requires its removal. We find such pr<xcsscs as huffing canvas shoes before cementing--buffing overflow from tiro beads and similar molded products--buffing hard rubber products--buffing air bags used in curing tires, etc. All these processes should he provided with local exhaust ventilation and dust col lectors. Pcrliaps the more common danger Is the fire hazard when a spark or over-heated piece of material ignites such dust when it lands iu a pocket in the duct Tlie air-current makes a forced draft burner. For a while sand-blasting was used for cleaning metal bases on which rubber was to be vulcanized I refer to the process of sand-blasting the solid lire thus. Such work requires enclosure in a sand blast chamfer such as is found in any sand-blasting operation. The introduction of steel grit and tlie improvement of the sand blast chamber have removed most of the chance of silicosis. Good health supervision required periodic examination and X-rays of all men operating or work ing around sand blast machines. 370 Txvcnty-third Amutul Safely Conyicss--National Safely Council There is erne further dust situation which comes to my mind, lead oxide fumes found over the lead pot which some manufacturers have used to clean iron or steel molds. These lead pots arc frequently heated to <>50-750 degrees F. at which tem peratures the lead is volatilized and the fumes ate a icady means of acquiring lead poisoning. Such lead pots should be adequately exhaust ventilated. . In this connection, the use ol lead in rubber hose manutacturing is not vntbowl danger. Cases of lead poisoning have occurred from the dust produced by the conveyor which returns the scrap lead to the melting pot. The rubbing oi the lead fragments against the side of the conveyor produce* a fine dust which falls through the cracks of the conveyor and may be circulated around In the air breathed by the ojHrrators. Tljesc men should be subject to periodic checkups. Dust Problems in the Rubber Industry By DR. w. S. ASH Plant Physician, United States Tire Co., Detroit, Mich. The speaker said in part: I am going to take the position of being a bit of a skeptic alwiot all this alarm over tlic dust question. The health pendulum in indus try swings to the extremes, like so many oilier things. At one time industry didn't rare a rap about the health of the worker; l>c was easily replaced. Now sometimes we go so far as to exercise a kiitd of paternal jurisdiction over him until be sits lack and expects us to make out his entire health program. Industry should not j)c permitted to sidestep any real responsibilities in health matters; a healthy and sanitary workshop should be maintained according to accepted standards; but beyond that it slsould still be an individual matter--the worker should be sufficiently inter ested in his livelihood to want to preserve his health without our cramming too much '"do this." or "do that" down fm throat. You can easily see that I want to be the optimist of the jarty. I want to go o*i rccoul as saying that, as far as l have been able to observe, we have no serious dust problem or hazard on our hands. Take it or leave H; that is my conviction. Opinion is certainly net unanimous one way or live other. This can be easily verified by getting together a half dozen safety engineers and some public Health men and then mention dust. But tlic more research work that is being tkxie, the more definite expressions of opinion are we getting. I am looking at it from the health standpoint only. Dust has been a problem ever since Adam and Eve shook the dust of the Garden from tltcir feet. Explosive dusts can make quite a mess of a human being ami spoil his health permanently. Dusts are harm ful to equipment and to stock*, ami tliey are eyesore* just to look at when you have a nice accumulation. Dust storms have taken their toll, and 1 believe that *omcw!>ere in the bibliography on dust someone has brought forth the theory that the cliff dwellers of our southwest vanished from the earth because of rampant silicosis. In this complex Uic that we live today I sometimes wonder^ just how we are to determine the exact part that dust play* in the industrial life of the worker. He works thirty or forty hours a week m th* shop and the remainder of his time is put in elsewhere--and don't tell-me he isn't exposed to dust elsewhere! He is surrounded with dust and fumes. In traffic, on the street o&r, at home, in the parks, everywhere he goes the dust particles are after him. You may say that after he leave* his work lie is not exposed to sufficient dust concentration to do him any Harm: but how are we to determine wliether even thin mild but continued exposure predisposes him to dust disease if these diseases arc so prevalent? On the other hand, if light exposure develops an immunity, why should we assume that every tuberculosis or pneumonia case has its inception in a dusty job? And if you think that fumes play no part in the health picture, let me mention an article by Dr. Mortland in a recent issue of tlic Journal of the A.M. A. under the heading "Carbon Monoxide Poisoning." In Connecticut and Massachusetts 250,000 cars were stopped at random and checks made on the gas content inside the car. Sixty "pet Rubber Section 371 f*** l*ad measurable quantities of carbon monoxide picscnt and 7 pe tcut luij H ns sufficient quantities to cause collapse in four hours or more. ,, Again, it you think you a:e not exposed to plenty of dust and dirt when Awny trum the shop, listen to this: The cty in which out plant is located certainly is tkx classed as the dirtiest city in the country, but here is what careful mcasurcment* brought out. Several jeais ago tire dust and dirt precipitation was 140 tons per square mile per year. That is a lot of dirt, whether it is (urmlul or not The city Safety Engineer got busy and they reduced it finally to 62 tons i*cr year. Then, along came the era for economizing in everything, and as a icsult. tlic estixnated precipitation is now twice what it was at its worst; in other words, we have aboat 280 tons per square mile now. Xo. let us look at it from the disease standpoint, if it means an>thing--and tt must mean something because dust is almost always mentioned in the same breath with tuberculosis and pneumonia. Tlte average death rate in our city is artxaad eight per thousand, although the general urban death rate lor the slate is over mac On this basts, we should have had at least 360 deaths in our plant in leu years. Actually we had 156. The average death rate from pneumonia over this period was 1.04 f<>r the citv at large. We sliould have had at least 45 deaths: actually we had 26 The aver age death rate from tuberculosis over this period war .85. We should have had around 38 deaths; we actually had 13. We have bad only one death from tuber culosis m the last three years, and only two cases on hand now, both being rated as `making satisfactory progress." ' In our state females have a higher death rat? from tuberculosis than males m the age brackets from 20 to 30, but front* there on the males increase am] the females decrease. We have about IS per cent females iu our employ, but have had only three deaths in the ten years and all three were office employers. During this period in which we were losing 13 from tuberculosis, we were losing 15 from automobile accidents and 25 from heart trouble. In that time wc had only 4 com pensable deaths, one of which occurred while giving an anesthetic fer the re moval of a simple ganglion on the wrist. We had only one other lung death and that was classed a cancer. Ot the pneumonia ami tuberculosis deaths combined, nine were in the mill and calender department, but there were five in the offices. Of the males, 30 were white and 6 colored, showing the higher rate among the negroes. Our greatest number ot deaths was in the 20 to 40 age bracket, which corresponds with the general pic ture of the state at large where about 40 per cent of the deaths occur in this age limit. Now, if I'have seemed to draw the herring across the trail of dust in our in dustry, I don t want you to get the impression that we arc so pure and undefiled that we can sit back and make faces at other industries. If I have seemed to deal lightly with the subject, 1 don't want you to fed that my slogan is 'Let the Dust Fly. Not by a tong shot. If for no other reason than good housckec|Mi>g, we must'be after dust and dirt like the figure on a nationally known cleanser. A clean working place means a better worker ami a better product, just as the well-groomed nrum gets an easier hearing when he sets out for an interview. ' Instead of taking a random pot shot at our dust, kt us go at it in an orderly manner. Sit down and follow your manufacturing through from raw material to finished product. You may be surprised at the places you find dust ami dirt a factor. Is your receiving room a dark, cobwebby, dirty place? Arc your dusty substances stored in such a way that every time some of it is requisitioned there is a cloud of dust stirred? Are these substances packaged in such a way as to lessen dust in the handling? When they are used in the manufacturing process, are they han dled in such as way as to keep dust at a minimum, or are tliey just dumped helterskelter? Do you continue to use dusty processes when an emulsion. or solution,' or tank conveyor might be used? It you dust a tire, for instance, do you scatter the dost all around and cover everything within dusting distance, or have you figured jest about how much powder you need and use it accordingly? If you must use a powder, even though it is not rated as dangerous, do you ventilate, or use suction or provide jour worker with a respirator? Do you place au employee with a dusty 3/2 lweniy-thinl Annual Safety Congress--National Safety Council job right in front oi an open window where all the dust will Wow back on him i Is your general housekeeping as good as it might be in dusty sections of your plant? Have you places where you avoid escorting: visitors because the place is untidy aud unsightly? Do your window* get so dirty and dusty that the cost of extra iliumi* nation becomes a factor? Do your window sills slant, or arc they flat to catch more dust? Take a took at everything from tin's dust point of view- What kind oi dust is U? Is it dangerous to health? Is it a constant feature of the manufac turing process, or an occasional one? Is one worker at it all the time, or arc they rotated.' Whatever its nature, plan Sume means of elimination or lessening its concentral ion. I have said nothing about silicosis, asbestosis, anthraeosis, etc. 1 am not denying that they arc definite entities in the disease picture. They certainly are, but the picture is not yet complete enough for me to feel that they' present a hazard in our particular industry. Let me quote two im'cstigators who seem to voice the majority opinion that a definite material and a definite concentration must be present to make a dangerous combination. Public Health Report, Vol 48, pp. 1308-1400, Nov. 1933: "The physical examination and X-ray findings in this series of studies clearly indicate an association between the amount and character of dust in die working atmosphere aud the effect oa the health of the exposed worker. Serious physical impairment was noted only where the workers were exposed to large aiiiouuts oi dust containing a high percentage of quartz. Wlicrc the dust concentration and the quartz i>crcctuagc were relatively low tlicre was found only a mild fibrosis which could not m mu*i.ia*cs be regarded as due to the particular dust." Dr. Lerov Gardner, Journal of tiic A. M. A.. V1. 103, No. 10, pp. 743-748. Stpt. 8, 1933: "It is no longer reasonable to maintain that all kinds of dust arc equally danger ous to the lungs. A very convincing array of clinical, statistical and experimental observations has demonstrated that dusts comjioscd, in whole or in part, of silica are capable of exciting a characteristic, progressive, nodular fibrosis of tlc lungs ami that at the same time these organs Income abnormally susceptible to the tulwrcle bacillus. All the oilier tyjics of dust that have thus tar been investigated can apparently be inhaled almost with impunity for long periods of time." "NonsHiccous dusts localize about the lymphatic trunks and some of them excite tle proliferation of small amounts of loose cellular connective tissue. They ap parently do not increase susceptibility to tuberculosis," "Nonsiliccous dusts inhaled in combination with silica modify the actions of the latter, altering the anatomic characteristics of the lesion aud apj&rcutly decreasing the susceptibility to tuberculosis." TUESDAY DUNCHEON SESSION October 2, 1934 This session, after a pleasant luncheon, was devoted to the bestowal of trophies to winning companies in the 1934 Safety Contest of the Rubber Section- The data on the Contest was given by Oudrinln H, \V. Low', as follows: The Rubber Section Safety Contest extended from January 1st to June 30. 3934. Twenty-eight unit companies icgutcved in the contest awl 57,492 persons worked a total of 47.276,101 man-liotirs. Tire average frequency rate for the contest^ was 6.430, which is a 33 per cent decrease from tire 1933 contest rate of 9-635. Fifteen of the competing units completed the contest with * frequency rate below the average, and five unit companies went through tlte contest period with jcrfect safety records. During the contest there were 304 disabling injuries. The handsome trophies awarded to the winning companies by the National Safety Council were presented by C. T. Hcllmutli, General Claims Attorney, Chicago, North Shore & Milwaukee Railroad Co., aud Vice President ice Finance ofthe National Safety Council. Air Hellmuth, representing the Executive Committee of the Council, presented trophies to the following -companies: Rubber Section 37d A and B {monthly exposure of more than 125,000 man-hours'). The Goodyear Tire & Rubber Co., New Toronto, Canada; two disabling tnium-s while working 1,251,290 man-hours, frequency rate of .598 ' Group C and D {monthly exposure of less than 125.000 man-hours). Dunlop Tire & Rubber Corp., Buffalo, N. V., no disabling injuries whale working 660,000 man-hours. The Goodyear Tire & Rubber Co.. Boumanvillc, Canada; wo disabling injuries while working 337,754 man-hours. Van Cleef Brothers, Chicago, III., no disabling injuries while working 137.273 man-hours. The Goodyear Tire & Rubber Co-, Reclaim Plant, Akron, Ohio, no disabling injuries while working 111,928 mcn-bours. Fabric Fire Hose Co., Sandy Hook, Conn.; no disabling injuries while working 48,512 m&n-hours. WEDNESDAY MORNING SESSION October 3, 1934 The Hazards of Rubber Cement Churns and Storage Rooms By E. W. BECK Supervisor of Safety, United States Rubber Co., New York City The speaker said in part: Let us assume that we have a well-designed cement churn room, and I will confine my reminders to what goes on within the room. A desigtuted person with a proper knowledge of all die hazards involved should be in charge of each shift and be held req*>nsihle for tlic safe practices of ail employees working under hi* supervision, as well as proper Inspection and main tenance of all equipment lie should not be allowed to leave his quarters for any great length of tune. Definite instructions regarding safe practices should be posted within the room. Each employee should know all the hazards nntl just wliat to do iu case of emergency. They should be posted as to where die proper shutoff valves are and where the steam valves are located for flooding the room with steam. It should be a rule that tfte employees shall not carry matches in their working clothes. Jjxkers should be of the fireproof type placed outside of the cement churn and cement storage rooms. No person should be permitted" to take any material from the cement room without permission from the person in charge. The use of gaso line, naphtha or benzene to clean clothing, such as overalls, aprons, gloves, etc., should not be allowed. ' Chains, pulleys, belts aud chums operating in these rooms should be grounded and it should be the duty of the electrical department to lest jx-rioiKcally--at least ouce a month--the grounds on all shafting and churns, submitting written reports to be filed in the office of the safety supervisor. The electrician should inspect monthly all huhtiug and wiring equipment. Only properly installed vapor-proof lights and switches with ample capacity should be used Switches and fuses should be located outside the building or room and solvents should be handled through permanently installed pipe lines. ' . The cement house sliould be inspected daily by foremen and a rigid monthly inspection should be set up by thp safety supervisor and the superintendent. Rigid machinery inspections should be made by the mechanical department and frequent inspections should be made of the exhaust system in this room to sec that it func tions properh. It is advisable also, periodically, to invite the local fire department to make an inspection of the plant, more particularly the cement churn room. Every fire and accident within the department slxmld be reported to the super visor of safety without delay, so that the proper investigation can be made and 374 Twenty-third <4unun! Safety Congress--National Safety Council measures taken to prevent a recurrence. Records of all tests and inspections, in cluding hygrometer readings, must be filed lor periodic inspection. Cement chums should he kept covered at all times except when being filled. All other vessels in the room should have covers and he kept covered in order to reduce the amount of cv|*oration. Chum lids should ht equipped with fusible links. A reliable recording hygrometer should he installed in the chum room to indi cate the relative humidity of the air and he read at least hourly. The relative humidity should be maintained above 40. Explosion-proof window's, doors and ceiling openings, where necessary, are to be properly maintained and kept in operation m the event of an emergency. Windows should be scraped and painted annually. A gravity supjdy of naphtha or gasoline should not he permitted. Pumps should always be used. Switch and pump locations must be outside of cement room The control valve on gasoline supplv line should be of the self-closing type. A first requirement for emoeftt ventilation is the provision of adequate air inlets. In ex tremely cold weather employees often close all doors and windows, which in a tight room or building brings about a very hazardous reduction in the exhaust ventilation. It is advisalde that the inlet and exhaust be at opposite ends or corners of the room so that the air movement will affectively traverse the area. In addition, the exhaust should be taken principally at locations close to points where vapors may be expected, so that the removal of flammable vapor* may he as effective as possible and employees will be working in an atmosphere practically free from naphtha vapors. When filling gasoline cans at the gasoline pump, the cans should be grounded to the pump prior to filling. This can be done by hanging a dtaiu from the punip touching the can or placing can on a grounded plate. It is recomnjcnrteri that a securely fixed pipe line be run from the gasoline pump to the churn; and it is a good plan to adopt definite approved standard pipe colors, so that what each pipe line contains can be known from its color. Exhaust motors should he kept running at all times and under 2K> circumstances should electric welding, cutting or burning take place in any cement churn room or_ cement storage room or in the vicinity of areas where cement and gasoline arc being used. Ground wire brushes should be used on belts to remove charges of static electricity. Provide a trap floor drain at least four inches in diameter in each room, so arranged as not to be easily obstructed by floating material. These drains should discharge to a dry well or some safe point in the >ar<L Under no circumstances should electric trucks or motor equipment of any kind be permitted to enter or operate within the room. Cans should not be dropped from trucks or racks to the floor, nor should they be dragged across the floor. All transportation trucks and racks should be grounded. Fire protection might be classified in three divisions: 1. Portable first aid equipment; 2. A special fixed system such as foam, carbon dioxide, etc.; 3. General protection which can be counted on for the last line of defense; namely, automatic sprinklers. Regarding portable protection, foam or carbon dioxide can be used for such hazards as rubber cement and for naphtha where the exposed liquid area is rather small. For larger areas foam lias a .decided advantage over carbon dioxide. For fixed hjcc<:d) systems, foam or carbon dioxide Is good I believe tlie extinguishing effect of foam is more lasting. Carbon dioxide has proved its use when properly installed in the right quantities, and there is an advantage in the negligible damage by- the extinguishing agent itself which tends to offset in a large measure the more lasting characteristics of foam. Where the systems are backed up with automatic sprinklers it is believed that one is probably as good as the other, but without automatic sprinklers many people favor foam extinguishers In this connttcion. Only approved safety cans should be used wlien transporting flammable liquids to other parts of the plant. Gasoline and cement used throughout the plant sliould be handled with care and so far as possible approved afe receptables should be pro vided. The flow of gasoline through a metallic line can produce a certain amount of static charge. It is for this reason that gasoline hose nozzles are of non ferrous Rubber Section 375 metal and when used should make a perfect ground contact before commencing (lie flow of gasoline. The housekeeping in this department should be of the best--a place for everything and everything in its place. The floor should be kept clean of all cement, gasoline and other solvents. In the event of spillage, it should be cleaned up immediately. Nothing should be kept or stored withiu the department except the material neces sary to cany on the operation of the department. All material* am! coiu|H>uuds should he stored m metal bins, drums or metal barrels. AH tools used in the rement churn room and cement storage room should he of mas-ferrous roetal in order to eliminate the sparking hazards. All other tool* should br removed from these rooms. Shoes with non-ferrous metal nails sliould be worn. Ckaly hard-wood paddles and hard wood sticks should be used for stirring the ccnkcnc If metal is necessary, then non-terrous stirring ami scraping sticks sliould hr ed. The tnaoe type of vapor-proof flashlight should be used. Employees should not he permitted to use their own flashlights while on the job. Do not permit the use <d prake extension lamps or fixtures of any kind in rooms where HasmuaMc liquids *rr handled. Regardless of initial precautions in the way of vapor-proof globes and mrcfiMscal guards. even the best of portable cords will deteriorate in use, so that if mierctk* and maintenance arc not of the very best a short conductor can be c*peeled sooner or later. "Safety Kinks" Thh- feature consisted of a collection of so-called "Safety Kinks," presented by Mr. H. A. Walker, Safety Division, the Goodyear Tire & Rubber Co., Akron, Ohio. Mr. Walker had collected pictures of these safety devices from four rubber com panies affiliated with the Rubber Section of the National Safety Council. They were cxlabcted as 29 lantern slides on the screen, and were accompanied by appropriate remarks and descriptions by Mr. Walker. Since, however, the pictures cannot be reproduced here and Mr. Walker spoke extemporaneously, the feature cannot be recorded in further detail. * How Should the Foreman Train the Worker? By G. C. A. HANTKLMANN Instructor, Goodyear Industrial Uriivraity, Akron, O. The speaker said in part: Several years ago the Goodyear Tire & Rubber Com pany introduced a safety program which lias brought successful results The super vision was requested to attend a series of 12 lectures offered by the management through its educational division. The response was an active indication of super visorial interest in a subject which has hern allowed to become commonplace, instead of bctnjt a,\ial. motivating force in our lives. These lectures did not deal exclusively with fhe problems of the Industry, they acknowledged the broader fields which have so direct a bearing on safe workman ship The following general topics were discussed: 1. Historic background of safety; 2, Searching the mind for accident sources, including the study of the psychology of accidents; 3. The common cold and respira tory diseases; 4. Foods and vitamins; 5. Fatigue and its consequences; 6. Infections, their sources, characteristics and prevention; 7. Quacks and patent medicines; 8. Bac teria and parasites; 9. Fires and fire prevention; 10. Accidents of the home and highway, 11. Gas hazards and explosives; 12. Occupational diseases; 13. Industrial accident analysis; 14, Social diseases; IS. Compensation; and 16. Direct and indi rect costs of accidents. The home was included, since innumerable accidents have been traced to the pre occupied mind of the worker, concentrated on some member of hit. family who lias 376 Twenty-third Annua! Safely Congress--National Safety Council been t(>e victim of one of the numerous home accidents, or illnesses, which arc so common. In speaking of the mental hazards, the following groupings were discussed; 1. Familiarity with work or equipment; 2. Over-confidence; 3. Carelessness; 4 Lack of proper co-ordination, which may be the result of (a) mental fatigue or (b) physical fatigue; 5. The accident-prone type; 6. Matching wits and the coose quences, or disregarding rules of safely; 7. Uncontrolled emotions (anger, temper, hatred, extetetnent) ; 8. Worry- (brooding and morbidity); 9. Fears and phobias; 10. Split-attention (icatier-mindedness and luck of concentration) ; 11. Lack of observation. These eleven mental hazards, in the classes, were illustrated with accounts of actual occurrences taken from our urn accident files, or further illuminated with the analyses of accidents reported in the daily papers. It is, of course, important to stress throughout the avoid-ability of accidents and to trace in every instance the cause of the accident and point out whether physical or mental. Of course, practically every group which is taught contains a certain element that feels that a certain number of accidents must happen and that, no matter what meas ures are taken, they cannot be prevented. These "alibi-offerers'* must be made to realize their error, or Sf not they should be removed from the company. A further complication which has arisen during the depression! years is the employment of men long idle who are physically and mentally under par. Patience and continued attention arc required to restore these men to the ranks of safe workers. ` Statistical quotations do not lend themselves readily to safety education; they have a value only when frequency of similar types of accidents is studied. Posters offer concrete advice; slogans lose their value, because words are spoken thought lessly, or repeated umntefligently; campaigns are temporary stimulants; the really permanent and practical approach is the continuous safety education. This education roust be given by foremen wlto understand the mental processes of the worker, the rcquiiemcnts of the particular job, the importance of safe work and working con ditions, and apparent mid hidden costs of accidents, the art of approaching the worker on hi* own level, and who, themselves, are entirely and completely safety-minded. After a twelve-week course, more than 350 unsafe practices in the homes were eliminated, almost 1000 unsafe practice observations were reported, accidents showed a 37 per cent decrease and the momentum gained towards safer workmanship was a reflection of the enthusiasm the study received. Report of the Nominating Committee At this point the chairman culled for the report of the Nominating Committee and new officers were elected as follows: General Chairman--H- A. Walker, the Goodyear Tire & Rubber Co., Akron, Ohio. Vice-Chairman in Charge of Proyraut--A. M. Dietz, Pennsylvania Rubber Co, Jeannette, Pa. * Secretary--J. M. Kerrigan. U. S.'Rubber Reclaiming Co.. Inc., Buffalo, N. Y. News Letter Editor--AV H. MacKay, Dunlop Tire & Robber Corn., Buffalo. N. Y. Eugineeiiny Committee Chairman--D. G- Welch, Hewitt Robber Corn,. Buffalo. N. Y. * Health Committee--Dr. W. S. Ash, United State* Tire Co.. Inc, Detroit, Mich., and Dr. J. Newton Shirley, Arrow Mutual Liability Insurance Co., Watertown. Mass. Membership Committee Chairman--HL W. Beck, United States Rubber Products. Tnc., New York, N. Y. " Poster Committee Chairman--Oliver Hopkins, United States Rubber Products, Inc., Providence, R. T. Publicity Committee Chairman--John J. Logc, The General Tire & Rubber Co.. Akron, Ohio. < Statistics Committee Chairwttt+--P&sl Van Clcef. Van Ckef Brothers, Chicago. 111. Slides and Safety Kinks Committee Chao man---R. W. Morse, The Firestone Tire & Rubber Co., Akron, Ohio. Rubber Section 377 Members at Large-- , F. C. Bishop, The Richardson Co., New Brunswick, N. J- J. C. Brown, The Gates Rubber Co.. Denver, Colo. R. A. Bullock, Corduroy Rubber Co., Grand Rapids, Midi. John L. Grider, American Hard Rubber Co., Butler, N. J- C. F. Horan (Past General Chairman), Hood Rubber Co., Watertown, Ma*s. J. T. Kidney (Past General Chairman), The Goodyear Tire & Rubber Co.. Akron, Ohio. H. W. Low (Past General Chairman), Miller Rubber Products, Inc., Akron. Ohio. H. T. Martm (Past General Chairman, The Fisk Rubber Co. Chicopee Falls. Mass. M. A. Quirk (Past General Chairman, Sams**) Tire &- Rul*hcr Co., Los Angeles. Caltf. M. L. Russel, E. M. Smith Co.. Tx* Angeles, Calif. W. L. Schneider (Past General Chairman. B. F. Goodrich Co.. Akron. Ohio. Charles F. Smith (Past General Chairman), U. S. Rubber Reclaiming Co., Inc., Buffalo, N. Y. Lessons Learned from Serious Accidents By A. IS. DIETZ Secretary, Safety Division, Pennsylvania Rubber Co of America. Inc.. Jeannette, Pa. The speaker said in part: In every accident, minor or serious, there is a lesson to be learned--every minor accident is a potentially serious one. The hazard asso ciated with the accident governs the seriousness of the injury, therefore to accidents causing serious injury we give immediate attention. After the hazard is recognized, guard* are installed for prevention, and sc a hazard has been eliminated and accidents cease from this operation But it is too Lad that wc have to have an accident before the hazard is recognized and eliminated. In our rubber industry serious injuries arc usually confined to specific operation.*, such as mixing mills, calenders, punch presses, internal pressure vessels, cement mix ing rooms and tire curing departments. The entire industry has suffered from acci dents occuring in these occupations. But our safety enKiucers have worked together, passing along their ideas, and eventually we have perfected safety devices that have practically eliminated accidents in these hazardous occupations. Although this cooperation lias put our industry among the leaders and made it fairly safe, yet there remains much to be done before we shall have a wholly safe industry. A careful analysis show* that some of our accidents are caused by condi tions over which we seem to have no control Mental and physical weaknesses are often caused by outside influences, such us sickness in the home, financial loss, chang ing environments, over indulgences, the loss of sleep and fatigue. All these conditions dull the mind and weaken the power of concentration, and it is this lack of concen tration which is (lie cause of many of our accidents. A Serious Accident and the Lesson Learned By R A BULLOCK Employment Manager, Corduroy Rubber Co., Grand Rapids, Mich. The speaker said in part: The accident files at one of our plants contain the following item: Calender accident--right hand amputated at wrist--age 19 years --two weeks on pay mil--known cost, compensation, hospital, medical, $3000. It happened in 1929, The calender crew were getting ready to start the calender for the next run. A young man was unloading a truck of shells and liners and was / wearing gloves. The operator rang the signal for the helper to guide a new bank of 5/S 7r,i-al\'-l!iird AnnualSafety Congress--NationalSafety Council stock around the rolls, and the young matt did so, but he neglected to remove his gloves \\ hilc guiding the stock around the roll, his right glove became entangled win the mock and ms hand waft drawn in between the rolls. Becoming" panic sinckcn. be tnegot all alwut the safety device which was within easy reach, .and tried to poll his out. Finally his jelling attracted other workers* ami the calender was stopinrd. but not until his hand was crusher? t<> the wrist. Our investigation of this accident sliowed that the young man had been given all the instructions that went with his job, including the usual follow-up, and he had been especially instructed about the safely stopping devices, and had even hern allowed to Step the calender several times by use of the safetv. Moreover, lie had been instructed that he should positively not wear gloves while working on the calender Our investigation, therefore, led to the belief that Hie direct cause of this accident wws the wearing- of gloves in violation of the rules. . Sonic time after this accident happened, however, it. was realized that there was something more important than a pair of gloves to be considered as the entire cause, and that was tins: That it is all wrong to put any man, young or old, on a haz ardous job when we know practically nothing about him. It is just as important In make sure that a man. if placed on a calenderjob. will follow instructions and keep a level Ixacl. as it to make sure that a new cashier is honest. Some will sav that it is the foreman's job to see to it that a new man will follow orders. This u quite true, but 1 believe you will agree that it is not possible for the foreman or anyone else to be constantly following a new' employee, anti that there is a certain probation jieriod Ixrfure a new man can be qualified of disqualified. The conclusion . that if a man qualifies or* a trucking or minor job--awl by qualifying we mean tint he will do as lie is told-that he is apt in learning, that he i< able to reason things out for himself, as well as doing a day's work ami the other linings cxiiected a man nowadays--then there is not much question in our minds but what he is a safe man to place on a calender and we could be reasonably assured lie would not have an accident. It is a good iKilicy to take men who have made good on lesser jobs ami promote them to more important job*. This practice has been recognized to a certain extent, but it is even more important from the safetv point of mow. If a mau is careful in following safe practices on tin: niiuor job. he should be considered all ihe more ior a Utter job. particularly if it should he a more hazardous one. ' Serious Accident in a Mill Room By R. W. MORSE Safety Department, The Firestone Tire & Rubber Co., Akron, O. The ]>caker said in part: I this accident the operators haiu! was caught by the rolls of a **warmmg-up ' mill. These men on mills soften the compound rubber so that it can be used jn further processes, such as calendering or tubing The operator is inclined to protect his 1lands from the heat of the soft warm ruliber hy wearing gloves. Gloves., iK-wcver. arc Uangcroub. for tl*e operator is often not able to gel his lund out *f the sticks mass ami is caught between the sted rolls of the machine These machines arc c*juipj>cil with a safety bar for stopping the machine in case of accident After this man's land was pulled iilto the machine he {Milled the safety bar which stopped the machine--this sounded an alarm which brought other operator* with enwrjieiicy equipment. They first spread the roils by use t>S & seicr. *t> It.at (be ham) could !>c removed. But tlwt glove on i!e hand was so ttoroughlv imbedded in the ruMicr that they Jiad to cut live rubber away from the rolls * In this particular case it was necessary for the surgeons to remove the hand. Let us discuss tor a moment whose responsibility it was to prevent this particular accident. The company had posted about the Mill Room rules forbidding the use of gloves by the operators. Inspector* and supervisors are responsible for seeing that tlm. rule is obeyed. Upon investigation we found that one of Hie supervisors had been lax in the application of this rule. He admitted that he had seen this man wearing gloves but did nothing about it. Rubber Section J79 We come now to the point as to what the company's real responsibility is i'hc case in question slwws beyond doubt a lack of appreciation by tlvc supervher of the importance of following the safely rules laid down by the company. Although the accident would indiactc that the department Iwut been lax m Us educational program to impress upon the workers and supervisors the impouante of safety rules, nevertheless another factor entered into the accident cause. The night had been extremely licit, aud the day so stifling that the man was unable to get.proper rest and came on the job in a fatigued condition and was not mentally alert in han dling his job. Description of a Serious Accident and the Lesson Learned By D. G- WELCH Safety Engineer, Hewitt Rubber Corporation, Buffalo, New York The speaker said in part: Since wc all are, or soon will be. faced with hiring new men who arc cither inexperienced or stale, the experience of our company with one man slioutd present an interesting problem. Wc hired this man, age 29, inexperienced, high school senior and just out of sdtool on his first job, and placed him in our Wrapped Hose Department sirippiuja, I talked to this man myself in detail about the necessity of reporting through his foreman to Fiist Aid, reporting unsafe machinery and plant conditions, and unsafe working methods, as seen from the point of view of an outsider. He was tlwi* told that the wav we instructed him to do his work was not only tin* safest, but the one which exjierience had shown was the Quickest and would, therefore, cam him the most money wlien he learned how to do it. The point was stressed tlvat he should l>c careful to learn every detail of each operation shown him, and that he should not hesitate to ask questions if he did not understand any part of an operation. He was then made acquainted with his Immediate associates and turned yver t > a lead man for instructions on the detail* of die work. Within one Hour, he Hud been to the First Aid Department for skinned aud bleeding fingers of both hand*. Investigation showed that, although he itad been instructed properly, hi* hand* had become tired and he had disobeyed Instructions by using his own method of stripping hose. He was then put on other work--reeling wire. As we had several new men in this department, I had circulated through there several times and had just left the department after observing the new men, when he was injured again. Investigation sliowed that although he was ticrforming details of the operation oi reeling, he was under an experienced operator's guidance. In getting rca<lv to put up a new reel, the lead man stated he told the injured employee to wait while he cot the crane to lift the reel (634 pounds). The nan again disobeyed instructions by attempting to get the reel into position alone. As he could not get Ixflrind the reel on account of the location of the building column, one foot was behind the reel as he attempted to roll it up over the crosspiece of the reel stand. One side of tlie reel struck the stand crosspiece first, unbalancing tire reel, which then toppled over on the arch of his left foot. In pulling his foot front tinder the reel, the red nllri off the arch onto the great toe, resulting in three fractures of the foot. We have replaced this stand hy one which is much sturdier, being madr of heavy metal and so designed that the reel can enter the stand through a gradual incline tapering up from the floor The upper -side* of the stand are also tajwrrcd to ucemm medate the reel supporting arbor. Tin.* ton is level and lias a semi-circular cavity for locating the arbor. The crane if still used, however, this stand simply Iwing considered the proper type for the job. In a departmental safety talk and before live Executive Safety Committee, our plant sujiermtcndent stressed that actually the underlying cause of this accident was the fact that everyone was "too busy" with his own work to see to it that new men were properlv instructed New mm were, in fact, simply taught enough to enable then* to get by and not sufficient time was taken bv the instructor to make sure that t!*c details of the work were understood. Since all men do not make good inslruc- 3&0 Twenty-third Annual Safcty t ontjrt si--XatimuU Safety Council tors, superWsors must dM.oxiiinuc the habit of turning new men over to otlieis ajul disumvng the sulked. The respunsihilitv is still the foreman's _ particular accident caused a loss of 40 days, and incidentally broke the record ot 2.W0 days without a lost-lime accident in this department. We were lalxiritij; under live false impression that we had been doing a good job but On* accident ccnainly showed us that not only was our equipment faulty fa this instance, but we had all lallcn down on the job of instructing this man properly being ' too busy to see that the man understood, that he was assigned a competent uisiriKtor, that the lorcmau realized his rcspomiliility. that the new man's knowledge . , `ZJ', .,*'** dKc.kc"1 hv watching hint perform the operations being taught, and we hau all tailed to take account oi liumc condition*. Another important kssoit to learn iroiu this and nearly every serious accident was also touched upon by our factory manager, that is, that there actually is no dif ference m cause between a so-called minor injury and a major injury---the difference liemg in results only, l or example, this reel had stood six feet away and fallen to the floor without injur* to the worker, if commonly would not even have been classed as at) accident. We should profit by our narrow escapes and correct the unsafe practice and condition before it results in an injury. This is the greatest point to learn from any accident. " &' Special Report on Accident Hazards in the Rubber Industry Presented at Annual Meeting of Rubber Section October 5th, 1934, Cleveland, Ohio In October, 1933, Mr. John D. Nolan, General President of the Shoe Workers' Protective Union, presented a brief of about 30 pages suppo ting a proposal sug gested by the Slme \\ orkers Protective Union for inclusion in the Code of Pair Competition lor the Ruldjer Manufacturing Industry at public hearing in Washington, D. C, on October 25th, 1933. Inasmuch as Mr. Xolan made a number of distorted statements in his briei, uinch is now a matter of public record in Washington, with no way of repudiating the statement*, and as he ued quotations from the proceedings of the National Safety Council to bear out his arguments, the Executive Committee of the Rubber Section appointed a Committee to review the safety chapter of his brief and submit a report to the Rubber Section at the annual meeting in Cleveland, October 1st to 5th, 1934. This report will le published m the Minutes of the annual meeting of theRubber Section at the Congress and will correct some of the distorted statements On page 6 under MINIMUM WAGES Mr. Nolan states as follows; "Moreover the Rubber Industry in all its divisions is a hazardous trade. Under the best conditions occupational diseases take toll of the worker's health and reduce his income both temporarily and. in extreme eases, permanently." , Also: "Moreover, in most states these laws make very inadequate provi sion for occupational disease disability which is the chief hazard in on* in(Justiy.*1 The following is taken from a talk given by E. \V. Beck, Supervisor of Safety r.f the ^United Slates. Rubber Company, for eight years a member of the Executive Committee of the National Safety Council, ami for two years Vice President in charge of Industrial Safety : ' "Years ago the rubber industry was considered as being a very hazardous business, and perhaps this was true because at Unit time the safety movement was young and many of our present safety devices were not in use. During the last few years, due to die splendid efforts on the part of the National Safely Council in accumulating industrial accident statistics, we. are able to prove conclusively that the rubber industry is not now a hazardous industry. "In J931 the rubber industry stood 30th best in frequency and 9th best in seventy among 28 of the leading industries. The only industries having a better combined severity and frequency rate were the textile, printing and pub lishing, machinery and glass industries. Rttbber Section 381 "In 1932 the rubber industry was 9tU best in frequency and 6th best in severity among the 31 leading industries of the country. 'Ihc only industries having a better combined severity and frequency rate than the rubbci itulnsiry were the tobacco, laundry, printing and publishing, ami textile imladrics." At the bottom of page 6 of Mr. Nolap's report, reference is made to the expert testimony of Mr. Paul Van Cleet of Chicago, Vice-President of the like-named rubber company, who spoke at the aiuuial meeting of the Rulibcr Section of tin* National Safety Council in 1927 Tn the discussion of Mr. Van Oeefs paper lie stated that at the time of his talk--September, 1927--his plant employed less than ISO people. He also stated, under Remarks, that the larger companies are well organized m safety work and doing a good job but the thought was developed that tlie smaller coHaiiie& were responsible for the poor reputation and bad experience. This talk of Mr. Van Ckei's was given seven years ago, before the rubber industry drew up the standard code. Mr. Van Cleef is an enthusiastic safety advocate. For years lu` lias taken an active interest in the safety movement and at one time lie was president of tinGneago Safety Council. He is also a member of this Committee. The Shoe Workers' Protective Union, as stated by Mr. Nolan, states that occu pational disease disability is the chief hazard of our industry. This is a misstatement of facts, as the accident cost in large rubber cotnjanies over a period of 10 years, shows that modi less than 1 per cent, of the total expense is paid for occupational disease including clienucul liazards. The brief also states, on page 17, that tlie health hazards in the rubber industry are Ixmght at a terrific price. Tins statement is not substantiated with figures to justify such a remark, especially when we icfer to the National Safety Council's Annual Report of 1932, Accident Statistics, and note that the only industries having r better combined severity and frequency rate than the rubber industry were the tobacco, laundry, priming and publishing, and textile industries: and practically the same condition existed in 1931, according tn these impartial accident records. On page 15, the brief refers to safety regulations formulated under the auspices of the Federal Government in 1927. This reference, we believe, applies to Bulletin No. 447 printed by the Bureau of Labor Statistics and kuowu a* the Safety Code for Rubber Mills arid Calenders, June, 1927- A member of this Committee was secretary of this Code Committee and has the complete files in his office TlxCode was formulated by die united efforts of rei'cscntatives of lar^e rubber manu facturing companies. Only one state official showed an active interest ami tlie only part tlie government played in die entire code was to cause a long delay in approving it, and later they did volunteer to publish it as a bulletin of the Bureau of Labor Statistics. The members on the Committee representing organized labor did not attend any meeting or furnish any information for the Code. The per sonnel of the Committee which developed the Safety Code for Rubber Machinery is shown on the first page of the code. It is to be noted that V tuenihers of this Committee were associated with rubber manufacturers or rubber machinery manu facturers. The Chairman and Secretary were associated with a large rubber manu facturing company. Reference is made on page 15 to Vice-President Van Qeei's talk before tlie Rubber Section of the National Safety Council in 1927 when lie spoke on the altitude of employers toward the hazards of the industry. "Yet some factories are indifferent to it. Some fee! that the insurance company will take care of their losses. Some believe accidents inevitable. Some give the matter no thought at all. They don't sense the importance of tlie modem trend." This same statement might be made ot practically any industry a? there arc always some factories that are indifferent, and it must be kept in mind that Mr. Van Deck us previously stated, i an enthusiastic safety advocate, a past luesident of the Chicago Safety Council, and when he spoke he represented a small rubber plant of 150 people. Reference is made to a dry orange-yellow powder under the name of Sdfex. Criticism is made of Dr. Shirley'* test on 15 people Uiing Safex. It^imm be kept in mind that Dr. Shirley's tests of Safex were applied direct to the flesh oftvolun teer* fhfs associates) and adlicshe tape was placed over tlie samples. A skin rash was all that developed. Dr. Shirley states on page 793, volume 2, 1929* of die 382 Turin? third Annual Safety Congress--National Safety Council National Safety Council's annual proceedings: `'When the sample had been allowed to stand from 24 to 48 hours we had a little reaction. Safex itself was very satis factory but its compounded condition, with a little age, caused dcrniatitu.*' Members of this Committee personally saw Dr. Shirley with a sample of Safex on. his arm under a piece of adhesive It had been there for 4 days. He allowed the naked arm and it had only a little rash, as stated by him. Xjie test fas made by Dr. Slur ley) of fastening samples of Safex and Safex compounds to tlie flesh for days at a time would not lie a parallel condition to employees working with any such compounds, Refcr*>cc is made in Mr Nolan's brief on page 19, to the fwzard of x-ray*. This hazard might take place in any industry and is not peculiar to the Rubber Industry. In fact there arc very few rubber industries equipped with an x-ray machine The Committee knows of no rubber company where x-rays are used other tliau hi the Medical Department auj under die operation of skillet! technicians only. Therefore, this illustration, as mentioned by Mr. Nolan, is far-fetched and should carry no weight in this brief as applying to the rubber indnsto Signed: IV. L. Sni.VKiDFJt, B. F. Goodrich Co., Akron, Ohio. J. T. Kjdxry, Goodyear Tire & Rubber Co.. Akron. Ohio. R. B. Monsfc. Firestone Tire & Rubber Co- Akron, Ohio. E W. Buck. United States Rubber Co.. New York. N. V. Paul Vaa Ci.KEr. Van Cleef Bros. Co.. Chicago. III. Octol*er 1. 1934. ADJOURNMENT TWENTY-THIRD A N NU A L SAFETY C O N G R E S S NATIONAL SAFETY COUNCIL Safety Section, A R A - Steam Railroad Section, NSC Chairman--C- I.. LaFquxtainf:. Great Nortltern Railway Co., St. l'aul, Minn. First Vice-Chairman--H A. Paklsh, Chicago & North Western Railway, Chicago. Second Vkf-Chiiiruiasi--\V. H. Faiuko. Central Railroad of New Jersey. Secretary--J. C. Cavistcx, American Railway Association, New York City. si complete report of these sessions is published by the .i mci uon Raihoay dissociation in a booklet entitled, "Proceedings of the Fourteenth Annual Alerting of the Safety Section, Cleveland, Ohio, October 2-4. 1034." Copies of the booklet arc available from the Association of American Railroads, AC Y. C. The following is a condensed record.. TUESDAY MORNING SESSION October 2, 1934 The opening session of the Safety Section, American Railway Association-- Steam Railroad Section, National Safety Council was called to order by Chairman C. I- LaFotmtaine, Great Northern Railway, St. Paul, Minnesota, who presided The invocation was delivered by X- G. Bentley, Chesa^icakc and Ohio Railway. The report of the Secretary, J. C. Caviston, New York City, in which lie outlined briefly the activities of officers and standing committees during the last year, ivsi read and approved. The Chairman then pieseuted his annual report. Annual Report of the Chairman By C. L. LA FOUNTAINS Great Northern Railway, St. Paul, Minn. The speaker said m part: Let us go back for a moment to the resolution adorned at our annual meeting in 1924, which set a goal calling for reduction, bused <w the 1923 record, of 35 per cent in casualties to employees on duly, Class I mill oath, by 383 384 Twenty-Mini Annual Safely Congress-National Safely Council the cod of 1930 Many thought at that time that such an achievement would be difficult. What occurred lias long been history- The railroads actually brought about a reduction rn the casualty ratio of almost double that asked for. Conse quently, those who had to do with the making of the goal set in 1931, calling tor 33 per cent reduction in employees injured by the end of 1933. fell it highly desir able dial they set the goat high enough to tax the maximum efforts oi all railroads. Approximately forty railroads accomplished tins goal, but the Class I railroads as a whole made a induction of 26 per cent in tlwhr casualty ratio. While the saiety officers may have a feeling of disappointment at this result, we sliould be encour aged by the fad Uiai the railroads were able to bring about a reduction in the casualty ratio to employees on duty per million man-hours worked of 26 ncr cent in a ihrvc-year period. which followed a reduction of 7 per cent in the casualty ratio during the previous seven year*. The Committee of Direction now gives you a new mark at which to aim. It i< a new goal, calling for a 5 per cent reduction per year in radway' employees' injuries during the next six years, 1934 to 1939, inclusive. We feel that this goal w ill be far exceeded^ by the railroads now having the higher accident ratios, that U is possible of attainment and u-iU be accomplished by the railroads having lower accident ratios. * The statement furnished by the Bureau of Statistics of the Interstate Commerce Cominefsion. covering accidents reported by steam railways for the first five months <u 1934. sltows an upward trend in casualties to employees on duly. While I do not deem this increase as jurticulaily alarming umler the circumstances, it 3'= provided a warning as to what may be expected with any materia! additional in crease in business, unless effective preventive measures can be adopted by the respective railroads. ` The injuries which have brought a|>out this upward trend in our casualty ratio arc principally non-Uain accidents. This is due, in my opinion, to tl*e unusually large increase in the man-hours worked in this branch o the service during the first ldi of this year, rather than to any inactivity cxi the part of the railroads in accident prevention work. Tire railroads were asked to carry on an extensive pro gram oi track and equipment maintenance, to purchase rails, cars and engines, or rebuild if the circumstances require. This made necessary a sudden and large in crease in the forces, resulting in cither the employment of new men or the return to service of men who had been inactive in railroad service for some time. The work that wa<i required of these men In most cases was of a more hazardous na ture. For example, in the ronmtcnance of way department the increased man-hours were consumed largely in construction work, relaying of rails, bank-widening and ballasting tracks--heavier work and nxre dangerous than that of ordinary track maintenance, which has been carried on more generally for the last two o* three years. This is also true in the maintenance of equipment dctwirtmcnt. stripping and rebuilding and steel-underframing cars and heavy locomotive repair work, with large gangs of men. newly organized ` I think we had n rigid to look forward to a momentary increase in the cas ualty ratio, but I believe tins condition has since adjusted itself and ue will be able to bring back <uir accident ratio to a lower level than it was for the year 1933. The responsibility for the promotion oi safety is essentially a function and problem of management. The success with which it is promoted on any railroad seems likely to be pretty closely in proportion to tire attention given to it by ex ecutive and operating officials of ah ranks, and the enthusiasm for safety they are able to arouse among: employees. Never before in (he history of railroads have railroad executives aiul officers given so much thought, time and effort to acci dent prevention as at the present time. Safety officers sltotdd feel greatly encour aged by this fact. Anotlicr source of encouragement for safety officers is the pro nounced trend toward greater recognition, j>articubly by j>crson* and agencies which take the lead in moulding public sentiment, of the accident problem. It is probably still true that the jrravitv of this problem has not been brought home to llio average citizen with sufficient empliasis so that he makes it a matter of per sonal concern, but there are clear indications Hut the efforts of (he National Safety Council and other agencies dedicated to accident prevention will carry forward cur fight against accidents in masked strides. Safety Section, ARA--Steam Railroad Section, NSC 385 Report of the Committee on Education By L, G. BENTLEY General Safety Agent, The Chesapeake and Ohio Railway, Richmond, Va. Tire speaker said in part: The Committee on Education was organized soon after the setting of the 35 per cent goal, and the purposes of the committee firm been three-fold, all educational, in the first place, it was the intent of the com mittee to educate officers and employee* as to correct metlrods of ok and as U> unsafe methods of work, undertaking never to set out an unsafe mctltod uf work without showing in comparison the safe wav ni doing that job. There is another purpose of the committee, and tlmt is to Kikirm railroad men amt others throughout the country, and even throughout the world, of (lie progress of safety work on American railroads. Then there is die inspirational |*>sfct that always commands a better >alc than any other claw of poster because it apitcals to the hearts of men. Every m;m really down in the bottom of his heart wants to do what is right, and ii the mmd r<m- along with die heart, the hand will soon begin to form the habit of trawling m tlK' same company. I have chosen for discussion from this year's testers a few of the must import ant, illustrating hazards which have caused more deaths and more injuries and more suffering ifian the other classes of railway employee injuries. (Air. Bentley then dqscrilxid at considerable length lle following posters:) "Safety Demands a Firm Grip and a Safe lroot-lu>ld/` In 1932 there were 220 train service employees killed in all classes of train service accidents, and of (hat number 105, or 48 per cent, were killed in falling from engines or cars or while getting on or off engines or cars. We sold 6.600 copies of this jioster to about half the railroads of the United States. That was the equivalent of furnishing one poster for cadi 30 railroad employees in train service throughout the country. We also sold 34,000 copies of U>e circular dealing with the same subject, and that was a number equal to one for each six train service employees in the United States. However, they were must all sold to a few of the railroads. But what has been the result of our campaign tor tlie last ter. years duriu.' which we have been driving on this jurticular kind of accident? The number of train service employees exposed to this particular hazard de creased 37 per cent. The number of employees killed in this class of accident decreased 4? per cent, and the number of employees injured decreased 74 jier cent. "MisliamDed Material Means Many Maimed Men" We distributed tins poster in the hope that it would reach the supervisors and foremen and that it would make them more careful and more diligent in super vising the lumdling of material. We felt, too, that by getting it to the attention of the men, they themselves would get the idea that tor the last ten years on an average fifteen thousand of their number had been injured on American railroads while handling material. Tlt is more than were injured last year m all elav-c* of railroad accidents. 5.000 copies of this poster were distributed. In 1932 there were seven employees killed ami 3,787 injured while, handling material. That constitutes 5 per cent of the deaths ami 38 per cent of the injuries in all non traii* accidents on American railroads. "Please Sir, Look Both Way*." There arc one million railroad employees w the United States subject to the dangers that this poster h trying to curt. In 1932, 128 out of a total of 367 train service accidents, or 35 per cent of all the death* in train service accidents, were the result of being struck ur run oxer hv engines or cars- I consider this tlie most difficult problem in connection with railroad men. Not only train service employees, but shopmen ami trackmen, station employees, officer* from headquarters, every man who works for the railroad is subject to the danger of being struck or run over by engines or cars. It is for this reason that the Committee on Education has produced more posters and more illustrated matter 386 Twenly-lhird minimal Safety Congress--National Safety Council on this problem Ilian on am oilier class of accidents Because every time you have two train service employees injured by being struck or run over, one of tliein is killed. A later poster on the same subject was entitled "What a Whale ol a Difference u Few Feel Make!*' It illustrated the vast difference fiom a safety point of view that a few feet can make when a man chooses to cross a track quite dose to the end of a standing box car, behind which nn engine may be approaching, and the same man doing the same thing at such a distance from the box cat that he can readily sec down the Other track whether or not an engine is approaching. Address By WILLIAM BUSHNELL STOUT Member of the Society of Automotive Engineer*, and of tfie Detroit Aviation Society The speaker said in pari: When we start any new engineering development we get great punishment for our ignorance. In fact, 1 sometimes think there is only one sin In the world and that is ignorance, because we do get punished for it, and very quickly. And when we start a new industry of which we Know nothing, when we are trying to find out what it is we arc trying to do, we are in a very dangerous iwnod of development. Then as we begin to icalizc and recognize those dangers, and use our intelligence to get around them, we get to a point or development where it is not dangerous any more, only hazardous.- Then as we study further and acquire experience we come to a point where that industry by the application of intelligence and study becomes a safe and practical thing. When wc started in on aviation it was dangerous. There is no question about that. As we look back now we know just how dangerous it was. We knew nothing ?>out wliat wc were trying to do. We knew nothing of the stresses in tlie air. We had an idea that flying wouldn't require any particular strength; if you would just make something that was light enough it would go up in the air. So the first airplanes were made of very flimsy materials, put together with stove bolts, and with under-powered engines. They would just harclv get off t!e ground smd wc knew nothing al>out flying- When a man got op ami happened to pull the stick liack ami climbed too steeply so that he lost his speed and by losing his speed lost his lift and fell down, wc called that a "nose dive" which was a very fatal thing. Then we came to the idea--and it was forced on us very rmpliatically--that air planes had to he strung. Our airplanes today arc built to stand tremendous velocities, T was up in a ship vesterday that crui.se* at two hundred miles an hour, which is four limes the stress that was ieU in the Miami cyclone, and vet this ship sails along without any trouble nr interference and is a thousand times safer than the first airplanes that would only o folv miles an hour. This development was hi ought about by means of a whole lot of structural analysis. It required a good <lcal of experimental work to take the guess-work out of tl>e building oi the structural part'of the airplane. In the past, while wc were learning what was going on, many wings came off. We started in with structmes tliat were designed for firing loads and with a factor of safely f three or four times the flying load. At slow speed*, we got away with it Then we began to step up the speeds. We got up to around ISO miles an hour ami then, without any' warning, and with no apparent reason, all of a sudden a wing would stay behind in the air and the airplane would dive ahead. When otive particular accident occurred that was given a great deal of promi nence at the time a very thorough investigation showed the trouble to be com pression cracks in spruce spars. Tn other words, we had been making airplanes of wood and they were perfectly satisfactory at slow speeds because the .stresses on the wood weren't sufficient to bother us, hut when we got to high snreds the com pression cracks began to develop, and after awhile the spar would fracture just like ; fatigue crack, Immediately wooden ahutanes were dropped front ah air lines. AM *f t!ee *levekpi>ents have a very direct cuonretion with safety. The newer things bring higher speeds, and on account of the higher speeds they must bring Safety Section, ARA--Steam Railroad Section, NSC 387 new methods of stopping, new methods oi grade crossing control, new methods of control of the automobile driver, who isn't always as smart as he might lie. ami a wliole lot of other Hungs. On the air lines we find that the greatest handicap is the human dement and undoubtedly we have the same difficulty as is indicated by these posters. J< the early days when we first started flying on or lines m Detroit, vvi had about Mtr instruments on the dash. Wc had pilots with pretty good training--prolwhly a couple cf hundred hours in the air. the best available in that <lay. ' Those pilots would take tliosc planes ami fly them. If there was .< tog, ihey would land- They didn't know anything about flying hand, tf they got into a fog they didn't know vvhetlvcr tljcy were upside down or rightsidc up, ami nu man in the world could tell. Today, however, things arc different. Yesterday in Detroit I rode in n ship at a speed of 200 mites an hour which had about $6,000 worth of instrument* <.>u tlu; dash. The dash is a small area and it is just full of instruments of every kind. The pilot who las flown for many, many year* can fly blind even better than he can fly* wtven he looks out of the cabin. He has a radio beam on which lie flies accurately as on a siring from one town to another. When he wants to land, be can pull down his flaps ami land in a space the length of a good .sized room. As part of his training, every stx months the pilot goes out with a Department of. Commerce man. He is put in the cabin and everything is shut up so he can't see a thing. They take him out for an hour and lose him He <W*nt know- whnt direction he is going. The instruments are covered. At the end of an !mr*s time they pul! live covers off the instruments and tell him to find cut where l*e is. He has to go through 2 number of maneuvers first, right amt left turns, etc Then he lias to find a certain city and tell the instructor, or the man who is examining him, when he is over the airport. Suppote they leave from Pittsburgh and fly in the direction of Detroit. Thcv fly for on hour. Well, this other chap doesn't know but what they ate down in Washington, I>ecausc he can go a long distance in *m hour, at 200 mites an hour. At the end of that time, he is tprued loose and told to take the Depaitrnvnt ol Comnverce examiner to the airport at Cleveland. lie feels around, until hr picks up a beacon. He listens to the beacon until he locates it and finds out what beacon it is--between which two cities it is. That gives him hits chic as to where he is. Then he takes a compass course until the picks up the beacon nmniim into Cleve land, follows the beacon into Cleveland, and when he gets over the airport, hy thv- landing signal on the beacon, he signals his examiner. If he does tliat successfully tic can fly for another six mouths or until his next examination. You will see that we go tc the greatest extremes on everything connected with the air lines to insure the safely of passengers because undoubtedly air transporta tion, to the man in the plane, and everyone else, is the most Itazardous type of transportation wc have developed as yet. For that very reason, it can be made the safest, because we have to take these safety precaution*, whether wc want to or not. Progress and Possibilities in the Prevention of Injuries to Railroad Employees By T. H. CABROW Superintendent of Safety. Pennsylvania Railroad, Philadelphia The speaker said in part; In the year 1924, five Committee on Statistics con cluded that the bulk of all injuries to employees were chargeable to the hmtuo element and that "by improved training, supervision and discipline.'' which implied the formulation and enforcement of safety rules, a 5 per cent reduction in the casualty rale could be effected each year, which, by the end of 1930, would *kt equivalent to 35 per cent, which figure was established as the safety coal. It is important to bear in mind that up to 1924. discipline, winch wu meiiik^ud in ibe committee'* report as 2 primary means of improving the employee injury record, had not hern invoked to any ai*preciab!e extent bv very many roads. 388 Tu eniy-third Annual Safety Coutjrcss--National Safety Council The concerted effort or, the part of all railroads to reach the safety goal gave a tremendous, irniietus to safety activities. Then began the publication oi great quantities of statistical information showing graphically the standing of the re spective roads and many railroad executives, seeing their properties lagging on safety, revamped their safety organizations.. Those that were already well organized intensified their activities. Duiing tiw years following the setting of the safety goal, something happened that was unprecedented, and that was a continuous down ward trend in the- employee casualty rate for ten consecutive years. I do not know of a single railroad that did not make substantial gains for safety during lltat period. You will rememljcr that the rate dropped from the peak nf 31.15 in 191? to a low of 24.84 in 1921; licit the rate then rose to -30.89 in 1923. and from that date on showed a continuous drop each year down to and including 1931; m which year the rate was 7.52 or 76 per cent under 1923- Nothing' like this was ever accom plished for safety Iiefore. Fatal injuries to employees of Class I roads actually dropped from 1,866 in the year 1923 to 488 in 1933. Nun-fatal injuries dropped from 148,146 to 14.126. On a man-hour basis, tliat is, making due allowances for fluctuations in the number of employees in the service, the reduction in employees on dnty killed in 1933 under 1923 was 42 per cent and the reduction In injured was 78 per cent. Wc have for some lime been in a period nf marking time in safety, so to speak, preparing for what I believe will be a more intensive and effective campaign during the coming years. In this respect the history of the accident situation is analogous to the history of many other aspects of railroad operation. All through tl*c years in which tJwr railroads were so wonderfully developed there were periods when im provements in locomotives, cars, rolling stock, signalling systems, shop machinery, and methods, of operation, respectively, were at a temporary standstill, but in due course and in every direction wc find a revival of activity and subsequent tv piovcineiit. We therefore come to the question as to the extent of improvement in the acci dent record of the American railroads it U reasonable to expect. Tliat it is possible to further improve the record is obvious. On this head, the president of the American Railway Association recently stated: `The employee casualty rate has been reduced 77 per cent during the last ten years. A large reduction in casualties to passengers ha* also taken place. Nat- withstanding this reduction in employee casualties, there is still quite a spread be tween the high and the low rates among railroads of the same class, indicating that further improvement is possible h\ the accident record. For example, among the larger carriers (reporting 100 million or more man-hours), tltc lowest rate in 1933 was 1.6S employee casualtius per million man-hours, while the highest was 10.02. Among the smaller carriers (reporting less titan two million ntan-liours), Hie spread is between 1.01 employee casualties per million man-hours, and 43.97." One prominent railroad executive believes that accidents can be prevented "to the point of almost total elimination." Safety men probably have different opinions about the matter. It is a fact, however, that can be readily proved by the causes of accidents, that the bulk of all injuries being sustained by railroad employees today, as tu former times, result from causes over which the officers, supervisory forces and employees, individually or collectively, do have control; that is, from man failure. Wliat arc the general preventives of man failure? The first preventive is to select tire right men fur the job. In. times past, this was not always possible be cause the supply of applicants was _frequent!* inadequate. This. however* is not likely to he the case in the near future, *o our troubles in this direction should he at an end for a long time at least. The second prevent he is light thinking and right acting. A man must first think h<m hr should act to be safe and then he must act as lie thinks. The diffi culty comes in getting peotdc tc think ami act as they should. Now, the way to pet people to think and act as they should is as old as civilization: it js by training. u thought we Imvc come to cxpiess in the phrase, "training, superviskiti and disciidme." although supervision and discipline arc merely two qf many plivases of training. Now, what is the first requisite to training? Knowledge of the subject on Safely Section, j4i`A--Si cum Railroad Section, A'SC which one is to train another. In safety, it is knowledge of safe practices. These are shown by the causes uf accidents ami by /oh anal)sis. When safe practices arc reduced to writing they are usually called rules, or at least they nrc equivalent to rules. Therefore, if all safe practices in iu;y occupation were reduced to rules and if complete obedience, to such rules were secured, it would insure complete inv.nuuiu from accidents from man failure. This means tftat the first step in safety is to provide adequate rules: the second step is for local officers and supcsvisors {.the teachers) to knew and understand the rules; and the third step is to sec that the employees know, understand and obey the rules. In consonance with these ob servations, the following items arc presented tor tlie consideration of 9k* Safety Section as some of the essential elements in an effective safety program: 1. A comprehensive set of safety rules outlining the safe ways of working. 2. A practical, working understanding of the rules or safe practices by all local officers, supervisors and employees, to be assured by suitable examinations. 3. Invariable obedience to all rules, violations not resulting iw accidents repre senting the same degree of culpability as when accidents do result from such violations. 4. Definite and not perfunctory observations by local officers and sui*crvii>ocf to detect violations of safety rules ami forma! report of violations detected as a requirement of management. 5- Formal disdpliniuy action on proven violations, with entry on discipline record covering every case. , _ ft. A monthly and cumulative i etotd of the violations, oi rules cv unsafe prac tices detected by each local officer and supervisor, and a monthly summary by departments for divisions and system. 7. All accidents, regardless of how trivial, shall hr reported and investigated promptly to determine cause, responsibility and disciplinary action to be taken where responsibility is shown 8. Investigation should invariably develop an. answer to ihc.sc two questions: (a) Was accident due lo the violations ni a rule? (b) If not, should a rule be provided ? TUESDAY AFTERNOON SESSION October 2, 1934 The "Green Book" By DEW R PALMER Secretary, Committee of Award, Railroad Employees* National Safety Contest and Conservation Engineer, Equitable Life Assurance Society, New York City The speaker said in part: The year 1933 ended the ten year iieriod of the Railroad Employees' National Safety Contest as set up by the National Safety Council and recorded in the respective issues of the "Green Book.5' A constant study of railroad safety contest records during ;i period of ten years ha* established what I believe to be a fundamental fact: that it is necessary to break down our entire Class I railroad exposure into a sufficient number of competing groups so that there will not be too wide a variation between the man-hour exposure C the largest group contender as computed, with the man-hours of the smaller contenders in the same group; otlieruise, die larger unit, with its more uniform casually rate, will be handicapped by the more widely fluctuating rales of the smaller contender*; for it is generally recognized tliat under normal conditions the greater the man-hour exposure the more uniform the casualty rates are year Ijy year. For that reason, the revised plan suggested for the 1934 Railroad Employees' National Safety Contest includes six group* for standard Class I railroads and two groups for switching and terminal roads, it being a matter of record m connection with switching arid terminal roads that a great deal more Interest has been developed in our annual contest since these toads were giveu what was considered a fighting chance for competitive honors. 390 Txijtntty-lhird Annual Safety Congress--National Safety Council There is erne change Hut has been under consideration oti several occasions; that ts, the weighting of employee fatalities in our Railroad Employees' National Safety Contest; and it is a subject tliat I Itdievc should be given serious consideration. Possibly others have noted that in one or two cases small Class I railroads have reported a single employee casually for the year and--as recorded--that one casualty happened to be a , fatality. Other small roads with two or three in juries imd no fatality naturally felt that their somewhat larger total casualty rate represented, in reality, a better safety record. On the other hand, we are confronted with a situation which has been recognized by many; that the longer we can keep tire respective contenders working hard for first honors, the more acci dents will he prevented, and when a fatality occurs on the small road and is weighted by five or ten tltat road's chances of winning an award have been elim inated. Furtliermore. if fatalities were to l>e penalized through weighting we would find instances where it would lie necessary to charge heavily for an accident carrying no violation of rules as. against an unweighted injury due to flagrant violation of safe practice. It must be remembered that a fatality, in many eases, is such by virtue of a fraction of an inch or a fraction of a second, or by a number of other uncon trollable variables After serious consideration of these phases of the situation it was deemed inad visable to weight employee totalities in our Railroad Employees* National Safety Contest, for it was generally conceded that the wav to prevent fatalities is to elim inate accident causes, and Owl too rowli emphasis on fatal cases might tend to discount the real importance of reportable injuries and the need for investigating the causes of minor injuries and even the near accident that might reveal a serious liazjtrd. This leads up to another important principle. Years ago it was discovered that the one-day lost-time ease was the "lowest denomination ' dial could, with ultimate safety, be utilized tn an employee safety contest. Report of Committee on Train Accidents By G. H. WARFEL Chairman of Committee, and Assistant to Executive Vice President, Union Pacific System, Omaha, Nebraska The speaker said in part; A train accident is one with or without casualties, arising in connection with the operaliou or movement of a train, locomotive or cat*, which results in damage to equipment or other railway property in excess of $150 (including cost of clearing wreck aud local expense of tramteiting lading, but not Janiiigc to tlc lading). Tlc outstanding features icvcalcd by the 1933 statistics on train accidents are: 1. A slight increase in frequency of occurrence, particularly derailments. ' 2. Several accidents with an unusually large number of persons hurl, notably rear end collisions. * 3. A greater number oi casualties tlmn in any year since 1930, resulting in a casualty rate per million train miles 5 per cent above 1930, instead of the 33 per cent reduction hoped for. ^ 5 Train accidents accounted for 22 of the 48 passengers and travelers killed ami 65 of the 468 employee* killed ton duty) in accidents on Class I railroads. The year's total < 5/*2S train accidents of all kinds occulting on the road and in the >w itching yard.- i* the smallest number e^er recorded in any year. It includes 1.219 coIIimoiis, 3.291 derailments. 478 locomotive breakdowns and *535 miscellaneous accidents There were 153 pcr?om killed and 1.252 injured, exclusive of trespassers, both figures being higher tSxm in the preceding year. When these accidents are classified by causes, we find: 1,713 due to negligence of employees: 2.324 due to defects in or failures of equipment; 656 due to defects in or improper maintenance of way am! structure*: 930 due to miscellaneous causes `l he forms ot negligence most disastrous from the standpoint of human casualties u 1933 were: first, disregard of fixed signals; second, excessive speed in violation Safety Section. AltA--Steam Railroad Section, NSC 391 of restrictions; third, failure to properly protect by flagmen; fourth, overrunning meeting points with otltcr trams; tilth. >w>(dies set in wrong position While the frequency rate of train accidents showed a small increase in 1933 a> compared with tltc remarkably low figure of the preceding year, tlc rate of 7 22 accidents per million train miles run remains much lower than for any year prior to 1932, and represents a reduction of 63 per cent under the have year of 1922. The frequency rates of collisions and deiailments arc slightly higher in 1932, while loco motive and miscellaneous accidents attained a new low frequency of 1.43 per million train miles. However, when we look at the figures for human casualties In train accidents, we find U>cic has been a dhturhing increase m both fatal and tuxi-fatal injuries the total casualty rate for 1933 being higher than for any year since 1929. This increase in casualties was due almost entirely to die unusual number of persons killed and injured in four or five accident* occurring on different roads There were 83 persons legitimately riding on trains killed in train accn-cnt-i i t 1933. including trainmen, persons carried under contract and passengers, as compared with 61 the preceding year. Moreover there were 1.099 trainmen, i^rsons carried under contract and passenger*, injured in train accidents in 1933, ns compmed with 779 in 1932. The 1.219 collisions, which involved 42 passenger train*, resulted in 32 fatalities, and 630 injuries exclusive of trespassers. Certainly, the imperative necessity for taking all possible practical measures for the prevention of collisions must he obvious to every officer, supervisor and employee on American railroads, when it is realize*! that more than 200 casualties resulted from a single accident of this character lass year. The coticlusions of the I. C. C. Bureau of Safety investigators in each of the major rear-end collision cases reads almost the same: ` Failure of an cugincirmn properly to obey signal Indications and stop at signals of a flagman," In many other reports of similar accidents with a smaller toll of casualties, (lie conclusions reveal violations of roles by various employees as well as ciitpucmcn, and in several eases referred specifically to failure of operating officers to properly enforce observance of rules- The press and public usually ascribe such occurrences to "human fallibility," and place the onus of responsibility almost entirely on the shoulders ami conscience o: tlx? erring employee Witlrout any desire to minimize the employee rcsixJitsibilny, candor compels us to point out that there are occasional eases in which the Greater degree of responsibility properly rests upon the management and ojtcrating officer* of the railroad involved, for their failure to utilize methods which have been found highly effective for prevention of such accidents. We refer to the inauguration of continual bona fide surprise tests, carefully arranged to as*ore the surprise feature, made by men who truthfully rtqxjrt every detail of the actual iK.*rf*.rmaiKc of all member* of the crew, and followed by severe and unremitting discipline for failure or negligence in any detail of performance- These vigorous measures must, of course, be preceded by a dvorongh campaign of education rmtl cvnnunattam to assure (liat the oi>cratiug rules are fullv- understood, not only by the rank and file of em ployees, but by dispatchers, trainmasters, road foremen i>f cneiitc*. Muiermumk:jts and su;iervisors in mechanical ami maintenance of way departments. Preventing Collisions and Derailments Due to Negligence of Employees By C. H LONGMAN Assistant to General Manager, Chicago and North Western Railway Company. Chicago The speaker said in pail: An analysi* of the cullibiorit and derailments on my own road shows that 88 per cent of the collisions and 25 per cent of the derailments enn f>e traced to the failure of employees to observe the rules or s;*ecud inatnietuim. One of the most serious derailments which we have had was due to the failure of the cngincman to properly control the speed of hi* train on a four degree curve, 392 Tu,cnty-third Annual Safety Congress---National Safety Council which resulted iu the death of an engineer amt a fireman ond injury to other members of tle crew. He endeavored to negotiate that curve at 55 miles an hour, while tile maximum speed j*crttmsih)c for passenger trains was 25 miles. In order that ue might prevent accidents due to excessive speed the Division Officer* a well as the Safety Officers are required to make checks to see tliat the sliced restriction* are complied with and a report of these checks is made to the General Su|*ermtei>dent each month. The train sheets in the dispatchers' office arc checked to see that the speed restrictions arc not exceeded, and this also serves as a check on the train dispatchers to determine whetiier or not they are permitting excessive speed in sj*ced-restrictcd districts. The division engineer from time to time also cheeks the elevation of the curna to see that the proper super-elevation is maintained. '' The only metl*od that we know of preventing accidents due to the disregard of fixed Mguak hy cngincmcn and trainmen is to make periodical checks each month. This is done by the division and Safety Department officers to see that the men observe the indication of signals. Failure to |*rovide proper flag protection is covered in Rule 00. On our road we require (tie general officers as well as the division office* s and Safety Department officers, wlxu riding train*, whether freight or imsscuger, to make it a point to check and see tliat Rule V9 is complied with in every respect. This is in addition to the assigned nnmW of checks which axe made each month by the division officers and reported to the general superintendent. Failure of engineer* n* second and third class trains to properly control the siHted of their train* within yard limits is covered by Rule 03 of our operating book of rule*. Tlc only way that this can he controlled is for the division officers and local officers in the yards to observe the speed at which the second and third class trains move at all times. Violations arc promptly investigated and disciplinary action taken. Collisions and derailments due to svvitdies being set wrong occur mostly in yard limits, mi far as our own road is concerned, and the only way in which this can be rectified is few the general yardmasters and yardmasters to sec that the switches arc properly lines] up. Failure.* on the part of employees to projierly line switches back are investigated ami disciplinary action taken.. Anotltcr thing is to check your engineer and fireman and switchman to see that they are looking in the direction tliey are going so that they will observe a switch tliat is set in the wrong position. It lias been many years since we have had an accident due to the improper handling of a train order, and this can be credited to the fact that our management has instituted and maintained a systematic check of train orders am! train dispatchers. In mv estimation failure to keep proper lookout lias been the cause of more accidents than am other one thing. This is particularly true oi yard collisions. It was not so long ago when flic first thine that a locomotive fireman on a switch engine, working: nights, would do would be to look for the "hay board." If the engineer was the sleepy one he would take the fireman's place on the "hav board/' ami the fireman would rim the engine. Today our division officers, including: yard- masters. make checks in yards to see that the enginenten comply with the rule which requires them to keep a proper lookout at all times Preventing Failures of Car Journals, Wheels, Trucks and Couplers By w. B. MOIR Chif Car Inspector, Central Region, Pennsylvania Railroad The 5'>eakcr said iu part; How can we best prevent failures of car journals? First, by careful machining and insftecuon at our wired shops where the axle S prepared for mounting. A magnifying glass may be userI to advantage. Numerous journals have been found with hair-line detail fractures which could nut have Inrcn discovered with the naked eye, and which if permitted to be returned to service under a car are nothing' more or loss than potential accidents. Safety Section, ARA--Steam ItaUrvad Section, NSC 393 Second, the care and attention given to car journals in the transportation \.u'J m the way of proper lubrication. Many failures of car journals are caused by'lack of proper lubrication. Another potential failure oi car journals is the sudden cooling of a red hoc journal with water. Train crews should not throw water directly on a red hot journal, as the sodden cooling of the outside surface sets up internal stresses which m many cases cause a seam to develop on the surface of tlx- jotirjud, with the result that after the journal is trued and replaced under the car, this seam will develop into a progressive fracture. ^ The failure of wheels is an intensely interesting problem. Prevention of wheel failures can best be accomplished by careful workmanship at the wheel shops wlrerc the wheels arc bored and mounted. It is important that the bore be true ami the mounting pressure correct. In the transportation yards, I have found that the average car inspector, through long experience, is highly qualified to pass, on wheel defects. There arc two general classes of defects. First, those which arc liable to cause accident* s.uch as ciackcd plates, *earns and loose wheels; die other defect* are in extreme cases liable to cause trouble but not as serious as those listed above, and are chipped rim, worn through chi!!, shell outs, slid flats, etc. Traiu crews should also be oil the alert for defects in the case of brakes sticking, and should by all means refrain from throwing water on a hot wheel, as such treatment will result in thermal cracks on tread and flange, as well a* cracked plates. Defective brakes on equipment are m many cases the cause of wheel failures, and it is very important tliat the air brake equipment be kept in good working condition. A easeful check should be made of wheels when cars are on the shop tracks to detect defect* which are liable to result in an accident. In the case of multiple wear wheels under passenger cars, we liave found tliat hy white-washing the. back of the wheel plate and rim, cracks in plate and under side of rim were discovered which could not be detected with the naked eye. When a car is cut out ol service for periodica! air brake attention and after being placed on shot) track, a very careful check is made of the truck*, ami m the ease of arch bar trucks die arch bars arc inspected at all (rends. front and hade, to detect any cracks that may have developed. A mirror is used to examine the back side of the arch bar. Incidentally, this mirror inspection is made on ail cars equipped with arcli bar trucks, irrespective of whether they arc shopped for periodical air brake attention or not. All brake beams are dropped and examination made oi the hangers; limits of wear have been establislicd and gauges provided for checking the wear. The same procedure is followed with respect to brake hanger pins and key bolts, all cotter keys and split keys which show evidence of excessive corrosion are rcncwctl. The same procedure is followed with respect to couplers and draft attachment*, the couplers arc dropped; yoke ami couple examined for cracks at vital points: loose rivets iu coupler yokes renewed; couple cross keys checked f<r wear; all cross keys, if not equipped with A. R A cross key retainer, arc removed and a modified cross key applied; the distance larCwcen stop* is checked am! corrected, if necessary; loose rivets in coupler steps renewed. Preventing Derailments Due to Defects In Track, Bridges and Roadway By A. H. PETERSON Chicago, Milwaukee, St. Raul & Pacific Railroad. Chicago The Speaker said in part: Among the forces of natmc which it is necessary for us to combat are those of temperature, precipitation, wind, and fire. The sudden changes of temperature common to many parts of our country rciwlcr it extremely hazardous to surface track nut of face. Raising .should, whenever possible, be done during the cooler parts of the day, and all raised track should he tanned and hack- filled as quickly a* possible. Rails should be securely anchored, ordinarily iu the direction of tiaffic, but sometimes ir. both directions ' 394 74k rnty-thtrd Annual Safety Congress--Xalioual Safety Council During tin.- summer n> orth* <*]*cn jffliit* may lie unloosened, bars tapped lightly with a maul, aud again retighteued- Similarly, in cold weatlier. light joints may be opened uj. S|eetal care sfajuld >*e taken with |>oints where steel has been laid adjoining rail of lighter -orctiun. as- there Is a constant thieat that tlie light rail may suddenly give way auaiiwt the thrust of the heavier, more rugged track stn|C- ture. _ Heaving track is a familiar j.Inhume*.ton to most trackmen in the colder climates. Drainage will go a long -May toward eliminating' this possibility. There is scarcely a man in track work who does not know that the various soil <omjx>nents, some of which are more retetrtivc of moisture than others, cause track to heave both laterally and vertically. Such points must be watched carefully^ especially when the frost is going out, as the track does not always settle back into position uniformly. Under the liead oi precipitation comes snow and rain. Both are a bane to the trackman and su)en-i&or. Heavy* and unexpected rant has been respuns3de for many a derailment Only last year, on one of our middle western railroad*, there occurred a cloudburst, during which five and a lialf Indies of rain fell in a jieriod of three hours. A bridge under which there had not been more than tltree feet of water for twenty years was forced to withstand the onrush yf a fifteen-foot flood. Heavy rainfall is no respecter of railroad property and adequate flow-ways must be provided. Narrow track sltouldcrs should not be neglected. Wooden bridge ends subject to wash should be riprapped. A careful cystcm of l*ank widening should be carried forward yearly. Refuse at the cud of ruts slvoukl be eliminated aud the eroded material dug away. Adequate drainage in ali cases by' means of proper sewers or ditches must be provided. Ditches in all cases must he deep enough and with sufficient gradient not only to carry away the surface water rapidly but to drain as much as possible of the sub soil as well. Water-pockets iti fibs constructed of clay materials offer another danger, due to- slides. Usually, due to a strata of porous material surrounded by denser, more impervious soil, tlie water is held from escaping properly. The suptxirting top ballast is thereby weakened and many derailments have occurred because ol the track structure at such points suddenly giving way under the wheels of a trym. The bottom of these watei -pocket* must la,* tapped hy the proper mclhod of drains. Slopes may be sodded to prevent sliding. Various types of vines--alfalfa or Ber muda grass--not only serve to prevent sliding, but also arrest considerable drifting snow. Windstorms have caused many train derailments, due to Wowing cars off sidings onto main lines of other tracks, or blowing trees, telegraph jtolcs. or other obstacles across the rails. Derails must be provided for at all dangerous points, especially on descending grades. Trees should be cut back to a sate distance from the track wherever possible. In some sections of the southwest, winds arc an esj>ecial hazard due to the light, sandy top soil drifting. The placing of sand fences, oiling of sandy soil adjacent to railroad tracks, ami the planting of resistant vegetation arc some of the more common preventives of such accidents. Wooden trestles on our important linos arc rapidly giving \vay_ to steel but on our less important lines they will proliahly he with us for a long time to come. In some cases the top* of wooden trestles have been covered with sheet metai to prevent their ignition from engine coals. Vegetation should he carefully cut away from wooden abutments and inspections carried on systematically to see that this item is not neglected. Weed burners should be carefully followed and all fire in ties carefully put out if this is not done, all or a jxxtion of the ties in a single panel of track may be consumed, permitting the rat! to pjtsU out of gauge oc to depress under traffic, and thus lead to a costly tram accident. Nor is the highway crossing free from its Hasan!*. Planks should be taker, up before freezing wreathei begins and all dirt ott lop of the tics and underneath plank* cleaned out. Flange-ways should receive especial consideration aud all ice. snow, or other material cleaned out carefully. Too many derailments have occurred due to snow and ice in flange-ways On gravel or dirt ballasted highways there is an added danger due to vehicles dragging stones or dirt upon tlie crossing and into the flange-way. Here it com- Safety Section, ARA--Steam Railroad Section, NSC 395 pwrt wdcf lr.ffir, as more and more is deposited, lintit eventually tlie wheels ol a p*Mmg train are lifted up and over the rail. Highway repairmen operating road rtTgper, arc sometimes careless or ignorant of these dangers. Track foremen should make it their duty to advise all such persons of the possible consequences of thi, daxtrerou* practice. So tar very little has Wen said about inspections. It is, however, by regular andJani1 irack inspections that incipient danger* may best be found and cor rected. The trackmen, the foremen and die supervisors should train nujt careful! \ the men upon whom they are to rely-. With sections rapidly becoming longer and longer, tt is not always possible for tie foreman to supervise his gang and also patrol hi* .(rack. Ihe track inspector therefore becomes the first line .of defense He must be aide to think clearly and rapidly in whatever emergency mav arise always remembering that the safety of the train service rests in his hands' ' Moreover, the foreman himself must be ready at all times of high wind heavy ram. or any unusual weather conditions to patrol his track, and to him is given tlie power to preserve the lives of passenger* and trainmen, and to him is given the privilege of speeding up the wings of transportation. WEDNESDAY MORNING SESSION October 3, 1934 Report of Committee on Prevention of Highway Crossing Accidents By H. A. ROWE Manager, Claims Department, Delaware, Lackawanna and Western Railroad, New York City The speaker said in part: The report of this committee for the year 1933 again show* a slight reduction in the number of accidents and fatalities at railroad highway crossings and a substantial reduction in tin* number of injuries for the fifth consecutive year since the year 1928. The record is as follows: Year 1928.. 1933.. Accidents 5,800 3,235 Fatalities 2,568 1,511 Injuries 6.667 3.692 Reduction...................... 2,565(44%) 1,057 (41%) 2.970 (44%) Casualties during the four months of June, July, August and September in the Careful Crossing Campaign* compared with the same period, 1928 to 1933, inclusive were as follows: Year 1928.................................... 1929...................... Accidents 1.799 1930.............. . .................... 1.371 1931.......................................... 1.103 1932...................... .................... 1933................... .................. 99 990 Fatalities 858 749 640 496 432 491 Injuries 2.092 2,140 1.505 1.196 1.022 1,124 It will be noted that automobile registration in 1932 was 23.82730. and repre sents an increase of 14 per cent over the preceding year; this is quite comparable with the number ol automobiles registered in the peak year of crossing accident casualties. Gasoline consumption, which is a fair barometer of automobile use, was 16,025. 562.000 gallon* during the year 1933; which is an increase of a trifle lets than 2 per cent over the preceding year. The increasing U3C of smaller car* with greater mileage per gallon of gasoline, indicates that the traffic over and across railroad tracks was fully equal to that of 1932. 396 Twenty-third Amina/ Safely Congress--National Safely Council More than 92 per cent of ull rallt uad highway crossing casualties involved the operation oi automobiles- The remaining 8 icr cent included persons m animal- drawn vehicles, bicyclists, pedestrians, etc. To the credit oi the automobile driver, and the activities of the railroads, atten tion is called to the increasing number of automobiles actually in use, at highway crossing, the figure now being one death to 15,769 automobiles Crossing accidents, resulting in injuries, arc also favorably reflected, as during the va*t vest there was but one crossing injury to each 6,443 automobiles operated. Illustrative of the thoughtlessness of some motor car drivers, it is interesting tu note that in 1933, again, motor vehicles colliding with the sides of trains accounted for a large number of all crossing accidents; namely 28 per run of all accidents, 17 per cent of ihe fatalities, and 40 per cent of the injuries. Your committee earnestly recommends that the individual railroads particularly stress the necessity of their train crews and others giving adequate and timely warnings to the public of the approach of trains to a highway crossing. The com mittee is also unanimous that warning from engine should be continued until the crossing is definitely readied. i That suitable standardized methods of protection be employed, where necessary, at crossing*, to facilitate uniformity and the public understanding of the signals. That crossings be periodically inspected and maintained in sound travable coudi- lion. Your committee also recommends that greater advantage be taken of the opportu nity of presenting the crossing safety subject to school children throughout the nation, in similar fashion to the way this work is being conducted hy some roads, particularly Use Atlantic Coast Line. It is also recommended that officers or suitable representatives of railroads present the crossing' accident situation at luncheon clubs and ether places where men gather, this work often reaching those who arc em ployers of drivers of motor car vehicles. Summary of Conditions and Practices Involved In Certain Accidents By W. J. PATTERSON Director, Bureau of Safety, Interstate Commerce Commission The speaker said in part: It is difficult to discuss the subject of railroad acci dents without appearing to take % more or less critical attitude concerning the existing situation. Obviously, there would be no such accidents unless defects ex isted, rule* were violated, or someone failed to think or act in a safe manner. hast fall the Commission investigated a rear end collision on an eastern railroad in which 14 persons were killed and 32 injured. The accident occurred on a double track line equipped with automatic block signals and an automatic train stop device. The engmeman of the following train received a calling-on signal indication at the entrance to the block in which the accident occurred; this signal authorized him to proceed at "restricted speed." which was defined in the book of rules. The engineman operated a forestalling lever of the automatic train-stop device nnd entered the block at a km rate of speed; at that time lie knew the block was occupied by another train, having been following it when It entered the block, but he assumed that it would keep moving and consequently allowed the speed of his own train to inore;M* witli the expectation of proceeding as far as the next automatic signal; however, the preceding train, which was out of sight around a curve, stopped short of that automatic signal on account of switching operations brad The engmeman of the second train was looking across the curve in order to pick up the indication of the automatic signal and tailed to see tire rear of the standing train or its flagman until too late to avert the accident, altliough he had a view of the standing train for a distance of about 900 feet. Tim rule under which his train was proceeding was simple and easily understood. It was evident that the employees did not Ijftve a clear and correct understanding of what was meant by the term ``restricted sjsced" and that proper effort uas not nude eitlicr to observe or enforce the sequirement* of the rule. Safely Section, ARA--Steam Railroad Section, NSC 397 Shortly before the accident above referred to, there were two oilier accidents which were of an unusually serious nature. One occuiretl in the southwestern section of the conmry and was caused liy a flood resulting from a cloudburst having washed avwy the fill supporting one of the abutments of a bridge, permitting it to collapse under a train; while the other occurred on an eastern railroad and also involved flood waters, the center pier of a bridge having been undermined. In the first of these two ca*c* not only did it apj>car that the washing away of the fill could have been guarded against by rip rap or oilier protective measure;,, but the need of such protection had existed for two years. In addition, rains earlier in the ntonih had resulted in the bank of the stream and also die toe on tlic slope of the fill supporting the abutment, being washed sufficiently to direct attention to the need for protection. Local resident* using the highway had observed the condi tion and recognized the jKJbsibitity of danger to the railroad bridge but no repre sentatives of the railroad had made sufficient inspection to discover the condition. One of the function* which must necessarily accompany the safe operation of a railroad has to do with the taking of protective measures Indore actual danger develops. In the second cac involving flood waters, the undermining of the center pier of the bridge permitted it to settle under a passenger train, resulting in the derail ment of the entire train, the death of two persons ami the injury of twenty others. The piers of the bridge had been built on a gravel foundation ir> provision being made to guard against scouring, because it was stated that the gravel was too compact to permit the driving of piles. American Railway Engineering Association rules covering inspection of bridges provule in part that the insjtcctton of foundations should include an examination for indications oi scouring or umlcnmmng. and that whet: necessary, soundings should l>e taken for this purpose. The evidence of this case indicated that the company had made no underwater inspection nor taken any aoundiugs ior the purpose of detecting possible scour at any lime subsequent to the erection of the bridge 29 years previously. Speed has been a factor in a number of the accidents which were investigated.. One of these involved the derailment of a passenger train due to excessive speed on a sliarp curve, the evidence indicating dwu the engine turned over from centrif ugal force, without marking the ties between the rails, while traveling at a speed estimated to have bceu from 50 to 65 miles per hour, although tine speed of ixissengcr trains on the curve where the accident occurred was restricted by slow board to 30 miles per hour. The other accident in which speed was a factor involved failure properly to control speed in an occupied block; this is a frequent cause of accidents. This accident orcurrcd on a single-track line, trains lieing operated under a manual block-signal system. The fiist drain had 113 cars with a helper behind the caitoose, while the second train had 127 cars with two engines on the head end sum! a helper behind the caboose. After passing the last block office the first train had been stopped and shortly afterward was struck b> the following train. More or less fog had prevailed, and it was very foggy in the vicinity of the point ol accident Investigation^ developed that the second train passed Ute last block office 41 minutes behind the first train, made no stop en route, and had proceeded at an average speed of about 23 miles per hour, whereas the maximum permissible speed for freight trams with heftier engines was only 25 miles i>cr hour ami under the rules u follow ing train in an occupied block was required to be operated under such control that it could be stopped slx>rt of a train or obstruction. The brief references I have made to accidents investigated by the Bureau of Safety during the past year do not represent unusual conditions. Accidents of tins kind are encountered in our work year after year and arc detailed in our accident investigation reports made public from time to time. Many' railroads arc availing themselves of the information contained in these reports to aid in discovering and correcting dangerous or undesirable conditions am? practices on their lines before they result in accidents. Certain railroad officers devote their entire time to safety work, yet they are seldom found at the scene of #i train accident oc in the investigation loom. A train accident is a serious matter. It may and frequently docs result in a considerable number of deaths and injuries, and large property loss- Surely the fundamental idea of safety applies to train operation end the methods and practices followed in 398 Twenty-third Annual Safety Congress--National Safety Council connection therewith, vet the duties and responsibilities of safety officers do not appear to include opriating conditions and practices which vitally affect the sate handling of trains and the maintenance of the track and equipment involved, In the ease of each oi the accidents to which l liave referred, there was not a single recognized safety officer present at the investigations. - In connection with the non-observance of rules which was involved in some oi the accidents I have mentioned, there is one matter which i desire particularly to call to your attculkxi. Frequently an investigation indicates that employees have oven doing or have been failing to do certain things in violation of the rules until it develops into an established ytaclice and this practice finally results in an accident. Under these circumstances the employee usually is held, at fault. Rules aud instruc tions governing the operation of truiut are based o* years of experience and are the result of careful deliberations of the best minds among experienced railroad oper ating officers: yet there are occasions when these important rules are not enforced, violations being overlooked as a matter of expediency. An operating officer assumes a grave responsibility if in his desire to expedite the movement of traffic he permits violations of the rules to go uncorrected. The rules of various railroads differ, but all of them have the same ultimate object in view, namely to insure that signals are displayed behind a train to provide adequate protection. In many instances how ever, it is common knowledge that in order to avoid delay the flagman is not ex pected or required to comply with the rules. On some roads the flagman starts track promptly aud continues for a proper distance or until recalled. But on others be loiters around the rear end or is not expected to go back any great distance; wlien tliosc things are observed frequently the natural inference is that the employees arc reflecting the attitude of those charged with enforcement of rules on the par ticular railroad involved. Another example of rules being frequently overlooked lias to do with speed. I venture to say that violations of speed restrictions or rules governing speed arc among the most common rule violations on, the railroads of this country. Oul of 8? accidents investigated by the Bureau during the fiscal year ended June 30, 1934. excessive speed was involved directly or indirectly in at least 17 cases. To avoid accidents, there are two essential principles to be kept in mind; first, rigid enforcement of and obedience to rules so that as a result of instruction, train ing and practice llte employee will, in ease of emergency, instinctively do the right thing; and secondly, thorough investigation of all accidents for the purr>ose of ascertaining not only the immediate causes but also the underlying factors leading up to the immediate causes, and then applying the proper remedies or preventive measures. Report of Committee on Train Service Accidents By D. G. PHILLIPS Superintendent of Safety, Wabash Railway, St. Louis, Mo. The speaker said in part: Our record of train service accideuts shows that in 1933 a total of 4.598 persons were killed and 15.107 persons injured. Confining the figures to employees on duty, we find^ that a total of 329 were killed and 6,032 were injured. Of these 209 tiainmen were among the killed and 120 were other em ployee fatalities. And among the injured. 5.468 were tiainmen aihl 564 other em ployees on duty. The relative importance of train service accidents as compared with accidents of all classes becomes evident when yon note that out of a total oi 500 employees kilted on duty in 1933, of these 329 were classed as tram service accidents, while of the 15.583 employees injured in 1933, 6,032 were injured in train service accidents. When major injuries alone arc considered, tltc proportion of those injured in train service accidents is much higher. Another thing that makes the matter of train service accidents of great Importance is that nearly all of tlc*e accident* are_ pre ventable ; i other words. hundreds of employees are killed and thousands injured unnecessarily. a. The causes of accidents of this class and the remedies to prevent accidents of Safety Section, ARel--Steam Railroad Section, NSC 3<)y this class arc just what they were a year ago, and just what they were four >u* 1 he task before us therefore is not to discover causes of accidents anu not to discover what the remedy is, for these have both been made apparent years ago Ihc important thing before us, then, i$ what to do. or rattier lw to get the rtntedv appheu. Let us look, then, at some of 'lie outstanding types of these accidents. Cont-liug or mtconflmg curs or h'Comulivcs. The Intestate Cununcicc Com- mtastou figures show that in 1933, 12 persons were hilled and 246 injuied- and that ol these 9 trainmen were killed and 238 injured, and 3 other employees were killed and 8 other employees injured. This type ot accident is the one "in which sliced seems to be accountable for most ot die injuries lait in reality ll.cv a,c the result of violation oi tule*. '" These in supervisory capacity should see to it that men in this class oi service as well as all others, fully understand tliat a request for work to be done in less tune is not m any way to be considered as permission w invitation to violate sak-tv rules to accomplish the task. hand brakes. Of the 15 persons killed and 514 persons injured in 1933 whde operating hand brakes, ah were employees on duty. AU those killed and 511 of the injured were trainmen. While there was an increase of 2S per cent m fatalities when compared with 1932, the number injured decreased 13 per cent ' k**" * steady Improvement in the total number of casualties, the figures tor 1933 showing a reduction of 55 per cent under 1930. In studying the causes of these accidents, we find coiuiderable evidence of lack of lotethougbt and care on the part of the men. ft is recommended that a definite educational program Lie instituted with con centration on the following suggested subjects; the importance of first siiiug up the job quickly and thoroughly from all angles; the different types of hand brakes method of operation; brake dubs, examination fur strength and proper use of; position of feet on brake platforms and manipulation of the pawl; importance of secure footing, particularly in winter; impotttiicc of luting a firm grip; precautions taken with brakes tliat arc set too tightly; precautions to be taken when on a moving car or on a standing car. Getting oh or off ca>s ot locomotives. The total number of persons killed in this manner m 1933 was 516. while the total injured was 3.785. Of these 15 anIdoyees were killed while on duty and U45 injured: 11 of tlie killed were trainmen and 1266 injured, while other employees killed uumlwred 4 am! 79 injured This tabulation shows progress. When compared with 1930 the total casualties to employees on duly decreased 52 per cent including a reduction of 67 tier cent in fatalities. There was a decrease of 19. or 5b per cent, in the number killed and a decrease of 3)4. oi 13 per cent, its those injured as compared with 1932 The chief causes of accidents tinder this classification are falling, either due to sltoping or tripping, getting on or off cars or locomotives while in motion, and stepping down on uneven icadbed or on obstructions. - Many of these accidents occurred at night or during inclement weather and some were due to defective equipment. Most railroads have safely rules in effect which, if complied with would have prevailed a great many of these accidents. The greatest progress can be made by rigidly enforcing the rules and applying suitable discipline in individual cases of rule violations. Operating loeomothvs. In 3933. 5 persons were killed and 834 persons injured while operating locomotives, all of them being employees on dutv. Accidents under this classification are generally due to the failure rrf engmenien to comply with the operating rules of the railroad, as well as the safety regulations established for their protection. Many improvements can be made in the iticim*! of cleaning fires, handling coal, as well as the methods of using fire tools and it is recommended that safety officers give particular attention to this subject. One of the outstanding causes of serious and fatal injuries umfer this classification is the taking of water at water plugs in alt kinds of weather, and in a great number of instances the inefficiency of operation is due to die lack of proper maintenance of these water plugs. The unexpected movement of the locomotive plavs its part in tle serious phase of injuries under this cause, and proper cooperation fcy the men on the locomotive is essential to eliminate this type of accident. The operation of stokers and power reverse gears, squirt hose and other me 400 Twenty-third Annual Safety Congress--National Safety Council chanical equipment call for constant education and training' to eliminate them as potential accident hazards. Operating switches, Although none were killed in this manner in 1933, 176 persons were iujuieJ, all of them being employees on duty. Of these -165 were trainmen ami 11 other employees. The reduction of casualties due to operation of switches has shown 3 very marked decrease over 1930, 2 killed in 1930 against none in 1933, 378 injured in 1930 as against 176 in 1933. This indicates that employees are exercising more care while handling switches. Of the causes leading to these injuries wc would enumerate the following as the most important: insecure footing; haste in attempting to throw the switch; im proper position of man throwing the switch; switch liard to throw*; and unsafe conditions around switch. The first three of these causes might all come under the single heading '`haste.'' Before attempting to throw the switch a man should be sure His footing; is secure, that his body is free of the movement of lever, and he should never take it for granted that the switch will be easy to throw; because of variable weather conditions, the switch that is easy to throw today will be hard to throw tomorrow. A man should never undertake to jerk-the switch lever over; because if he jerks on the lever with the expectation that it will move easily when for some reason it is hard to mnye, injury is apt to result. He should always take a linn hold and throw the switch over with a steady uniform movement, being sure that there is no obstruction that will catch his hand in the movement of the switch lever. Those whose duty it is to keep the switch in good working condition, and to keep the vicinity of the switch dear of unnecessary obstructions, should see that this duty is performed. Switches need frequent inspection. ' Struck and run over not at public crossings. The total persons killed in 1933 numbered 1,792 and 958 persons injured. Among employees on duty ID1 were killed and 146 injured; of these 32 killed were trainmen and 74 injured, and 69 killed were other employees and 72 injured. The reduction of employees killed on account being struck and run over not at public crossings is very marked, 231 hating; been killed m 1930 as compared with 10! in 1933. I think this good showing has been largely brought about by the special attention given to (lie elimination oi the causes of such accidents. An examination of casualties under this heading classifies nearly all of them as due to one of three causes: (1) failure to took both ways before stepping on the raihoad track; (2) walking on tire railroad track or foul of the track when possible to walk elsewhere, and (3) walking too close to the end of a car in a live yard. Practically alt of tlicse injuries are easily capable of being eliminated. Thfc remedy is. apparent and may be briefly stated as follows: (1) always look both ways before stepping on the railroad track: 12) never walk on the railroad track or foul of the track when possible to walk elsewhere, and (3) never go within ten feet of the end of a car in a live yard. Getting On or Off Cars and Engines and Operating Hand Brakes By E. A. MEYER Manager* Safety and Fuet Departments, Chicago. Milwaukee. St. Paul and Pacific Railroad, Chicago The speaker said in part: Accidents resulting from the operation of hand brakes show an increase oi 3, or 25 per cent, in fatalities during tire {last vear In alt there were 15 killed and 514 injured. You can plainly see that here is a field for some intensive work to cut down these injuries that are so unnecessary. Very few of these accidents were caused from faulty equipment and a great many were due to falls, losing hold, slipping or losing balance. I believe that we could cut down Safety Section, AfiA--Shunt Railroad Sect sou, NSC 401 these accidents to a minimum if an educational program were carried <*n among employees. t am happy to call your attention to the fact that accidents due to getting on or off cars Or locomotives show a decrease, only 15 employees being killed instead of 34, a decrease of 56 per cent. Instead ot 1,949 being injured, there were 1345 injured or a decrease of 13 per cent. 4 All of these acckkmls due to getting oh or off cars or locomotives were due to the following unsate habits: uncertain hand or footholds, attempting lu get on or off when not competent to do so, inability to see where they were alighting, and alighting on rough, uttevco or slippery surfaces or on trogs oi switches, or care lessness. Before wc liad safety rules, men were getting out of gangways of locomotives facing outward and performing Otlrer hazardous stunts, trusting to luck that they would alight like a cat, on their feet standing up. These were unsafe habit* and it has been hard for some of the older men to break themselves of such liabits. *" One of our master mechanics had a habit of getting down out of the gangway of an engine when facing outward. He realized it was a dangerous practice and that he was setting a bad example for his men. One day l did this as I happened along and he remarked to me: "I am going to break mvsclf of that habit." So he deliberately got on and off the engine several times in the proper maimer until lie felt sure of himself; and then he remarked to me: "That is the last lime I am going to bungle the job of getting off an engine." Moreover, he stuck to the good habit. In other words--he crowded out a bat! habit with a good one. Coupling and Uncoupling Cars and Engines and Air and Steam Hose By D. A. KLUMPH Supervisor of Safety, Perc Marquette Railway, Grand Rapids, Mich. . T** speaker said in part: In the coupling and uncoupling of cars and locomo tives, we were able to show a reduction, comparing 1933 with 1930 especially to trainmen.--and they do most of that work. A comparison of the injuries to employees from this cause, for the past four years, shows conclusively that it is not rules alone that will atop these injuries because tf there is any one thing that is adequately covered by tlr rules it Is this kind of work. To quite an extent, it is the older employee who is injured in per forming this work, and it seems to be due to his opinion that because of his experience in tuc old link-and-pm days he can still go between moving cars without injury. But in most cases he will not allow a member of his crew to do t because of the danger involved. Because all injuries of tills type are caused by violation of rules, it is within the power of the operating officials to stop these accidents through rigid enforce ment of rules. Coupling and uncoupling air or steam hose: we find that comparing 1933 with 1930, we have had more fatalities and fewer injuries in 1933. The principal cause of these injuries seems to be failure to reduce the air brake picssurc before endeavoring to uncouple the hose, and perhaps a more rigid rule m regard to this might be introduced with good results. Another' cause for many of the serious accidents is failure to protect the work man with blue signals or otherwise in compliance with the bine flag rule These violations m many cases are too often caused by the desire on the part of someone to gam time ot the expense of safety. As to the lute situation, which is my pet hobby. because I have been pretty closely connected with it for a number of >ears, I feel that we van Have too many rules. It seems to rnc that the more rules we have,, the greater number of violation* to rule* occur. It is a good deal the same with rules as with our laws, We have so many that the average man doesn't know he is violating the law in what he is doing. 402 Twenty-third Annual Safety Congress--National Safety Council Struck or Run Over--Not At Public Crossings By D. G. PHILLIPS Superintendent of Safety, Wabash Railway* St. Louis, Mo. T(jc speaker said in part: Last year, out of 500 employees killed oo the railroads of the United States. 101 were killed because of being struck and rut* over, not at public crossing--almost one-filth of tile total number. Nearly all fatalities and injuries due to being struck and run osar can be clas sified under three heads: first, stepped on t!w railroad -track without first looking in both direction*; second, stood or walked on the railroad track when he couM have walked some place else; third, walked too close to the end of a car xa a live yard. - AU railroad employees and other persons know-, without anybody idling them, that those three things arc dangerous and unsafe. They know they shouldn't do them and they don't want to get hurt or killed. TIwo why is it. when alt <4 them agree on those things, that 101 railroad employees were killed in that ijay last year? That is the answer that you and I must find out Tl*e answer is. m an offhand way, supervision. But vou have said nothing, you have solved no ]>roblcm when you say. "supervisionWhen you say '`supervision" you must include that course of conduct on the p*vt of supervisors that secures the coopcratiun of the men. Tlierc are a good many things that are done hi the exercise -of sujtcrWvion. In one of our shops not loop ago, the shop superintendent found a man without goggles doing wliat is known as '`goggle work." He promptly suspended him for five days and sent him home. Tlut is supervision--one kind erf supervision, or. rather, a pari ui supervision It had a wonderful effect, especially on the other fellows. A few days later, this shop superintendent beard that the man's family was in very destitute ciicumstances. We were only working about 6 days a month at that lime, awl he lost five days of the six on account of not wearing his goggles. The shop superintendent went out to dial man's house. He had five little children, two of ti>em under five years of age, and the only food of any kind in that house was one-halt loaf of bread. This was in the winter time and all they had was one stove, a cook stove. The superintendent was so moved tliat Ite came back to the shop and took up a collection of about $20 and presented it to this man's wife. A short time afterward, when the man came back to wotk, be thanked me with tears in his eyes for the money wc had given him. I told him that wc had not giveti the money to him. but that we had given it to his wife. "Well." he said. ``I will tell you one thing, Phillips; you will never find me guilty again of doing that kind of work without my goggles o*." And the question with me, gentlemen, is which had the strongest influence on that man's action, the five days' time which he lost, or the help that was given his family m a time of need? . Here is www more supervision. Mr. Cole told me this story the other day. He went down to his shop round-house, and found a man who was not wearing goggles when Ik* should have been wearing them. He called him down off the engine where he was at work. He knew the man's circumstances, that lie was just about ready to get his home paid for. I don't remember what t!*c fellow's name is. but Cole said. "George, you have violated tlic goggle rule." George knew' it He said "George, you liave a little girl in your Ixxtw. eleven >cars old. who has never, because of infantile paralysis, been able to put her feet lo the floor. You lave a wife who is already worn out with the care of that invalid child, George, il someone would go to your home and tell your wife that you have lceu blinded in both eves, !*ow would you feel, knowing that you were no longer able to help care for that little invalid and to help her mother m the struggle to keep things going George had stood w ith his lwarf down while Mr. Cole was talking to him. He looked up with tears in his eyes. He said, "Mr. Cole. I have never been talked to about safety in that way before. I have always thought there was a lot of hooey Safety Section, ARA--Steam Railroad Section, NSC 403 in this safety movement. But-'T now realize what it means to me, and you tan rest assured that never again will I do that kind of work without my goggies on" That is some more supervision. Notice tle result*. LWt think ior a moment that 1 am deprecating punishment for nou-enforcemcnt of rules. Safety rule* should be adopted and they should be rigidly enforced by whatever methods arc ncccs&arv to cause the employee to comply with them. But enforcement is only a part of supervision. Here is some more supervision that brought good results. On the Wabash Ratiway this year we laid 00 miter of new 110 pound steel. Wc had a gang of 115 or 120 section men engaged in that work. About the time tlicy started this work we happened to have a division safety meeting within four or five mites ui where this camp was. The supervisor, a Mr. Watkms by name, loaded his fellows up and brought them tn to the safety meeting. - I was there and I told them just how to do their jvb without an*body Rctiiug hurt. About three months later, they completed that job. and not a single man had heed injured. WEDNESDAY AFTERNOON SESSION October 3, 1934 Interesting Employees in Looking After Their Own Safety By J. CLYDE MIXON Chief Clerk to General Superintendent, Northern Division, Atlantic Coast Line Railroad Comppny, Savannah* Ga. The sjwaker said in part: One of our South Carolina piulo~,pltCs>, Bob Quillut, once sard: "If wc would pray more often for common sense, we would not have n> pray lor rain." Expand that thought for yourselves. Safety is common sense in action. "Interesting employees in looking after their own safety" i but another way of **>'. "Sell the idea of safety to your men." Before one can sell anything to someone else one must sell oneself. Yon may be sure that in a section wJicrc there *s a poor safely record it is primarily the result of the indifference of a Mtncrvriury officer, or the result of his inability to sell the idea to his men and keep them sold ui it. We must keep everlastingly at this proposition of 'safety. A wise man who lived in the Orient once said: "Nothing is ever definitely finished among men. lor each thing stops only to begin again." We can put that ilown as a law ot nature. It ha* been said that "eternal vigilance is the price of *afcty", and that is quite tvue_ We must constantly drive home the doctrine of safety mimlcdnt'M. If the supervisor is indifferent, there isn't anything to do about it but "decapitate" him. and the sooner the better, because it is an indication im *it* ut iu rowuct* but of his unwortliinm to be a leader oi men and a representative of enlightened management. Jt should not be difficult to get men interested hi looking after their own safety The first law of nature, the law' of tl*c jungle, the law of sch'-pre^nation, is or should be invoked by every worker. It requires son* time, however, fur men to be sold on this idea---that they must look after themselves. There is also, of course, the appeal to a man's higher nature, lire duty he owes to his t'amilv. then to his fellow workers and the public whom he serves. * But I want to approach this subject largely from the angle of responsibility and the opportunity of the supervising officer. It thrills me sometime* when I think of the opportunities the supervising officers--the foreman, the master mechanic the trainmaster, the superintendent--have if they exert themselves as the leaders of tire men working1 under their supervision. What an opportunity this man has lo accom 404 Twenty-third Annual Safely Congress--National Safely Council plish something worth while ia this biicf span of life, where we arc all put here for a purpose, ami where true happiness is derived from doing something to help our fellow man. Men can be led. We see evidence of this every day. We see men being led by unscrupulous leaders and demagogues into destructive paths. Unfortunately the vast majority of men, it seems, like to have someone else to do their thinking for them. This trait of human nature should be capitalized by the supervisory officer not only in his effort* for better safely but in aiding him to carry on all the activi ties for which he is resjomible. After all. safety is really a synonym for efficiency. Where there is a poor safety record there will also be found a state of inefficiency. Tlte supervisory officer must, therefore, so sell himself to his men as to become their leader, their authority, their guide, their tcacltcr. It has been done, it can be done, and it must be done if the supervisor is to live up to his responsibility in this age of ever advancing progress and complexity, and if lie is to maintain his right to hold a suixtrvisory position. This angle--tlw opportunity of the supervisor--has been neglected in the past. The supervisor can and should be made a development agent for loyalty. Someone has wisely said that "an ounce of loyalty is worth a pound of cleverness.'* Our discussion naturally leads us into the question of discipline, highly necessary in any organization where large numbers are employed. However, the chief meaning of this word discipline is not "correction*' or "clmstiscment'' or "punishment"; but the foremost definition is this: "the treatment suited to a disciple or learner; education: dcv<.*lujm)cnt of the faculties by instruction and exercise; training, physical, menial or moral. Education is a i*oUnt factor in this business of safety, just as it is in any worth while undertaking. Wc have our established channels of education and instruction in this safety movement. Wc have our committees. Wc have our organizations. However, tliesc orthodox methods arc not always sufficient Interest sometimes lags. It is your job and my job to see that interest is sustained. Education of the right kind must come largely from personal tutorship. Here again, lire responsibility and the opportunity of the supervisor must be stressed. Au employee docs not reach perfection when be lias passed an examination, or when lie has been promoted from one rank to another, it is a constant, unending process of evolution and development. Our scheme must be fitted to meet the needs of tlc hundreds of ever-changing personalities with which we have to deal. Someone has said that the standard rule book is the railroad man's Bible. This leads me to mention a practice on our road tliat may not prevail everywhere. Attendance at our safety committee meetings is not compulsory, though they are usually well attended. Wc find, however, some disinterested, unloyal (perhaps rather than disloyal), workers who do not receive the benefit of what transpires at the safety meeting*. Attcmlance at our rule meetings, a scries of which is usually held semi-annually, is compulsory. Our trainmasters, who usually conduct these rule meetings or schools, invariably devote a period of time to a lecture on the first rule in the book: "Safety is of the first importance in the discharge of dutvj' Moreover, in discussing all the rules, the safety aspect is not forgotten and t$ stressed. This question resolves itself to a great extent into a study of the science of personnel management It is a big subject. Some railroads and many other indus tries have pentonnd departments. out those in charge of such departments act only in a general way. The immediate supervising officer is the keynote of the success of healthy personnel relations _in any establishment, and great indeed is his responsi bility as well as In* opportunities. I would like to close my talk to >ou with these words from that great soul, Elbert Hubbard, whom l am fond of quoting: "The man who is worthy of being a leader of men will never complain of the stupidity of liis helpers, of the ingratitude of mankind, nor of tire iuapprccialton of the public. These things are all a part of the great game of life, and to meet them and not go down before them in discouragement and defeat is the final proof of power." Safety Section, AHA--Steam Railroad Section, NSC 405 Report of Committee on Non-Train Accidents By C. F. LARSON Superintendent of Safety, Missouri-Pacific Lines, St. Louis, Mo. The speaker said in part: The report of our committee (which lias been dis tributed to all delegates) shows tliat there are greater numbers of injuries occurring *n non-train accidents than in train and train service accidents combined. You might get an erroneous impression from this, tliat there is a higher casualty rate in that type of occupation than ici train and traiu service occupations. That is not true. It is because there arc more men working in those two occupations---main' tenauce of way and maintenance of equipment--Uum in th$ other*. Therefore, there is more exposure to injury and more accidents occur. I have taken sonre figures from the I. C. C. reports with respect to the casualty rate among non-train employees and I find tliat under the head of maintenance ot way and structmc* in 1933, in Group A, the larger railroads, the average was 6 03 as against 12.04 in transportation; in Group B it was 5.68 in maintenance oi way as against 13.03 in transportation. The ratios in Group A were from 1.48 to 13.99 in maintenance of way. To give you many of these classification would take too much time. However, in Group D wc find a peculiar situation. These ratios per million man-hours under the head of maintenance of way start with none (not a single reportable casualty on one road) and run up to 34.26. Under maintenance of equipment for your mechanical men, in Group A, the average was 5.88 as against 12,.04 in transportation. In Group B, the next largest railroads, the average was 6.03 a$ against 13.03 tn transportation. So it would appear that while we have been worrying about the greater number, of accidents prevailing under the head of non-train occupations, we are making a Iletter record than they arc in the transportation department. Falls of Persons and Handling Materials and Tools By ALBERT A. MILLER Engineer, Maintenance of Equipment and Structures, Missouri Pacific Railroad, St. Louis, Mo. The speaker said in part: In the maintenance of way departments of our rail roads, between 90 and 95 per cent of the men engaged are handling materials or tools wlien they work. They are ordinarily doing things under the direction of someone who has been delegated to accomplish certain, definite results with men, materials and tools. These men are subject to orders and will do that which is a reasonable demand upon their efforts. Where direction is proper and the results to be obtained arc discussed and made plain, men ordinarily perform in an orderly and harmonious way. 4 Where men, materials and tools together are involved, only one of the three has intelligence. Tin* other two--materials and tools--have no intelligence, no thought and no ideas. They move or arc moved entirely without any power within themselves. Men are not at the mercy of matter; material and tools arc not masters but -wrvaota; they can be controlled and made to answer thought whenever ami wherever man wills it so. ' But men do have weaknesses tl:al should be adequately covered by a factor of safety. Some of the weaknesses of men are fear, timidity, lack of capacity to con centrate. lapses in clear thinking brought about by the jarring testimony of the senses, thinking beyond the act instead of synchronizing a dear thought with the act. These weaknesses are the unseen fracture* in thought. Why is it not just as logical and just a* reasonable to overcome these weaknesses of thought by adding more thought as It is to overcome the weaknesses in matter by adding more matter? Should we not expect almost like results? Based open experience and the best thought that could be brought to bear uj>o *106 l wnily-thtrd Annual Safety C onyress--National Safety Council the matters involved, we have provided rules which, we say, it thoughtfully aud conscientiously followed should picvent accidents,--not only those of a kind involv ing men falling on account of the handling oi materials and tools--bul most accidents of all kinds. ... When accidents do happru, we investigate to determine, it possible, the underlying causes. Iniortnaliuu brought together following such investigations is broadcast in order to give others llur Ix-iuTiI of the ccniciusions. There is. I believe. a very much stronger tendency and a more lively disposition to dig down and uproot underlying causes now than obtained a few years lack ju>t to snjKr/lcinlly examine into an accident is dangerous, if it i expected to use information so collected for giving out lo others; if the examination into the under lying causes is exact and complete, then information from such analysis sent out to others will smclv bring xmic worth while results. * Assume that all men read the rules which should govern them and tliat they onderMand llxrn; assume that they hear and comprehend the proper words ot advice and direction as tlicy cmiiic from sources of dependability anti seasoned thought; ns-iimic that tlic thought of sell preservation is generally as strong iu one man as iu another; and (uniter assume tlut clear thinking during the processes of ordinary functioning is as available to one man as to another--would there then be as ma.nj falls of persons due lo handling materials and tools as now obtain? Then why do we continue to liave such accidents, mid why don't we do those things which will prevent them? The real reason why we continue to liave such accidents is that we are per sistent law breakers: our weaknesses manifest tlx-nise'ves; dear thinking is uieu submerged in a sea <i confusion with the result that some law*, rule or regulation is violated and the result is usually disastrous. The reason that we don't do those things which will prevent these accidents is that supervision has n >l yet made up its mind. When supervision definitely and courageously sets iut-H to the task of rinding ami providing an adequate factor oi safety for men, then the weaknesses of men will lx* as impotent !> dr: harm as tlx* weaknesses of material-- stack led as they arc by a factor of safety. Falls of Objects; Motor Cars--Care and Operation By G. B. FARLOW Division Engineer. Baltimore & Ohio Railroad, Pittsburgh. Fa. The speaker said in part. The usual accident from lulling objects consists of track employees being, struck l*y falling stone in cuts, or from cool or other lading failing from* passing cars, and such accidents in tlte bridge and building department as dropping of tools from overhead, dropping of blocking or other materials from bridges, buildings and structures on employees working underneath. The majority of these accidents are preventable--those involving trackmen by the observance of the general rule of properly clearing all running tracks at the approach of trains; aid in the other crafts, largely a matter of discipline in the gang. Well organized gangs, properly supervised, can so regulate tlxir tasks that it will not lx necessary for men lo work directly above one another, where they might be struck b> objects falling The cure i* obvious: give the employee the proper training, insist on the proper discipline, and this etas*, of accidents, in a large measure, can he overcome. The *t>l jeet of "Motor Car Care and Operation" is one that is of major im portance m the maintenance o way department. The care c*l the motor car is primarily the responsibility of the employee in charge. It is his duty before placing the motor car chi tlx track for movement to determine by careful impcctioo. that it is hi safe operating condition, ft is important that supervisory officers frequently check condition of cars assigned to foremen, signal maintainers or other employees authorized to use them. It is the supervisor's duty to so impress his subordinates that they will take no chances by operating a car with defective brakes, operating equipment, running gear, safety lailing or deck. It s. however, the railroad's responsibility to furnish ears of safe construction. Safely Section, ARA--Steam Railroad Section. NSC 407 Tlicrc is still in operation on a number of railroads the tyjie of car which is not safe lo run. Mv opinion is based on a number of personal encounters, as well ns the sad history of unfortunate accidents to others. This type of car is known as the "side load car." It consists of a frame, the engine and seating arrangement being placed directly over one rail and equipped with one or two wheels on opposite mil ol lighter construction in the form of an outrigger. The design of this type o-f car is fundamentally a hazard due to the fact that tlx* center of gravity is not over the center of wheel bearing but carried over one rail. There are many improvements that can still he made to lightest the weight of rail nxitor car* used for inspection service and tliovc lor medium iml heavy dut. There is a crying need for improvement in the manner iu which tools arc carried on such cars--a source of potential accidents. I can think of no more severe casualty than that which would result from tools falling off a motor car while traveling at maximum speed permitted by the rules. Tools falling from tlx* car might easily cause a disastrous derailment, and men on the car in such a catastrophe would have no opportunity ot avoiding injury. ' Safety rules have, therefore, been designed to overcome such, a hazard. They consist usually of a cautionary admonition to place tlte tools ami material carried on such cars in a secure position and remind the foreman or other employee in charge that he is responsible to see that tools are in a secure position; but 1 ask you. in all fairness to these men, whether the provisions made for carrying necessary tools by track gang or bridge gang on a motor car are such that they can lie placed m a secure position? I believe that tlic method of carrying- Joyls* on a motor car could lx improved upon; tire motor ear can be so designed that a suitable receptacle under the seating arrangement of the car can be provided and designed to fit tools normally required, and when snch took are placed within this receptacle <e*vtely encased on belli sides, ends, bottom and top, that such class of accident* ran he prevented. Until such improvement is made iu the design of motor cars, it is ini(k<rtaiit that super visors frequently clieck their gangs to determine if tl>e necessary tools arc placed as securely as possible and the responsibility of watching them definitely assigned to individuals in the gang. Eye Protection and Safe Clothing By J. C. MILLER Shop Superintendent, New York, Chicago & St. Louis Railroad. Conneaut, O. Tlte speaker said in part: Eye injuries happen so suddenly and without warning that even the safest worker cannot avoid them without the mechanical protection of goggles. How far this protection should be carried,. I have not personally de cided. There are few places where it would be unsafe to wear goggle# constantly, and yet sometimes they should not he worn, that is where the head room is not sufficient and the vision is obstructed by the goggle. We have had some had head cuts from wearing goggles in such locations. How ever, on the whole, to prevent eye injuries every employee should be provided whit proper fitting goggles, and compelled to wear them when doing any work that may result in injury to the eve. or when in dose proximity to work that might result in flying particles. In considering safe clothing, it is an established tact that any loo*e sleeves, neckties or other apparel should not he worn around moving machinery. Safety shoes, leggings, etc., arc very helpful. In a large organization, where stock can !>e carried subject to purchase by the employees, such protection readily available can reduce the number of accidents by their use. In allowing gloves around drill presses, boring mills and lathes to place and remove material, employees should he educated that these glove*, must not be worn during the actual time any of the machine* are in motion. Any Infringement of this rcquiiemcnt should remove the privilege of wearing gloves lo handle the material at all. even at the expense of a few scratches and cut* There is not a more danger ous job than wearing gloves around moving or rotating machinery. 408 Tivenly-lhied Ann ms! Safety C ungrcss--National Safety Council in the repair yards, we have augmented our blue flag protection with lock switches and flags equipped with a derailing device in many instances. Too much stress cannot be placed upon carefulness at aH repair yards. The car repair tracks should be locked and the blue flags placed by a man or men carefully selected for tilts job. When the time lor removing tlte locks and fl^gs to allow the tracks to be switched or other uork to be placed arrives, the greatest possible care should be taken to warn evcrylwidy along the repAir tracks of the move contemplated, and equal cure must be given to the retccking and placing of flags when switching is dune On our road, we do this by whistling and by personal warning to each employee before tire engine is allowed to come onto the track. Any violation of the blue flag rule is severely dealt with, and yet with all our precautions, we have had one fatal injury in the car repair yards during the present' year It has been my experience that men arc very seldom injured on any job where the danger is apparent. Unit is on work that is inherently dangerous. Injuries and butts generally occur on jobs where one would think, at first glance, no danger was present. It stands to reason that if every employee had someone standing over him 10 warn him of the hidden dangers in the work he was doing, no injury would occur. But thU method of preventing accidents is of course impossible. Substitution ior sue!) a procedure was built tip to a certain extent in the mind of one employee by the association of ideas. For instance, if a man would associate safety with his hands, and every time he noticed his hands, think of safety, or every time lr thinks oi safety, look at his hands, in a sltorL time.such a workman whose work is done by his hands, would so establish this thought in his mind that as soon as lie started to work and his hands came into view he would naturally look around to see what hidden dangers there may be* in the vicinity of tin* job lie is starting, and iu a wry short time this process of thought would become mectianical, the same as driving an automobile or any other physical effort in which we engage that is somcwliat complicated, and in which the movements arc done subconsciously when perfected. Falls of Persons and Objects By L. M- GRANGER Tool Room Foreman, Erie Railroad, Hornell, N. Y- Thc speaker said in part: Of the thousands of men injured on American Rail roads, every third man lias received his injuries iu connection with a fall or falling object. Some of the conditions which lead to injuries from inlls and falling objects arc as follows: Poor condition of floors, platforms ami walks; aisles not kept open: material carelessly piled; poor ladders and scaffolds; poor lighting; material falling from cranes, cars, engines, trucks, skids, etc.; window glass becoming loosened by vibra tion oi cranes, steam hammers, etc.; poorly maintained counter sltafts, line shafts, pulleys and belts: poor tires on trucks; oil and grease on floor, platforms, cranes, etc.: failure of cables or brakes on traveling cranes; material leaning against walls; flying rivet heads and chips; coal falling front tanks; insecure footing and Itand holds: stepping over loose material: slipping on rails; ladders slipping; getting ><ii and off moving locomotives; carls, trucks, turn tables, etc.; throwing material from cars, engines; loose clothing, greasy gloves. A modern railroad shop is a busy place. Exposure to possible injury menaces the workman from all sides and Iron) above and below. The traffic density through the mam aisles of the shop often equal that of the main streets o? our towns. We do uot have the service of traffic lights or officers to direct it. In our shops we mark the aisles with white lines and strive to keep them open at all times, the jxtwcr trucks move fn prescribed directions and far as {possible follow regular routes. All material is moved on skills or tote boxes to cUmhiatc excess handling. Skids are carefully loaded under the supervision of foremen to minimize the danger of parts falling or jarring off. Each department has available a hand lift truck- with which to move the skids in Safety Section, . I RA-Steam Railroad Section, NSC 409 or out of the department without waiting- ior a power truck, winch leaves no alibi for having the department cluttered up with material on which no work is being done. Each power truck driver tries out his brakes ami horn at the beginning vf llie day's woik. Trucks arc inspected, greased and oiled at regular intervab and all ntx*essary rep-airs promptly made. Where the load overhangs the body oi tl*e truck a workman precedes the truck lo clear tl*c wa>. Electric traveling cranes are carefully inspected arul repaired each thirty da>s by a competent machinist and electrician who give special attention to brakes, cables, limit switches, hand rails, etc. A record is kept of these imjvccthms tu fix respou* silnlily for any oversight. Each crane operator tries Ids brakes, horn -and limit switch at the beginning of his trick. Crane opeiatur will nut move crane or hoist load except by siunal from the floor nor will he move any load if the hitch docs not afticar sale to him, Endless rope slings arc used for moving light material with smooth surfaces to prevent slipping, endless steel cables and load chains arc used for iuiudlmg heavy material. Stecul slings are provided for handling bundles of flues or units, vvhhh wrap entirely around tlte bundle to prevent dropping any j*art of the toad. AH chains used for lifting arc annealed each mouth; tlte length nt chains adjusted and Wik- reshaped if necessary, A record is kept of this inspection. The floor space under cranes is illuminated by flood lights, high overhead. Knelt rranc has a spot tight for use of the operator. Line shafts, countershafts and overhead belts arc rapidly being clmMiiatcd by installation of individual motor-driven machine*, That jiortion which remains in shop is inspected daily. All ladders are ceiuipiKxl with safety sjnkes AH hose and handle tools arc repaired under supervision oi the tool room and arc inspected wIrii issued. To assist in checking on ail these conditions and the enforcement of safety rules, we have a group of our Safe Practice Committee make a weekly inspection of the entire property and tender a written report of all physical defects and all violations of rules. This committee has authority to remove from service at once any rkfitrlivc equipment found, also to stop any unsafe practices they observe. They dismiss from their minds everything except safety and concentrating on the one object, they accomplish much that might otherwise l*e overlooked. \Ve also have a committee of supervisors who make a weekly inspection of all departments, whose duty it is to observe and report on housekeeping conditions and place two prominent sign*, one reading "Dirtiest Department in the Shop" and one "Cleanest Dvjmrtmctit In the Shop." The unwelcome sign never remains in the same department a second week. With all our precautions, we Still have injuries due to falls ami falling objects. I have yet to investigate a case that was not primarily due to carelessness >r thoughtlessness, not always carelessness on the part of.the victim but carrkxsucss on somebody clse's ]>art. In my opinion three things arc essential to safety: 1. A safe place in which to work. 2. Safe tools and equipment. 3. Intelligent and alert workmen. There is no place in industry for the caiclcss workman. He is and should lie eliminated. The employee who is injured through carelessness is a marked man and had tetter Match ins step. We do not however believe in discipline a* punish ment for violation ol safety rules. Discipline as education i a valuable weapon. Most men will react favorably to & frank discussion >4 their fnnlts We of the Safe Practice Committee try to study each man \vh<? is injured or who violates the safety rules through carelessness lo determine why he failed to think, what occupied Hi* mind to the exclusion of his own welfare,* how to wake him up, and consider all methods fair that attain results. If the offender h an old man. we remind him that an accident might cm! his career of usefulness to his employer, that Ms advanced age would automatically keep him out of further em ployment elsewhere. The fear of a dcjicmlciil old age haunts every working man beyond fifty years. The middle aged offender is reminded that his carelessness might seriously interfere with his ambitious plans for the education of his children. 410 Twenty-third Annual Safety Cotnjress--National Safety Council A different appeal is needed for young men and boys. Old age and its attendant problems arc a dim and distant picture to them. II they have given any thought at all to marriage and family Inc, it ap;>eaL to them only as a glorious adventure, but they <lo think of sports. When we remind them tit an accident might slow them up oj the baseball diamond or the football field or miglrt cramp their style on the dance floor, we talk their language and get their attention. We draw upon all our store oi patience, all accumulated knowledge of human nature gamed through years of experience, to get our safely message across. Station and Warehouse Accidents and Their Causes By J. ROMANOFF Supervisor of Freight Operation. Erie Railroad, Cleveland, O The speaker said in part: A freight station, freight house, or transfer is ouK *5 safe as the agent wants it to be. " Investigation of accidents generally reveals that the real causes are carelessness, thoughtlessness, failure lo comply with safety rules, lack of experience, and indif ference to unsafe practices on the part of supervision. This latter cause is, as a rule, directly or indirectly responsible for the following unsafe conditions or practices around freight stations; the gang plank that is not secured: the supposedly empty carboy; poor housekeeping; the container or material temporarily placed on platform or aisle; lack of sufficient help on heavy shipments ami truckloads: improperly lalanced truckloads; improper stowing, oifing or load ing; the hc;ny shipment loaded on two-wheel truck wlien dolly should be used; the slippery platform that has not liecn salted or sanded; defective equipment; the handling ot sheet steel, threaded valves or other freight with sharp corners or edges without gloves: the trucker wlto is careless in his trucking in and out of cars. The rcsjKmsihiltty for the prevention of accidents rests with the agent, and his altitude is reflected In the actions of his suj*crvishu. Accidents cannot be elim inated without intelligent direction and the active cooperation of every employee. Cooperation dciwmds entirely on the attitude assumed by the sujwrviwn ami their ability to point out to employees in a diplomatic and impressive way vdj.lt the results from unsafe conditions and practices are. ' Here are a few safety suggestions su]Krvi>k*i might well follow: ]. Be safety minded, wholeheartedly and enthusiastically. 2. Conduct safely campaigns with the same thought and intelligence that thev conduct tlvcir station operation. *. 3. fihumiatc all hazardous conditions and practices. 4. Secure the confidence and respect of all employees in order to get the neces sary cooperation. 5. Consider tle character of the person they are talking to and in selling safety make it personal. Be interested hi tin: employee and his family. Make him realize tlmt safety is of vital importance to him. to his employer, but also lo those <lcpendent upon him. 6. A new employee should lr properly instructed on how to do his job safelv ami efficiently, and during the period of his apprenticeship should receive special attention from his immediate supervisor. who should see that he is coopted during his training period with a safety-jtmded employee. 7. Supervision should prevail upon employees to report any and all unsafe condition* and practices regardless ot how minor tltcy tlunk they may 1m* 8. Ah injured employee cltoukl not l>c permitted lo return to work until auth.pr ized to do so by the doctor. The employee returning to work before he is. able to perform his duties properly is ouk a hazard to himself and to his follow employees. 9. A supervisor sliouid make intelligent use of safety pamphlets, bulletins,'cir culars'.. slogans, and rules. 10. Supervision cannot sit hack ami he satisfied with past activities on safety. The job will not be finished until all accidents are eliminated and all circumstances making accidents possible are wiped out. Safety Section, ARA--Steam Railroad Section, NSC 4ii Report o Committee on Non-Train Accidents By C. F. LARSON Superintendent of Safety, Missouri Pacific Lines, St. Louis, Mo. The speaker said m part: Your Mtteolkm is again directed to the fact that uoa-traiu accidents exceed Loth train accidents and train service accidents com bined, According to the records of the Interstate Commerce Commission. 118 pcisons were killed in nou-tram accidents in 19J2. representing ZZ per cent of tin* total killed; and 9,417 were injured in non train accidents the saute >car. representing S3 per cent of the total injured. It would seem dial the main effort against non-train accidents should be carried on in the maintenance of way and maintenance of equipment departments, since they produced 77 per cent of all railway employee accidents outsklc of train and train service classification. This 77 per cent is divided Iwlweeu the two dc[*:irtmcnh as follows: 36 j>er cent maintenance of way. with 3,4.V> casualties, a casualty rate therefore of 7.78; 41 per cent in maintenance of equipment and stores, with 3,9-th casualties, a casualty rale ot 6.94. In planning a campaign on non-train accidents it is the thought of this committee that particular attention should le directed to the i*ur principal classes of accidents in the departments affected. These classes arc as follows: Falls of persons, 25 killed and 1,654 injured, a casualty rale of 17.G. Handling- tools and material*. 5 killed ami 2.949 injured, a casualty rate of 31.0. Falls of objects, 7 killed and 968 injured, a casualty rate of 10.2. Hand and Motor Cars (cave and operation non-tram only), 25 killed and 730 injured, a casualty rate of 7.9. All other classes of accidents. 56 killed and 3.116 injured, a casualty rate of 33 3. Your committee again calls attention to the fact that eye injuries arc not set out in the Interstate Commerce Commission's statistics, but arc imduubtcdly in cluded among other cause* anti should not he under-rated. Injuries to the eyes are among the most serious casualties that industry must grapple with and. therefore, rules governing the use of goggles in all hazardous occupations must he enforced. Frequent check-up with track forces should le made hy rnadmasters to know that section and. extra gangs are supplied with the requisite number of goggles. Me chanical department supervisors should he held to a strict accountability for observ ance of the goggle rule. " In conclusion, your committee would suggest the following "l eu I'oiut Program foe Safety Work." to be a part of tlic daily thought and activity of every su|*ervisor and safety leader: 1. Set a safe example, and otherwise show by word and deed an interest nmi belief in accident prevention, and a will to get results io this feature of the work. 2. Act promptly on every correctable and removable unsafe condition observed by or reported to yon. 3. Let no unsafe act or practice go unchallenged, hut seize the opportunity to prevent die inevitable result. ^ 4. Make it a part o! die daily game to find and counsel or correct tfir unin formed. thoughtless, indifferent, careless or reckless ones--outlining safe methods of work and giving specific warnings of hazards and method.* >? meeting them to both old and new men. 5. Search out the cause o* causes and responsibility for e'.ery personal iujury. and after finding the defect in man, method, material or condition, use the iafumia- tn toward* preventing another tiuulac accident. 6. Plan and oversee every unusual job and the more hazardous kinds of regulai work. 7. Foster the widest possible spread of interest in accident- prevention. 8. Keep the safety bureau informed of safety ideas and measures adopted by you which might Je extended over a larger territory- 9. Raise the standard of jjJiysiral and menial well being wherever practicable, as one of the greatest factors in safety efficiency. 10. Check op constantly your own safety work and that of your associates,. 412 7 zccufy-thrrtf Manual Safety Couyrc.\$--National Safety C Uinta! Report of Resolutions Committee fhc report of tlc Resolutions Committee was then called for and it was pre sented by Robert Scott. Chairman, Director of Department of Insurance and Safely, Atlantic Coast Lme Railroad Company, Wilmington, N. C. "Jle It Resolved by the Safety Section of the American Rniluav Association in Fourteenth Annual Convention assembled at Cleveland. Ohio, October 2 to 4, *934, inclusive, that the thanks of tin: Association be extended to: * ``Mt. Lew K. Palmer, Conservation Engineer, The Equitable Life Assurance St*eety, for valuable work in tlc preparation of railroad employee casualty statis tics entered by `The Green Bock': "Mr William jf. Patterson, Director, Bureau of Safety, Interstate Commerce Commission, fur hi* presentation of `Summary of Conditions and Practices lu- \oUcd in Certain Accidents Investigated hv the Bureau of Safely.' also for his presence and offer of continued association and cooperation of the Bureau of Safety in furthering the work of Accident Prevention ou the American Raihvavs* _ "The retiring Oiairman. Mr. C. L_ Lal-ountaine. General Safety Sujicrvi^or. Great Northern Railway, tor ably guiding the affairs of the Section during his term of office; "All other officers of the Section for their faithful and energetic service* during the past year: "Mr. F. M. Metcalfe, Superintendent of Safety. Northern Pacific Railuav, for his intelligent and untiring efforts as C.iiairman of tlie Program Committee, therebv c.mril*utmu largely to the success of the Fourteenth Annual Convention; ' "AH other Committees lor tlwjlr zealous work . inch a commendable cause tli* pnsiTvatu*n i human life and limb: *'T1h- Management of the Hotel Cleveland for their contribution to the well (cine ami rmiirt *f mr mcmlcrship and guests; * IV Ti Kurilirr KYxolird: tluit thc*-e resolutions. lie spread u|>on the records of i!c Stx'ti'Ki ami flat tin- Secretary transmit a copy to all ol those retoyuizcd herein." The r.^v-tn - r tle kt-ohj?ums Committee was duly accepted, and passed by the ik-lfuatt-s m tlx- ovual wav. * Report of Election Tellers Hie Ouiiraiuii then railed t.r a rejtort of the teller's on election of officers f#r the Section during the oeimw tear, and this report was presented by H. S. Gitbitt. Chairman of Gitrmttve. Atlantic Coast Line Railroad, as follows-* Chairman. T. II. Carrtm. Superintendent ol Safety, Pennsylvania Railroad First J*iee Chairman. W. H. Failing. Claims Attorney. Central Railroad Com pany of New Jersey Reading Cmnpaoy. Second Ki*v v'htii uiQii. C. F. Larson, Superintendent o? Safety. Missouri Pa cific T.mes. Members of the Committee of Direction: Eastern Territory: IT R. Cole. Assistant to Vice President.. Eric Railroad; and Chns. E. Hill, General Safely Agent, New York Central Lines. IF/rm Territory: T_. I7-. Shedd, Superintendent of Satctj. Chicago. Rock Island and Pacific Railway. Southern Territory: L>, II. Beatty, Superintendent of Safety and Sanitation. Southern Railway, * Committee on Knns'nwtifui: Hale, .Safety Superintendent System, Atchi son. Topeka & Santa Fe Railway, Chairman: C- H. Blnkcmore- Superintendent of Safety, Norfolk & Western Railway; D. A, Klumph. Supervisor of Safety and Examiner nf Rules. Pere Marquette Railway; H. C- Murphy, Superintendent of Safety, Chicago. Burim^wm and Quincy Railroad: T. C- Yocum, Manager, Safety Department, Chicago. St- Paul, Minneapolis and Omaha Railway. ADJOURNMENT T W N T y ~ TIIIR V A N N V A L S A F FT V C O N G !< /: S S N A T l O N A l. S A F E T F C 0 G Ar C / L Textile Section Officers 193-3-34 Cenerai Chairman--CnskLi -- U K\mh. Textile InMoute. l.uweil, Mas-v Ticc-Chairumn in Charge of ['r,>zjrnm--i<.\vruMvcXvliy. 81 Wallace St., Malden. Mass. j iee-Ciiairmau--M. \V,, i*r*xinit> Manutaviuriug i_o.. f*ceu>lK>->, hi. h Vice-Chairman--B. K. Huoux, Columbia Mill-. In* . Chicago. 111 Secretary ami V.^-t LetUr Editor--K_ E. Hut:, \mcr?can Mutual Liability In- surairce Co, Boston, Mas. J~u>iini.-eri*;i Chairman -- P.vrt \V. Vims I'Kmouth Cordage Co.. North Plymouth. May. Met*tivrship Committee Chairman -- K <> Pvtua-n. Xi-rth Candiiu I*du-U ial Com- mcki'.ti. Raleigh. X. C- Foster Committee Chairman--\:hh> \V. Aetna Lite I iterance C*. Hartford, Conn. Statistics Committee O'nuVji/.jm--). T- Ttmf.i \ Amenta:* Corp., ami American Clauzstoff Corp.. EliziihclIUoo. Tenn. Members at Large-- AkiiiCk B.utunv, Annstronj; t. urk L'o . I^iru'a-.tvr. l*a RuSSHI.L T. FisiiKh. The National .-Wud.iimn of C/ttjii Maimfauurcrs, Bos ton, Mass Walter Humpukkvs, National As.suciatk?n of \Vki| Maimfucttttcrx, Boston. Mass. TUESDAY MORNING SESSION October 2. 1934 The opening session of tlw Textile Section called to order by Acting Chaii- man E. F Place, American Mutuat Liability Insurance Co., Boston, Mass, who presided. Chairman Place introduced George Richitum, Secretary, Rich nun Broth ers Company. Cleveland. Ohio, wImj made a brie? welcoming address, to the delegates on behalf of tlie Convention City. 413 414 fivi'nty lhird Annual Safety Cuityrcss--National Safety Council C!)4in>a!i llfn presented a "Resume of the \cur\ Activities," dwelling on the work j*crlormed by officers and standing committees of the Section and commending all lor their activities. He then introduced the first sjwsiker. Relation of Accident Prevention to Production By H. B. SPENCER * Manager, Industrial and Public Relations, Mishawaka Rubber and Woolen Manufacturing Co., Mishawaka, Indiana Jhe speaker said in jiart: The accidental injury rates'reported for the year 1933 indicate that tor several years the frequency of accidents in the Textile Industry has gradually been falling, while llxr seventy rate goes irregularly up and down. Nevertheless, accidents throughout our own industry, as well as all other indus tries. continue to occur with discouraging frequency. Now, it is not necessary to prove that industrial accidents are pure waste and that they cost somebody money. In addition to the direct costs which are measured in rmujK-usatic.ii payments, medical and hospital fees, and loss of wages to the em ployee, there are a multitude of indirect expenses, borne principally bv the employer, which total in the aggregate several times the direct costs. If we consider only the wage losses, medical cxjxmssc, and the overhead cost of compensation insurance, the National Safety Council lias estimated that the animal economic cost of these indus trial accidents is not less than 550 millions of dollars. We arc engaged in the stupendous task of trying .to cut dowo these losses by preventing the. accident* that cause them. It i$. of course, self-evident that if by preventing accidents we avoid the costs of accidents, we shall save iur production purposes the waste that accidents entail. I haw no intcmiutis lcrc of entering into a long discussion of the relation of accident prevention to production efficiency. But I will cite one or two examples. We have recently had a very good example of the production benefits that may result from a mechanical design. An assignment was made to develop a guard for a foot pedal grommeting machine that would definitely prevent the operator from l*mg injured Our engineer was able in a short time to design a simple metal guard and gauge which not only prevented the fingers oi the operator from being caught, but also allowed the stock to be centered more rapidly; as a result we accomplished a better return in production from that equipment, and it also gave the operator an increase in wages. We arc expecting to adapt this same principle to other machines, and we consider die incident a very good comment on the point under discussion. With the fear of accident removed from tlie mind of the operator, and with the work made both quicker and easier, both safety and production were advanced materially. Accident prevention, however, is not accomplished wholly bv changes in machine design or otlter mechanical or safeguarding improvements. There is an important educational |4iase to accident prevention In the July issue of the National Safety Metes I remember reading an article by Walter Dietz, of the Western Electric Com pany, which impressed me considerably. He described the system of first aid instruc tion in that company and outlined at some length the beneficial results obtained among the employees by this instruction. Quite generally, there was a better all round |H.'rfonnnnec of production duties by the employees who had had such first aid training. Those instructed were-more interested in the condition of the human body and in keeping it sound. The resulting improvement m physical condition had its direct effect in increased production. The record* of the safety movement over a long period of years arc filled with the experiences of companies which have vastly improved their condition by sys tematic safety organization for the prevention of accidents. In every case where the toll of accidents has been cut down, waste has been eliminated and production benefited The history of these companies shews conclusively that such thing* as good supervision, proper equipment and working conditions, good housekeeping, etc., are good settings for both safety and efficiency, and that the things that inter fere with one make the other impossible. Te.viile Section 415 Let us consider for just a moment the problem of good housekeeping as an example, and sec how in your own business the j*r>j>cr control of thin problem will improve the chance of good pnxluctiou. hs well as a RW'l safety rccotd. Cloud house keeping is one of ihe primary requisites m the accident prevention program; St culls for tlie following; 1. Proper condition of work places; 3. Equipment and machinery kept in proper condition; 3. Piling and storage of stock, materials, supplies ami finished products in a mmmumi space: 4. Clear aisles ami passageways; 5. Re ceptacles for waste and scrap; 6. No dirt or grease uccuimiUtioiis on door or machines: 7. Thorough attention to fire prevention. Report of the Nominating Committee The Chairman at this jK>int called for the report id the Nominating Cununiitce, and bilkers to serve during [lie ensuing year were nominated and elected as follows: .. . , General Chuintmn--Chaiics H. Karnes, Lowell Textile Institute, Lowell. Mass. Vicc-C tniinuan- in Chut ye of program--M. W. Heist-, Ptoximily Manufacturing Co.. Greensboro, N C. Vice-Chau man--JJ. li, Brown, Colombia Mills. Iuc.. Chicago. III. Secretary--E. E. Place, American Mutual Liahilitv Insurance Co., Boston, Mass. Enyinecrtuy Committee:--Charles H. Forsaith, Jackson Mills. Nashua, New Hampshire. Chairman; ) Frank Morrissey, Interlaken Mills, West Warwick, R. I ; ami Rnlxrrt J- McConnell, Pequot Mills, Salem, Mass. ... Membership Committee.--Russel! T. Fisher, Tlie National Association. of Cot ton Manufacturers. Boston, Mass.; and Walter Humphries. National Association of Wool Manufacturers, Boston, Mass. ^ Xcu-s Letter Commitice:--P- T Whittier. Newmarket Manufacturing Co., l-mvdl. Ma**.. Editor; I.. A. Seeor, Water head Mills, Inc.. Lowe)*, Muss., and F. W. Oarcnhach, M. T. Stevens & Sons Co., North Andover, Mass. Statistics Committee:--J. T. Trolimjer, American Bamberg Corp. and Amer ican Glanzstoff Cop, Elizahethton, Tenn., Chairman; Frederick Flather, Jr.. Boott Mills. Ixmeil, Mass.; and R A. Julia, Crown Mills, Lewiston, Maine Poster Committee:--R J. DcLaMoter, Bigelow Sanford Carpet Co.. Amsterdam, X. Y.; ami P. E. Morrill, Betnis Bros. Bag Co., St. Louis. Mo. Mentfrrs at Large:-- Arthur Barlow, Armstrong Cork Co., Lancaster, Pa. A. C. Boyd, Lwngdalc Mill. West Point Mfp. Co., I.angdale, Ala. George llctheriogton. Eddystone Manufacturing Co., Chester. Pa. Ignatius MacNulty. 81 Wallace Street, Malden. Mass. William A. Pedler, Acadia Mill*, Lawrence, Mass. J. H. Smith, Limerick Mills, Limerick, Maine. , A New Safety Code for Cotton Mills By CHARLES FORSATTH Superintendent, Jackson Mills, Nashua Mfg. Co,, Nashua, N. H. Tltc speaker said in part; A new safety code is being written for the textile industry by a committee of which I happen to be Chairman. The need for a new code is found in tlie fact tliat much of the machinery and the methods of operating it have du-tiucUy changed since tlie previous code was written. It is the aim of the committee to produce a code that will be as clear and concise as possible, for an industry as complicated as the ojieration of a cotton mill. I use the word "complicated" without reservation, because in addition to the actual manufacture of tl*e finisfod goods from raw materials and all this involves, there arc the problems arising out of maintenance of plant and machine*, generally involving a machine, shop j the production of power from either water or steam, which means boiler rooms, generating plants, sub-station*, etc,; watchmen's serv ice, and outside help for handling incoming and outgoing shipments. Each of these 4)6 Twenty-third AtmuulSafely CviH/rcss--Xatioual Safely Council detriments contains safe practice problems, and v.c hope to have our code deal with them an, thus avoiding the need of referring to some other code which mav not be at hand. 3 In ar* analysts of nearly 29.000 cotton mfll accidents, the American Mutual Com ply totmd that the catwct of over 77 per cent of these accidents were non-mechan* ical Tnts important fact seemed o show our committee where we should nut forth our host efforts m tin* code, namely on non-mccfinical accidents. It also SfifP15. ^ *"ow that, on the whole, cotton mill textile machinery is well guarded This is, of course, absolutely true of new equipment, but we are not overlooking tiie fact that many nulls stdl have old equipment, and if our code i golnir to be effective it must cover the old as well as the new. The form suggested foe this code i* as follows: 1. Foreword, which States tlic purpose of tlw code. 2. (a) Management's responsibility; (b) Overserr's responsibility; (1) Work er s responsibility 3. General employee rules. 4. A description of each machine in each process giving its function, operation ami particular hazards to be guarded against. 5. Concluding w ith hazards m connection with Motive Power, Fireman, Watch- nicii, Machine Simp, Outskte Help. '. The committee is bolding monthly meetings, ami a* soon as the first draft is raidy, we have planned to submit it to tile National and American Association of Cotton Manufacturers, for their suggestions, recommendations and approval. THURSDAY MORNING SESSION October 4, 1934 Maintaining Interest in Safety Programs By K. S. PAYNE Director of Engineering, duett, Peabody & Company, Inc., Troy, N. Y. The speaker said in part: Accidents occurring in our plants are usually of two closes: falls as a result of improper footwear, and needle injuries. Our chief difficulty, of course, js the education of tle worker to report accidents to the in firmary soon alter they occur in order to cut down the possibility of infection. This educational program is carried on primarily through the supervisory staff and by means of posters and other bulletins of the National Safety Council. Under the <! vision of the Service Agency we have a Routing Safety Com mittee of Him- stgicnmemlcnts and foremen who accompany the Safety Inspector on ills monthly trips through the plant The men serve tliree mouths at a time, one 1icing replaced each month. The plant deixirtinents arc rated by tlie gold, green and red star metltod by the Safety Committee, and following each monthly trip, wc call all of the Supervisory Staff into conference under the direction of the Saidy Jn?i>ector from the Service Agency. At tills meeting the inspector reviews all of the accidents which have liappcned in the plant during the past month and calls attention to anything of an outsfas.dmg character. He compliments those de partments wJmh iiave received gold stars, and gives constructive criticism to de partments not so tocinnatc. In addition the m.-i^ctor submits a typewritten report covering the committee's trip, and within a few days one ol the assistants in the Engineering and Industrial Relation* Department takes this report and visits each deiwrtmcnt for consultation with the department Head. Any rejjorted hazards arc usually given prompt at tention. Wc also have what is called a "Safetv Reviewing Committee," consisting of the maintenance superintendent and two other supervisor*, who visit the scene of any severe accident immediately after it hat been reported. Our plants arc equipped with infirmary facilities. The main plant uses the services of a physician morning and afternoon, as well us two registered nurses. Textile Section 417 Our Industrial Relations Department has as n member of Us staff a visiting ur*e whose duty it is to check up on absenteeism, and through this channel wc occa sionally find a worker who ha> nut rcjjortcd for work dm* to an uureported accident. One of the important features of our safety program is the Annual Safety Cam paign, conducted under Use auspices of Associated Industries of New York State Safety in Rayon Manufacturing By NL E. GOODE Safety Director, American Enka Corporation, Enka, N- C. The speaker said in part; W hile it is true that die rayon industry is m>t basically hazardous, and accident prevention activities must he directed toward _.sikT; general plant hazards as power transmission machinery, handling materials, sh;w, fall*, re late work, etc., there are certain inherent or special hazards not generally found in other lines of manufacturing. One of these is the hazard while oj>erating shredders. These machines vary in size and in structural detail add arc comparable to duugh imxcrs such as arc used in bakeries. Briefly, they consist of a steel bowl or tank which, when in upright jxisitioii will permit die introduction ol material which i ground into fine crttnihs The machines are usually fund with a pair ol spiral ''blades*' Itaviisj serrated edges which grim! the material between tlic teeth on the blades and so cial teeth which arc fixed to tire inside curved surface of the howl. Power is usually supplied by individual motors ranging imyl**re from five to twentyfive horse power, although the machines arc sometimes WUed n. a common cuimtershaft. Regardless of how driven, sliould an iterator l>e caught while tlw utaJiiuc is running under power, there is every possibility of a fatal injury. Like the conventional dough mixer, tire hmvls of these machines can lie tilted so as to discharge the crumbs of material into suitable tray*. Sometimes wunden (addles or rakes are used to remove crumbs which remain in tin* howl after it is tilted. It is also sometimes necessary* for operators to climb into the bowl or to reach in while in a tilted position, for the purpose of removing crumbs which have become lodged hi tlic teeth of tlic blades or in other creviccx. Machines of this type should always be provided with tight-fitting cvms. which arc interlocked with the power control mechanism hr xitch manner that the machine cannot be started until the cover is on and when the bowl is in its normal upright running position. This arrangement will prevent any person from reaching into the bowl while the blades arc in motion. Provision should be made lor introducing material into the bowl without jeopardizing tin: safety of the operator. Provision should also be made for protecting- the operator from coming hi con (act with tlic revolving blades while the l>owl is being tilted and after it has reached tire dumping position. The most satisfactory means of accomplishing this is to provide cither a mechanically or electrically operated icmotc control device which will only permit the blades to be rotated under power, and while the operator is standing in a remote position from the shredder. Removal *>f his hand from (he control device will automatically cause the blade*; to ccaac rotating. In the steeping room, operators should be adequately protected against the spattering of caustic soda solution. Rubber glove** should be generally worn and face protectors provided. Openings in the floor through which cellulose streets are dumped down into the snredder room should be properly guarded with railings and toe boards, if these openings arc sufficiently Urge to jrersnit a worker to fall through. All monorail tracks ter the transhipment or transportation ol racks containing aging cans should be equipped with safety switches to prevent trolley* from run ning off. In the carbon bisulphide room where there arc high potential possibilities of serious explosions, only bronze or other iron-icrrotas tools and metals sltoukl be employed. About the same precautions should be taken here as arc cmplovml m a powder plant, even to the extent of prohibiting the wearing of shoes having iron naif* in the soles or heels. 418 7 xvi'uly-third Aunuai Safety C on<]tcss--National Safety Council All gauge glasses on acid tanks or vessels containing- caustic solutions should b located away from passageways and aisles where, in case of breakage there might be a possibility of injury to jwming workers. a In the spinning department, special care should be used to keep floors free from viscose or other solutions. Rubber gloves and aprons pi ovule a measure of safety in this oieration. - Safety in Garment Manufacturing By A. C. HOFFMAN Factory Superintendent, Richman Brothers Company, Cleveland, Ohio Tlie S|eakcr said in part: We know that safety education is a very important factor in accident prevention work, and wc know that safety education must begin at the top, not at the bottom. The executives and management of anv industrial organization must be sold on tlvc idea first, if the workers themsehes arc to he impressed wttli n solid front. The foremen must be imbued with the idea tlrat accidents are wasteful and have no place in a well-run shop. Employees' organ izations also can aid in safety work. Workers can he trained to use tlw dis pensary to avoid serious results of smaller injuries. Also, many accidents can be prevented by proper selection of employees This work is being done now in many industries, but I believe very little in the textile mrimtry, especially in that end of it which has to do with the cutting trades. In our own plant we have found that the first consideration before employing the applicant is good eyesight, tor poor eyesight leads' to many accidents and weak eyes do not improve with age. We have also found tlat left-handed people are handicapped m most operations Experience lias taught us that certain operations require large, strong persons, while others require small, active jtplc. Selection plays an important part in the entire set-up. Physical examinations seem to be in ill >v|Htc in some quarters, but will be required again in wdl ordered factories. Another important factor is placement after selection. Certain jobs do not ap- ?K.*aI to certain individuals and they become careless about their work, which leads to accidents. Some workers thrive on monotony, others detest it. It is always important that the new worker be waldied to see that the job is to his liking. Next we come to the subject of buildings and building maintenance. Of course, we all cannot have new buildings, but we can attempt to keep the ones that wc have in hist class sanitary condition at all times. Proper lights, ventilation, cleanliness, all have a hearing on accident elimination and where wc do this work projicrly. wc fill the worker with real pride in keeping our record clear of personal injuries. Mechanical guarding is extremely important. Most of the states today have passed strenuous laws compelling the employer to guard machinery and all other places where the operations are such that accidents are likelv to occur. Wc can all cooperate m this without much trouble. I was told recently that here in Cleveland* m tlie least hazardous of industries, many of the accidents occurred on elevators. The city of Cleveland has taken cognizance of this and has added mativ compulsory features to cumulate this trouble. ' Most of the larger plants in industry and even some of the smaller ones have provided dispensaries and medical service. They have become a very large factor m the modern factory. First aid service is always available and a great many serious results liavc been prevented by the training of employees to visit the dis pensary at the first sign of trouble. Physicians on full time or part time have helped to keep down the accident hazard. Fortunate!*, the clothing manufacturer's accident troubles are not as plentiful as tlsnse in tlie heavier industries. However, many small injuries become very troublesome. For example, many operator*, through carelessness, sew their fingers and in a great many of these cases part of the needle remains in tlie finger and mi.css immediate attention is given to this, infection is liable to set in. Cuts and bruises are frequent; and it is the first aid attention to all these little things that has kept down the seriousness of injuries to where it Is today. ADJOURNMENT TWENTY-THIRD .4iV.Vr.47. SAT E TV CONGRESS NATIONAL SAFETY COUNCIL Transit Section Officers 1933-34 Cau-rul Ctoinuitn--Ray A. Finch, Bureau of Safety, Chicago, III. Yice-Chairmeu-- Paul Hodso.v, East St Louis Railway Co., Fast St. Louis, III.. YV?. A. Bhdvvx", Tennessee Electric Power Co., Nashville, Tcmi. Secretary--H. V. Schreiber, Capital Traction Co.. Washington. D. C. News Letter Editor--Ernest G- Cox. Chicago North Shore and Milwaukee Rail road Co., Highwood, IIIEnginccring Committee Chairman--Kf. G. Clfav.nc.er, Northern Indiana Public Scrvke Co., Hammond, Ind. Membership Committee Chairman--A, E. Parker, Winnipeg Klcctiic Co., Winni peg, Canada. Poster Committee ChaUman--Harold F. Webb, West Penn Electric Co., Pittsburgh. Pa. Program Committee Chairtitatt--Paul K. KuilS, Penn Central Light and Power Co., Altoona, Pa. Publicity Committee C/wi'miaii--William Pasciie, Chicago Surface Lines, Chi cago, Ilk . Statistics Committee ChAnunn--E. E. Grows, The Columbia Railway, Power & Light Co, Columbus, Ohio. Members at Large-- M. W. Bridges, Chicago Rapid Transit Co.. Chicago, 111. Rau'h C Bush, Transit Mutual Insurance Co.. Boston, Mass, R. W. Emerson. The Cleveland Railway Co.. Cleveland, Ohio. H. C- Foss. Savannah Electric and Power Co.. Savannah, Ga. G. C Hecker, American Transit Association. New York, N. Y. G. T. Hellmuth, Chicago North Shore and Milwaukee Railroad Co.. Chicago, 111. H. M. Kevskk. Washington Railway & Electric Co.. Washington, IX C- E J. K**h, Philadelphia Co., Pittsburgh, Pa. B- G. Noah. Duluth Superior Transit Co.. Dulnth, Minn. Samuel II. Rum, Dicncr-Dugas Fire Extingmslicr Cor;>, Chicago, III. 419 420 Twenty-third Annual Safety Congress--Sational Safety Council A. I*. ScmcxrtoitK, National Pneumatic Co., Rahway, N J. Glexk H. Shaw. Ohio Falisou Co, Akron, Ohio. Gemice R. Wiiitmom, Illinois Power and Light Corn . Peoria, III. MONDAY AFTERNOON SESSION October 1, 1934 ,, 'fhe Oianmg session of the Transit Section war .called to order by Ralnh C Bush. J mnsit Mutual Insurance Co., of Boston, Mass., who presided. Chairman Jiush introduced Mr. R. W. Emerson, Vice-President and General Manager, the Cleveland Railway Co , who welcomed the delegates on behalf of the Convention City. The Chairman presented a brief resume of the activities of officers and stand ing committees of the section during- the past year, praising their work He then introduced the first speaker. - Physical Examination in Accident Prevention By HART E. FISHER, M.D., F.A.C.S. Chief Surgeon, Chicago Rapid Transit Company (1 lie speaker was accompanied by two assistants and a full equipment of appa ratus. with winch he demonstrated hia procedure, and spoke in part as follows:) The technique nf our cxauiiiiaiton is so arranged that each step follows in se quence, .so that very little lost motion is had and the course of the examination proceeds smoothly and quickly. First comes the examination of tlie eyes as to their \ isual acuity, both for distant vision and near vision. .Mo one will deny that good vision is an essential prerequisite to safe work performance, and more imperative is good sight in the transportation industry. It is important to detect evidence of cvc strain, which undetected may produce headaches, dizziness, fatigue, blurring, which m itself may distract the attention ot the employee away from Ids work and produce an accident. Examination is also made of the chamber* of the eyes to detect any change through insidious disease that might interfere with the man's vision m the {terformwee cd his duties. Also a test is made of the mobility of tlie eyeball to determine if the eyeballs rotate together in all direction* and that there u no divergence or convergence ofthe eve* (cross eyes). The pupils of the eyes arc also tested as to their reaction to light ami accommodation and if {here is an insidious disease of the nervous system there it will be revealed Examination of near vision in important in train service employees, as well as those working about moving machinery. Those so afflicted find it difficult to effi ciently ami safely perform work close at hand. An employee whose work requires close and constant attention will suffer eyestrain unless his eyes are normal or hi* error of vision corrected. You must hear in mind the fact that glasses arc a hazard to the man working in a shop about machinery due to fogging-, blurred if not clean and the danger of breaking the glasses tiom flying objects. Glasses arc often lost nr left at home andthe employee is handicapped without them. Up to this point yon have seenwhat usually is considered sufficient to approve ? person's eyes as normal for the work he is to perform: but here is where we rest in tabc security, for the test as described may show normal vision, and other tests are essential if we are to,have more than a reasonable doubt as to the perfection of one's visual apparatus. Tlic two most important tests vet to !>e made are those for the detection of depth perception which determines tfic man's ahitilv to properly judge distance, speed arid space. The other is the determining and graphically plot ting of the fields of vision of the cimdo'ce Tins latter test reveals those peions who. <m account of narrowed fields of vision, are unable to see approaching objects from the rear or tfic side and as a result an accident occurs Failure to properly see object* approaching from the rear or side ia very often the direct cause of tnanv Transit Section 421 automobile accidents upon the highway; persons so afflicted see as through a tube, although they may have normal acuity ot vision. We must then, in addition test the employee to see if he has normal or perfect stereoscopic vision, tliat is, binocular vision, instead of monocular vision. Persons with monocular vision, or one-eyed vision, lose all idea of depth perception, lit fact, those thus afflicted, and their number is great, may have fair sight, but arc unable to properl}' judge space, distance, or estimate speed of moving objects. Tin* mulorman may see an object which seems one thousand feet in front of him, but, due to lack of depth perception, it may be in realitv only one-half that distance His eyes deceiving him, lie fails to retard tlic speed of his train ant! a cradt may ensue. This is also the cause of many of the otherwise unexplained causes of automobile accident?, upon the highways: the chap who tries to heat the train to the crossing may be so afflicted, and should he indulge in liquor thi? perception ability is greatly reduced. Next is the problem of adequate hearing.. Many accidents that occur about mov ing machinery could be avoided ii the employee had not been deaf. He would have been able to foresee the accident by hearing- some unusual noise or vibration m an otherwise smoothly Gyrating machine had no defect been present. An employee who is deaf usually speaks in a loud voice, and if he suddenly addresses s fellow worker in this manner, he is likely to startle the man so that he may act impulsively with danger to himself. AH drivers of moving vehicles should have perfect hearing, as it is essential to sate operation. The doctor then examines the applicant for his jvcrccptron of colors, using a series of five tests: Holmgren worsteds. Thompson stick, Williams test lantern. Ishiliara test, and the self-recording lest of Jennings. Wc u-e fi\c tests because this gives us added security that our employees are normal in color detection. It prevents fraud by those who have defects in their color sense, hut who have trained themselves to pass one or more <f llte common forms. Color blindness is present in from four to six per cent of the male population, and in fr<m one. to two i>cr cent of the females. It is quite important, of course, that normal color sense be had by those driving automobiles, as they are confused by the traffic lights unless they lvc become acciKtoitted to which lighted signal means stop and which go. Our next step is to examine the nasal passages, then the rnuuth. teeth, tongue, tonsils, and the posterior part of the throat lor evidence of past or present diseaseInfected tonsils or teeth aie predisposing factors both as to disease and possible accident. If allowed to go undetected or untreated thin nuv cause rheumatism, arthritis, stomach ailments, nervous conditions and will be the cause hy their prescnee of man failure, due either to distraction from the work at hand or from accotnpanving pain ami discomfort and cause the employee to let go when he ahoutd lw free to perform the work at hand. The doctor also examines the glands of the neck for evidence of enlargement and infection denoting disease. He examines the thvroitl gland for possible goiter, as disease of this organ causes numerous heart conditions, reduces the person's vitality, increases the Wood pressure, which are aH predisposing causes to man failure due to their weakening effect or accompanying distress upon exertion. Next tlie chest and its contents, tlic lungs, arc carefully examined, the doctor using his fingers or a small hammer to percuss the lungs for evidence -f pathology. He makes use of the stethoscope to Listen to the. sounds withm flic lungs. Disease of the lungs, if present after injury, is very apt to Icngtlscn convalescence or pro duce undesired complications to an otherwise trivial injury. Measurement of tlic chest both hi expiration and inspiration is to determine the ability of the employee to expand his chest ami give an indication of the capacity of the lung tor aeration of the blood and other organs. It is needless to go into the details of the hazards of employing men with defective lungs, as they are poor insurance risks, are Srefjuentlv absent from week due to illness. ase inefficient in tlieir work, and s they arc weakened by tlieir respiratory disease, they may become ur.*afc employees. The doctor next examines tlie heart to determine its freedom from defects that, undetected, might reduce the employee'* efficiency and safe performance of his work. At this stage of the exsw-niiAlu-m the temperature is taken and is alw&vs a valuable procedure in any physical examination. Many times we find the person is unaware 422 T-.vcntythird Annual Safety Congress-National Safety Council of Having a temperature and it may be the Hist symptom of a tinonic disease that later may bring complete disability. Defective lxarts undetected are always a potential Iiaxard to the employee, both at his work and to his life. Shortness of breath, dizziness, and sodden attacks of weakness at the slightest exertion are apt to precipitate an accident. Then, again, there is the hazard of falling from high places to consider, and if the period of weakliest, occurs while one is on trains, a fall may produce a mutilating injury, ii not death itself. Persons with abnormal Wood pressure are prone to have attacks of light-headedne&s or dizziness, ami If on ladders or high places or movimr machinery, they arc liable to Ite injured while in one of tliese attacks. AH men above forty-live years of age should have their blood pressure taken, as this is. often the first symptom of grave disease. In our company we take the blood pressure of all employees regard less of age. Laborious and continuous physical effort will induce rupture of blood vessels with resulting apoplexy if the arteries are friable and the pressure high. These men are poor insurance risks, as their high blood pressure may he die sign oi heart, kidney, or other organic diseases, which, from tlie lowered vitality and sudden weakness, may result in accident. Anything that will came worry or increase an employee's emotions may be the cause of a stroke while at work. Low blood pressure may likewise be the forerunner of serious organic disease and makes the [>e:*ofi unlit for efficient or sate work. The abdomen is palpated and thoroughly examined to detect deformity and pres ence of pathology of such organs as the stomadu liver. Spleen, kidneys and intes tine*. Any disease of these organs handicap# the employee anti a* a sick man he is an unsafe man and becomes a potential accident maker. The doctor examines the inguinal region also for evidence of hernia. A man with a lupture is a great risk in industry and this is even true if the hernia is supported by a truss. He is unable to perform heavy lifting or strenuous work without causing the hernia to become aggravated, with the resulting claim few damages. The doctor also makes an examination of the glands in the groin for the detection of enlargement or infection for the same reason as he examines the glands else where- Examination of the genital organs is made to determine the presence or absence of venereal disease, hydrocele, varicocele, which in themselves are productive of man failure while at work, both by lowered vitality, muscular activity, and dis traction of mind from work due to pain and discomfort. Standing erect, the patient's upper extremities arc examined for deformity, free dom of motion and palpation is made of the glands in the axillary region. Needless to say, safety in industry depends upon the free use of live extremities so that in time of emergency we are not handicapped by impairment of our limbs for gelling out of danger. Testing the mobility of the vertebral or H'hial column on the pelvis through all planes is done for the same reason as the upper extremity examinations, as we cannot use any worker who has impairment of the spine. Notice, also, how the doctor has the employee bcAd out the hands to test the tremors of the fingers and how he secures coordination between the muscles of the arms by having the patient reach for his cars, nose, and touch his outstretched fingers together. The lower extremities are also tested for mobility of all joints and that motion is uure* stricted through all planes. Feet are examined to determi e flat foot, with its painful weight hearing handicap. Presence of this condition along with varicosities f the lower leg are painful and become a distracting factor in disturbing the cm* phyyce's mind and muscular effort when danger confronts him. The employee next walks the chalk line to determine his gait and sense of coordination and equilibrium, so as to detect incipient nervous disorders that might be a factor in accident causation. For the past ten years we have been conducting psychological examinations of all employees in train operation with the sole idea of detecting the accident-prone man. Our tests arc not used for employee selection, but the findings for each age group arc determined with a "norin" which we correlate against tire employee** past operating performance. To determine the accuracy, precision, and steadiness of the employee's movements, we use the Bryan and Whipple Tracing Board. Ott the top of the baseboard mounted on a glass plate are two converging strips of metal connected at the point of closest Transit Section 423 separation and covered almost to the inner edge with wooden strip*, one of winch is graduated in millimeters;. The board is connected to an electric counter. The employee attempts to run the stylus in the path between the converging strips of metal without touching tire sides. A* *oon as lie makes contact; it is recorded on the counter. The depth to which the employee penetrates the "V" shaped path is a measure of bis steadiness of movement. The tapping board is also used to test trie employee's dexterity of movement. The speed with which he taps the. board has been used to secure an index of voluntary motor ability, an index of right lumded* ness, and an index of fatigue. There arc several types of reaction, namely: simple, discriminate, choice, con* trolled association, free association, etc. In sinqde visual reaction for example, the time measurement includes the time required: 1. For the subject's eye to respond. 2. For the sensory nerve current starting from the eye to reach the brain. 3. For tire current to transfer from the sensory to the motor centers 4. For the action currents to discharge into the muscles of the hands. 5. For the muscular movement of the hand itself. Simple reaction time is the most rapid tyjie of voluntary response, because the lathways are cleared for action. It is used for a hast* of comparison with other kinds of controlled thought time. The visual reaction time ranges from 0.151 to 0.225 of a second. Tjie speed with which we react, . t, perform the necessary act called for in a given situation, is very important and often determines the safety of life and limb. In our examinations we test our employee* for visual, auditory, and tactile stimu lation. W determine die length i>t time in 1/1000 of a second- or sigma, the time that it takes for the employee to put his muscles into action to Ho a given thing. Many persons receive danger signals either by sight or by hearing, but due to slow reaction time they are too late to prevent accident occurrence. This condition may be aggravated by disease and many accidents on the streets from moving vehicles are due to this delayed reaction time. Qualifications for Trainmen and Bus Operators By R. W. EMERSON Vice-President and General Manager, The Cleveland Railway Co. The speaker said in part: The physical examination has become a standard part of most employment ptocedures, but other aids have been approached with great caution. Realising that the established methods of the interview and physical exam ination are not sufficient data for determination of an applicant'* qualifications,, the Cleveland Railway Company has gradually introduced other aids. First, it is desirable to know the applicant'* ability to assimilate instruction. Tlx test used is the Otis Self Administering test especially designed for business institu tions. It was found that most of the men whom we had difficulty in training hud a rank of below 75 per cent In using an intelligence test it was net felt that tlx results would correspond closely with various degrees of success on the job. but it was felt that a critical score could be determined below which the chance of success would be small. Our results indicate that 75 seemed to he that score, although if it were used as at> absolute determiner it would do an injustice, no doubt, to a very small per cent of the applicants. The results indicate, however, that the error would be in favor of company efficiency and would be overwhelmingly better than chance results. It is felt that the intelligence ratine should nol be used as the one <ktermining factor of selection, but that if an applicant has passed the other requirements and has a 75 percentage rating he is a good risk as an employee; if he has a rating below 75 he should have outstanding characteristics of industry and personality to qualify for the job. One of the important problem* in selecting motornieti and bus operators is to select tlx applicant \vho can be trained to avoid accidents. Does the intelligence test satisfy this requirement? All accidents were classified and those which might possibly have been prevented by a more skillful or diligent operator were credited against the man. No accurate 424 Twcniy-ihtrd Annual Safety Congress--S'attonal Sajciy Council correlation was wurkvd out, but the men mere rlaed a R*d and i->r in accidents. Those classed as "good" had an intelligence rating of H4.5 j*rr cent. Those classed as "ijoor'' had an intelligence rating oi 80 1 jkt tent Tim*. although the mote in telligent seem to be a little safer the difference tti tlk- *>e*es i tv* enough to luive much selective value. Tlie ps,>chok*n>u have said that mechanical kaelligcnce must be measured in a different manner titan that ut abstract iuielHjeeace. Again the job of motorman and bus uttcrabir was analyzed a little closer to see what kind oi mechanical ability or qualmcatkat* were necessary to success on the job. It was decided that the ujKrraior zzmxi pay constant ancmajo tu the changing panorama before him. to moving auturaUnte*. children playing m the street, traffic policemen, switches, circuit breaker*. and to many other J*jccis b the held of vision. There are involved in this such mental abilities as persistence of attention, alertness and *jan of memory, and the ability' to grasp in *>e rrxcncci of attention a number of distinct and variable stimuli. The o^wrratisr nvuvt also foresee possible movement* on the part of traffic' and pedestrian* and be prepared to meet these changing conditions The most serious and nwkt o**tJy acodcut* in street railway operation grow* out of the uncxjicctcd. Fur example, a nv<torman's attention is di verted from the street for a moment, and when he look* luck a child who was not in the field of vision before his attention was distracted is crossing in tiie path of tlwr car. or an automobile, which has been proceeding m front of the car. suddenly stops for some cause- TIksc arc unexjiected danger# requrrmj: an immediate re- sj**nsc. in the great majority of these instance* there is neither time nor occasion for a conscious choice--for the exercise of judgment. In considering the creation of cmergestev situation*. the matter of tcHi|*eramental differences must he considered. An indivkiual who i> callable of avoiding- accidents mav be careless, even reckless. A man who lias all the qualities of attention, fore sight and control may bud pleasure in being reckless and thereby run into accidents. Recklessness chi the wart of even competent operators is doubtless responsible for a certain proportion of accidents, and must be ejnsidwed In selection. Stability of employment is anotlwr factor to Ik considered. The man who remains in the employ of the company foe a relatively long period is to be preferred to the e who leaves shortly after employment. This is ot particular im|*rutKc in view * the influence of experience upon accidents To try to measure some of the above qualification* a mechanical motor ability test was designed and built by the Ck-vcland Railway Company. In the design great care was taken that it should be medunicailv *cIf-admitutr*tiYe and accurate, elim inating as tnudi subjective data as possible. i!o*i of niv aodteuce are familiar with this equipment. \V< arc interested just now jrmciiall\ ta result*. The men whom the instructor rated as **Kood" had .lv tccvksli pcs- revolution on tltc two-car test. The ones wliom he rated a* "fair'* had 28 accident* jer revo lution, while tlic oik-s Ik rated as "j>oor" had .44 accidents per revolution. In Other words, in fifteen minutes the test predicted fairly accurately what the instructor decided after the complete training period. The dirtmrfkin ixiwcen the jtood and the fair was not as good on the signal reaction test tn considering only tlnr errors. The men rated as poor, however, had an out standinc number of error*. One item which was thought to Ik very important was reaction time. Th* reactic^s time ts the average of 25 reactions. The average reaction time of the good men was ,964 seconds, of the fair men 1.012 second*, and of the in<r men 1.075 seconds. This docs not stem to be a great difference in fraction* of seconds, but if translated into distance at street car speeds it meins a considerable difference in fret in stopping the car. which may cause or prevent an accident. ** An important question in which this group if interested is. are these mechanical factors the qualifications necessary to prevent accidents? Because of business condi tions the last few year*, it has been bnjxissiblc for us to get this aimver for new men. But it is undoubtedly true that the nmn who have accidents because of Jack of mechanical ability would be eliminated hv this ted. What, however, about the men who base been with us for some years and are accidcnt-uronr. and have become tltat way after many years of successful service? One hundred and forty accident-prone men luiv lecn given the test. This is a very narrow*, selected group, but in comparing the ic-<t score* of these men with the'r accident rating, for the average of the entire group there was found to Ik little rcla- Transii Section 42$ tion. The test has been very valuable m many individual accident-prone cases in verifying the follow-up man's observation oi weaknesses and in proving to the man himself that he liav slow reaction time or other weaknesses. hut for the entire group of older accident-prone men it is not the lack of mechanical qualifications which causes them to be accident-prone. lit the classifications worked out in our original accident-prone study, many of items are not mechanical factors at all. Faulty altitude, tmpul&wene*?. ivievyonsihility. failure to keep attention constant, nervousness and fear, defective vision, organic disease, high blood pressure, old age, worry and dc|rmion, and fatigability, adding up to 62 per cent of the total causes, arc crrtrunlv not due to lack of mechan ical ability to do the job. There is still anotixir broad classification which seems to be a very important cause of accident proneness which we have not measured, and 1 am not sure that it can be accurately measured, but we arc now* making an attempt to do so. That is ihc mnotional qualifications of the operator's job. To determine a man's emotional qualifications we must see how* he acts in emotional situations. It would be almost impossible to create emotional situations for all new applicants and watch then per form, but we do the next best thing. We list a number of emotional social situations in which almost everyone has been placed at oik time or another ami ask the appli cant to tell u which of certain types oi responses he has made to the problem in the past. For example, here are a couple of situations with typical responses: 1- While driving along the highway you catch up to a load hog of vour own sex who will noi move over to let you pass although vou sound your horn. Do you-- ' a. Do nothing about it. but becontc tense and excited, can't decide what to do? b. Wait for a chance to pass, refuse to waste your energy fighting wbh such a moron? c. Sound your horn continuously, fee! "mad" clear through, crowd him over when you do pass, even if you may smash a fender? d. Laughingly say to your friend, "He's probably deaf anyway"? 2. You have a definite appointment to meet a friend of the same sex on u mat ter of business. Alter 30 minutes the friend has not cotue. Do you-- a. Walk up and down nervously undecided what to do? b. Feel personally insulted and angry with the friend? c. Don't take it seriously. Be ready to tell him that you have qualified as a waiter? - d. Wonder what is keening him, try to locate him on the telephone, or just wait, supposing that there will be a good explanation? In the first preliminary study of this method of measuring social behavior we liad only forty men, but if we hat! said that all of the men who had indicated that they were more belligerent than tltc average would be high accident men, wc would have been correct in/5 <r cent o? the cases Of couise, a man can He about his past behavior if he knows it was wrong.It seems, however, that many of the belligerent type of individuals lielieve that they are right in their method of correcting die situation. The disadvantage of this questionnaire method is that the clever beys who know better but don't do better, may tell us what they know they should do railier than report their actual past performance. We found this to be true in testing some of our furloughed men1 when they came* back into service. Thus, although this ques tionnaire method will poim out same ol the emotionally unstable, wc arc in need of a test which the applicant or accident-prone man cannot pass fraudulently. Another method of measuring emotional changes in experimental laboratories is to measure the changes in skin resistance by means of the changes in galvonomctcr deflections. There is stilt some debate as to whether this is caused by added sweat during excitement or to generated voltages due to muscle tensions Rcgatdlcss of the cause it seems to have a close relation to emotional tensions. In giving an applicant or accident-prone man our mechanical test, we have tried lo watch such ihiiiRti as breathing, sweating, bodily movements and external signs of excitability and the examiner has incorjmrated them in his judgment of the men, hut as yet wc have no accurate measures ami no means of comparing man to man. We 426 Twenty-third A mum! Safety C oityress--National Safely Cuitnal are considering the adoptiort of one or a combination of more than one of these new techniques in trying to measure the excitability, at we feel that it is a nujci factor in acrident-projicne**. Applied Safety in Transit Operations By JL. R BAURBENN Director of Personnel, Public Service Coordinated Transport, Newark, N, j. An efficient training program is an essential factor- among transportation com panies and on almost every property there is to be found a competent supervisor in charge of an instruction school, as well as a staff of efficient instructors and follow up men. In Public Service Coordinated Traus|>ort, the following training program is employed for operators of bus and car service. Upon arrival at tlie instruction school, the student operator is taken m hand by the supervisor of instruction and given a tljorough course in training, which embraces the classroom, the road and the shop. In the classroom he learns the various parts and functions of the equipment front a skeleton vehicle, either car or bus, and by means of demonstrative talks, he is thus shown the methods, right and wrong, of operation. Here he begins to learn the importance of safety in operation, also courtesy to the public in general and particularly to the other users of the highways. On orn* property, all bus and car operators are designated as "salesmen" which has its effect on tlw public as well as or the man himself. ` The actual instruction road test is first confined to an isolated territory where the man is trained in the handling of the equipment in his charge, am! this isfol lowed by actual experience on various lines under competent instructors and under all conditions of traffic ami operation, both day and night. He must here satisfy the instructors on his ability to handle the equipment properly, to operate according to state and local traffic regulations, and demonstrate tin; training he ha* received in the matter of safe and practical operation. Following this training period, which usually embrace* from eight to ten days, hr is tltcn returned to the school and is given a final road test in traffic, followed by a written examination covering every phase of the training he has received. He is then qualified for active duty and is sent to the location to which lie lias been assigned, to enter active service on a probationary period of threv to six months. During this time his work is closely observed and checked by traveling instructors attached to the school. At the school, a careful record of these follow-up observa tions is kept in order that this department may he In constant touch with every man and his performance. At the end of the probationary period, the mau again returns to school, where the supervisor of instruction goes over the reports of his various performances and discusses with him any matters of operation required. The education of operators should not end with the period of actual training ami since eternal vigilance is the price of safety, there is no better application of tins theory tlian by means of further education and constant follow-up. There arc many methods whereby this continued education may be carried on: such as by safety bulletins, periodica! get-together meetings with safety talks, and the projection of safety educational motion pictures or such other demonstrations as will keep the thought of safe operation constantly in the mind of every man. Close check on the performance of new men bv competent instructors is essential. When an accident occurs, no matter whether serious or onlv slight, the first thought of operating officials is directed to the Cause. Wherein did the failure lie? What was the reason? Was it negligence and if so what was behind that negli gence? Was it a physical or a mental failure? Another measure of great advantage in the work of accident reduction is the organization and service of active safety committees. These committees not only meet to review accidents that have occurred, but by becoming intimately familiar with usual as well as unusual operating conditions, arc quite often in a position to prevent the occurrence of an accident. Thus, the important advantage o? the well Transit Section 427 organized safety committee is the opportunity to continually follow up the operating habits on the line or at the depot or in the division and keep a close check on safety practices. The personnel of our safety committees is not confined to men of tl*c supervisory rank, hut includes operators of our buses and cars as well as a representation from the truck and line and mechanical departments. This latter group has proved an important asset on every safety committee, as the exchange of ideas and the oppor tunity of closer touch with those responsible for the dependable working of the equipment, will very often eliminate the possibility of a mechanical failure in a time of emergency. Safety Trends in Design of Public Transportation Vehicles By GUY C. DECKER General Secretary, American Transit Association, New York City The speaker said in part: Between 1917 and 1532 the number of motor vehicles registered in our country increased from approximately five million to twenty-four million. During the same period, fatalities from traffic accidents on our public street* and highways increased from 15.000 to more titan 31,000. It is with some pride, therefore, tltat wc can look back upon our safety record. While fatalities from all traffic accident* increased 106 per cent between 1917 and 1932, tlx fatalities charged to the operation of our vehicles decreased 60 per cent. Behind that record of accomplishment lies the determination of transit manage ment to provide the safest possible transportation. Careful selection awl training [ employees, safety contests with awards for conspicuous performance, studies of acci dent causes, analysis of the accident records of individual employees and scientific test* of those showing accident-pmneness are among effective measures used by man agement generally to promote tl>e safety of passengers, the public and the employees themselves. And let it he recorded that employees liave responded willingly and lave cooperated heartily with management in the common effort to guard against accidents. Throughout the years, management also has sought improvements in the design of its vehicles and in the equipment for controlling their operation which would provide the highest degree Of inherent safety. The substitution of steel and other metals in body construction, closed platforms with dnors controlled by the operate*, improved braking equipment, lower floor levels, floor materials having non-slip characteristics, improved lighting particularly at entrance and exit, special design of windshields to prevent reflected glare, windshield wipers, sun shields, safety glass, rear vision mirrors, side window guards and improved headligliting equipment liave demonstrated their value in all types of public transportation vehicles. Tu electrically operated vehicles, such as the street car am! the trolley bus. platform doors Have been interlocked with the control so that the vehicle can he started only wlx'ii the doors are closed. Improved types of ntotor control healed underneath the floor have replaced the old-style platform controller and eliminated the alarming, though usually not serious. consequence of that type of electrical display known as a con troller blowout. The so-called "dead man** feature of the modern controller auto matically cut* off the power and applies the brakes in case the operator becomes incapacitated. Within recent years specifications applying to the construction and equipment of motor hears have been prescribed by various state regulatory bodies, primarily for the promotion of safety. . Unfortunately^ such specifications are not uniform, but in general they provide guides to what Is considered safe practices Uniformity is greatly to he drained *ince mmv of these.vehicle* are operated in interstate service. Although attempts to secure uniformity lave not been conspicuously successful, there is today widespread recognition of tin* desirability of a single national specification dealing only with essential standards of safety and iiermitting as much freedom as possible in design and equipment utilised to meet those standards. The promotion of safety in the design of public transportation vehicles is rct only fully Justified from h humanitarian standpoint, but also from the standpoint of 428 Twenty-third Annual Safety Congress--National Safety Council sound business policy. Therefore we may assume that the vehicles of the future will have incorporated in them every design feature and every device which will con tribute to their safe operation. Higher rates of acceleration than were heretofore considered feasible without subjecting irassengers to dangerous overbalancing force* have been achieved by the development of new types of control. Improved braking apparatus, instantaneously responsive to the operator's lever or pedal and capable of positive stopping under all kinds of rati conditions in shorter distances than the conventional braking equipment would permit, have been successfully developed and applied. Conventional braking equipment depends solely upon adhesion between wheel and rail. Experience has clearly shown tljat with die best conventional equipment a most careful operator could not always prevent wheel slip under unfavorable rail conditions. Consequently an automatic device has been developed and applied to each axle of one of these cars which is equipped with air brakes of an improved type. If for any reason the wheels on any axle begin to slip, this device will reduce the brak ing force on that axle to the amount required to insure maximum braking force witiiout slipping. Furthermore the device will automatically reduce the brake cylin der pressure as the car comes to a stop and then will apply full pressure for hold ing purposes as soon as the car has actually stopped. Auutlicr car has been equipjxrd with three different braking systems, consisting of eddy current brakes, magnetic track brakes, and hydraulic brakes. The control of the braking devices, regardless of their number or nature, is through a single lever or foot pedal. The duties of tire operator, therefore, are in no way compli cated. He knows nothing about the functioning of the different devices. The further he moves the brake lever nr pedal the greater is the braking force exerted. As he moves it in the opposite direction, the braking force is reduced correspondingly. Other safety features of these cars consist of "dead man" control, sensitive edge exit doors, door interlocks and automatic exit treadles. The slope of the front win dow and the interior ilUtmitiaiing system combine to prevent reflected glare. The floor is at a low level throughout and an extra step is used at doors to give reason able step licights. Stanchions, mils and hand holds luive been located so that there is no place within the cat at.which a standing passenger cannot reach same form of support without moving. Safety glass lias been used throughout the cors. Ventila tion and heating arc so designed that uniform conditions- should exist throughout. WEDNESDAY MORNING SESSION October 3, 1934 Upon calling this session to order, Chairman Bush asked for the report of the nominating committee, and new officers, for the ensuing year were elected as follows: General Chairman--H. V. Schrieljer, Capital Transit Co.. Washington, D. C. Vice-Chairman--W. A Brown, Tennessee Electric Power Co., Nashville, Term. Vice-Chairman--Harold F. Webb, West Penn Electric Co., Pittsburgh, Pa. Secretary--A. E. Parker. Winmjieg Electric Co>. Winnipeg, Canada. Nrtvs letter Editor--Ernest Cl. Cox, Chicago North Stare & Milwaukee Kailroad Co.. Ifijthuood. Ill- Engiuccring Committee Chairman--K. L. Greene. York Railways Co, York, Pa. Health Committee C7i<rYm.m--M . \V\ Bridges, Chicago Rapid Transit Co., Oncago, 111. Membership Committee Chairman--R. A. McArthur. Public Service Coordinated Transport, Newark, N. J. ' Faster <wJ Slide Committee Chao man--Paul Hudson, East St. Louis Railway Co., East St. Louis. Ill, Program Caunmttec Chairman--H. M. Keyser, Capital Transit Co., Washing ton. D. C. Publicity Committee Chairman--C. )- Long, United Traction Co., Albany, N. Y. Statistics Committee Chairman--E. E. Grover, The Columbus Railway, Power & Light Co.. Columbus, Ohio. Transit Section 429 Members at Large-- Ralph C Bush, Transit Mutual Insurance Co., Boston, Mass. R. W. Emerson, The Cleveland Railway Co., Cleveland, Ohio. Ray A. Finrfn Bureau oi Safety, Chicago, Ilk H. C. Foss, Savannah Electric & Power Co., Savannah, Ga. G- C. Hecker, American Transit Association, New York, N. Y. G. T. Hellmuth, Chicago, North Shore & Milw. R. R. Co., Chicago. III. E. J. Kreh, Philadelphia Co., Pittsburgh, Pa. B. G. Noah, Duluth Superior Transit Co.. Duluth, Minn. Samuel H. Reid, Dicner-Dugas Fire Extinguisher Cory.. Chicago. III. A. P- Schendorf, National Pneumatic Co, Rahway, N. J. Glenn H. Shaw, Ohio Edison Co., Akron, Ohio. George R. Whitmore, Illinois Power & T.jght Corp. I'cori.q 111. Municipal Traffic Problems from a Transportation. Viewpoint By M. W. COOKE Superintendent of Traffic dfc Transportation, Pittsburgh Railway Company, Pittsburgh, Pennsylvania The speaker said in part: Congestion as a major traffic problem is most notice able in the business districts of our cities. It is only natural that a larger volume at traffic should use the streets in the business sections, but congestion seems to arise more from parking tluui from the volume of traffic. Its most noticeable effect is the forcing of all moving traffic into a smaller number of lanes where mutual interference farther reduces the capacity and increases the hazard of street use. The reason it is tolerated seems to be chiefly its advocacy by faustnesi men who v> that they think business is benefited, if not directly then indirectly, by its con tinuance. The direct benefit to the merchants arises /torn purchases made by cus tomers who come by automobile. These customers have hen counted at different times and in different places, and their number has been determined as ranging l>c- twten 1J5 per cent and 12 per cent of the total customers counted Apparently no effort has been made to determine the value of die purchases. Tlie indirect benefit seems to be hased on the opinion that congestion is good for business, and this in turn on rhe observation that Undoes* i* best when congestion is greatest. Another reason advanced is that congestion causes traffi** to move slower and encourages pedestrians to cross streets they wouldn't attemj to cross if traffic moved freely at higher speeds. '* It Is difficult to answer arguments of this kind, but it is interesting to speculate about the effect on business in main business districts, if not only all parking were eliminated but all moving vehicles were detoured around the district and the streets gtvenover exclusively for pedestrian use during certain hours of the day ns though the district was a huge arcade ' This speculation is induced by the concern of business men and property owners in the older established hustnev; districts about the decentralization of business and the growth of remote secondary business districts. The remedy- frequently proposed is the construction of new highways or the improvement of existing streets to make access easier to the affected districts. The possibility tliat a business district be comes less attractive through the inconvenience and hazard of congestion does not appear to be given much consideration. With the exception of the boulevards, which have been built in recent years for exclusive use by automobiles, practically all of the principal streets leading into pri mary and secondary business districts are those upon which street cars have oper ated for years. It has been the convenience of street car service that has made them principal streets. Business of one or another sort, supplementary to the main busi ness district, has occupied these streets. They are usually parked tight and nearly always congested. Double lauc loading or unloading of merchandise is common, and 430 Twenty-third Annual Safety Congress--National Safety Council under the conditions probably necessary. This brief discussion of parking is for the purpose of re-emphasizing that it is a condition affecting not only a limited number of streets or local area, out that it exists as a source of delay and accident in not only the great central business hubs but also on the arterial streets which, like spokes, radiate out and in the outlying distiicts as well. Until the necessity for dealing with lurking oti a comprehensive basis is recog nized by municipal authorities, the expenditure of public funds for street improve ments and tle efforts of traffic engineers and safety specialists are doomed to at least partial failure. The factories can turn out automobiles even faster than the public debt can be increased to provide street capacity for their storage. Any comprehensive plan to expedite traffic movement and increase street safety must start with the peak hour elimination of parking on both sides of the principal business streets, particularly those on which tiie street cars operate, and from one side of tfte arterial streets to increase capacity in the direction of the prevailing movement. This will liave the effect* of giving to moving traffic, at the time of heaviest demand, the benefit of whatever capacity the streets have. This regulation will not have any important detrimental effect on business, because it 'will be in effect before andafter the active business hours. It could i>e lifted from 9:00 or 9:15 in the morning ami remain off until about 4:30 in the afternoon. It could again lie lifted after 6:15 in the evening The liours of application would probably have to be adjusted in the different sections of the city. It seems to be a sort of mass silliness for a community to permit a few automobiles to stand during the period of greatest traffic demand on one of its busiest streets m front of a cafeteria restaurant, the overwhelming percentage of whose patrons do not arrive by auto mobile. Next in importance to tiie parking problem Is probably that of finding some way of employing those devices and plans which have been developed to re duce or overcome the conflict between moving vehicles. On those streets on which street oars operate, the most useful device to expedite movement is the loading zone. The street cars of necessity stop frequently to take on and discharge passengers, but hi doing so stop all of the following traffic. The impatience of autoi&ts. intent on getting to same remote destination leads to attempts to heat the car past the stop if there happens to lie room on the light, or to cutting around on the left !( the right side of the street is blocked. The frequent result of these driving practices is injury to alighting street car patrons if the motorist passes on the right, and head on collisions with opposite bound traffic if he passed on the left. The loading zone provides a by-pass which permits automobiles to oass the standing street car, and bv tlte constant bleeding of some of the automobiles around the car at each of its stops, reduces congestion, delay and accidents. . Tl>e usefulness of loading zones is often admitted, but it is urged that they can not be installed in four lane streets. An installation has been made in the Pitts burgh district, under plans of Mr. Burton W. Marsh, winch has been in service about five years. It is on one of the heaviest trawled highways ami has been suc cessful in relieving the former intolerable congestion. It was made pa$siblij by re ducing tire number of street car slops and moving the remainder to locations where it was convenient to cut back the 'curbs. During the rush hours, street cars arc scheduled to ojcralc on a one and one-lialf minute headway, and practically all cars make every Mop. Counts have been made of the number of automobiles which got around each car every time it stops, and the average was seven automobiles. There are five zone* in a distance oF about 4.500 feet, so that annlybur the average of seven automobiles passing die one zone to -each of the five, a total of thirty-five automobiles were able to pass one street cui with safety to cat passengers and otlwrr traffic iti a distance of about four-fifths oi* a mile. Difference in the speed of various classes of vehicles is an important source of traffic conflict. -Street car sperrh have been increased on a number of railway prop erties. On one large pronerty which, through vigorous safety efforts, baa sharply ieduced its number of accidents, a comparison of the reduction on its bicker speed lines with that of its .slower speed lines is favorable to the former, although the higher speed routes oncratc on the heaviest used streets. The combination of load ing zones and fat street rar is an important contribution la the reduction of delay and eonj?eslion. The benefit of this combination would lx? enhanced by a more lib eral me of through-stop signals in fa' or of the main street. Transit Section 431 Mr. Burton W. Marsh, Traffic Engineering Department, American Automobile Association, Washington, D. C, al&o took part in tins session, discussing '`Mun icipal Traffic Problems from a Municipal Standpoint." However, he spoke ex tcmporaiieouslv; and no record of his remarks is available for these Tran^ctiun*. Report of Employee Accidents--Electric Railway By E. J. XREH Manager, Accident Prevention, Philadelphia Company, Pittsburgh, Pa. The speaker said in part: Your program committee has recognized the apparent lack of progress^ on tlx* part of electric railways to improve their performance with respect to reducing the frequency and severity oi employee accidents. Charts which I have prepared give a grapliir picture of the employee accident situation since 1936. They indicate that contrary to the experience of other industries, there has liceo no improvement made by this group. Many causes can be assigned for this condition, among which may be considered these factors: The economic distress suffered by the industry during the past decade, causing deferred plant maintenance, and delay in the training ami develop meat of men; the extensive public liability accident problem, with its high cost, diverting the attention of management. )u my own experience in street railway work, I have found that employee accident costs appear to be relatively unimpor tant. whereas in plants where there is no public accident tost, employee accidents take the center of the stage and coma and greater attention. Street railways usually arc not insured lor public liability or compensation. T hey maintain a claim department and tlx: accident costs of bath public and employee claims arc lumped into one expenditure, paid out of operating revenue, ami labeled "accident costs": thus, employee accident losses remain hidden from tlte watchful eye of the executive. May I urge that separate accounts be maintained and that all executives, down to the rank oi the foreman, be made acquainted with the facts They sbootd also be informed of the indirect losses due to accidents, which authori ties estimate reach five times the coi|>cnsaticn cost. We should gather data ami submit proof that employee accident control improves employee morale, reduces pub lic accidents, and improves the general overall efficiency. With proper reflection, it will be seen that adequate training of operators to guard their own safety will lie reflected in better performance as far as safety to the public is concerned. That h equally true of maintenance men. Wc should be able to show that pro)eriy directed effort will stimulate further training of met*, improve supervision, ami create higher standards of maintenance at lower cost. We should have management recognize that there is a. supervisory fault for every accident, and that wltcn accidents occur, there is unmistakable evidence that management has failed in one of its important functions--die proper control of men. My* frequency^ chart comparison for the electric railway industry shows that in 1933 the railways rate increased almost 6 per cent over the 1926 rate. Tiie trend since that year is rising. On the contrary, public utilities, comprising telephone, electric, gas. and water services, made consistent declines, so that the percentage rf reduction in 1933 over 1926 was more than 70 per cent. While the rate of public utilities was almost twice as high as that of street railways in 1936. |>y 1933 the public utilities had reduced their rate to less than half the rate of electric railways. In $ho<t. the frequency rate for electric railways in 1926 was 18.32. and in 1933 it stood at 19.40. Compared with this, the frequency rate of public utilities ut 1926 stood at 34.42, and in 1933 the frequency rate was reduced to 8.70. Compai ison with tlte average for all Industries is almost as unfavorable. All industries' average has shown consistent declines in frequency since 1926. and by the end of 1933 the average frequency rate was 25 per cent lower than the 1933 rate for street railways- The frequency rate for ah industries In 1933 sto>d at 14.56. ' The severity rate of street railways lias likewise showed no improvement. From a rate which was less than half that of public utilities In 1926, it has maintained it 43.2 Txvcnty-tUird Annual Safety Congress--National Safety Council severity while public utilities reduced their severity almost 66 per cent and arc now lower than street railways. In short the severity rate lor electric railways in 1926 stood at 1-80, and in 1V33 at 1.67. The severity rate lor public utilities in 1926 stood at 4.51, and in 1935 was reduced to 1.53. Similar unfavorable comparisons exist when we look at the average severity rate for all industry since 1926. All industry has improved more than 36 per cent, while tire severity rate of railways has remained practically stationary. In 1933. street railways stood twentieth Sts frequency rank and nineteenth in severity rank. Electric linemen in several large power companies now enjoy a frequency rate which is 30 per cent lower than the average national rate for tram operators and 75 per cent lower than the rate for street railway track maintenance crews. Surely we cannot lay claim to hazards greater than high tension line work; neither may we excuse ourselves on (he basis of the argument advaixred by the mining, lumbering, and construction industries, the former admittedly hazardous and difficult to super* vise, and the latter two most composed of floating labor. Railways, generally, are made up of long service and experienced employees. Cause and Control of Employee Accidents in the Transportation Department By 3. A. MATTHEWS Altoona and Logan YalSay Electric Railway Company, Altoona, Pa. The speaker sakl in part: We believe that the cause of alt employee accidents can be attributed cither to laxncss on the pari of the employer or the employee, l.et me cite three examples: 1. Operator ran over red signal in fog and had head-on collision, no one being Injured. Front ends of both car* were badly caved iti hut both cars were still able to move under their own {tower. Operator moved his car to terminal, a distance of 1,000 feet. Upon arrival he discovered tlc switch controlling air compressor was bnrning and grasping the register rod he readied up to turn off switch. Upon con tact with switch there was a bad arc which burned his hand so severely that for a time it looked as if two fingers would have to be amputated On the face of this accident we would decide tliat if live employee had not run over the red signal in the first place and liad removed his trolley from the wire be fore touching any switch in the second place, there would have been no personal in jury. Surely a case o employee's negligence. But let us go back over this man's record. We note that he was employed m June, 1926; in April, 1927, lie had a rear end collision with another car due. as he said, to a slippery rail. In July, 1929, he was removed from a high speed division for running through a fixed passing point, and in February. 1930, he had the collision referred to in this case. Wc believe that tle employer was lax in that the operator was allowed to continue to operate in the face of his record. Had he been removed at the tinve of his first collision the lost-time accident would have been averted. The man was not mentally competent to operate under present day conditions. Case No. 2. Car washer shifting cars in bam yard stepped between two cars about 18 inches apart and placed trolley on wire. Controller was set cn first anotch of power and employee was crushed between the cars. This accident was directly chargeable to the Uxness of the employee in that he deliberately disobeyed the com pany rule of checking controller before placing trolley on overhead line. Of course, with modern equipment, this accident would not likely have happened, unless some one load previously cut out the ftlr operated door. However, the car in question did not have safety equipment. Case No. 3. Car operator arriving at terminal went to rear end oi car to change trrdlevs awl automobile skidded and innned operator against the trolley car, break ing his leg. This looks like an unavoidable accident as far as employee or employer was concerned, but upon investigation it was found that the operator left hts car ahead of three passengers and the three passengers crossed in safety after the auto mobile Iiail skidded. In short, if this operator had allowed Ws passengers to alight Transit Sectto. 433 first the accident to himself would not have happened. Certainly, courtesy would require that passengers be allowed to leave the car first. " Control of employee accidents may be classed under two headings (1) Ducipl.-ite and (2) Education. Much has been said about discipline for employee accidents am! doubtless each railway comi*any has Its own policy. By education wc mean teaching the. employee to do his job efficiently. If his job is done efficiently it will be done safely. We get our best results from group meet ings (cal! them safety meetings or what you will). Foremen are generally chair men of the meetings and the proceedings of each meeting arc recorded by some em ployee acting as secretary. Minutes arc written of all meetings and sem to the general manager of the property. Employees are classified in groups according to the type of work they are doing and thus each man is assured ulien lie is called into a meeting that he will know what it is all about. Meetings are never allowed to run over one hour and arc often made shorter. Program for each meeting is planned monthly for one year in advance and a schedule of dates and topics submitted to the general manager. Dis cussion is encouraged ami in the small group can be very easily controlled, whereas an open discussion in a large general meeting becomes bedlam.* The foundation a man receives when first employed as a car or bus operator makes him a success or failure in this line of work. We have a very stiff course of training consisting of the following: (I) Intelligence examination; (2) physical examination; (3) general instruc tion from superintendent; (4) training to conduct; (5) training to motor; (61 ex amination by car dispatcher and car starter; (?) training at car barn <w garage; (8) examination by master mechanic; (9) final interview with superintendent. * This is quite a severe course of training and takes considerable time, but it pays big dividends. Tire more an employee knows about the equipment lie is operating the lcs likely he ts to be injured in its operation. We have used the group meeting plan for the last four years and in that time have reduced oor employee accidents in al! departments 83 per cent and in trauspor- tas* deportment 90 per cent. '' Cause and Control of Employee Accidents in the Way & Structures Department By CURTIS B. BENNETT Ajmmkmc Snaptrintendcnt, Way Department, The Cleveland Railway Company The weaker sakl in part: In our industry more than, ouc-quaiter of all injuries are earned by vehkrl *4 one type or another and slightly less than one-quarter ui all joodrMN arc cat; trottsh the handling of objects. The remaining 50 p. 1 cent tome from htsxirctij of different causes and conditions la th* control oi accidents m our company we have taken the following steps which I will latntkm briefly, New employees, including all former employees w!k> have hc-tt utf the pay roll during a winter or longer, arc first approved by their pro*pevtT* kjconan. After similar approval by the supervisor of ctniilowucnt, they arc rtvco a cvcttd physical examination. In this examination for labor, the appli cant w checked carefully for rupture, hernia, hydrocele arid varicocele. Any tndteatx* "d ukar eliminate* the possibility of doing heavy work. Men working in the umi mtcfet al-*o have good eyesight and hearing Defective eyesight may lm cucrveted with glasses, but with the correction must tc*t 20-36. Men with defective color visaas are not permitted to operate equipment in the street. The heart is also carefttHy exandoed. particularly for blood pressure. Truck drivers, in addition, arc given the taocor ability test This year 783 men have been examined. 24 jjcr cent being rejected for physical disabilities, as follows: Rupture 6 per cent. Hernia 5 per cent, high blood pressure 4 per cent, poor vision 8 per cent, miscellaneous 1 per cent. On oor jobs we locate detour, rerouting and men working signs around all 434 Twenty-third Annual Safety Congress---National Safety Council work. We place rails anti ties along the outside of the areas under construction to protect our employees as well as to warn the public. Flagmen to direct traffic are stationed continuously at the end of our work. At night both red lanterns and torches are used to warn the public and again protect employees- - Our machinery is equipped with guards around all moving: parts. Electric weld ers surround tl>cnisclves with shields to protect the eyes of other employees. Rubber boots are supplied men working m green concrete. Goggles are worn by laborers using pneumatic tools, especially blowers. AU our foremen have had training in first aid work and are supplied with a small first aid kit ADJOURNMENT TIYENTY-THIRD ANNUAL SAFETY CONGRESS NATIONAL SAFETY COCNCIL Wood Products Section Officers 1933-34 General Chairman--Louis VY. Kk,hbkkg. Metigcl Body Co.. Louisville. Ky. i icc-Chairmen-- F. VV. Brauns'. Employers Mutual Liability Insurance Co., Wausau, Wis. William Hacglkty. Edward Hines Western Pine Co., Hines, Harney Co., Ore. Secretary--M. C. Goouspekd, General Electric Co . Erie, Pa. Xeu^s Letter Editor--Robert Ormsay, B. F. Huntley Furniture Co-, Winston Salem. X. c. Engineering Committee Chairman--1Thomas J. Healky, T. H. Mastin ifc Co., St. Ijouu, bio. Health Committee Chau man--1\ T,, Brand, Pullman Car & Manufacturing Corp., Pullman, Chicago, III. Membership Coatmilter Chairman--Y. G- Padoktt, North Carolina Industrial Com mission, Winston-Salem, N C. Easter Committee Chairman--Rorkkt A. Shaw. Murray Body Corp, Detroit, Mich. Program Committee Chairman--J A. Puruv. Michigan Mntiral Liability Co, De troit, Wkh. StaiUties Committee Citairnwu--\V. H. CuLvta, Klisc Manufacturing Co., Inc., Grand Rapids, Mich. Members at Large-- R. C. Bark, Lumbermens Mutual Casualty Co., San Francisco, Calif. E. Ross Farra, Grand Rapids Safety Council, Grand Rapids, Mirh. Harry Guildcrt, Pullman Company, Pullman. Chicago, III. Roland Jones, The Surty Manufacturing Co.. Inc.. Chicago. 111. \Y. S. Paine, Aetna Life Insurance Co., Hartford, Conn, F. A. Pollock. Lumbermens Mutual Casualty Co., Chicago. III.. E. K. Pkicuett, Prichett-Powers Co., Gram! Rapula, Mich. MONDAY AFTERNOON SESSION October 1, 1934 The opening session of the Wood Products Section was called to order by General Cltairnian Louis W. Kerberx. Mengd Body Company, Louisville. Ken tucky. who presided. The chairman introduced Mr. D. L Sampson, Superintendent, 435 436 Twenty-third Annual Safety Congress--National Safety Council Wood Division, Fisher Body Cleveland Division, Geswrral Motors Corporation, who welcomed the delegates on behalf of the convention city. Chairman Kerbcrg presented a brief "Resume of the Year's Activities'* of the Section, dwelling upon the work of the Section officers and standing committees and praising them for good work. He then introduced the first speaker. The Relation of Horae Safety to Industrial Safety By E. ROSS KARRA Managei, Grand Rapids Safety Council, Grand Rapids, Michigan The shaker said in part: Those of us who have been married for a consider able time will readily admit the vast influence of wives on nearly every phase of our lives. Why do wc |crsistcnt3y stick to our job and try to improve our earning capacity? Why do we try to keep up nice homes and plan and scheme ways to purchase a home? Win are wc--most of us, at any rate--men of fairly good habits and character ? Certainly it is not always due to our own inherent goodness. If our wives can influence so many different sides of our active lives, why can't she influence our lives for safety? I know from an cxpetieuce of twelve years as an industrial safety engineer m large industries that she not only can, but she will if properly shown the necessity and how to go about it. And tins influence of live wile will continue considerably longer than the influence of any safety meeting of employees tliat you can hold. There are three ways in which this influence of the wife, and even that of the children, may be used to good advantage for industiial safety. The first way is to have meetings for industrial accident prevention, and invite Ute wives and children of all jour employees to attend them. Now, right away, I hear someone saying to himself: "We can't cks it in our industry because we haveso many different nationalities and so many different types of people." Oh, yes, you can. I know, because I have done it. I was at one time personnel manager in a plant in Hew York City employing around one thousand men aud women. We had twenty-seven separate nation alities. Twice every year, while I directed Usesafety work in that factory, wc Hired a theatre and held a safety meeting of all the ernploj'ecs and their families. Wc sometime* had two thousand five hundred or more in attendance. We did not at that lime compel the attendance of the employee*, but if -I had it to do over again, I would advise each employee that unless he did attend the meeting wc would consider his absence an indication of hts lack of interest in our safety program. I would make a record of this absence on his employment record card. We secured the family's attcudaivce by mailing a personal invitation to the wife and children. We held tliese meeting* on Sunday afternoon, because our factory operated twenty-four hours a day; but today, I would hold the meetings on Friday evening. I would tisc Friday because most plants only work liall-days on Saturday and some do not now operate on Saturday at all. The children can better attend on Friday evenings because they do not have to study lessons nor attend school on Saturday. At these meetings we always had-music, singing, speakers, and usually had the wife or child of some employee furnish instrumental music or a solo. I remember one of the best numbers wc ever presented was a negro quartet wlw sang Southern mdod>s; it went over big. AH our programs were, of course, thoughtfully and carefully planned. Sometimes we gave the children some cheap little souvenir. We told the families, as well as our employees, the causes of the accidents m our plant. Wc called special attention to the causes of the minor injuries, because we knew that, sooner or later, the fellow have minor injuries would have a real acci dent causing a major injury. We explained to the wives aud families the necessity of sending each employee from his home in the morning in a happy mood. We informed them about the accident risk a man sustained who had had a fight with his wife before leaving Wood Products Section 437 home. We suggested to them that they talk to husband* aud fathers about co operating with the plant in its accident prevention program We even offered them an opportunity to visit the plant during certain hours of the day to ace their men at work. _ if we were holding these meetings in that plant today, I would also use some time in impressing the employees with the serious hazards they would have to meet each day on the streets and highways. Many industrial plants arc discovering that wiiat i$ popularly known as "After the Whistle Accidents'* are as costly to the industry as accidents occurring in the plant itself. A recent survey made by a plant of considerable size showed that 239 accidents had occurred to their em ployees over a period of six months; but mark you this, only 3d of these accidents occurred in the plant itself--203 of the accidents happened to their employees out side of the plant. I can truthfully say that for three cr four months after each one of our safely meetings of employees and tlieir families, our accident curve went down. Someone here is undoubtedly thinking that these meetings must have cost us a lot of money. They did cost usfrom $150 to $200 each. The larger portion oi this sum was spent for the use of a large theatre. But if we prevented just one lost-time acci dent by each one of those safety meetings of employees with their families, we saved considerably more than the cost of that meeting in compensation costs, doc tor bills, and hospital expenses, for it does not take much of an accident to $ost either the industry or the insurance company more than two hundred dollars. Before you can expect to get results from such family safety meetings, how ever, you must have a well defined safety program iu your plant. You must have a proper director or committee in charge of your safety program, and you must be willing to tell the truth to the employees aud their families about accidents occurring in jour plant. It there was a lack of foresight on the pat t of the com panythat caused a certain accident, be liouebt and say so, and tell uliai you are doing to prevent a recurrence. If you will do this, you will secure the active cooperation of a considerable majority of your employees and tlieir families, and they themselves will do more to prevent accidents in your industry than any trained safety engineer can possibly do. A second method to secure the influence of wives and families in the safety program, would be to have two or more plants hold a safety meeting for the benefit of employees and their famihes on a cooperative basis. When I was in Wilmington, Delaware, back in 1923, wc had such a meeting with tl>c employees and families from five plants. Two of tliese plants employed over 1,000 men each, and the other three were small plants of less than 200 employees each. In Grand Rapids during October of this year the Giand Rapids Safety Council is sponsor ing an evening meeting for employees and their wives and sweethearts of about sixty industries. This is tlte second meeting of this type we liave held. The first was a big success. Wc will have a safety meeting from 7:30 to 9:00 o'clock, fol lowed by a dance. This meeting not only helps us to put over an industrial safety program, but the Safety Council also lias an opportunity to talk about motor vehicle accidents, chikl accidents, public and home accidents as well, and secure a very wide interest in all those programs as sponsored by the Council, in addition to industrial safety. A third and last method to put over industrial safety to the families of your employees is through a home safety program. This type of camjiaign aitmii>ts to do two things: (a) to interest tlie family in accident prevention generally, by se curing their interest m home safety; and (b) by reducing accidents in the homes of your employees, they will come to work with a free:' and dearer miml and be better able to keep their thought* on the work tliey are doing, and moreover will be less liable to accidents in the plant. ' Generally speaking, the same types of accidents occur in the home as occur In industry. This similarity makes it vny easy for the industrial safety engineer to find out how these various types of accidents are occurring in the homes and suggest ways of preventing them. This may be done either by the printed page or by occasional meetings. Home accidents are increasing yearly, until now they number almost as many as motor vehicle accidents, and nationally about twice as 438 Twenty-third Annual Safety Congress--National Safety Council many deaths occur from accidents in the home as from industry. In Grand Rapids the ratio is even greater. In the last three years in Grand Rapids five times as many accidents causing deaths have occurred in isemes as have occurred an the industries. WEDNESDAY MORNING SESSION October 3, 1934 Teaching Safety to the Industrial Worker By HARRY L. SAIN Special Representative, Ohio Industrial Commission, Columbus, Ohio *1110 speaker said m part: lu teaching, safety to the industrial worker we must consider three important factors; 1. The responsibility of management; 2. The re sponsibility of the employment department; 3. The responsibility of the foreman. Show me any plant and I will tell you jut about the type of man you can expect to see at the head of that plant. Show me any department in that plant, and I will tell you the type of foreman yen can expect to sec m charge of that department. Certainly there will not be much enthusiasm shown by the employees in any company policy--least of all in accident prevention--if the man at the head of that company doc* nut show his deep and intelligent interest iri that policy. Unless both the big boss and the little boss are completely sold on safety, you cannot expect the workers to be much interested. Too often management in picking men for foremen, or for safety director, do so from the applicant's mechanical and academic experience, and pay little or no attention to h* knowledge ot human beliavior. You will agree with me that a sale depends largely upon the person making the sale. The success of any business depends largely ujjou the man at the head of that business, and by the same token die success of the worker dcj>cnds largely upon the type of foreman who is selected to teach him. I would not invest a dime in any concern that did not carry on some research work on their product, and by the same token I would not expect much out of a group of foremen where the company does not carry on some type of foreman training work. My first suggestion in teaching safety to the worker, then, is to pick that type of person fur foreman who not only lias a technical knowledge of the product, but one who can work well with others, one who has a kindly feeling for his fellow man, one who has good judgment and one who is a leader. Now, the quickest way anyone can demonstrate that another can follow him to advantage is to be of help to hint. And the quickest way for a manager to help his foreman is for him to really prove himself a good manager. This means that he should provide his foreman with an orderly plant, in which there is proper lighting, proper machinery, proper materials, proper instructions, and proper super vision. Tt is unnecessary to outline all these motors in detail. They are funda mental in any plant where the maximum in efficiency is required, and they will be found in every plant where production and safety arc partners. Of all the places m an industrial establishment where the spirit of a sale plant should be exemplified to the worker..it is in the employment office. For some rea son, the employment offices of the country arc fillet! with sophisticated, self opinion ated individuals who often cause the worker to gain a false impression of the company's sincerity. There is no better place Ilian the employment office in which to begin teaching safety to the new employee. The spirit of the industrial plant fa such a vital subject that I hope all of our industrial managers will realise what mighty things can be done by spirit and how little can be done without it The foreman should supply the employment department with complete job specifications, as to the age, height, weight, experience and education of the man wanted. The employ merit manager should in turn set up certain intelligence quiz tests to determine the worker's fitness for the job. I would suggest that the em- lirood l*roduvts St'chon 43V ptoyment manager visit the foreman and get a true picture of the itaiutc of the work which would in turn give him a better picture of the type of man required. All the way through to tins point, let us not lose sight of the fact that our most important job is to sell the worker tm the fact that every person with whom he conies in contact is willing and ready to help him do well. Any company who does not see fit to have a physical inventory of their workers is certainly dealing with an unknown quantity. The physical ami mental fitness of a worker should be determined by the medical department, ami as in the employ ment department, we should be vciy particular about choosing our medical per sonnel. I have known doctors with an outstanding knowledge of medicine and surgery who tailed miserahjy because they were short on personality. It is not my tuleiuion to attempt to discuss the specific movements in teaching safety to the worker. My experience in the past twenty years in accident preven tion work has taught me that there are iwy ways of preventing accidents. The first of these is by mechanical guards. In my opinion, mechanical guards will prevent only a very small percentage of the accidents in any plant But do not misunderstand me. 1 think that in the installation of a pitxc of machinery or equipment, just as much consideration should be given to the mechanical safeguards as given the electricity that runs the machine In fact, if a company wants to show their interest in the welfare, happiness and safety ot a woiker, they cannot ignore the necessity of mechanical guards. The task tor the foreman is to see that these guards are properly adjusted ami used at all times. The second factor tn the teaching campaign is safety education. Education as a means of preventing accidents is fundamentally and economically sound and has become one oi the most potent forces m the reduction of accidents. To cat ry on the safety educatt'ai process, we have enlisted our foremen in the category of educators or teachers. It seema to nte we should try- to distinguish the difference between teaching and training, if there is a difference. Teaching, in a certain sense, is done in the hope that we caw develop the new employee's mental equipment, teach him to understand the management's attitude on safety, on the use uf mechanical guards, the neces sity of reporting all minor injuries at once, teach him the right way of perform ing the operation because the right way is always the efficient and the safe way. Tlien, after he !as the right way of doing the work firmly imbedded in his mind, he naturally forms a habit which in my mind is developed by constant train* ing- or repetition. After all. don't we all do things because of habitual performance, learned responses, acquired reflexes--habits.,--otherwise tl>e allotted time we have each day to do our work would not suffice But when we become bundles of habits, when we get cock-sme and say we know, when our minds are made up ami nothing ran move us, wc are through. I object to so much training that the new employee gets to act like an automaton; no mere automaton ever makes a great performance. Tliere has never been a time in the history of our industrial world when there has been such a crying demand lor men who know men as there ha* been in this most unusual time of depression I wonder how you stack up on this question: MHow do you get along v.ilh jtl*ei people?" I know some safety engineers and foremen who arc outstanding as to their knowledge of machinery, finds and equip ment; they have a perfect knowledge of all the modern safety appliances; tlicy can quote safety slogans and rules by the score; and still in their plants they have a very poor safety record. How do you account for this? Your value to your company is measured entirely by the amount of things you accomplish. You may have some splendid ideas, hut as long as you are unable to sell them to the employees they do not amount to much. How, then, can foremen beat approach this problem of leaching safety to the worker? We must first consider our relations to those about us---we might say our industrial relations, lor imUndrial relations are just simply human relations in the plant. Tlie laws that govern human relations are very simple, the same the world over. There arc two fundamental* involved, agreeableiiess and helpfulness. Unless we keep these in mind in trying to teach the worker, we will find ourselves lost 440 Twenty-third Annual Safety Congress--National Safely Council in a maze of ideas and may possibly be far from the goal when we think we have completed our task. Every foreman should ask himself these two Questions: 1. "Is my department a place -where people like to work;" 2. `'What does my department mean to. my men aside frotn the pay envelope?'' You will find that in the training of the worker, agreeahlenes* one of the fine arts that must be practiced by all. It must become an actual policy of the plant. Any foreman who gives tins fundamental sufficient thought must come to the conclusion that agreeableness is one of the most constructive forces that can be set to work In his department, and that disagrccableness is one of the most destructive force* that can be found anywhere. It represents one of the greatest wastes in industry. The psychology- by which people are being moved to do thethings that we want them to do is becoming such a common property that it is reasonable to conclude that this knowledge will be used in countless activities of life, including the teaching of safety to the worker. Safety in Grand Rapids Industries By ROBERT W. IRWIN President, Irwin Furniture Company and Member, N-RA Furniture Code Committee, Grand Rapids, Michigan The speaker said in part: The most important problem that the furniture in dustry bad to face was not guarding; and protecting of its machinery. Thanks to the splendid work of David Van Schaack, there was ready very early a painstaking study of woodworking machinery and its possible safeguards, which served as a textbook for siqxrin endows and safety engineers wherever furniture was made. The machine builders in this, as in every other manufacturing line, accepted the problems and practically all machines have integrally incorporated in them the best safety devices that the ingenuity of their makers could devise. Squareheads, on the jointers gave way to cylinder (leads; shaper guards and saw guards ap peared: gears were enclosed; belts and licit shifting gave way to motors--motors operating individual machines, or at most, small groups of machines. However, our furniture factories still found that their accident ratio was too high and learned that the machine room liazards represented but a small part of the industry hazard*. In an analysis of sixteen deaths in furniture factories of. the Furniture Mutual Insurance Companv of Grand Rapids* st was found that but one was directly attriliotabTe to an operation performed in furniture manufac turing. The kick lack fmm a saw is undoubtedly a hazard of the industry. All the others, however, might have occurred to men working in paper mills, foundries, machine shops or mercantile establishments. Each one of them was perhaps pre ventable, but certainly not by the use of safeguards, with the possible exception of one man who was burned. Moreover, in a canvass of injuries where death did not ensue, in the records of the same insurance com|varsy. %vc find that tire acci dents are scattered pretty evenly throughout the plant. So we were forced to the conclusion that the safety problem in the furniture plant was primarily that of inculcating in the plant personnel a regard for safety as a matter of efficiency. Singularly, there is not much appeal, particularly to young men, in pointing out the distress and disadvantage of a laceration, a bruise or a broken bone, t here still lies in very many of them the small boy feeling that there is somethin# sliamcful iu ixing afraid to be hurt. We met thi? first, when, after the enactment of the Workmen's Compensation Law, we Insisted that every acci dent, however slight, be Riven first aid treatment and thereafter be treated by the doctor. Curiously enough, there sprang up a tendency to conceal minor injuries, rather than accept first aid treatment. Gradually this was overcome, but it was not until we based our work with the men squarely upon the ground of efficiency that wc began to get measurable results. In the furniture plants these ideas had to be infiltrated, rather than taught d:- IVood Produets Section 441 rectly. The major plan was to try to get the individual safety-conscious and let him analyse his own methods in the light of that consciousness For this particular kind of safety work it is fortunate for the safety of (he fur niture industry that, generally speaking, wc find them grouped in centers In Grand Rapids it made possible the organization of a local insurance company, writing Workmen's Compensation, and incidental thereto, taking over the general direction of the safety work of the gTOttp. The plan was adopted of carrying some matter of live interest into the plants at each trip. In this particular group, tlierc were between forty and fifty factories making furniture, using practically the same machines and the same methods throughout the plant. The inspector's plan was, therefore, in visiting the plants to note some outstanding method or device promot ing the safety of the worker, and then to carry this idea to all of the other plants-- In other words to endeavor to bring to all of tlw plants the best safety ideas and methods found In any of them. This gave his trips to the plants a punch: and while he was carrying this message, he would incitlentally do his routine inspection work. Another method, somewhat uitorthodox, of our safety engineers was that of going through the group like Paul Revere, announcing severe or unusual accidents. When ever an accident occurred which Itad unusual aspects from a salcty point of view, was difficult to understand, or novel in our experience, the inspector dropped all else, made a careful analysis of the accident, its causes, the methods the injured operator was using, tlx type of machine---or if not a machine, other circumstances connected with the accident--then -made a trip through the factory to discuss with the superintendent or safety engineer this particular accident. This could be done with profit, because, generally speaking, the same operation was being performed in each of the furniture factories. It was a matter of live interest; it was fresh; it was true, tt was actual. The grouping of the furniture industry, particularly as it esisis in Grand Rapids, affords also opportunity in the matter of medical aid. For twenty-two years this furniture groin* has employed the same industrial surgeons, the original ones hav ing been succeeded by later partners, to be sure. This lias given us a continuity of sendee and has given the surgeon a thorough understanding of the nature of accidents that come to them from the furniture factories. The volume of business has been sufficient to enable them to maintain a very complete emergency receiving room, and they are known to practically all of the workmen in the city. Under our law, the employer is required to furnish medical aid, and if he tenders reason able medkal aid, he may choose his cum physician An injured workman may go elsewhere, but laving been tendered surgical aid, he must, if iie refuses it, pay the doctor of his selection. Our surgeon* arc paid upon a fee basis for each case, so that the workmen will understand tliat it is to the doctors' advantage to give him as complete care as may be serviceable. This arrangement ha* enabled us to work out a satisfactory Interchange of reports and records between the doctor's office and tile insurance office; and in controversial cases, gives u* ltrpauJablc med ical advice and competent expert testimony. The Grand Rapuls Safety Council is still operating actively It assists our in dustry in accident prevention work, not only through the activities of its Indus trial Division, but also through its traffic work, and its safety work in the homes, all of which tend* to make employees more thoughtful a* to their own safety while working. Many of our furniture factories are organized in the interplant safety contests of the Council, and through this rivalry between factories the interest is maintained in accident prevention by these groups. The Safety Council also carries on round tabic discussions once a month, through which men doing like jobs in the various plants arc broughttogether to discuss accident problems and from this source carry back to their industry much valuable Information Report of the Nominating Committee The chairman at this point called for the report of the Nominating Committee, and new officers for the Section were nominated and elected as follows: General Chairman--r. W.. Braun, Employers Mutuals, Wausau, Wis. +12 7 tveuly-ihb it Annual Safety C i>nyh?ss^-National Safety ( omuil I'ltc-Chtrirmun--Ii. G. Padgett, North Carolina Industrial Commission. Win ston-Salem, N. C. I'ice-(.'hairhum--'William Haggerty, Edward liiwcs Western Pine Co, Hines. Harney Co . Ore. - Secretory--M. C- C-vW.jd&[it*tl. General Electric Co., Erie, Pa. . Arciw Letter fuittvr--J. A Purdy Michigan Mutual Liability Co., Detroit, M id). Enmnccrintf Committee Chairmau F. A. Pollock, Lumbermens Mutual Casualty Co.. Chicago, 111. ` Membership Committee Chuinmin~~H<A>crt Orinsby, B F. Huntley Furniture Co., Winston-Salem, N. , Poster Committee Cluiinnau--Robert A. Shaw, Murray B<xly Corp., Detroit, Midi. . ' Proyram Committee Chiunmni--Harry j. Kelley, American Seating Co, Grand Rapids. Mich. Statistics Committee Chairman--E. K. Prichett, Pi ichctt-Powers Co., Grand Rapids, Mich. PttWicifY Oufirman--P J Brand, Pullman Car & Manufacturing C'orp., Pullman, Chicago, 111. ' Members at Larne-- K. C. Barr, Lumbermen's Mutual Casualty Co.. San Francisco, California. E. Ross Farra. Grand Rapids Safety Council, Grand Rapids, Mich. Harry Cuilhot. Pullman Company, Pullman, Chicago. 111. Roland Jones. The Sttrty Manufacturing Co., Iuc.. Cliicago. III. W. S. Paine, Aetna Lite Insurance Co., Hartford. Conn. Lotus W. Kerherg. Mongol Body Co.. Louisville. Kv,, Compensation and Medical Problems By L. J. CAREY Michigan Mutual Liability Company, Detroit The speaker said in part: The distressing economic situation of the past lew years lias had its effect tax the .situation already existing in the administration of workmen'? compensation laws. While the mechanization of industry has in many instances shortened work time and reduced fatigue, it has on the other hand re sulted in the speeding up of production, so that in all eases wltere the hazard de pends largely, as in wood working, ii|K>n the actual amount of material handled, the exposure to accidents has been greatly increased. I jack of employment has induced, or i>erhai forced, many a man previously injured to request a reopening of his compensation claim His financial position, with a needy family ou his hands has forced him to stoop to means and methods to recover such additional compensa tion that he otherwise would never have considercvl Unscrupulous lawyers Itave been glad t-> aid him in his endeavor* and syinimthetic boards ami commissions have felt Ik>iiiu1 t< look none too harshly upon Ills <zx&|eratcd and illegiti mate claims. Practically every year the state legislatures of many states act upon hills in troduced for the purpose oi amending workmen's compensation laws, and in the majority of ease* these amendments are for U!er*h*atit>i and increasing the bene fits provided by such laws. During 1933 alone, the legislatures of thirty-one state? amended their laws To realize what burden has been placed upon industry, you may bear in mind that it i? estimated that during the three years from 1930 to 1932 inclusive more than three hundred million dollars was jiaid in benefits to injured employee* ami their decadents, and millions more expended during the same period for medical and surgical care. The underwriting losses in a large group of companies on workmen's compensation in the past four years alone have exceeded $75,000,000. while their losses during the last ten voars are in excess of $140,000,000. That these losses are directly due to the ever-increasing average cost of compensation ssiyimmL can i>c verified by the fact that the records of insurance IVood Products Section 443 companies reveal that the average cost of compensation payments for every $100 of payroll lias increased about 35 per cent in the last eight years. The increasing knowledge of and interest in occupational diseases has added a further problem to this question. Since 1925, thirteen states have amended tlicir occupational disease provisions in their comjx-usatiosi l.m lot the purpose ji liberalizing tliem. In some states these diseases arc enumerated in the laws, while in others provision is made lor compensation fut every injury resulting non* employment, including diseases, either by express words to that etuwt <r by omit ting the requirement that tl>e injury nust be by Occident. In states where recovery cannot be had for occupational diseases under the compensation law. great activity has taken place in connection with claim* for such occupational diseases and re covery is being forced in the common law courts, before a jury, for damages. One of the striking evidences of economic unbalance, present during the past few years, has been (lie relationship existing between the compensation provisions of the statutes and the wa^es actually received by the employees. Compensation laws originally designed with maximum and minimum weekly rates were grad ually enlarged over a period oi years a* to the maximum amount, ud in many eases as to the percentage of the wage that was to be paid as compensation in case of iujury. During tiui period of depression and even under the present period of recovery, with N. R. A. codes in effect, met) were working two, three and four days a week rather than five or six. Vet such comticiisatiori laws were not clastic. It was compulsory to base compensation payments upon the original pro visions of the laws, and in some cases such iMtymuU* were equal to or greater than the amount which Ue employee would actually cam if he were able to work. Compensation laws, therefore, originally designed to operate as a substitute for the common law liability of employees for accidental injuries, have now by the effect of these liberalizing forces, been convcited into pay menu against loss throueh fit health, however originatingf and with particular reference to occui>ational dis ease wherever originating, to insure a high percentage of nunc loss and in some instances full wages throughout disability originating from industrial accident*, to insure against consequences of neglect of industrial injuries by tin; injured, am! just now', most extensively, to operate as uncnipDyment insurance cmering ilic inability of the injured employee to obtain re-employment even alter recovery- frorn his industrial injury. With this gradually mounting increase in the cost of compensation paid in re lation to man-hours worked, we have the same, or perhaps an even greater, rising trend in the medical cost for the hospitalization and medical care of such injured or claimed to be injured employees. From 1920 to 1930 it is damn that the pure medical premium of insurance companies has increased in N'vw jersey by 100 |>cr cent, in New York by 71 j>er cent, in Texas by 05 |Hr cent, in Colorado by 73 per cent. The national experience, while unadjusted to law change*, shows that dur ing the same ten-year period pure medical premiums have been increased by 64 per cent and the medical loss ratio by 62 per cent. _ Of utmost importance in the control of this medical cost is a genuine spirit of cooperution between those at the plant who have oxitaet with ccHiit*cnsathm work and tlie claim nd legal ami medical departments of the company. nr of the insur ance company carrying the risk. Some of the causes of the lack of control of medical costs arc as follows: (a) Delayed notices of accidents (b) Failure of assured to cooperate in referring case* to the staff dociois ap pointed by the insuring company. (c) Failure of the insuring company to properly educate tire assured with reference to proper medical treatment and the effect of medical cost.. (d) The activities of professional clinics and doclory in soliciting medical work from the assured, assured's agents and employees, ami claim managers and Other company employee*. .. Hospital charges have also been a cause *[ the rising trend in the cost of tin* mcdkral care, as there is an ever-increasing tendency toward cliargmg lor extras and so-called "routine" laboratory examinations, regardless of need. There is an increased period of confinement in excess of need, and particularly an accommo dation not necessary in convalescent periods. 444 Tiventy-thud Annual Safety Congress -National Safety Council It !'s. no. simple remedy to cure this cver-mcreasmg' cost, and the solution oc it hes with the individual companies and their efficient handline: of very faodamental facts. There seems no immediate possibility of any material change in trend toward U>e super-liberalization of compcnMltoti laws and compensation benefits all <k>w the line. Rut the return of prosperity, with higher wages, more **&*>* employment, a ftn-atc; number of regular working days, all should have a tendency to make a more favorable ratio between the payments made by industry aattt- hotirs of work produced by labor. Xfen will be more anxious to recurs to their employment and stay on their jobs, and with the return of more regular employ* ment, there will be less reopening oi old cases on rather exaggerated claims U injury. But this lies far hi the future. The only immediate answer to the employer** problem seems to be diligence, intelligence and persistence in the work in wiaeh your people arc so vitally interested--accident prevention. If the amdrnt cm be prevented, then ull of these other problems will never need be solved. We realize, of course, that the clysium will never arise, but certainly the very remarkable work that is being done ii accident prevention must be keeping dkc compensation and medical problems from becoming an unbearable cost to industry. Wlcn we find individual plants, over a short period of years, reducing from 75 to 90 per cent, many of them with several million man-hours without k>K time accidents, wlten we find steam railroads cutting accidents among their em ployees 60 per cent during the past eighteen years--when a group of leadki* ned concerns have a IK) per cent reduction In plant accidents during the same period --when forty-five large cement plants finish recent year without a single k*t-te accident among their thousands of employees--wltcit we find the plant of an electric company with 28,000 employees reducing accidents hi 1925 by 92 per cent--we realize what you men and women have accomplished, and feet that perhaps it t$ possible for accident prevention work to actually solve some of the most distressing problems that arise in the administration of the workmen's compensation law. However, in connection with your accident prevention work, you can accom plish much in obtaining a proper administration of the Act and in correcting some of the glaring evils that exist. For one thing, you can keep constantly in yocr own mind and impress upon those about you the fact that this law is not an unemployment insurance law---that it is not designed for that purpose and should not be prostituted to obtain that end. You can also spread the gospel to those about you that there are health and sickness insurance policies designed to cover the illnesses that one may be subject to, outside of accidents, and that the com pensation law' was designed only as a compensation for actual loss of wages due to actual Injuries arising out of the employment itself. ADJOURNMENT INDEX Accident Prevention Equipment Matuifar tureis* Nominating Committee Report, ISO. Officers, 149. Adams, Dr. J. 11.: The Industrial Plr. sician's Place in the Accident Prevention Program, 308-311. Aeronautical Section: Minutes, Officer*. 153. Aeronautics: Safety- in Aviati^i (Doolittle), 113-154. Safety Problems of Airships (ArnsteiiO. 155- lid, AH Ohio I>ay Session: 127-130. A. 1L \ Safety Section: Sec Steam Railroad Sett**. _. .V S S. E.-Engineering; xecliou: Minutes, t-Kl \Miutar Committee Retort. 162 kwnwtl Mcetiax of Members, 11-20. , Anlur. T. P-: The Safely Man's Responsibility m Industry, 172 174. . .. ArmA. L.: Knt<y Higner bnp<rviion J*x*re*teJ in Accident and Fire Preveiiywni| SS 45. AtuotccB. Dk. K.: Safety Problems of Airships. Ash. Dr. W, S-: Dust Problems in the Rub ber Industry. 3/0-372 Augustus. F.: Report of Accident Experience* Exchange. 293-264 . ,,, ,, Automobile Driving: An Industrial Safety Fim- fram that Includes Vehicle Ihivers (We:* er). 53-55 ,, ._ . How Fleets Can Cooperate n Conur.uiuly Safety (Smith). 214-216- . T> . Safety on the Sts eels--A Major Problem for Industry (Ort). 51-53. , Se'.cc t inr Drivers foe Coitiuaeicmi Vrhicfea (Cornell), *5-58 Automobiles: How the Automotive Indu.tr>- Ctm Kelp in Reducing Street Accidents (Smith). 166-167. ,^ 4 Maintenance for Safety* Sake eweaver). 301-211. . , , _, ._ Mechanical Devices for the Safetv oi Com mercial Vehicles (Haven), 216-21*. . Automotive ami Machine Shop Section- Joint Session with Power Press Section. 330-332. Minutes. 165-176. Nomination Committee Report, 172 Officer*. 163- Daker. J.: Safe Practice in Maintaining- and Using Electric Welding Equipment. 41. Baker, R. T.: Putting the Safety Man* Job Under the. Microscope. M-95. Banquet. 21 22 ^ . Bam Dr. F. G-: Physical Examinations and Placement of Worker*. 73 75% Barth. C. O.r Preventing Accident*, m the Meat Packing Industry. 248-2)01 Bateman. C. O.: SOkosi* from the Operators Standpoint, 2*3 2*5. . Baurhcott, U P : Applied Safety in Transit OientiMn, 426-427. _ .. K Best. E W-: Hazard* of Rubber Cement Chums anl Storage Rooms. 373 375. Bender. H. D.: Devekximcnt and Research and Their Relation to Accident Prevention, 344. 347. Barnett. C- B-> Cause and Control of Employee Accidents in the Wa> and Structure* De partment. 4)3 434. Bentley, L. CReport oi Committee on FM cation, 385-386. Hetman, ).: Whal the Seamen Think of Safety and the Safety Wov MitiU, 731-232. Beyer, D S. ana Carney. S W.: UsifK Ex haust Systems amt Respiratory Equipment to Protect Workers Exposed to DuH. 2t<-2ft lJixler, H. K.: Protecting the Feet ami Legs, Hands and Anna. Face and Head of In dustrial Workers. 86-89. Bonus Systems? In Hand Tool Accidents and Their Prevention (Groner}, 185-186. lioulct C B.: How to Sustain the Safely In terest of the Man on the Joh, 65-66 _ Bradford, O. Lb: How Can the Industrial Nurse Help to Prevent Accidents? 45-47 . ^ ,Brennan. W. T-: Let's Teach S.ifei>`s Teacher, m.m. Bridges: Solely Measure* m ile CnnvtoirrPni ot the Sn>> Francisco Bay lirulgr* lCiikl- Atmel. 207 TUB. . Bristol. L. D.: Vialtlng X'r.rses-Vncir Value to the Safety Movement. 47 iR. Buckley, H. J.: Selling tbe Safety lne. U>- Barber. P ; hlodcru Method ) of Teaching F< Prevention, 32-34- ,. Bullock, R. A.: A Seiinu* Acci-lcivt and Hie Lesson Learned. 3// 37*. Buses: Qualifications for Trainmen ami * Operators <Emerson), 433-426. Byers. G.: Conti'cdttuji the rlr* ami tvi>lo-.n.n Hazard* hi funiieiin. 31*-322. . Bvler, A. I).: Su|>ervtjli>n and ft* Uemtiun U> Accidents. 331-332. Cahili, Ma|. C r.: 1*mM oi Operalimi Avcidents amt Ther EHminatioii the Sime Intlustry, 251-253. CanmhcH, I,: Safety Eituspnient- j Facim in Accident Prevention. 83-S6-. ... Caiey, I,. J : ConipctiaHtion am'. Memcal l mb lems, 442-444. ... . Carrow, T. H.: Ptogie^i and Pp-s.bihne^ m the Prevention oi Injuries to KAilroao cm - ployres, 387-389. ' Cement Industry: AnaSv*i* o Accnlenii: m the Cament IftHustry (t.urti*), !7i*.-l7'. Hand Tool Accidents and Their ...................... (Croner), 115-186. How to Investigate atwl Oatdtafwc oc. Ojt Accideiits (Wtshman). 181-182. How to Ir.vetiignlc Our Accidti'l- fOreer). 180-181. Preventing Fails of Persons in the Cement Industry (Rice). 1*3-185 Safetyliing Transportatiott in Cement Mills andf Quames (Worthy), 1*2-18) Cement Section: Minutes. 177-18C. Nominating Committee Report, 178. Officers, 177. Chemical Industry: Hdt<Lug New E>?n4o>ee-- to Avukl Injuries in the 0>emical Indu*tr> (Kirkpatrick), 168 190. Proper Protective Equipment for tbe Chen i- cal Industry (O'Cominr). 192-194. Using Our Statistics to Advantage (Lewis). 190-191. See also Health Hazards. Chemical Section: Mmutc*. 117 196. Nominating Committee Report, IW-tW. Officers, 187. Chemical*, in Industry Session; 99-M2. Christie. R. I.: Safe Practices In Maintaining and Uh<u Gas Welding lujtrijwnrnl, 42-41. 445 446 Twenty-third Annual Safety Congress--Motional Safety Council C' \V, A. OjXfJti'm: lour Mallian Green Men {Williams), 76-78. Safety Orgnmeatinn (Murphey). 313 31 4. Cl uMii. ^ Marine p4ohIrit--.I'teveMiwa m Comteclton with Accident Prevention (Kniifcii) 213-2-14. Clothing; Eye Protection and Sal* Clothing (MifleO. 407-40Bt'*,!*( Storage Plant.: Where and H<r* Acci dents llnptxn in the Cold Storage lndurtr> ^ (TfKMnhK), 358-360 ' Pole W. (I.; i'uttme Safety Eapnctr* Uniter tlic Mkrutco)*. 30.1 306 Commercial Vehicle*-: See Aun-inobile Driving: Automobiles. Cnmmiitees: Deye!`*jdnir Safety Consciousttess *ix3 C*ir*Mtii in |hr Stiji<nit<K)' Force . Harr), 167.1*3. (VnstructifHi Industry: OiiMruetion Safety ors the Xeu tcrt-cj Kmericency State Relief Projects (Dorsey), 204 205. Effect of Safety Activities on Compensation Insurance Rules (WriKhi), 201-202. Explosives in tle Construction industry (Rus sell). ay, 20/. Safety--a Challenge t*' Management (Rowe), 202X11. Safety Pleasures in the Construction of the San Francixco Day Bridge* (Ooklsime), Mf- 208 ^ Statistics of the Construction Section (Snow). 20C. * Cotixlruction Section: Minutes. VD-2G8. NoutiiMSint Cownirittce Kejiort, SU-3M. Officers, )W. Contests; An*n! *il IWntr). Taxicab awl Flux Section Tni|itiier, 21?. In "Sellhnr the Safety Idea" (llueklev). iJd. National Fleet Safety Contest, 712-214. ` Presentation of Metals Sections Trophies. 267 26*. Presentation of Paper industry ami Council TrcpMe*. n7. Presentation of Petroleum Section Trophies. 323-324 Presentaiion of Rubber Section Trophies. 322- Prasentatirxt of Safety Contest Trophic* to Marine Section 2.18-239. 2'tablic Iflililu-i Section Safety Cootes-t. 347- Railrottd Employee* National Safety Contest, 3U9-3W. ^Unveiling of Council Trophies. 20. Conveyors- Portable Conveyor*--Haaard* and Their Elimination (Pruslting), 71-72. Cooke. M. W : Municipal Traffic Problems from a Transportation Viewi^oinf, 42<i-431. (.-`operxtfrvi: Management's OtH'ortmiltSe* and Kespotisibiiities for Witmitur Employee Co operation in Accident Prevention Work (Honk) 127-12*1. - Com. E. \V.s Accident Prevent inn and the New IndvMrial Economy, 290 291. Cornell, If \V.: Selecting Drives* for Com - tacrrial Vehicles. 55-58. Cotton Mill*; See Textile induxliy. . Coulter, f. S.; Physical Therapy in the Re- habtlitattM'. of the Injured. Ill 116. ' Cramer, F. \V : Maintenance of Cranes. 2f-3* Cranch. A. G.; Trend of Occupational Disease's and CompnM!iot. 3M-30S . 26LCrane. C H-: Safety in the Lead Mintt J?. Cranes: M;iiii!cn.vcc of Cranes (Cramer), 263 26.1. Safe Operation of Loccmotive Cranes (Grif fith), 67 69- Criswell, R. B-: How Home Fires Are Caused, 31-32 Cumminri, II. E; The Dust Problem in Mia- in* Operation*. 28!-283. Guru*. A- I- K-: Analysis of Accidents in the Cement IitJusby, 178-179. Iarr. H. W.; ]kve;o;iiiif Safety Consciousness and^Coo(raiio m the Sujiervisory Force, I>divery.^Tavicab and Hus Session: Minutes. Nominating Committee Report, 211-212. Officer*. 209 210. Wstt. A. 31.: Lessons Learned from Serious Accidents. 377. Donovan, J. IX: Safe Maintenance Work u Industrial Electrical Eouinneat, 104-106. Doolittle, J. H.: Safety in Aviation, 133-154. JJorranee, C-: Accident Prevention at the Harry Taylor il*. 275 279. Dorjey. J. X.: Construction SaJctv on the New Jersey Emergency State Relief Proj ects. 204-205. Dust iti Industry Session: 23-30. Dusts: Dut Hazard* it Induwry (Sayeis), JiO-JiJ. Th* Dust Problem in Mitimir OiuuiIohh (Cummings). 281-2M. ' Ihist Problems in the .Rubber Industry (Shir ley), 367-370. _ Medical Su|rviiiou of Wotlitc* Expo&ed to l>u1 (McConnell), 7-J0. Siltcori* from the Osirators' Standpoint (Bateman), 2A3-2&3. !So*ne Aspects of the Silicosis Problem (Moore and Kelley). 285 388. Types <>f Dim That Cause Occupational DU- eases (Gardner). 23-26. 1`rinjr Exhaust Systems and Respiratory to Protect Workers Exj>c-sed to Dust (liunsti and Krjrrt. 2&-38. P.ve Industrv; Safe Handling oj Dyestuff* (Waraala), 101-10?. Economics: Economics of Accident Prevention in Handling Marine Cargo (Heinrich). 22823Q. In an Tdustrial Safety Program That Include*. Vehicle Driver* jwelker), 33 In Four Million Green Men (WilKams). 78. In Safety Activities Which Reduce Accidents in Building Skips (I^ee), 233. Relation at Accident Prevention to lVoduc tion <Sj-erKr), 414-415 Education of Workmen: How Should the Foreman Train the Worker* (Kantclmann). 375-376. Teaching Safety to the industrial Worker (Sain). 438-440. Training the' New Worker (Refeweiter), 75. Electric Railway*: Applied Safety in Transit "Operations (Bauihenu), 426-427. Cause and Control of Ent]A>ycr Atvtdeals in the Transportation Jfcpattment (Matthews). Cause and Control of Employee Accident* in tha Way and Structures Dcpartntcnt (Pennett), 4J3-434. Physical Examiiiarioc* in Acchloni Prevention (Fisher). 42SM21. Qualiffeatlou* fot Trahimen and Pus Opera tors (Emetson), 423-426 Report of Employee Accidents--Electric Rah way (Kreh). 431-432. Saleijr Trend* la Design of Public Tranapor tatton \ chicles (Hecker). 427-421, Electricity: Electric Shock (Kouwenhoven), 338 3(0, Index 447 Hazard* of Low Voltage Circuit* (Whiling and Tunks), 106 ID. Miniature Vt4i*g* for Portable fclevmc KzjuiprnriU (Stewart), KU KM. Sale ilattuenarwe Work on lmlu*tial Elec trical Equiimiem (Donovan), 101-106. See six* Switches--Electric. Electricity in Induntry Se^icm : 103 J12. EWctrofdating: See Plating. EmerM-H. K. W.: Quahhcatimis tor i ::is>iiuen and llo> Operators. -UO 42t. Eat>loyee>* Meeungv: Let's Teath );*<et/'s Teacher (Urermjn). 291-PH. Empioyee' Trahung: See Ezlucation ol Work- Engraver*--Safely Putting Safety Engineers I'nder the Microscope (Cole), 303-306. Platting the Safety Mau'i. job Utxfei ti>e Mkr.-cn|.e (lSakct). 93-9.>. Tbe Sakty Man's Kes-sHjnsihUity in Indumy (Archer). 172-174. Executives: See Management, Exhaust Systems: See VcnttlatUm amt tx- haut System*. ... Exhibits: Exhibitor* *t ri>e 25rd Annual b*letv Congress, 150-P2. Evpfcrio*- ControOsng the rre and Explosi-.m llaxard* in Refineries (Byviv), 3IR-322 Exvlosivet: Exfiloxives m tlie Ccustrucuon In dustry (Rs*ell). 206-207. Eye Protection: Eye Injuries in Industry *Si<l Their Treatment (Mo-Jtt), U.I166 Eve Protection *id Salety Clothing; (Miller), F TaSl*--Materials: Fall* of Petvous and Ob<ect* (Granger), 4W 410. Fall*--Peojde: Fall* of Persons asid Handling Matenalft and Tools (Millei). *klS-<06 Fails of Person* and Object* (<Jrauger), 406 410Preventing Falls atnl Strain* in the lauming ImluMrv (White), 250 2)1. Preventing Falls of Petsons fn the Cement luduatry (Rice). 1*3 185- \Vhat Can ManaRMtsent Do lo Lessen Cas ualties from SHppejy Floors (Mowery). 125- tafi. . What th Worker Can Da t Prevent Fails (Guilhert). 124-125. _ . _. Why l>o People Fall? Do lliey Slij1, Inc or Stumble? (Geitxin). 121-123. Farlow, <1- B-: Falls ol Object*: Motor Cats- Care an<i Operation. 406-407. F'arri, E, K.: Relation of Home Safety to Ifl- duttiial Safety. 436-438. F. R R. A. Safety Conlereoc*:. 131 U4. Fenton. Dr. W. Jf.: Value of Competent rsrst Aid. 355-356. Fie Extinguishers: Value of Various Types of Fire Extlnguiibcr* (Haric), 34-40. Fite Prevention: Compensator Fire*, iff). C'jHii'olri'ig the Fire ami Explosioii Hazards in Refiuenes (Byers). 318-322. Fire preveiiiiuH in the Public Utility Indus 32. . Modem MelSiod* id Teaching l ire Prevention (Bugbee), 32 34. Fite Prevention Session: 31-40: First Aid: Emeiget^cy First Aid to the In jured Worker (Redden), 116-UV. Value of Competent First Aid (Fentoti), 35$ 3S6. Fisher, H. E.. Pl<> tical Examination m Acci dent Prevention. 420 423. Herniae. T. A-t Fire Prevention in the Public Utility Industry, 342-344. try: Kium V cur HiiiniK.ini* (CVKsnel. j>l-232. Sriling Safety > 1'iHid Sioie Peiv. smri (Rides), 222-223. Some Facts About Women h- the I :->od In dustry (McClxfikey), 223-225. Section: Mlnuret, 2^9-225- 2 9 2XonilnaiinK ( nnmutiee Uci><<f(. 220 221- Oflkers ! -Z a Foremen: Tle Foreition't lutie> ami Kr^n-u xibiKtfex in j'-t.entmg Accidents (<)ni>li ne)..334-355. The Foreiwnu's i'an m Accident Pieveutien (Grxdy), 2H-259. . flow Shnulii the Foreman Tr.u* tve WoikcT (Hantebltann), 37.1-37A. Su;>ei vision and Its Relation lo Accident* (Byter), 3313.12. horge SHo(>ti: Safety hi l-utge Sh-jr Onnatmn* (Wallman), 332-333. , F-aisaith. C.: A New Safety Code hr Mill*. 41S 416. Fume*: See 221-222Fumigant*. Know V'nu FuitiSgituf* fO'K.me). Funitue Industry Sec Woodworking Imhi? |-i Welding am! CuttitiK Se*-'o 45 45 Catidy, H Tr.; What .3 the Cause of Safety? 271-272. ' Cardiner, G. t The Fmcman'* Duties and Re- sooxtibihtiet in Preventing Accidents, 354 Gardner. L. U-: Type* of Dost That Cause Occupational Diseases. 23-26. Gase*: Decreasing the Hazards 4 Poixonnw* Fumes and VaiMjr* by Resrnr*t> Pn*t*c- ttve Eitulprnent (RnorlO. -M # Occupiiiuiisl loisoniiiK from Toxic Gate*. Yarxtrt and Fumes i Kesrier), 7'.i fi ' Gernon. J. L.: Why Do Peojde hall? Do They Slip. Trip or Stumble? 121 Ilk SilUe*. D. 11.? Safetv from An Kxecuiivt Stamli>olnt, . , Cthdii, Dr. C- S.t Tl>e Human Side d liulu-*- trial Medicine. 253-254. Goggles: Use In Paper Industry, TM-XQ. See also Eye Pioteclion. Goldsti'te. E, ft..: Safetv Measure!1 in the ( Structioit of the San Kraneiu-o la) Bridge-*. 207 201. Goode. N. E.; Sxiety in Rayon ManutavtunttK. 417 418. Grade Crossings: Report of Commune on Pre vention or llighwav Crossing Aecidcni* (Rowe), 395 396. Grady, M. P.: The loieniait** Part m Aec- dert I*cverti>n, 25W 2'k Granger, L. M.: Falls of Persons amt Ol>Je!* 4Of-110. Greenbeis, S. S : Safety Piomothm Tlunuxh the Efforts of Gyerxiots, 3)4. Greer. M. I\: How to Inve*lignie <1ur Acci clem*, 180-tS) Griffith, If. J : S*!C OccratioH of Lucomuiivc Crane*, w-69. Groner. \V. T-? Hairi T.jrd Acctdents and Their Ptevenlic^t, 185-lAb Guards: Snleguarding Macldtiert at Its Source (Gimtleck). 174-17S. Guilberl, H : What the Worker Can Do Jo Prevent Fall*. 124-125. Gundeek, W. S.: Safegjnrdijsg Mactitneey ai Its Sources, 174-176. Gurney, S. W. and Bejer. D. S.; Using Ex naust Systems and Respiratory Equipment to Protect Worker* Ex(>wsed to Lluti, 26-2!k 44S Twenty-third Aminat Safety Congress--National Safety Council Ham, \V. O,. Kctrigetatnx* Industry -Accidents ami Their Prevention, 363-364. Handling Materials: Kails of Persons and Han dlitig Material* and Tool* (ItUler), 4G5 405llaHtlltKK ami Piling Sheet Metal (TikOnip son), 32K-UO Handling Materials Session: 67-72 kcct>:iclit?oning Oil Pip* Line*, Haateluimm, G- C. A.: How SIi.juk! the Foiem.m Train the WWerl 375-376. Harrington, D.: Annual Ke|><st uf Secretary of J4intag Section. 270 271. liarte. T. A.: Value of Various Types of Fire Extinguishers, 24-40. Jlnveiv K. C.: Mechanical 1>e vices lor the Safety cl Commercial Vehicles, 216-2)8. Health Hazard: Occu]*tioiiaf Poisoning from Toxic (lasts. Vapors and Fume* (Ke**hr>. 4 79 12. Trend of Occutmtionat Diseases and Compen sation (Crnncls). 3C0 303. Hecfrer. (i C : Safety Trends hi Design .rf 1 Ubiic rrfliiirf>rtaticm Vehicles, 427 42*. liecox, H B.: A Practical Safeguarding pro cram h.r the Field, .114-315. Kentons. JI. J.: Visuahriug Safety, 2.13 235 Heinrich, H. U.: Economics of Accident pr. vention Ml HamMo* Marine Care* 228-230 Hoffman. A. Safety hi (carmen* Maitulsc curing, 41*. Hoists: Wire Rope Slittic-a Few Safety Con siderations (Morgan), 69-71. ' Holden. CajH. *-. C. Jr.: Marine Problems- - Claim Prevention in Connection with Acci- deui Prevent**!. 243-244. Home Safety: linw Home Pttes Are Caused (Criswell). 31-32. Rriatiou i Home Safety to Industrial Salctv (Farra), 436-43*.. - Hook, C. K.; Mauuuenteut'* Opportunities and Ke-|uiMbtlhies lor Winning Employee CorvperatKxi In Accident Fietc'Ciou Wort. 127-129. H-'itisekeeiMitR: In Heavy ami Light Press On- eratious (Olivci), 331-tvt Human Hltmtnt; Sec Persona) Fati-ir. Icc JikIijs! s % . See Refrigeration Iiklutrv. Industrial Medicine: The Hnnum Side of lu durtrial Medicine (Gilpin), 253 2S4. Industri.-I Nursing Session: 45-59. Industrial Safety Lecture.* 135-14*. Industry unit Its Motor Vehicle Accident IVobIcmScnion: 51-S*. Th Injured Worker Session; 1*3.119. Jusjiectuxi: Safety Jtim.-ction*--Who. vVhc> and How' (SuOun). 9S-9S. InvutijcatiAfl of .VrMcnts: Erjicit Witnesses In Marine Injure- Cases (Vander Flute). 242 2H. How to Inve<ligate and Capitalize on Our Accidents (WisHmiin), 181-182 H.. i<> Investiuate Our Accidents (iireei5), 1*0-1111. _ In Wand Tool Accidents ami Their Preven tion (firimcr), 1*6. )"'- R \V,.: Saieij* id Grand Rapids Indus tries. 440 44S. Jacob*. 0. W.: Safety In Ice Delivery, J4?. Johnstone. II. M . Cr.#1 Mi<ie Ventilation. 372- KelJey, Dr. M. J. and Moore. Dr. H. H. . Some _ Asjeei of the Silicosis FrobUm, 2*5-288. Kessler, li. H.: Occupational Poisoning front Toxic Oases, Vapors, and l umet, 79 *2 Xuechemneistar, G. A.: The Game of Life, t 170 172. Kirkpatrick, S. D.: Helping New Employee* to Avotd^ Injuries in the Chemical Jndtnt.j, Klunipb, J). A.: Coupbng and Uncoupling Cars and Engines and Air and Steam Htfse. 401. Xoinwenboren, W. 1L: Flcvlric Shock, 33*. Keh, R. J Report of Employee Accidents. Electric Kml,vy, 431-412. La Fountaiuc, C. L,: Annual Report of Otairman, 343 3*4. Langley M. P.: TJie Nurse's part in Reduc- mg Disability and Wage Losses, 4-50 L*r2?n, ^ Committee on Non Train Accidents, 405, 411. Leather Industries: See also Shoe Industry. Leather industries Section See Mear 1`aennK. Tanning and Leather Industries Section. Lee. S. Jr.: Safety Activities Which Reduce Accident* 111 fltiilding Ships. 232-233. Lewis. H. P.: Using Our Statistics u> Advan- tage, 199-191. Lighting: The- Science of Seeing and Safety (Lucldesdh), 160-162. Loge, J. J.-. Safety Progress in the Rubber industry, 366. Long, J. .: President'* Adde*. 31 - IS l-onginan, C. H.: Frcvetniag CohiiLonj ail.| 1 derailment ihar to VegUgence of Em pJovee-. .t*l -39*. ) H.. Sale U'eWhtr in a Shipyard, 230- Luckie-h, Df. M.; The Science of Seeing nd fvtieij, IW-lfcl IhClaskty, B. K. t Some Fact* About Women hi the Food Industry. 211-225. McConnell, \V. J.; Medical Supervision ot Workers Exposed to Dust. 29-30: Maintaining Interect: Maintaining Interest in Safely Pingratin. (I'.ivnt). 416-417. Maintaining Interest in Safety Sesk*i 59-66. Maintenance ami Repair: Importance of Main- 1finance in Industries (Vaksdaf), I9t l92. Management: Dertluiiu; Safety UMMWuintsii and Cuotieraiioii 111 the Supervisory Fotcc (ikarr). 167-169. Keeping Higher Supervision Interfiled in Accident arid Fire Prevention rArmstrong), Keeping the Management Sold on Safetc (Young ami Regula). 5$ 63. * ManaKcuitiit's Opportumties and Respond- btHlies tor Winning Employee* i^oopevatioji m Accident Prevention Work (Hcwlc), 127 129. ^202 2G3* Hanagernwit (Rowe), Safety Trotn an Executive Standpoint t<>Mhe*), li-J0. Marine Tndustryr Accident Abatement in Iron Ore Utihjading- on the Great Lake* (Proc tor). 237-23*. Ccmblning Safety with Speed in Ztuik Carso Handling (Tumfrtg). 216. * Economics Accident Pievention hi Han dling Marine Cargo (HeinrklA. 22*.230. Expert Witnesses m Marine Injury Cases (Vandcr Clute), 242-243. Index 449 Marine Problems--Claim Fteventton in Conaectiuu with Accident Prevention (HoMeo), 243-244 Oil Tankers-batety Observations (Jones). 239-241. Safe Welding In X Shipyard (Love), 230-231. Safety Activities Which Reduce Accident* in Building Ship* (Lee). 232 233. Some Holes on Safety in Navigation (Sew ard), 241-242. What the Seamen Think of Safety ami the Safety Movement (Berman), 231-232. Mari** Section: Minute*. 227*244. Nominating Committee Report. 23* 236Officer!, 227-228. Presentation ot Safety Coolest Truiihie*. 218* 239. Mask*: Decreasing the Hazard* of Poisonous Fume* and Vapor* by Respiratory Protec tive Equipment (RueU), 82-83. In Proper Protective Equipment tor the Chemical Industry (O'Connor), 193 J94 Requirements for Respirators and Gas Mask*, 81-49. Matthews, S. A.: Cause and Control ot Em ployee Accide nt*, in the Transportation De partment, 432-433. Meat Packing Industry: Preventing Accidents nwhe Meat Packing Industry (Bank). 24* Meat Packing. Tanuingr atnl Leather ludustne* Section: Minute*,, 245-2S4. Nominating Ca>nutice Report*, 24*. Officers, 245. Mechanical Metliods of Handling Material* b-csskxi: 67-?Z Melrose, Dr. J. A.: Psychology ot the Salcty Movement, in Changing Times. 140-148. Metal Industries: Facts sin. Figure* fiotn rhe Experience c-f the Mctai* Industry ton), 266-267. -Metal* Section: Minute*, ?55-J Normnatinr Committee Kci*>< r. 259-18/3. Offieerv 255-256. Presentation cl Trophic*, 2(7-368 Meyer. E. A.; (iettmg mi or Off Cars am! Engines and Operating Hand Brakes. 400401. Aliffer, A. A.: Falls of Person* i<] Ilsndiiug Material* Hud Tools, 405-406. Miller, J. C : Eye Protection and Safe Ckth mg, 407-408. Mines amt Mining; Accident Prevention at the Harry T.ylor Mine (Doriancc). 27j> -Z"). Coal Mine Ventilation tTohnrtoric), 272-374 The Dust Problem in Mining Oneratimi-. (Cummings), 28I-2A1 Safety in the Le.-ul Mine* (Crane), 279 281. Silicosis frmn the Ot^rators' Standpoint (Bateman), 283-285. 1 Semi* Aspects of the Silicosis Problem (Moore and Kelley), >&*. What of the Cnuso of Saictr? {r.an.>>. 27t272, Minin* Section; Minutes, 269-26*. NGoffmiciunsa,ting Committee Kepcrt. 275. Secrttary's rernirt (Harrington), 270-771. Miiton, J. C. Interesting Employees in Look ing After Their Own Safety, 4Q3-4(M< Moir, W. II t Preveulhtg Failures ot Car Jour nals, Wheels. Truck* and Couplers, 392-."Wt. Moore, Dr. H. H. and Kelley, Dc. \t. T.-. Sonic Aspect! of Ihe SlUmsis Problem. is5-2kf- Moore, Dr. P. G.: Eye Injuries in Imldstry and Their Treatment. 164-166. Morgan, A. J.: Wire Rope Slnigt--a Few Safety Considerations. 69-71. Morse, K. W.; Scriyu; Accident in a Mil) Room. 37J-379, Mun'eri. H. W.. \Mwt Can Maii-igetnen! i)c to Lessen Casuaitic* from Shpi'cty VK-oi.-.. 123 126, Murii4iey, E. D.: Org-vitfrintr I-'ederut RrUtl Projects !or Accident Vrevcntiou, 3I3-1U. Myers. J. \V.; "I'lie Statij-ticsl Picture, Jvi 3tf>. N National Fleet Safety CuiteM: An-si Tropl<ic. 212-214. Natinual Safety Council lHiectkrs. 5-8. Executive Committee, -I i. Honorary klembeik, 4. Nominating Conmuttce Retort. 16. Officers, 4. Purposes *i<d Pidlcies, 9-10. Resolutions Conuniucc ' N* Emplovee*: Four (Williams), 76-78. Helping New Finpkwce* -Vvoid Injurit* it the Chemical Industry (Kirkpatrick). 1X8 190. ItiysiCAl E vatniiuitmxii *il i'i.vconrt> o Worker* (Darr). 73 75. Training the New f'm.ei Ote (Sain). 327-32*. New Worker* Session: 73 7*. Nurses: How Cau the InduAtrUI Nurse Help to Prevent Accident*? (Br.idhnt!). 4^.47, The Nurse's Part in Reducing Dinsbthly and Wage T.us*e* (Langley). 48-50 Visiting Nurses--Then Value to Use Safelj Movement (BrishA), 4?-4*. o Occupational thveasc*: See Henlth Httrard* 0"Couior. F. J.: Projwi Protective Equipment (or the Cltcfuical Industry, lv2 11M. O Kane, Prof. W. C,: Know Vour Fumikams, 221.b>. Oliver, G- F-: Heavy And Light Press Opera tions, VD.3J5 Organizatioa: An Itniustriii Safety Progr.iut that Includes Veliicle firivers (Welker). 53- Palmcr. L. h : The "Gikch Bonk." 389-3^). falser & Pulp Section. Minutes, 2*9-306. Nouiiu.itiiig Comunttec Report. 2)7-278. Officers. 289. ,, Preseiitation of Paper Industry and Council Trophies, 247. Safety Exchange Round Tsbfc. t'M 300. Paper Industry: Cteaning Drier Pit*. 291299. ( ompensa'.or Fires. 2W. Goggtcs, 2W XK1 Report of Accident Experience Exchange (An gustus), 293-294. Saleiv Methods Adopted by the CansoJuUlCii Pai>er Corporation (Turner), 29j 297. Safety Swiuhea, 299 Iriimltcr AficMeut*. 296. Patterson, W. l.i Sutitmaty Cs>nditFn\v st-t Praulices Involved in Certain Ac-mdeM*. 396-398. Payne, R. S.: Maiutaiiung Interest in Salcty Programs, 416 417. Personal Factois; The pervyuai Equation (Robinson), IT) 1. , Physical and Mental Qualifications of a Safe Worker (WilHnte). 246-248. ' Psychology of the Safety Movement l Changing Times (Metros*). 149 14*. Quat;fi.:ati4,i for Tiainmeo and Tins Opera tor* (Emerson), J*426. Selling the Safety Idea (Buckley), 135-140. J50 Twenty-third Annual Safety Congress--National Safety Council rctSr*>n. A. II.: Prcvcntiti* Derailments Jyui!** Delects < Track, Hririges and Roadway, .VJ1.J95. Petroleum Indirotry: Cmurotitag the Fire and Explosion Hazard* in Rcfincriti (Byers). 31*522. L!n*m.itir>g Accidents in the Marketing lie* (Kwinxcr), JU IQ. The Ittdu-irial I*tiylrian*c Place In the Ac cident Preventwwi Program ( Adinro), 309- KeomiHri.mmjc Oil Pipe Line* Ofsnlon). ilj- Ste Protective Ktjuiinurnl as Related to Ac cident I'revrmion (Koaper). S9'>2. the .SiatUic.d Furore (Mvers). 308-30S. Petroleum Seciun: .Minuted 107-33-1 Nominating Committee Report. 31a. Odicers, .307. Presentation of Trophies. 32) 324 Phillips, 1). (J : RejsKt of Committee Train Service Aicule.ii-., .194-400. Struck or Rem Over--Not at Pr l>c Cmssmgs. 402 KB. Ploafcol Ktainitiaiinmi: Jn the Industrial phiJiciau'* Place in the Acc*ddnt Prevention Program (Ad:imf>. 3P4-3II. Metlirnl S(i(>ervi->>rMi of W.irhvr* I'vpotied to l>*t (McCuiinctl). rv.i)ilo;.tiosn amt Placement of Worker? {Barr). 73-73. Ihyfirsi F.tjunta*rinn la Accident Prev rutson i Fisher). 01-423. PhvMcaS TheiKl't ; Physical Therapv in the jfettahiiit.ittoti oi tin* Injured (Coulter!. U3- Pl.j iciaim: 1 jit ImluMriai Physician's Place " * Went Prevention Program (Adams). 300-313. Piling MniejjH.s: Handling ami IN-...* Sheet Metal (Tlwwniwm). 328 J30. Piuitup: Safetv hi Kieetroptatin^ Operations (Siniiii), 'J9-I01. Hjivs- thil.itiA die Scenes, 342. Keej.uiK the Sold on Saietv (loung and kecula). 39*63 ' Poiar-mtus 1'iinie* ..ml V;i|ww Session: P).S3 (V-Atcrs: Solely (Hei.h.co). }$.. l ower Press Sccinm: Joint Session with Autnmotive and Machine Slioj, SecUm;, JJUhLY?. Minutes. 32* 3.15. Nominating t -unmuiee Uciaort. 32i. OftH-rr?, 3*?. President's .\ld><-* (Long), H-15. Pte*e--Power: Heavy arvd Light erat*>n (Oliver). 333-335. CH>- MetM other Than Commercial Safety De vice* t->r Preventing Power lTe>* Accident* (Shaw). .130*331. Training tl>e New Putter Fre** Otierator (Sain). 327-32*. I'l.etM, Jl. I).: Accident Abatement in Irun Ore LnfciadmK >n the Great l*akes. 237*33*. Frothing. K. H: Portable (Jbuvejors--Haiani* and Their Elimination, 7) 72. lVychoigy Lectures: 135 14*. Psychology; See Ptmonai Factory. Public ITtilities: Development and Ketearrh and Their Relation to Accident Prevention (Hen-'ei). 344-.147. lire IVeveuitmt h the Public Ltility Indus try (Fleming), 342-344. Public Politic* SertioM: Cm>ic*. 347 3*9. Minute*. 337-34* Nominating I'onimtttec Kci"l, 341. Dihcer*. 332-34.. Pul*e. K. T.: Hazard* oi Uue Mill Operatom-. 3ft)-363. Q Oiijrry SevtiuM. .Minutes. 349-3JC Nominating Committee Report, 3S3-354 . Officers, J4!i. R Railroads: Coupling ami Uncoupling Cars ami Ktstneu anti Air and Steam Hose (Kiuniph). Ey^ Protection and Sate Oetbiag (Milter), Falla of J'rraw. and Handling Mileihli and Tools (Milter). 495-406. FUs of Persons'and Objects (UtanKcr), 4C*~ Fulls of Objects: Motor Cars--(.arc and o*eratfun (Farkm), 406-037. Cetting on or Off Cars and Engines and ^Operating Hand Brakes (Merer), 400 401. The "Green Book" (Palmer), 3S9 390i Interesting Kinidovevs in Looking Alter Their Own SaTety (Mixon). 4Q3--KU Preventing Cofliions and Peiaiiments J me to Neghgeuce oi Kmidc-yees, (Lontutae), FI! *392. Preventing Derailment* I.hie to Detects ut Track. Bridges and Roadway (Peteruon). M*J9f. PtereiitiuK Failures `rf Car fouraals, \\ hcelv Truck >, a,i Couidcr (Moirl. 392-393. Progress and Po^ibilitie* nt the l'reicntiim ol JnjimeK to Kailroa*! F^mitloyets (Carrow), 3R/-3M. Station ami Warehou-e Accident- and Their Causes (Romanoff), 410 Struck or Kun Over--Not ai public Cross imrs (PhUlijvs), 402-403. Summary <,f 1 rnwlitkxvs and Practice* in volved ut C'ertaiii Accidents (Patterson). 3.3*J*. Ralston. C. E.: Facts ami Figures from the Experience ol the Metals Industry. 26f.-2fJ. Rayon .Manufacture: See Textile Industry. Reudctt, W. K.: Emergency First Ah! in the Injured Worker, ilb-119. Refrigeration lihluury: Refrigeration Indus try Accideats a:td Their Prevention (Ham). .%!*364. Safely in lee Delivery ijar.4**), 3A7-3M A Study of Esperienee rn the Ice Indudn (Siwur*). V4.jK2. Where and How Acculent* Ha|<ft in the Cold Storage Industry (TomiIk). 1VAA RefrlgeratiAH Section: Minute*. 3v-3a4. . XowiinatauK Cnmwiiite Report, JW. Officer*, 3.57. Kegula, A. S- and Voutmt. A. H.: Keejung the Management Sokl -on Safety, 59-63. Rcliibilittlion: I'luAd Therapy in the Rc* habilitarimi of the Injured (Coulter). 113 116. Rcsobtilunx: A. S. S. E--Engineering Section, 169. Report of Oxmnitiec. X. S. C, 16-UL Safety Secthui, A. R. A.-Stc*m Railroad beetiMi. 41Z_ Respirators: Decreasing the Hazards oi Pmvua* ** Fumes and Vai*or* by Respiratory Pro tective Etfuiimtent (Russell). K2 t3. Requirement^ inr Kcs*irtii<>i and Ga* Mask*. Using Exhaust System* and RespirapN-y Frpiipmenl to Protect Workers Exposed pt Thast (Gurney am) Beyer}. 36-X. Resnonsibdil) for Aechlvni^: The Foeeman** Duties and Re*toni)litir* in J'reventmg Accidents ((iardtner), })i 355. The Safely Mxtt'u R*t>orjsib)itv in Industry (Archer), 172*174 Index -151 Rice. \V. 1*..: preventing Fall* ol l'ersona i the Cement Industry, 183-1&S. _ Rider. C- A.: Selling Safely lu Food Stoic Persnonek 222*213. . Hixitifier, J I. Eliminating Aecidei't* in the Marketing Department, 322*323. Roaier, It li.; Sale Protective Equipment a3 Kclxteit to Accident Prevention, 19-92. Robinson, J1- 31.: Tint Ptisona* Equatioo, 1?)- 130. Ry.hweder, A. V.: l raining the New Worker, 75. koraanufl. J.: Siaiion and Warehouse Acci dent* and '1`heir Cause*. 410- Kope: Wire Kop* Sllnge--A Few Safety (astileralkms (kforgan), A9-71- Rowe, F. 1 : Safety--A Challenge to Manage ment. 202-203. Kuu-e, D. A.: Report l Committee on Pre vention ol Highway Crossing Avtidents 395-396. Rubber lm1nt*> : Itesciintson of a Serious Accident (Keeling Wire) and. the Lesson Learned (Welch). 379 MO. I>u*r PrcWem* In the Rubber Tudustty (Anhl. 370 172. Dust Problems in the Rubber Industry (Shir ley), 367-370 Hazart)* of Rubber Cement Chums ami Stor age Rooms (Beck). ,173-37.4. Safely in Rubber Mill and Caleiwtar Opera tiwis (Stephens), 366*367 Safet> Pnw in the Jtul>feer ludunrv iLogt). 366. . A Serious Accident (Caienda ) atui the L** *0*1 Learned (Bullock). 177 37* Scriou* Accident m a Mill kwus (Mont). 37J-379. Rubber Section . Minutes. 365-3*2. Nominating Conunutee Fei<r. 370-377. Officer*, 35. Preseniaiion <f Content Trsidiic*, 3)2-3>.<. Sixcia! Report on Accident Hazards ni tle Rubber Industry, 3*0-3S2. Ruastll, A. E.: Decreasing (he H*.inh >f Poitouuua Fumes and Vapors by Kespira lory 1'roleclive Equipment, *2 *3. Expiosivea in the Conrtrucricm Itulu>(r>. 306- s Safe Use of Chemical* in lutu*lrv 99*102. Sale Use of Electricity in Tndut-try Se*M-<: 193-112. Safely RquijHnent; FrotCtting (he Feet ;utd Legs, Hands ml Arms, Face an<5 Head M Industrial \\'orker> (Bixler), M-1W, Safe Protective VijminueMt a< Related in Ac cideat Pievenilon (Roajier). 89 92. Saietv Eqjinment--A Factor in Accident Pi r vention (Campbell), ti-K. Safety Equiptnent Session: 85-92. Safety Movement: The Game ni Life (Kcud- enracDter). 170-172. Safetv from an Executive Stamltmint (f.i'l tien), I* 20. ,. Saietv Organisation ami Piijg<a,v Sc*.53- bain. If L : TearhiuK Haleiy to the Ittdusiria! Worker. 43*-1ta Training the New Power 1'iess Operator, 327-33. Sal*nKn<diif*t Selling th E.n(t> I-Jea (Uuvk- lev>, 135-140. Sayers, Dr. R. U.: Dust Hazards in Jndusttv, 330 3S3. Selling the Saietv Idea. (DnckSey). 135 14b. Sew-aul. H I. : home notes oft Salety it) Navi- gntioit. 241 Z'42. Siuw, R. A : MciImmU Oihe Phan (.Yumnei cial Salety Device.-, tnr Prevenoug Po-*c> Press AccidentP, 330-351 Ship BuildiOff- Safety A livitie* Wi icli Re dure Accidents ui linih'ing Ships il.ee?. 232-233. Shirley, Dr. }. H ; D.*i Vrohte.1.4 m the Rub ber Sfi7 3?0- Shut Industry: Point of Ot*ei-i!i<>ii Azudeitt* and Tlieir EliiiinialO'-; iu Pie Shite Indus try (Cahill}, Silicosis: See Ihtsl* Slings: See Hoists. Smith, 1) : How the Automotive Indti*irj Can Hein it Reducing Stieel A.- idco!^, 166*167. rith, E. tioni........... Smith, J. X.: How Fleets . .. Community Safety, 214-216. Snow, W. A.: Statistics oi il*c C*istiuttn-i" Section, 200 Sreers. I L : A Stucb *f Experience m the Ice Industry, 300 367 Spencer, H. II.: Relaii<m ol Actklejo picveu- Ik.ii In Pi reluct ion. 414 4IV Sle.nn Railroad becthoi: Ch.iirnnur'c (La Fountuine), JH11KJ MiMute.. MI-412 Nominating Committee Officer t, 3K>. 412 Railroad Etiinlnvees1 Salnmal S:dei (Viiif-sU 389-m * Report n( Committee on Kdtuaiin U>entie>>. MS-386. . Report of Cnmoiiitcc mi Nu Turn Acci dents (Laremi). 403. 411. Kci'ort o( Coitin<iltee 0*1 lV*v<nt*i <4 llich- way Crossing .-Vcidr.it- (Roue). vt;.rif. Rei>ort nf Committee mi Train Aivnleni-. (Warfct), 390 i9l. Reinirt iJ Committee m Tram ber-.icc Ac cident* tPhillipc). 3A-4IXX Het*ort nf RcsoIuikmi* ( ommittee. 412. Stetdiens. W. W.r Safcu in Rul.4>er Mull uu-1 Calendar Operalion*. J4f-,VJ. Stearr. 1. M.: Miniature Vodiage- h.r P*-n able Electrical Eriuiimiem. 103 104. Stout, W. IS.: Address, 3*fc-M7 Strains: Preventing F-'ll* and Strain* m he Tanning Imluxfrj' (Whitel. 3^0 251. SuxervishMt See Knretieo: ManaKement Sutton. V. D.: Safety I**-* ami Hmv) T- 9*. Whrx Swiich*5--Electric: Saidv Switches T Tank C.it*: Safetv in the I'ukiadmg oi lank C*r* (White). 1V( )M7. Tank*: Oil T anker:"- S-ifety Obrcrvaiion* tJones). 239-241. Tanning lndu*u> : Preventing Falin a*xl Strains ir. the Tnnruns Imhinry (White). i.iu .). Tamtiug Secikit*: See Meat Parking, Tanning and Leathe: lmlu:ne* Sectif-n.. Textile industry: M aiiveainuig fwtev**t in Safety Program* <Pa* tie). 416-417. A New Safety C'de h r (.'niton Mi'lx (F"i*r *ait!i). 415-416. Safety in Garment Manufacturing (IK.ffman), 41*. Safetv >> R*iou Manufacturing (G<.<de), 4174tA Textile Section: MmuiCv 413-U*. Nominating Committee Report. 415. Officers. 413. Thomiwfu, 0 S.. Hindi.ar.d Pihi.y Fhcet Metal, .128*330. 452 Twenty third .huma! Safety Congress--National Safety Council C. F. and Whiting, S. E.: Hatirds of C*r* Voltage Circuit*. MG 112. Tool*: Hand AteiJcntt *>il Their IV*- Tfnii'io iliuer). 185-JS6 Tw*Jh. H. SI,: Where ana How Accidents Ha;<tea tn the (jAI Storage Industry, 35** Ttzthc' Municipal Traffic Problems from a Trat-jri!***> Viewpoint (Cooke), 429-til. TranMt Secthoi; Minuter, tlj.tw. XHtiattnir ('*miiice Report. 428*429. Often*, tit til Tranter. (I. It; I'fatliral Saielr from an OpmiMu Sianrffotnt. 256.2HI. ' 'r^rT. ) U - S**r Methods Adopted by the C'et'-'-bdated Pai-er Corporation. 30S-237. Tumiog. C W.: CxetiUmng Safety with Speed u IIjIL Car*> HanJIinK, 23*. Valdai, A.* Ji|.ruiife of Maintenance in . Industries. 191-192. Vaodcr CJuie. C K.: xi*ert Witnesses iu Marine Injury Cases, 242-242. Vajon; See Ventilation and Exhaust Systems: Usiug Ex haw/t 5> Mem* anti Re*i*ra;riry Equipment to I'nderi Mockery Expn*od to Dust (Gur ney and Iteyerl. 3S-2*. w Walbnaii. E. ) Safely hi Forge Shop Opera* , tums.2iM.lS, * U'irl*!, IJ. H.: Kci-rt ul Comniittec on Train Accidents. m>-39l. U'ral*. S . Safe Handling of DvennJfa, lltl- . K12. Weaver. G. K-; Maintenance lor Safety's Sake. 710-211. Welch. I) C . Desciiioion of a Serious Acci dent and th Lesson Learned. 374-:0. W elding; In Reconditioning Oil Pipe Lines (Hanlon), 316-348. Safe Practice* in Maintaining k] Uung Ekctiic WeMIng Equipment (Raker), 4* Safe Practices in Maintaining and Using Gas Welding Equipment (Christie), 42-43, Sale Welding sn a Shipyard (Love), 230-731. Welker. W. H,: An Industrial Safety Program That Include*. Vehicle Duvets, 53-55. White. A. C. t Safety in the Unloading of Tank Cars. 194 197. White, fc- W.j Preventing Palls and Strains in the Tanning Industry, 230*251. W biting, S. E. and Tonks. G- F. - Haiauls ol Low Voltage Circuits, 106 112. Why People Pali Session: 121-126. \\ white, H. F.: Physical and Mental Qualifi cations of a Sake Worker. 246 246. Williams, S. J. i Four Million Green Men, 76 78. Wiihtnan, 0. E.; How to Investigate and Capitalize on Cur Accidents, 111-182. Wire Manufacture: Hazards of Wire Mid Of orations (Pulse). 260-263Women In Indutty: Some Facts About Women in^ the Food Industry (McClaskey), 223- Wood Products Section: Minutes, 415 444. Nominating Committee Report, 411-442. Officers. 435. - Woodworking Industry; Safety in Grand , Rapid* Industries (Irwin), 440-441. Workmen--Injured: Emergency First Aid to the Injured Worker (Redden), 116-119. l*hvwl Examinations and Placement ot Workers (Earr), 7-V7S. Physical Therapy in the Rehabilitation of the Injural (Coulter), 113-1 li- Workmen's Compensation: Comivtisaiktii aihl Medical Problems (Carey). 442-4*4. of Safety Activities on CoM(itsstion . Insurance Rates (Wright), 201-202. Worthy, W, I.: Safetytxmg Transportation in , Cement Milts and Quarries, 182-183. W right. C. W EKect of Saletv AclHie on Cotnpenaaltfm Insurance Rates, 291-303. Young, A. H. and Rrgula, A. S.: Keeping the ManiKinieut J>oW on Jynict>, 59-63